Part EVol 02

Go back to welcome
Rules for the Classification of

Steel Ships
PART E – Additional Class Notations

Chapters 6 – 7 – 8 – 9 – 10
NR 467.E2 DT R03 E April 2007
17 bis, Place des Reflets - La Défense 2 - 92400 Courbevoie

Postal Address : 92077 Paris La Défense Cedex
Tel. 33 (0) 1 42 91 52 91 - Fax. 33 (0) 1 42 91 53 20
Email : veristarinfo@bureauveritas.com
Web : http://www.veristar.com
MARINE DIVISION
GENERAL CONDITIONS
ARTICLE 1 ARTICLE 6
1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the “Society”) is the classifica- 6.1. - The Society accepts no responsibility for the use of information related to its Services which was not
tion (“Classification”) of any ship or vessel or structure of any type or part of it or system therein collectively provided for the purpose by the Society or with its assistance.
hereinafter referred to as a “Unit” whether linked to shore, river bed or sea bed or not, whether operated or
6.2. - If the Services of the Society cause to the Client a damage which is proved to be the direct and
located at sea or in inland waters or partly on land, including submarines, hovercrafts, drilling rigs, offshore
reasonably foreseeable consequence of an error or omission of the Society, its liability towards the
installations of any type and of any purpose, their related and ancillary equipment, subsea or not, such as
Client is limited to ten times the amount of fee paid for the Service having caused the damage, pro-
well head and pipelines, mooring legs and mooring points or otherwise as decided by the Society.
vided however that this limit shall be subject to a minimum of eight thousand (8,000) Euro, and to a
The Society: maximum which is the greater of eight hundred thousand (800,000) Euro and one and a half times the
• prepares and publishes Rules for classification, Guidance Notes and other documents (“Rules”); above mentioned fee.
• issues Certificates, Attestations and Reports following its interventions (“Certificates”);
The Society bears no liability for indirect or consequential loss such as e.g. loss of revenue, loss of
• publishes Registers.
profit, loss of production, loss relative to other contracts and indemnities for termination of other
1.2. - The Society also participates in the application of National and International Regulations or Standards, agreements.
in particular by delegation from different Governments. Those activities are hereafter collectively referred to
6.3. - All claims are to be presented to the Society in writing within three months of the date when the Services
as “Certification”.
were supplied or (if later) the date when the events which are relied on of were first known to the Client, and
1.3. - The Society can also provide services related to Classification and Certification such as ship and com- any claim which is not so presented shall be deemed waived and absolutely barred.
pany safety management certification; ship and port security certification, training activities; all activities and
ARTICLE 7
duties incidental thereto such as documentation on any supporting means, software, instrumentation, meas-
urements, tests and trials on board. 7.1. - Requests for Services are to be in writing.
1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as “Services”. The party and/or its rep- 7.2. - Either the Client or the Society can terminate as of right the requested Services after giving the
resentative requesting the services is hereinafter referred to as the “Client”. The Services are prepared and other party thirty days' written notice, for convenience, and without prejudice to the provisions in Ar-
carried out on the assumption that the Clients are aware of the International Maritime and/or Offshore ticle 8 hereunder.
Industry (the “Industry”) practices.
7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until the
1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ship’s sale or chartering, date of effect of the notice issued according to 7.2. hereabove subject to compliance with 2.3. hereabove and
Expert in Unit’s valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Shipbuilder, Repair Article 8 hereunder.
yard, Charterer or Shipowner who are not relieved of any of their expressed or implied obligations by the
ARTICLE 8
interventions of the Society.
8.1. - The Services of the Society, whether completed or not, involve the payment of fee upon receipt of the
ARTICLE 2
invoice and the reimbursement of the expenses incurred.
2.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following surveys
8.2. - Overdue amounts are increased as of right by interest in accordance with the applicable legis-
by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance of a Unit to
lation.
its Rules or part of them. This appraisement is represented by a class entered on the Certificates and peri-
odically transcribed in the Society’s Register. 8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitful
notification to pay.
2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafter
and with reference to the applicable National and International Regulations or Standards. ARTICLE 9
2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to present the 9.1. - The documents and data provided to or prepared by the Society for its Services, and the information
Unit for surveys and to inform the Society without delay of circumstances which may affect the given available to the Society, are treated as confidential. However:
appraisement or cause to modify its scope. • Clients have access to the data they have provided to the Society and, during the period of classification
of the Unit for them, to the classification file consisting of survey reports and certificates which have been
2.4. - The Client is to give to the Society all access and information necessary for the performance of the re-
prepared at any time by the Society for the classification of the Unit ;
quested Services.
• copy of the documents made available for the classification of the Unit and of available survey reports can
ARTICLE 3 be handed over to another Classification Society Member of the International Association of Classifica-
tion Societies (IACS) in case of the Unit’s transfer of class;
3.1. - The Rules, procedures and instructions of the Society take into account at the date of their preparation
• the data relative to the evolution of the Register, to the class suspension and to the survey status of the
the state of currently available and proven technical knowledge of the Industry. They are not a code of con-
Units are passed on to IACS according to the association working rules;
struction neither a guide for maintenance or a safety handbook.
• the certificates, documents and information relative to the Units classed with the Society may be reviewed
Committees consisting of personalities from the Industry contribute to the development of those documents. during IACS audits and are disclosed upon order of the concerned governmental or inter-governmental
authorities or of a Court having jurisdiction.
3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to them has
no effect unless it involves the Society’s intervention. The documents and data are subject to a file management plan.
3.3. - The Services of the Society are carried out by professional Surveyors according to the Code of Ethics ARTICLE 10
of the Members of the International Association of Classification Societies (IACS).
10.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an event not
3.4. - The operations of the Society in providing its Services are exclusively conducted by way of ran- reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach of con-
dom inspections and do not in any circumstances involve monitoring or exhaustive verification. tract.
ARTICLE 4 ARTICLE 11
4.1. - The Society, acting by reference to its Rules: 11.1. - In case of diverging opinions during surveys between the Client and the Society’s surveyor, the Society
• reviews the construction arrangements of the Units as shown on the documents presented by the Client; may designate another of its surveyors at the request of the Client.
• conducts surveys at the place of their construction;
11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by the So-
• classes Units and enters their class in its Register;
ciety to the advice of its Marine Advisory Committee.
• surveys periodically the Units in service to note that the requirements for the maintenance of class are
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 frame-
extent of the surveys to be changed. work 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
of Nanterre, France.
5.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearing
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 ex-
clusively submitted to arbitration, by three arbitrators, in London according to the Arbitration Act
5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the level
1996 or any statutory modification or re-enactment thereof. The contract between the Society and the
of compliance of the Unit to its Rules or to the documents of reference for the Services provided for.
Client shall be governed by English law.
In particular, the Society does not engage in any work relating to the design, building, production or
ARTICLE 13
repair checks, neither in the operation of the Units or in their trade, neither in any advisory services,
and cannot be held liable on those accounts. Its certificates cannot be construed as an implied or ex- 13.1. - These General Conditions constitute the sole contractual obligations binding together the So-
press warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value for sale, ciety and the Client, to the exclusion of all other representation, statements, terms, conditions wheth-
insurance or chartering. er express or implied. They may be varied in writing by mutual agreement.
5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construction 13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the validity
in conformity with its design, that being the exclusive responsibility of its owner or builder, respec- of the remaining provisions.
tively.
13.3. - The definitions herein take precedence over any definitions serving the same purpose which may ap-
5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute any war- pear in other documents issued by the Society.
ranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or machin-
ery, computer software of any sort or other comparable concepts that has been subject to any survey by the BV Mod. Ad. ME 545 j - 16 February 2004
Society.
RULES FOR THE CLASSIFICATION OF SHIPS
Part E
Additional Class Notations
Chapters 1 2 3 4 5 6 7 8 9 10
Chapter 1 VeriSTAR SYSTEM (STAR)

Chapter 2 AVAILABILITY OF MACHINERY (AVM)
Chapter 3 AUTOMATION SYSTEMS (AUT)
Chapter 4 INTEGRATED SHIP SYSTEMS (SYS)
Chapter 5 MONITORING EQUIPMENT (MON)
Chapter 6 COMFORT ON BOARD (COMF)
Chapter 7 REFRIGERATING INSTALLATION (REEFER)
Chapter 8 ICE CLASS (ICE)
Chapter 9 POLLUTION PREVENTION (CLEANSHIP)
Chapter 10 OTHER ADDITIONAL CLASS NOTATIONS
April 2007
The English wording of these rules take precedence over editions
in other languages.
Unless otherwise specified, these rules apply to ships for which contracts are
signed after July 1st, 2007. The Society may refer to the contents hereof
before July 1st, 2007, as and when deemed necessary or appropriate.
2 Bureau Veritas April 2007

C HAPTER 6
COMFORT ON BOARD (COMF)
Section 1 General Requirements

1 General 21
1.1 Application
1.2 Basic principles
1.3 Regulations, Standards
1.4 Definitions
1.5 Document to be submitted
2 Conditions of attribution 22
2.1 Measurements
2.2 Determination of comfort rating number
2.3 Measuring locations
3 Testing conditions 23
3.1 General
3.2 Harbour test conditions
3.3 Sea trial conditions
Section 2 Additional Requirements for Ships of less than 65 m in Length

1 General 24
1.1 Application
2 COMF NOISE 24
2.1 Measurement procedure
2.2 Noise levels
2.3 Sound insulation measurements
3 COMF VIB 25
3.2 Vibration levels
Section 3 Additional Requirements for Cargo Ships greater than or equal to

65 m in Length
1 General 26
1.1 Application
2 COMF NOISE 26
2.2 Noise levels
3 COMF VIB 27
April 2007 Bureau Veritas 3

Section 4 Additional Requirements for Passenger Ships greater than or
equal to 65 m in Length
1 General 28
1.1 Application
2 COMF NOISE 28
2.2 Noise levels
2.4 Impact measurements
3 COMF VIB 30
Section 5 Additional Requirements for Yachts

1 General 31
1.1 Application
2 COMF NOISE 31
2.2 Noise levels
2.4 Impact measurements
3 COMF VIB 32
4 COMF + 32
4.1 Application
4.2 Data processing - Analysis
4.4 COMF + Sound insulation index
4.5 COMF + Impact index
4.6 COMF + Emergence
4.7 COMF + intermittent noise
4.8 COMF + intelligibility

C HAPTER 7
REFRIGERATING INSTALLATION (REEFER)

1 General 37
1.1 Application
1.2 Temperature conditions
1.3 Definitions
2 Design criteria 38
2.1 Reference conditions
3 Documentation 38
3.1 Refrigerating installations
3.2 Controlled atmosphere installations
4 General technical requirements 38
4.1 Refrigeration of chambers
4.2 Defrosting
4.3 Prime movers and sources of power
4.4 Pumps
4.5 Sea connections
4.6 Refrigerating machinery spaces
4.7 Exemptions for small plants
4.8 Personnel safety
5 Refrigerated chambers 40
5.1 Construction of refrigerated chambers
5.2 Penetrations
5.3 Access to refrigerated spaces
5.4 Insulation of refrigerated chambers
5.5 Protection of insulation
5.6 Miscellaneous requirements
5.7 Installation of the insulation
5.8 Drainage of refrigerated spaces
6 Refrigerants 42
6.1 General
6.2 Rated working pressures
7 Refrigerating machinery and equipment 43
7.1 General requirements for prime movers
7.2 Common requirements for compressors
7.3 Reciprocating compressors
7.4 Screw compressor bearings
7.5 Pressure vessels
7.6 General requirements for piping
7.7 Accessories
7.8 Refrigerating plant overpressure protection

8 Specific requirements for direct and indirect refrigerating systems 45
8.1 Specific requirements for refrigerating systems
8.2 Specific requirements for air cooling systems and distribution and renewal of air
in cargo spaces
9 Instrumentation, alarm, monitoring 46
9.1 General
9.2 Instrumentation, alarm and monitoring arrangement
10 Material tests, inspection and testing, certification 47
10.1 Material testing
10.2 Shop tests
10.3 Pressure tests at the workshop
10.4 Thermometers and manometers
10.5 Shipboard tests
10.6 Defrosting system
Section 2 Additional Requirements for Notation REF-CARGO

1 General 49
1.1 Application
1.2 Refrigeration of cargo spaces
1.3 Heating
2 Refrigerated cargo spaces 49
2.1 Insulation
3 Instrumentation 49
3.1 Thermometers in cargo spaces
4 Additional requirements for AIR-CONT notation 50
4.1 General
4.2 Controlled atmosphere cargo spaces and adjacent spaces
4.3 Gas systems
4.4 Miscellaneous equipment
4.5 Gas detection and monitoring equipment
4.6 Instrumentation, alarm and monitoring arrangement
4.7 Safety
4.8 Tests and trials
5 Additional requirements for notations PRECOOLING
and QUICKFREEZE 54
5.1 General
5.2 Shipboard tests
Section 3 Additional Requirements for Notation REF-CONT

1 General 56
1.1 Application
2 Refrigerating plants supplying refrigerated air to containers 56
2.1 Definitions
2.2 Cold distribution

2.3 Equipment and systems
2.4 Thermometers
2.5 Workshop and shipboard inspections and tests
2.6 Temperature measuring and recording devices
2.7 Shipboard tests
3 Ships supplying electrical power to self-refrigerated containers 59
3.1 Electrical equipment
3.2 Installation of containers
Section 4 Additional Requirements for Notation REF-STORE

1 General 60
1.1 Application

C HAPTER 8
ICE CLASS (ICE)
Section 1 General
1 General 63
1.1 Application
1.2 Owner’s responsibility
2 Ice class draughts and ice thickness 63
2.1 Definitions
2.2 Draught limitations in ice
2.3 Ice thickness
3 Output of propulsion machinery 64
3.1 Required engine output for classes IAS, IA, IB, IC
Section 2 Hull and Stability

1 General 67
1.1 Application
1.2 Regions
1.3 Ice strengthened area
2 Structure design principles 68
2.1 General framing arrangement
2.2 Transverse framing arrangement
2.3 Bilge keels
3 Design loads 69
3.1 General
3.2 Ice loads
4 Hull scantlings 70
4.1 Plating
4.2 Ordinary stiffeners
4.3 Primary supporting members
5 Other structures 73
5.1 Application
5.2 Fore part
5.3 Aft part
5.4 Deck strips and hatch covers
5.5 Sidescuttles and freeing ports
6 Hull outfitting 74
6.1 Rudders and steering arrangements
6.2 Bulwarks

Section 3 Machinery
1 Propulsion 75
1.1 Propulsion machinery performance
1.2 Ice torque
1.3 Starting arrangements for propulsion machinery
1.4 Propellers
1.5 Shafting
1.6 Reverse and reduction gearing
2 Miscellaneous requirements 77
2.1 Sea inlets and cooling water systems of machinery
2.2 Steering gear
2.3 Fire pumps
2.4 Transverse thrusters

C HAPTER 9
POLLUTION PREVENTION (CLEANSHIP)

1 Application 81
1.1 General
1.2 Additional class notation CLEANSHIP
1.3 Additional class notation CLEANSHIP SUPER
1.4 Additional class notations CLEANSHIP AWT and CLEANSHIP SUPER AWT
2 Definitions 82
2.1 Definitions related to sea pollution
2.2 Definitions related to air pollution
3 Documents to be submitted and applicable standards 83
3.1 Documents to be submitted
3.2 Applicable standards
Section 2 Design Requirements for Notations CLEANSHIP

and CLEANSHIP AWT
1 General 87
1.1 Application
2 Design requirements 87
2.1 Waste streams
2.2 Oily wastes
2.3 Wastewaters
2.4 Garbage and hazardous wastes
2.5 Ballast water control and management
2.6 Hull antifouling systems
2.7 Prevention of pollution by oil spillage and leakage
2.8 Ozone depleting substances
2.9 Emission of nitrogen oxides (NOx) from diesel engines
2.10 Emission of sulphur oxides (SOx) from the ship
2.11 Shipboard incinerators
Section 3 Additional Design Requirements for Notations CLEANSHIP SUPER

and CLEANSHIP SUPER AWT
1 General 95
1.1 Application
2.1 Waste streams and air emissions

2.4 Protection against oil pollution in the event of collision or grounding
2.5 Prevention of air pollution
Section 4 Additional Design Requirements for Notations CLEANSHIP AWT

and CLEANSHIP SUPER AWT
1 General 98
1.1 Application
1.2 Standards
1.4 Definitions and abbreviations
2.1 Design of the AWT plant
2.2 Parameters to be recorded
Section 5 Onboard Surveys (CLEANSHIP, CLEANSHIP AWT,

CLEANSHIP SUPER, CLEANSHIP SUPER AWT)
1 Prevention of sea pollution: periodical tests and measurements
done by the Shipowner 99
1.1 General
1.2 Initial period
1.3 Periodical tests after first year of service
2 Prevention of sea pollution: periodical surveys 100
2.1 Initial survey
2.2 Periodical survey
3 Prevention of air pollution: on board surveys 100
3.1 On board surveys for ozone depleting substances
3.2 On board surveys for NOx emission
3.3 Other surveys
Appendix 1 Guidelines for Performance Tests for Sewage Treatment Plants

1 International effluent standards for sewage treatment plants 101
1.1 General
1.2 Faecal coliform standard
1.3 Suspended solid standards
1.4 Additional requirements
2 Guidelines for performance tests for sewage treatment plants
with respect to effluent standards 101
2.1 General
2.2 Testing considerations

Appendix 2 Guidelines for the Development of Garbage Management Plans
1 103
1.1 Introduction
1.2 Prevention of pollution by garbage
1.3 Matters to be addressed in the garbage management plan
Appendix 3 Standard Specifications for Shipboard Incinerators (IMO

Resolution MEPC.76(40) Adopted on 25 September 1997, as
Amended by Resolution MEPC.93(45) Adopted on 5 October 2000)
1 General 105
1.1 Scope
1.2 Definitions
2 Design 106
2.1 Materials and manufacture
2.2 Operating requirements
2.3 Operating controls
2.4 Other requirements
3 Tests and certification 109
3.1 Tests
3.2 Certification
3.3 Marking
3.4 Quality assurance
4 Emission standard for shipboard incinerators with capacity
of up to 1500 kW - Minimum information to be provided 110
4.1 IMO type approval certificate
4.2 Fuel related emission
4.3 Passenger/cruise ships with incinerator installations having a total capacity of
more than 1500 kW
5 Fire protection requirements for incinerators and waste
stowage spaces 112
5.1 SOLAS requirements to be applied
6 Incinerators integrated with heat recovery units 113
6.1 Flue gas system
6.2 Alarms
6.3 Cleaning devices
7 Flue gas temperature 113
7.1 General

Appendix 4 Guidelines for Performance Tests for Advanced Wastewater
Treatment
1 Effluent standards for advanced wastewater treatment plants 114
1.1 General
2 Guidelines for performance tests 114
2.1 Testing conditions

C HAPTER 10
OTHER ADDITIONAL CLASS NOTATIONS
Section 1 Strengthened Bottom (STRENGTHBOTTOM)

1 General 117
1.1 Application
1.2 General bottom arrangement
2 Primary supporting members arrangement 118
2.1 Ships with a longitudinally framed bottom
2.2 Ships with a transversely framed bottom
3 Bottom scantlings 118
3.1 Plating
3.2 Ordinary stiffeners
Section 2 Grab Loading (GRABLOADING)

1 General 119
1.1 Application
2 Scantlings 119
2.1 Inner bottom plating
Section 3 In-Water Survey Arrangements (INWATERSURVEY)

1 General 120
1.1 Application
1.2 Documentation to be submitted
2 Structure design principles 120
2.1
Section 4 Single Point Mooring (SPM)

1 General 121
1.1 Application
2 Documentation 121
2.1 Documentation for approval
2.2 Documentation for information
3 General arrangement 121
3.1 General provision
3.2 Typical layout
3.3 Equipment

4 Number and safe working load of chain stoppers 121
4.1 General
5 Mooring components 122
5.1 Bow chain stopper
5.2 Bow fairleads
5.3 Pedestal roller fairleads
5.4 Winches or capstans
6 Supporting hull structures 124
6.1 General
7 Strength criteria 124
7.1 General
Section 5 Container Lashing Equipment (LASHING)

1 General 125
1.1 Application
1.2 Documents to be kept on board
1.3 Materials
2 Arrangement of containers 125
2.1 General
2.2 Stowage in holds using removable cell guides
2.3 Stowage under deck without cell guides
2.4 Stowage on exposed deck
2.5 Uniform line load stowage on deck or hatch covers
3 Procedure for the assignment of the notation 128
3.1 Approval of the mobile lashing equipment
3.2 Type tests
3.3 Inspection at works of the mobile lashing equipment
3.4 Reception on board of the mobile lashing equipment
4 Forces applied to containers 129
4.1 General
4.2 Definitions
4.3 Still water and inertial forces
4.4 Wind forces
4.5 Forces imposed by lashing and securing arrangements
4.6 Buoyancy force
5 Determination of loads in lashing equipment and in container frames 132
5.1 Calculation hypothesis
5.2 Distribution of forces
5.3 Containers only secured by locking devices
5.4 Containers secured by means of lashings or buttresses
5.5 Stiffnesses
6 Strength criteria 134
6.1 Permissible loads on containers
6.2 Permissible loads induced by lashing on container corners
6.3 Permissible loads on lashing equipment
6.4 Permissible stresses on cell guides

Section 6 Dynamic Positioning (DYNAPOS)
1 General 135
1.1 Application
1.2 Definitions
1.3 Dynamic positioning sub-systems
1.4 Additional and optional class notation
1.5 Installation survey during construction
1.6 List of documents to be submitted
2 Performance analysis 136
2.1 General
2.2 Condition of analysis
2.3 Modelling and simulations
2.4 Risk analysis
3 Equipment class 138
3.1 General
3.2 Equipment class according to single failure
4 Functional requirements 138
4.1 General
4.2 Power system
4.3 Monitoring of the electricity production and propulsion
4.4 Thruster system
4.5 Thruster control
4.6 Thruster monitoring and protection
4.7 DP Control system
4.8 Computers
5 Position reference system 142
5.1 General
5.2 Arrangement and performance of reference systems
5.3 Type of position reference system
5.4 Other reference systems
5.5 Vessel sensors
6 Installation requirements 143
6.1 Cables and piping systems
6.2 Thruster location
7 Operational requirements 145
7.1 General
8 Tests and trials 145
8.1 Inspection at works
8.2 Trials
9 Environmental station keeping index ESKI 145
9.1 Definition
9.2 Environmental conditions
9.3 Condition of ESKI estimation
9.4 Documentation to be submitted and example

Section 7 Vapour Control System (VCS)
1 General 147
1.1 Application
1.2 Definitions
2 Vapour system 147
2.1 General
2.2 Vapour manifold
2.3 Vapour hoses
2.4 Vapour overpressure and vacuum protection
3 Instrumentation 150
3.1 Cargo tank gauging equipment
3.2 Cargo tank high level alarms
3.3 Cargo tank overfill alarms
3.4 High and low vapour pressure alarms
4 Instruction manual 150
4.1 General
4.2 Content
5 Testing and trials 151
5.1
5.2 Shipboard trials
6 Additional requirements for notation “TRANSFER” 151
6.1 Application
6.2 Equipment
Section 8 Cofferdam Ventilation (COVENT)

1 General 152
1.1 Application
2 Design and construction 152
2.1 Arrangement
2.2 Other technical requirements
3 Inspection and testing 153
3.2 Testing on board
Section 9 Centralised Cargo and Ballast Water Handling Installations

(CARGOCONTROL)
1 General 154
1.1 Application

2 Design and construction requirements 154
2.1 Control station
2.2 Remote control, indication and alarm systems
3 Inspection and testing 155
Section 10 Ship Manoeuvrability (MANOVR)

1 General 156
1.1 Application
1.2 Manoeuvre evaluation
2 Definitions 156
2.1 Geometry of the ship
2.2 Standard manoeuvres and associated terminology
3 Requirements 157
3.1 Foreword
3.2 Conditions in which the requirements apply
3.3 Criteria for manoeuvrability evaluation
4 Additional considerations 157
4.1 Trials in different conditions
4.2 Dynamic instability
Section 11 Cold Weather Conditions (COLD)

1 General 158
1.1 Application
1.3 Testing
2 Hull and stability 159
2.1 Hull
2.2 Stability
3 Machinery installations 159
3.1 General
3.2 Principles
3.3 Design requirements
4 Electrical installations 161
4.1 General
4.2 System design
4.3 Protection
5 Additional requirements 161
5.1 Special equipment

Part E
Service Notations
Chapter 6
COMFORT ON BOARD (COMF)
SECTION 1 GENERAL REQUIREMENTS
SECTION 2 ADDITIONAL REQUIREMENTS FOR SHIPS OF LESS THAN 65 M IN

LENGTH
SECTION 3 ADDITIONAL REQUIREMENTS FOR CARGO SHIPS GREATER

THAN OR EQUAL TO 65 M IN LENGTH
SECTION 4 ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS GREATER

THAN OR EQUAL TO 65 M IN LENGTH
SECTION 5 ADDITIONAL REQUIREMENTS FOR YACHTS

Symbols used in chapter 6
NCR : Normal continuous rating of the propulsion

MCR : Maximum continuous rating of the propulsion
dB : Decibel, unit of sound pressure level compared
to the reference pressure level (2 10-5 Pa)
dB(A) : (A) weighted global value of the sound pressure
level
octave band: Frequency space limited by a given frequency
and twice this frequency. Third (1/3) octave band
corresponds to a frequency space of 1/3 octave.
Octave and thirds bands used in acoustics are
standard bands (IEC).

Pt E, Ch 6, Sec 1
1 General trials or in service. This Specialist is to be granted with the

delegation given by the Society.
1.1 Application 1.2.2 These Rules take into account various International
Standards, and are deemed to preserve their general princi-
1.1.1 The additional class notations COMF are assigned, in
ples.
accordance with Pt A, Ch 1, Sec 2, [6.7] to the following
ships:
• Ships of less than 65 m in length between perpendicu-
1.3 Regulations, Standards
lars (such as fishing ships, tugs, small passenger ships 1.3.1 Noise
excluding yachts and pleasure crafts)
The following standards refer to the edition in force for the
• Cargo ships of 65 m in length between perpendiculars noise
and upward (such as tankers, container ships, large fish-
• IMO Resolution A.468 (XII), "Code on noise levels
ing vessels...)
onboard ships"
• Passenger ships of 65 m in length between perpendicu-
• ISO 2923, "Acoustics - Measurements of noise on board
lars and upward (such as cruise ships, ferries of 65 m in
vessels"
length and upward...)
• ISO 31/VII, "Quantities and units of acoustics"
• Yachts.
• IEC Publication 61672, "Electroacoustics-Sound level
The notation COMF may be completed as follows: meters"
• COMF-NOISE x: Comfort with regard to criteria appli- • IEC Publication 61260, "Octave, half-octave and third
cable to specified ship category octave band filters”
with x = 1, 2 or 3, “1” being the highest grade for both • IEC Publication 60942, "Electroacoustics - Sound cali-
passenger and crew spaces brators"
• COMF-VIB x: Comfort with regard to criteria applicable • ISO 140, "Acoustics - Measurements of sound insulation
to specified ship category in buildings and of building elements", namely:
with x = 1, 2 or 3, “1” being the highest grade for both - Part 4, "Field measurements of airborne sound insu-
passenger and crew spaces lation between rooms"
• COMF+: Comfort with regard to optional criteria appli- - Part 7, "Field measurements of airborne impact insu-
cable to Yachts. lation of floors"
This notation deal with optional requirements in view to
- Part 13, "Guidelines"
evaluate high standard comfort level.
- Part 14, "Guidelines for special situation in the field"
The requirements corresponding to those additional class • ISO 717, "Acoustics - Rating of sound insulation in
notations are given in Ch 6, Sec 2 to Ch 6, Sec 5, according buildings and of building elements", namely:
to the concerned ship type.
- Part 1, "Airborne sound insulation in buildings and
The assignment of COMF-NOISE and COMF-VIB can be interior elements"
done separately for passenger and crew spaces.
- Part 2, "Impact sound insulation"
• COMF Pax deals with passenger comfort:
• IEC Publication 60268-16, "Sound system equipment -
COMF-NOISE-Pax x and COMF-VIB-Pax x may be Part 16: Objective rating of speech intelligibility by
granted accordingly with different grades speech transmission index".
• COMF Crew deals with crew comfort:
COMF-NOISE-Crew x and COMF-VIB-Crew x may be 1.3.2 Vibration
granted accordingly with different grades The following standards refer to the edition in force for the
vibration
1.1.2 High speed crafts which do not have the same kind of • ISO 2041, "Vibration and shock - Vocabulary"
behaviour in the concerned fields (vibrations and noise) are
• ISO 6954, "Mechanical vibration and shock - Guide-
not covered by these Rules.
lines for the overall evaluation of vibration in merchant
ships"
1.2 Basic principles
• ISO 2631, "Mechanical vibration and shock- Evaluation
1.2.1 Granting of the comfort grade is made on the basis of of human exposure to whole-body vibration"
measurements performed by, or under supervision of an • ISO 8041, "Human response to vibration - Measuring
Acoustic and Vibration Specialist during building stage, sea instrumentation".

Pt E, Ch 6, Sec 1
1.4 Definitions 2 Conditions of attribution

1.4.1 In addition to the definitions given by IMO for crew
2.1 Measurements
spaces and SOLAS for passenger spaces, the following defi-
nitions are used in the present Chapter for the ships con-
cerned: 2.1.1 Measurements aiming at giving the comfort class
notation have to be performed under the conditions speci-
• Passenger public spaces fied in [3].
- Type A public space
2.1.2 Instrumentation
closed rooms normally manned at sea or recrea-
a) General
tional spaces where noise is generally high (disco-
theques) Measurement and calibration equipments are to comply
with ISO 2923, IEC 61672, IEC 61260 and IEC 60942
- Type B public space
for noise, and ISO 6954 and ISO 8041 for vibration.
closed rooms permanently manned at sea where
b) For noise measurements
noise may be moderately high (restaurants, bars,
cinemas, casinos, lounges) The instrumentation has to be calibrated in situ, before
and after the tests.
- Type C public space
c) For vibration measurements
closed rooms permanently manned at sea requiring
relatively low background noise (lecture rooms, The instrumentation has to include at least a transducer
libraries, theatres) (accelerometer or velocity transducer) with an appropri-
ate amplifier, and a FFT analyser. Signals may possibly
- Type D public space be tape-recorded.
closed rooms intermittently used at sea or passages
which do not require very low background noise 2.1.3 Data processing - Analysis
(halls, atriums, shops, corridors, staircases, sport a) For noise level
rooms, gymnasiums)
Results have to be given on a table in global values
• Passenger cabins (dB(A)).
- Cabins are dealt with separately. Distinction b) For vibration level
between passenger cabins categories is to be made
on the basis of Owner's specifications. The criteria of vibration level is expressed in terms of
overall frequency-weighted r.m.s. velocity (mm/s) from
1 to 80Hz as defined by ISO 6954.
1.5 Document to be submitted
c) For sound insulation
1.5.1 Prior to any sea trials, documents are to be submitted Sound insulation measurement is to be carried out
in relation with ship categories listed in Tab 1. according to ISO 140-4, ISO 140-13 and ISO 140-14.
d) For impact noise
Table 1 : Documents to be submitted
Impact measurement is to be carried out according to
ISO 140-7 and ISO 140-13.
N0 A/I Document
1 I General arrangements 2.1.4 When it is not possible for the Society to follow or to
2 A List of measuring points do all measurements required, spot-check measurements (at
• Noise level at harbour conditions (yacht least 10% of measuring points) are to be performed by, or
only) under the supervision of, the Society. This spot check is to
• Noise level at sea conditions be compared to corresponding measurements done by the
shipyard/external specialist (see Note 1) in order to assess
• Vibration level at sea conditions
the validity of the entire set of measurements carried out.
• Insulation measurements
• Impact measurements Note 1: The maximum deviation allowed between these measure-
ments is 2 dB(A) for noise and 0,2mm/s for vibration, to validate the
3 A Measurement program set of measurements.
• loading conditions
• propulsion operating conditions
• other equipment to be run 2.2 Determination of comfort rating number
• weather conditions
• measuring instruments 2.2.1 The notation is completed by a grade 1, 2 or 3 which
represents the merit level achieved for the assignment of the
A = to be submitted for approval notation, the grade 1 corresponding to the most comforta-
I = to be submitted for information ble (highest) class notation.

Pt E, Ch 6, Sec 1
2.2.2 Measurements are to be carried out by or under 3.2 Harbour test conditions
supervision of the Society.
3.2.1 Part of the noise measurement tests may be con-
2.2.3 Comfort grade is estimated for each space. If, for all ducted at quay or at anchorage (impact noises, determina-
the spaces, levels are lower or equal to those corresponding tion of insulation indexes between rooms). For these
to a given grade, then the granted grade is that grade. specific tests, no particular conditions concerning output,
loading conditions, water depth, weather conditions are
Excessive noise level may be accepted but shall not exceed required.
the following maximum values:
• Tolerance of 3 dB(A) for 18% of all cabins and tolerance 3.3 Sea trial conditions
of 5 dB(A) for 2% of all cabins (with a minimum of 1
cabin).
3.3.1 During the sea trials, propeller output has to corre-
• Tolerance of 3 dB(A) for 25% of measuring points and spond to the operating conditions specification of the ship.
tolerance of 5 dB(A) for 5% of measuring points, in
other spaces. 3.3.2 Any other frequently used equipment (more than 1/3
of the time at sea) is to be run at its normal operating condi-
Excessive vibration level may be accepted but shall not tions (If practicable). The list of machine and equipment to
exceed the following maximum value: be run during the tests is, at least, to include (if present) the
following:
• 0,3mm/s for 20% of measuring points in all passenger
and crew spaces. • generators
• air conditioning and machinery ventilation

2.3 Measuring locations • evaporators
2.3.1 The list of measuring points is to be prepared prior to • anti rolling devices
the tests (see [1.5.1]). This list is to be approved by the Soci- • compressors, chillers
ety and may be adjusted during the tests. Measurements are
to be carried out in the following locations, according to the • cold rooms
ship type (see [1.1.1]). Measurements may be performed in
• waste treatment units
locations such as gangways, sanitary spaces, when noise
and vibration levels subjectively seem excessive. • swimming pool with pumps
• jacuzzi and thalassotherapy equipment

3 Testing conditions
• laundry with the entire equipment running: drying (spin
dryer or tumble dryer) and washing machines (for meas-
3.1 General urements inside laundry, equipment is to be stopped).
3.1.1 This Article gives the conditions to be fulfilled during 3.3.3 Standard test conditions correspond to the loading
measurements. Additional details of these conditions may conditions defined for sea trials. For cargo ships which may
be taken from International Standards, respectively: be operated over a large range of drafts, if the behaviour
observed for conditions which differ from the test condition
• IMO Resolution A.468 (XII), ISO 2923 for noise is different from the measured one, additional measure-
ments may be required.
• ISO 6954 for vibrations.
3.3.4 Tests have to be conducted in sea and weather condi-
3.1.2 Prior to the tests, possible divergence on the required tion 3 or less. Measurements carried out with worst weather
conditions may be accepted by the Society and, in this conditions could be accepted, in comparison with the
case, it is to be clearly mentioned in the report. results.
3.1.3 The measurement program, has to be approved 3.3.5 The tests have to be performed in deep water, with a
before the trials (see [1.5.1]). During the tests, some addi- water depth greater than 5 times the mean draft. However,
tional measurements may be decided upon request of the for ships usually operating in coastal waters, measurements
Society. may be taken with conditions corresponding to normal
service conditions.
3.1.4 During measurements, especially noise measure-
ments, rooms have to be preferably fully completed (outfit- 3.3.6 Ship course has to be kept constant, with rudder angle
ting, furniture, covering...). Measurements may be less than 2 degrees portside or starboard, for the duration of
performed even in an unfinished state, which generally sup- the measurement. If ship manoeuvring is needed, then
pose better final results. measurements must be stopped until recovery of heading.

Pt E, Ch 6, Sec 2
SECTION 2 ADDITIONAL REQUIREMENTS FOR SHIPS OF

LESS THAN 65 M IN LENGTH
1 General least from the existing noise sources (e.g. inlet/outlet of

air conditioning).
On open deck, measurements are to be taken at 2 m at
1.1 Application
least from the existing noise sources (e.g. inlet/outlet of
ventilation).
1.1.1 The requirements of this Section are applicable to the
assignment of the additional requirements for ships of less Noise is to be measured in all accommodation spaces
than 65 m. They are additional to the applicable require- (cabins, mess rooms, offices) in the navigation bridge
ments of Ch 6, Sec 1. and in the engine control room, if any. On passenger
ships having relatively large public rooms (salons or res-
taurants), noise measurements are to be carried out in
2 COMF NOISE different locations (to get a representative description of
the noise), each measuring points covering less than
2.1 Measurement procedure 20 m2.
b) Sound insulation measurements
2.1.1 Measuring conditions The selection of insulation measuring locations is to be
Tests have to be conducted in the conditions described in representative of the different type of insulation pro-
Ch 6, Sec 1, [3.3]. Air conditioning is to be in normal oper- vided in Tab 2 and Tab 3 (a minimum of one measure-
ation. Doors and windows have to be shut, unless they have ment of each type is required).
to be kept open in normal use.
If during sea trials the measurements could not be per- 2.2 Noise levels
formed with machinery equipments, Hvac and machinery
2.2.1 Noise levels in standard spaces defined in Ch 6, Sec
ventilation in normal operation ( Ch 6, Sec 1, [3.3]), the
1, [1.4] and corresponding to the noise grade g are pro-
noise spectra of the unmeasured equipments must be added
vided in Tab 1.
with the values carried out on sea trials for affected areas
(additional measurements done at quay). Noise levels described in IMO Resolution A.468 (XII) are
applicable for all locations unlisted in Tab 1.
2.1.2 Measuring positions
a) Noise measurements
Measurements are to be taken at a height between 1,2 2.3.1 Between two adjacent accommodation spaces,
and 1,6 m from the deck and at a distance above 1,0 m acoustic insulation has to satisfy the sound insulation
from any boundary surface of the room. In the cabins indexes given in Tab 2 and Tab 3. Measurements are to be
and offices, measurements are to be taken at 2,0 m at performed in situ, ship at quay or at anchorage.
Table 1 : Noise levels
Noise levels, in dB (A)

Locations (1) Ng = 1 Ng = 2 Ng = 3
Wheelhouse 63 66 66
Passenger Cabins 50 54 58
Crew Cabins 55 58 60
Public spaces (type B), mess rooms 60 63 66
Passages and type D spaces 65 68 72
Engine control room 74 77 80
Open public areas 70 73 76
Other workspaces IMO resolution A 468 (XII)
(1) For the meaning of public room type A to type D, refer to Ch 6, Sec 1, [1.3.1]

Pt E, Ch 6, Sec 2

Table 2 : Sound insulation indexes R’x
for passenger areas Measurements are to be taken in the vertical direction. In
cabins, offices or other small size rooms, measurements are
Between Ng = 1 Ng = 2 Ng = 3 to be taken on the floor in the centre of the room. For larger
Cabin to cabin 40 38 36 rooms, several measuring points may be required and are to
Cabin to corridor 38 36 34 be chosen according to the local structure (measurements
of the different existing types of stiffened panels).
Cabin to stairs 50 50 50
Cabin to public spaces 53 50 48 Vibrations are to be measured in all accommodation spaces
(cabins, mess rooms, offices) in the navigation bridge and in
the engine control room, if any. On passenger ships having
Table 3 : Sound insulation indexes R’x relatively large public rooms (salons or restaurants), vibra-
for crew areas tion measurements are to be carried out in different loca-
tions (to get a representative description of the noise), each
Between Ng = 1 Ng = 2 Ng = 3
measuring points covering less than 20 m2.
Cabin to cabin 37 33 30
Cabin to corridor 35 32 30 In addition to measurements in vertical direction, measur-
ing points in horizontal direction, e.g. transverse and longi-
tudinal directions, are to be measured on one point of each
Cabin to public spaces 45 45 45 deck.
3 COMF VIB
3.2.1 Vibration levels corresponding to the vibration grade
3.1.1 Measuring conditions g are provided in Ch 6, Sec 3, Tab 1 according to the ISO
Tests are to be conducted under the conditions described in 6954 (the limits listed below are applicable for any direc-
Ch 6, Sec 1, [3.3]. tions).
Table 4 : Vibration levels
Overall frequency-weighted r.m.s. velocity (mm/s) values from 1Hz to 80 Hz

Locations (1) Vg = 1 Vg = 2 Vg = 3
Wheelhouse 3,5 4 4,5
Passenger Cabins
3 3,5 4
Crew Cabins
Public spaces (type B), mess rooms
3 4 5
Passages and type D spaces
Engine control room 4 6 8
Open public areas 4 6 8
Other workspaces 4 6 8
(1) For the definition of type A to type D public spaces, refer to Ch 6, Sec 1, [1.4.1].

Pt E, Ch 6, Sec 3
SECTION 3 ADDITIONAL REQUIREMENTS FOR CARGO SHIPS

GREATER THAN OR EQUAL TO 65 M IN LENGTH
1 General from any boundary surface of the room. In the cabins

and offices, measurements are to be taken at 2,0 m at
1.1 Application least from the existing noise sources (e.g. inlet/outlet of
air conditioning).
assignment of the additional requirements for cargo ships On open deck, measurements are to be taken at 2 m at
greater than or equal to 65 m in length. They are additional least from the existing noise sources (e.g. inlet/outlet of
to the applicable requirements of Ch 6, Sec 1. ventilation).
In the areas corresponding to “Navigation spaces”,

2 COMF NOISE “Service spaces” and “Work spaces” as described in
IMO Resolution A.468 (XII), measurements are to be
2.1 Measurement procedure taken on each deck, with three measuring points in the
navigation bridge deck (centre line and both sides). In
2.1.1 Measuring conditions addition, measurements are to be carried out in a mini-
Tests are to be conducted in the conditions described in Ch mum of 60% of the rooms on each cabins deck (includ-
6, Sec 1, [3.3]. Air conditioning is to be in normal opera- ing hospital). When the engine casing is included in the
tion. Doors and windows are to be shut, unless they are to accommodation area, noise levels are to be measured
be kept open in normal use. in each adjacent room. For large rooms exceeding
If during sea trials the measurements could not be per- 20 m2 (mess rooms, recreation rooms...), noise and
formed with machinery equipments, Hvac and machinery vibration measurements are to be performed every
ventilation in normal operation ( Ch 6, Sec 1, [3.3]), the 20 m2, at both sides (if breadth exceeds 5 m), at both
noise spectra of the unmeasured equipments are to be
ends (if length exceeds 5 m) and in the centre line.
added with the values carried out on sea trials for affected
areas (additional measurements done at quay). b) Sound insulation measurements
2.1.2 Measuring positions The selection of insulation measuring locations is to be
a) Noise measurements representative of the different type of insulation pro-
Measurement are to be taken at a height between 1,2 vided in Tab 2 (a minimum of one measurement of each
and 1,6 m from the deck and at a distance above 1,0 m type is required).

Locations Ng = 1 Ng = 2 Ng = 3
Wheelhouse 60 63 65
Radio room (1) 55 57 60
Cabins 52 55 60
Offices 57 60 65
Public spaces, mess rooms 57 60 65
Hospital 55 58 60
Engine control room (2) 70 73 75
Open recreation areas (3) 70 73 75
Galleys (2) 70 73 76
Workshops (2) 85 85 85
Alleyways, staircases and passages in crew areas 70 73 75
(1) Equipment switched on but not emitting.
(2) Equipment switched on but not processing.
(3) Measurement carried out with 3 Beaufort or less, with a windscreen microphone protection

Pt E, Ch 6, Sec 3
2.2 Noise levels For ships which may operate over a large range of draughts,
tests are to be conducted under a minimum of two normal
2.2.1 Noise levels in standard spaces defined in Ch 6, Sec 1, loading conditions (e.g. ballast condition and design draught
[1.4] and corresponding to the noise grade g are provided in condition).
Tab 1.
Noise levels described in IMO Resolution A.468 (XII) are
Measurements are to be taken in the vertical direction. In
2.3 Sound insulation measurements cabins, offices or other small size rooms, measurements are
to be taken on the floor in the centre of the room. For larger
2.3.1 Between two adjacent accommodation spaces, rooms, several measuring points may be required and are to
acoustic insulation is to satisfy the sound insulation indexes
be chosen according to the local structure (measurements
given in Tab 2. Measurements are to be performed in situ,
ship at quay or at anchorage.
In the areas corresponding to “Navigation spaces”, “Service
Table 2 : Sound insulation indexes R’x
spaces” and “Work spaces”, measurements are to be taken
for crew areas
on each deck, with three measuring points in the navigation
bridge deck (centre line and both sides). In addition, meas-
urements are to be carried out in a minimum of 60% of the
Cabin to cabin 37 33 30 rooms on each cabins deck (including hospital).
Cabin to corridor 35 32 30
In addition to measurements in vertical direction, measur-
Cabin to stairs 35 32 30 ing points in horizontal direction, e.g. transverse and longi-
Cabin to public spaces 45 45 45 tudinal directions, are to be measured on one point on each
deck.
3 COMF VIB
3.1.1 Measuring conditions 3.2.1 Vibration levels corresponding to the vibration grade
Tests are to be conducted under the conditions described in g are provided in Tab 3 according to the ISO 6954 (the lim-
Ch 6, Sec 1, [3.3]. its listed below are applicable for any directions).
Overall frequency-weighted r.m.s. velocity (mm/s) values from 1Hz to 80Hz

Locations Vg = 1 Vg = 2 Vg = 3
Wheelhouse
3,0 3,3 3,5
Radio room
Cabins 2,8 3,0 3,2
Offices 3,0 3,5 4,0
Public spaces, mess rooms 3,0 3,5 4,0
Hospital 2,8 3,0 3,2
Engine control room 4,0 5,0 6,0
Open recreation areas − − −
Galleys
5,0 6,0 7,0
Workshops
Alleyways, staircases and passages in crew areas 5,0 6,0 7,0

Pt E, Ch 6, Sec 4
SECTION 4 ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS

GREATER THAN OR EQUAL TO 65 M IN LENGTH
1 General • The front bulkhead of the casing to the fore end

- minimum of 15% of cabins for noise assessment
1.1 Application - all public spaces and open decks.
1.1.1 The requirements of this Section are applicable to the In cabins, the measurement is to be carried out at
assignment of the additional requirements for passenger the centre of the cabin. For large public rooms
ships greater than or equal to 65 m in length. They are addi- (lounges, restaurants…) measurements are to be car-
tional to the applicable requirements of Ch 6, Sec 1. ried out in different locations, each measuring point
covering less than100 m2.
Note 1: The Society may accept a lower number of points or a
2 COMF NOISE
modification of the points distribution for specific cases.
2.1 Measurement procedure b) Sound insulation measurements

The selection of insulation measuring locations is to be
2.1.1 Measuring conditions representative of the different type of insulation pro-
Tests have to be conducted in the conditions described in vided in Ch 6, Sec 2, Tab 5 and Ch 6, Sec 2, Tab 6 (a
Ch 6, Sec 1, [3.3]. Air conditioning is to be in normal oper- minimum of two measurements of each type is
ation. Doors and windows have to be shut, unless they have required).
to be kept open in normal use. c) Impact measurements
If during sea trials the measurements could not be per- The selection of impact measuring locations is to be rep-
formed with machinery equipments, Hvac and machinery resentative of the different deck covering available on
ventilation in normal operation ( Ch 6, Sec 1, [3.3]), the the ship (a minimum of two measurements of each deck
noise spectra of the unmeasured equipments must be added covering is required).
with the values carried out on sea trials for affected areas
(additional measurements done at quay).
2.2 Noise levels
2.2.1 Noise levels in standard spaces defined in Ch 6, Sec
a) Noise measurements
1, [1.4] and corresponding to the noise grade g are pro-
Measurements are to be taken at a height between 1,2 vided in Ch 6, Sec 2, Tab 2.
and 1,6 m from the deck and at a distance above 1,0 m
from any boundary surface of the room. In the cabins
applicable for all locations unlisted in Ch 6, Sec 2, Tab 2.
and offices, measurements are to be taken at 2,0 m at
air conditioning). 2.3 Sound insulation measurements
On open deck, measurements are to be taken at 2 m at
2.3.1 Between two adjacent accommodation spaces,
acoustic insulation has to satisfy the sound insulation
ventilation).
indexes given in Ch 6, Sec 2, Tab 5 and Ch 6, Sec 2, Tab 6.
For the location and number of measuring points, the Measurements are to be performed in situ, ship at quay or at
length of the ship is divided in two parts: anchorage.
• The aft part of the ship to the front part of casing
- minimum of 35% of cabins for noise assessment 2.4 Impact measurements
- all public spaces and open decks.
2.4.1 In general, a normalised impact sound pressure level
In cabins, the measurement is to be carried out at is to be kept below 50 dB for the cabins. This value is to be
the centre of the cabin. For large public rooms increased to 60 dB for cabins below decks covered with
(lounges, restaurants…) measurements are to be car- hard materials (wood, marble, tiles,.). For cabins located
ried out in different locations, each measuring point below sport rooms or dance floors, a normalized impact
covering less than 50 m2. sound pressure level is to be kept below 45 dB.

Pt E, Ch 6, Sec 4

Locations (1) Ng = 1 Ng = 2 Ng = 3
Passenger top level cabins 45 47 50
Passenger standard cabins 49 53 56
Restaurants, cafeterias and type B spaces (1) 55 58 62
Public shop, passages (type D) (1) 60 63 65
Passenger spaces (type A) (1) 65 68 72
Passenger spaces (type C) (1) 53 56 59
Outside installations (swimming pools, sport decks...) (2) (4) 65 70 75
Wheelhouse 60 63 65
Radio room (3) 55 57 60
Crew Cabins 52 55 60
Offices 57 60 63
Crew public spaces, mess rooms 57 60 63
Hospital 55 57 60
Engine control room (3) 70 73 75
Crew open recreation areas (2) 70 73 75
Galleys (2) 70 73 76
Workshops (2) 85 85 85
Alleyways, staircases and passages in crew areas 70 73 75
(2) A tolerance of 5 dB (A) may be accepted for measurements at less than 3 m from ventilation inlet/outlet.
(3) Equipment switched on but not processing.
(4) Measurement carried out with 3 Beaufort or less, with a windscreen microphone protection.
Table 2 : Sound insulation indexes R’w for passenger areas
Cabin to cabin (top level) 45 42 40
Cabin to cabin (standard) 41 38 36
Cabin to cabin with communication door (standard) 40 37 35
Cabin to corridor (top level) 42 40 37
Cabin to public spaces 53 50 48
Cabin to discotheques and show rooms 64 62 60
Table 3 : Sound insulation indexes R’w for crew areas
Cabin to cabin 37 33 30
Cabin to public spaces, mess 45 45 45

Pt E, Ch 6, Sec 4
3 COMF VIB • The front bulkhead of the casing to the fore end:
- minimum of 10% of cabins vibration assessment

- all public spaces and open decks.
3.1.1 Measuring conditions In cabins, the measurements are to be carried out at the
Tests are to be conducted under the conditions described in centre of the cabin. For large public rooms (lounges, res-
Ch 6, Sec 1, [3.3]. taurants…) measurements are to be carried out in differ-
ent locations, each measuring point covering less than
100 m2.
Measurements are to be taken in the vertical direction. In
cabins, offices or other small size rooms, measurements are Note 1: The Society may accept a lower number of points or a
modification of the points distribution for specific cases.
rooms, several measuring points may be required and are to
be chosen according to the local structure (measurements In addition to measurements in vertical direction, measur-
ing points in horizontal direction, i.e. transverse and longi-
For the location and number of measuring points, the length tudinal directions, are to be measured on each 3rd deck,
of the ship is divided in two parts: with one measuring point in the fore part of the ship, one in
• The aft part of the ship to the front part of casing: the middle part and one in the aft part.
- minimum of 20% of cabins vibration assessment
- all public spaces and open decks. 3.2 Vibration levels
In cabins, the measurements are to be carried out at the
3.2.1 Vibration levels corresponding to the vibration grade
centre of the cabin. For large public rooms (lounges, res-
taurants…) measurements are to be carried out in differ- g are provided in Ch 6, Sec 3, Tab 2 according to the ISO
ent locations, each measuring point covering less than 6954 (the limits listed below are applicable for any direc-
50 m2. tions).
Overall frequency-weighted r.m.s. velocity (mm/s) values from 1Hz to 80 Hz

Locations Vg = 1 Vg = 2 Vg = 3
Passenger top level cabins 1,7 2 2,2
Passenger standard cabins 2,0 2,5 3,0
Restaurants, cafeterias and type B spaces (1) 2,2 2,5 3,0
Public shops, passages (type D) (1)
4,0 4,5 5,0
Passenger spaces (type A) (1)
Passenger spaces (type C) (1) 2,0 2,5 3,0
Outside installations (swimming pools, sport decks ...) 3,0 3,5 4,0
Wheelhouse
3,0 3,5 4,0
Radio room
Crew Cabins 2,8 3,0 3,2
Offices 3,0 3,5 4,0
Crew public spaces, mess rooms 3,0 3,5 4,0
Hospital 2,8 3,0 3,0
Engine control room 4,0 5,0 6,0
Crew open recreation areas − − −
Galleys
5,0 6,0 6,5
Workshops
Alleyways, staircases and passages in crew areas 5,0 6,0 7,0

Pt E, Ch 6, Sec 5
SECTION 5 ADDITIONAL REQUIREMENTS FOR YACHTS
1 General The noise measurements are to be measured in all pas-

senger spaces, each measuring point covering less than
15 m2.
1.1 Application
b) Sound insulation measurements
assignment of the additional requirements for yachts. They The selection of insulation measuring locations is to be
are additional to the applicable requirements of Ch 6, Sec 1. representative of the different type of insulation pro-
vided in Tab 2 (a minimum of two measurements of
each type is required).
2 COMF NOISE
c) Impact measurements
2.1 Measurement procedure The selection of impact measuring locations have to be
representative of the different deck covering available
2.1.1 Measuring conditions on the ship (a minimum of two measurements of each
For the noise level measurements in harbour conditions, the deck covering is required).
machinery and chiller must be at normal power needed at
quay. Hvac and machinery ventilation must be in operation
all over the ship at the nominal rate. 2.2 Noise levels
Tests in sea trial conditions are to be conducted in the con- 2.2.1 Noise levels in standard spaces defined in Ch 6, Sec
ditions described in Ch 6, Sec 1, [3.3]. Air conditioning is to 1, [1.3] and corresponding to the noise grade g are pro-
be in normal operation. Doors and windows are to be shut, vided in Tab 1.
unless they are to be kept open in normal use.
If during sea trials the measurements could not be per-
formed with machinery equipments, Hvac and machinery
ventilation in normal operation ( Ch 6, Sec 1, [3.3]), the
noise spectra of the unmeasured equipments are to be 2.3 Sound insulation measurements
added with the values carried out on sea trials for affected
areas (additional measurements done at quay). 2.3.1 Between two adjacent accommodation spaces,
acoustic insulation has to satisfy the sound insulation
2.1.2 Measuring positions indexes given in Tab 2. Measurements are to be performed
a) Noise measurements in situ, ship at quay or at anchorage.
Measurements are to be taken at a height between 1,2
and 1,6 m from the deck and at a distance above 1,0 m 2.4 Impact measurements
from any boundary surface of the room. In the cabins
and offices, measurements are to be taken at 2,0 m at 2.4.1 In general, a normalised impact sound pressure level
least from the existing noise sources (e.g. inlet/outlet of is to be kept below 50 dB for the cabins. This value is to be
air conditioning). increased to 60 dB for cabins below decks covered with
On open deck, measurements are to be taken at 2 m at hard materials (wood, marble, tiles,.). For cabins located
least from the existing noise sources (e.g. inlet/outlet of below sport rooms or dance floors, a normalized impact
ventilation). sound pressure level is to be kept below 45 dB.
Table 1 : Owner and guest area

Harbour Sea
Locations
Ng = 1 Ng = 2 Ng = 3 Ng = 1 Ng = 2 Ng = 3
Wheelhouse − − − 65 65 65
Cabins 40 45 50 50 55 60
Lounges 45 50 55 55 58 62
Open recreation areas (1) 55 60 65 75 80 85
(1) Measurement carried out with 3 Beaufort or less, with a windscreen microphone protection

Pt E, Ch 6, Sec 5
Table 2 : Sound insulation indexes R’w 4.1.2 Prior to granting of the COMF+ notation, COMF-
NOISE notation is to be obtained.
Cabin to cabin 45 42 40 4.1.3 Following COMF+ performance index may be
granted separately:
• COMF+ Sound insulation index
Cabin to public spaces 55 53 50 • COMF+ Impact index
Cabin to public spaces • COMF+ Emergence

63 60 58
designed for loud music • COMF+ Intermittent noise
• COMF+ Intelligibility.
3 COMF VIB
3.1 Measurement procedure 4.2 Data processing - Analysis
3.1.1 Measuring conditions 4.2.1 For Noise: Results are to be given on a table in global
Tests are to be conducted under the conditions described in values (dB(A) or dB for insulation measurements). Upon
Ch 6, Sec 1, [3.3]. request of the Society, they may be presented on a table giv-
ing the third octave band analysis (case of emergence).
Measurements are to be taken in the vertical direction. In 4.3 Measurement procedure
cabins, offices or other small size rooms, measurements are
4.3.1 Measuring conditions
rooms, several measuring points may be required and are to
be chosen according to the local structure (measurements Tests are to be conducted in the conditions described in Ch
of the different existing types of stiffened panels). 6, Sec 1, [3.3] and [2.1.1].
The noise measurements are to be measured in all passen- Specific additional conditions are described in the relevant
ger spaces, each measuring point covering less than 15 m2. COMF+ index requirements.
In addition to measurements in vertical direction, measuring
points in horizontal direction, e.g. transverse and longitudinal
directions, are to be measured on one point on each deck. The location of the measuring positions is selected in
accordance with [2.1.2] for COMF+ index:
3.2 Vibration levels • COMF+ Sound Insulation index
3.2.1 Vibration levels corresponding to the vibration grade g • COMF+ Impact index
are provided in Tab 3 according to the ISO 6954 (the limits • COMF+ Emergence.
listed below are applicable for any directions).
4.4 COMF + Sound insulation index

4 COMF +
4.4.1 Sound insulation index between discotheques,
4.1 Application show lounge and passenger cabins
Due to the potential low frequency noise, transmitted
4.1.1 Optional COMF + notation represents an increase of
through floors or bulkheads, the sound index requirement is
the comfort rating with the additional performance index
to be considered as the sum of this R'w index + the adapta-
requirements. They are additional to the applicable require-
tion term C as described in ISO 717-1.
ments given for yachts in articles [2] and [3].
Note 1: The present Article may also be applied, after special study, The adaptation term C added to the R'w index is to be
to passenger ships. above the insulation level given in Tab 4.
Table 3 : Owner and guest area
Overall frequency-weighted r.m.s. velocity (mm/s) values from 1Hz to 80Hz

Harbour Sea
Locations
Ng = 1 Ng = 2 Ng = 3 Ng = 1 Ng = 2 Ng = 3
Wheelhouse − − − 2,5 3,5 4,5
Cabins 1,0 1,5 2,0 2,0 2,5 3,0
Lounges 1,0 1,5 2,0 2,0 2,5 3,0
Open recreation areas 2,0 3,0 3,5 3,0 4,0 4,5

Pt E, Ch 6, Sec 5
• the complete procedure of measurements

Table 4 : Sound insulation indexes R'w+C • the exhaustive list of system includes, where applicable:
for discotheques and show lounge
- swimming pool/Jacuzzi equipments and piping dur-
ing filling/emptying/re-circulating
- dishwasher/pulper
Cabin to discotheques
64 62 59 - high pressure deck washing piping systems
and show rooms
- hydraulic power pack
4.5 COMF + Impact index - evaporators
- stabiliser systems
4.5.1 Due to the potential low frequency noise, transmitted - steam dump valve
through the floor, the impact noise index requirement is to
- laundry/garbage equipments
be considered as the sum of this L'nw index + the adapta-
tion term CI as described in ISO 717-2. • the ambient noise considered for each system (i.e. noise
at quay or at sea conditions).
The adaptation term CI added to the L'n index is to be
below any impact comfort class requirements listed in Anchoring, mooring, thrusters, safety alarms, emergency
[2.4.1]. equipments are excluded from the list of machinery systems
concerned by this paragraph.
4.6 COMF + Emergence This program is to be submitted to the Society prior to the
trials.
4.6.1 In the measured spectrum, no component in terms of
third octave band is to emerge of more than 8 dB(A) from 4.8 COMF + intelligibility
the two adjacent components, except if the amplitude of
the corresponding component is more than 5 dB(A) below 4.8.1 In public spaces like theatres, dancing rooms, cine-
the general global sound pressure level, as the emergence mas, conference rooms, restaurants, the architectural design
may be considered as drowned in the global noise. is to take into account the speech or music intelligibility. In
order to maintain a sufficient quality, the RASTI index (see
4.7 COMF + intermittent noise Note 1) is to be above 0,60 (for each public space, meas-
urements are to be carried out in different locations, each
4.7.1 Machinery and systems having an intermittent opera- measuring point covering less than 40 m2).
tion are not to increase the noise level in cabins, with The Society may accept a lower number of points or a mod-
regard to ambient noise, by more than 5 dB(A) during day- ification of the point distribution for specific cases.
time (from 7 am to 10 pm) and 3 dB(A) during night time
(from 10 pm to 7 am). 4.8.2 An Intelligibility noise measuring program is to be
submitted to the Society, prior to measurement test.
4.7.2 The shipyard is to propose an intermittent noise Note 1: The evaluation of the Rapid Speech Transmission Index
measuring program including: (RASTI) has been standardised in IEC 60268-16.

Pt E, Ch 6, Sec 5

Part E
Chapter 7
REFRIGERATING INSTALLATION (REEFER)
SECTION 2 ADDITIONAL REQUIREMENTS FOR NOTATION REF-CARGO

SECTION 3 ADDITIONAL REQUIREMENTS FOR NOTATION REF-CONT
SECTION 4 ADDITIONAL REQUIREMENTS FOR NOTATION REF-STORE

Pt E, Ch 7, Sec 1
1 General 1.2.2 Container conditions

For refrigerating plants on board container ships complying
with the provisions of Ch 7, Sec 3, in addition to the data
1.1 Application
listed in [1.2.1], the notation is to specify the maximum
number of containers liable to be served, and the value of
1.1.1 The following additional class notations are assigned,
their heat transfer coefficient
in accordance with Pt A, Ch 1, Sec 2, [6.9], to ships with
refrigerating installations complying with the applicable k : in W/(m2 °C), or
requirement of this Chapter: U : k S, in W/°C,
• REF-CARGO for installations related to carriage of cargo where S is the surface through which the heat is transferred,
• REF-CONT for installations related to carriage of con- in m2, as determined by type tests.
tainers
• REF-STORE for installations related to preservation of 1.3 Definitions
ship’s domestic supplies
1.3.1 Direct cooling system
1.1.2 The requirements of this Chapter apply to refrigerat- Direct cooling system is the system by which the refrigera-
ing installations on ships, and include the fixed plants for tion is obtained by direct expansion of the refrigerant in
refrigerating holds of cargo ships, fishing and factory ships, coils fitted on the walls and ceilings of the refrigerated
fruit and juice carrier ships, etc., refrigerated containers, chambers.
various ship’s services, such as air conditioning, galleys, etc.
These requirements are specific to permanently installed 1.3.2 Indirect cooling system
refrigerating installations and associated arrangements and Indirect cooling system is the system by which the refrigera-
are to be considered additional to those specified in Pt C, tion is obtained by brine or other secondary refrigerant,
Ch 1, Sec 13, which are mandatory for all ships with refrig- which is refrigerated by a primary refrigerant, circulated
erating installations. through pipe grids or coils fitted on the walls and ceilings of
the refrigerated chambers.
1.1.3 The notations given in [1.1.1] may be completed by
the following: 1.3.3 Air cooling system
• AIRCONT for ships fitted with a controlled atmosphere Direct air cooling system is the system by which the refrig-
plant on board eration is obtained by circulation of air refrigerated by an air
cooler.
• PRECOOLING for refrigerating plants designed for
ensuring within a suitable time interval the cooling
1.3.4 Refrigerant
down of a complete cargo of fruit or vegetables to the
required temperature of transportation Refrigerant is a cooling medium which is used to transmit
and maintain the cool in the refrigerated chamber.
• QUICKFREEZE for refrigerating plants of fishing vessels
and fish factory ships where the design and equipment 1.3.5 Brine
of such plants have been recognised as suitable to per- Brine is a refrigerant constituted by a solution of industrial
mit quick-freezing of fish in specified conditions. salts, which is normally used to cool the chambers in the
However, in general, these notations may be only granted to indirect cooling systems, as secondary refrigerant. In gen-
ships with the notation REF-CARGO. eral, in this Chapter, the word brine is also used to cover
other types of secondary refrigerants, as for instance refrig-
erants based on glycol.
1.2 Temperature conditions
1.3.6 Refrigerating unit
1.2.1 Cargo space conditions A refrigerating unit includes one or more compressors
The minimum internal temperature or the temperature driven by one or more prime movers, one condenser and all
range for which the notation is granted is to be mentioned the associated ancillary equipment necessary to form an
in the notation. For design temperatures to be considered independent gas-liquid system capable of cooling refriger-
for designing the plant, see [2.1.1] and [2.1.2]. ated chambers.
This indication is to be completed by the mention of any When the installation includes a secondary refrigerant
operational restriction such as maximum sea water tempera- (brine), the refrigerating unit is also to include a brine cooler
ture, geographical or seasonal limitations, etc., as applicable. (evaporator) and a pump.

Pt E, Ch 7, Sec 1
1.3.7 Refrigerated chamber 3.1.2 Calculations to be submitted

A chamber is any space which is refrigerated by a refrigerat- The calculations listed in Tab 3 are to be carried out in
ing unit. A chamber may be a cargo space or any other ship accordance with criteria agreed with the Society and are to
service space, such as for instance the galley. be submitted.
2 Design criteria 3.2 Controlled atmosphere installations
2.1 Reference conditions 3.2.1 The plans listed in Tab 4 are to be submitted.
2.1.1 Design temperature 4 General technical requirements

Unless otherwise indicated in the specification, refrigerating
plants are to be designed for the following design tempera-
4.1 Refrigeration of chambers
tures:
• Frozen cargo: minus 20°C 4.1.1 Refrigerating systems
• Fish: minus 20°C Refrigeration of the chambers may be achieved by one of
• Fruit: 0°C the following systems:
• Bananas: 12°C. • direct cooling system
2.1.2 Environmental conditions • indirect cooling system
Unless otherwise indicated in the ship specification, the fol- • air cooling system.
lowing environmental conditions are to be considered for
the heat transfer and balance calculations and for the run- 4.1.2 Cold distribution
ning rate of the refrigerating machinery: a) The chambers may be refrigerated either by means of
• Sea water temperature: 32°C grids distributed on their walls or by means of air circu-
lation on air coolers.
• Outside air temperature: 35°C
• Relative humidity of air at 35°C: 80%. b) Grids and/or air coolers may be supplied either by brine
or by a direct expansion system depending on the type
For the determination of heat transfer through outside walls of refrigerating system.
liable to be exposed to sun radiation, the outside air tem-
perature is to be taken as equal to 45°C.
4.2 Defrosting
2.1.3 Operating conditions
4.2.1 Availability
The refrigerating plant inclusive of all machinery, equip-
ment and accessories is to operate satisfactorily under the a) Means are to be provided for defrosting air cooler coils,
conditions indicated in Tab 1. even when the refrigerated chambers are loaded to their
maximum. Air coolers are to be fitted with trays and gut-
Table 1 : Operating conditions terways for gathering condensed water.
b) The defrosting system is to be designed so that defrost-
Length of ship (m) < 100 < 200 ≤ 300 > 300 ing remains possible even in the case of failure of an
essential component such as a compressor, a circulation
Permanent list 15° 15° 15° 15°
pump, a brine heater or a heating resistance.
Roll ± 22,5° ± 22,5° ± 22,5° ± 22,5°
4.2.2 Draining
Pitch ± 10° ± 7,5° ± 5° ± 3°
Arrangements are to be made to drain away the condensate
Trim Aft 5° 2,5° 1,5° 1°
even when the refrigerated chambers are loaded to their
Forward 2° 1° 0,5° 0,3° maximum. See [5.8] for specific requirements.
3 Documentation 4.3 Prime movers and sources of power
3.1 Refrigerating installations 4.3.1 Number of power sources

a) The motive power for each refrigerating unit is to be
3.1.1 Plans to be submitted provided by at least two distinct sources. Each source is
The plans listed in Tab 2 are to be submitted as applicable. to be capable of ensuring the service of the plant under
The listed plans are to be constructional plans complete the conditions stated in [2.1.1], [2.1.2] and [2.1.3],
with all dimensions and are to contain full indication of without interfering with other essential services of the
types of materials employed. ship. For small plants, see also [4.7].
Plans of equipment which are type approved by the Society b) Where the refrigerating units are driven by internal com-
need not be submitted, provided the types and model num- bustion engines, one power source for each refrigerating
bers are made available. unit may be accepted.

Pt E, Ch 7, Sec 1
Nr A/I Document
1 I Detailed specification of the plant (refrigerating machinery and insulation) including the reference design and ambient
conditions
2 I General arrangement of refrigerated spaces including:
• the intended purpose of spaces adjacent to refrigerated spaces
• the arrangement of air ducts passing through refrigerated spaces
• the arrangement of steelwork located in refrigerated spaces or in insulated walls
• the arrangement of the draining system
• the individual volume and the total volume of the refrigerated spaces
3 A Drawings showing the thickness and methods of fastening of insulation on all surfaces in refrigerated spaces, including:
• insulation material specification
• hatch covers
• doors
• steel framing (pillars, girders, deck beams)
• bulkhead penetrations
• etc.
4 A Cooling appliances in refrigerated spaces (coil grids, air coolers with air ducts and fans, etc.)
5 I Characteristic curves of fans (capacity, pressure, power consumption)
6 A Distribution of the thermometers and description of remote thermometer installation, if any, including:
• detailed description of the apparatus with indication of the method and instruments adopted, measuring range, degree
of accuracy and data regarding the influence of temperature variations on connection cables
• electrical diagram of apparatus, with indication of power sources installed, characteristics of connection cables and
all data concerning circuit resistance
• drawings of sensing elements and their protective coverings and indicators, with specification of type of connections
used
7 A General arrangement and functional drawings of piping (refrigerant system, brine system if any, sea water system, defrost-
ing system, etc.)
8 I Characteristic curves of circulating pumps for refrigerant or brine (capacity, pressure, power consumption, etc.)
9 I General arrangement of refrigerating machinery spaces (main data regarding prime movers for compressors and pumps,
including source of power, are to be included in this drawing)
10 A Electrical wiring diagram
11 A Compressor main drawings (sections and crankshaft or rotors) with characteristic curves giving the refrigerating capacity
12 A Drawings of main items of refrigerant system and pressure vessels, such as condensers, receivers, oil separators, evapora-
tors, gas containers, etc.
13 A Remote control, monitoring and alarm system (if any)
14 A Air refreshing and heating arrangement for fruit cargo
15 I Number of insulated cargo containers to be individually cooled by the shipboard plant and their heat transfer rates
16 I Operation manual for the refrigerating plant and for refrigerated containers, as applicable
Note 1: Symbol A means for Approval, symbol I means for Information.

Table 3 : Calculations to be submitted
Nr A/I Item
Nr A/I Item 1 I Description of the installation
1 A Detailed calculation of the heat balance of the 2 I Location of spaces covered and gas-tight subdivisions
plant. The calculation is to take into account the 3 I Design overpressure
minimum internal temperatures for which the
4 A Details and arrangement of inert gas generating
classification is requested and the most unfavoura-
equipment
ble foreseen ambient conditions.
5 A Piping diagrams, including installation details
2 A Capacity calculations for pressure relief valves
6 A Ventilation and gas-freeing system
and/or bursting disc
7 A Instrumentation and automation plans
3 A Duct air flow calculations 8 I Instruction manual
Note 1: Symbol A means for Approval. 9 I Cargo space sealing arrangement
Note 1: Symbol A means for Approval, symbol I means for
Information.

Pt E, Ch 7, Sec 1
4.3.2 Electric motors wise allowed by the Society, are to be separated from the
Where the prime movers of refrigerating units are electric refrigerated spaces by means of gas-tight bulkheads.
motors, the electrical power is to be provided by at least Ample space is to be provided around the refrigerating
two distinct generating sets. machinery to permit easy access for routine maintenance
and to facilitate overhauls, particularly in the case of con-
4.3.3 Steam prime movers densers and evaporators.
Where steam prime movers are used in refrigerating units
they are to be connected to at least two different boilers. 4.6.2 Dangerous refrigerants in machinery spaces
Furthermore, the exhaust steam is to be led to the main and Use of dangerous refrigerants in machinery spaces may be
auxiliary condensers. permitted in accordance with Pt C, Ch 1, Sec 13, [2.2.3].
4.4 Pumps 4.7 Exemptions for small plants
4.4.1 Minimum number of condenser pumps 4.7.1 Consideration may be given to waiving the require-
ments in [4.3.1], [4.3.2] and [4.3.3] above on power source
a) At least one standby condenser circulating pump is to
duplication for refrigerating plants serving spaces having a
be provided; this pump is to be ready for use and its
volume below 400 m3.
capacity is not to be less than that of the largest pump
that it may be necessary to replace.
4.8 Personnel safety
b) One of the condenser circulating pumps may be one of
the ship's auxiliary pumps, provided its capacity is suffi- 4.8.1 Means are to be provided to monitor the presence of
cient to serve the refrigerating plant working at maxi- personnel in refrigerated cargo spaces and to promptly
mum power without interfering with essential services detect any possible need for help from outside the space.
of the ship.
4.4.2 Plants with intermediate cooling media 5 Refrigerated chambers

a) Where an intermediate cooling medium is used, at least
one standby brine circulating pump is to be provided; 5.1 Construction of refrigerated chambers
this pump is to be ready for use and its capacity is not to
be less than that of the largest pump that it may be nec- 5.1.1 Bulkheads surrounding refrigerated chambers
essary to replace. a) Generally, the bulkheads of refrigerated chambers are to
b) The same provision applies to any other type of plants in be of metallic construction; however, the bulkheads
which the circulation of refrigerant is ensured by pumps. between two refrigerated spaces intended to contain
cargoes of the same nature or having no contaminating
effect need not be metallic.
4.5 Sea connections
b) The bulkheads are to be gas-tight.
4.5.1 Number and location of sea connections c) Steels intended to be used for the construction of refrig-
a) The cooling water is normally to be taken from the sea erated chambers are to comply with the applicable pro-
by means of at least two separate sea connections. visions of Pt B, Ch 4, Sec 1 for low temperature steels.
b) The sea connections for the refrigerating plant are to be
5.1.2 Closing devices
distributed, as far as practicable, on both sides of the
ship. a) The closing devices of the accesses to refrigerated
chambers, such as doors, hatch covers and plugs for
4.5.2 Connections to other plants loading or surveying are to be as far as possible gas-
Where the circulating pump(s) of the refrigerating plant tight.
is/are connected to the same circuit as other pumps, pre- b) The ventilators of refrigerated chambers, if any, are to be
cautions are to be taken in the design and arrangement of fitted with gas-tight closing devices.
piping so that the working of one pump does not interfere
with another. 5.2 Penetrations
4.5.3 Dry dock conditions 5.2.1 Penetration of pipes and ducts
In order to keep the refrigerating plant running when the Penetrations of pipes through watertight, gas-tight or fire-
ship is in dry dock, means are to be provided to supply resistant decks and bulkheads are to be achieved by fitting
cooling water either from a tank or from a shore connection. glands suitable for maintaining the tightness and fire-resist-
ing characteristics of the pierced structures.
4.6 Refrigerating machinery spaces
5.2.2 Penetration of electrical cables
4.6.1 Arrangement Where electrical wiring passes through refrigerated cham-
Refrigerating machinery spaces are to be provided with effi- bers, the relevant requirements of Part C, Chapter 2 are to
cient means of ventilation and drainage and, unless other- be complied with.

Pt E, Ch 7, Sec 1
5.3 Access to refrigerated spaces b) Where the insulation is covered with a protective lining,
certain panels of this lining are to be provided with a
5.3.1 Doors and hatches suitable number of inspection openings fitted with
a) Refrigerated chambers are to be provided with emer- watertight means of closing.
gency escape ways enabling the evacuation of stretcher-
borne personnel. The escape ways are to be provided
with emergency lights.
5.6 Miscellaneous requirements
b) Access doors and hatches to refrigerated chambers are

5.6.1 Refrigerated chambers adjacent to oil or fuel
to be provided with means of opening from inside even tanks
where they have been shut from outside.
a) An air space of at least 50 mm is to be provided
5.3.2 Manholes between the top of fuel and lubricating oil tanks and the
Manholes on the tank top of refrigerated chambers are to be insulation, so designed as to allow leaks to drain to the
surrounded by an oil-tight steel coaming of at least 100 mm bilges. Such air space may be omitted provided multiple
height. sheaths of an odourless oil-resisting material are applied
to the upper surface of tank tops. The total required
5.4 Insulation of refrigerated chambers thickness of sheathing depends on the tank construc-
tion, on the composition used and on the method of
5.4.1 application.
a) The insulating material is to be non-hygroscopic. The
insulating boards are to have satisfactory mechanical b) In general, the sides of fuel and lubricating oil tanks are
strength. Insulating materials and binders, if any, are to to be separated from refrigerated spaces by means of
be odourless and so selected as not to absorb any of the cofferdams. The cofferdams are to be vented, the air
odours of the goods contained in refrigerated chambers. vents fitted for this purpose are to be led to the open and
The materials used for linings are to comply with the their outlets are to be fitted with wire gauze which is
same provisions. easily removable for cleaning or renewal. The coffer-
dams may be omitted provided that multiple sheaths of
b) Polyurethane and other plastic foams used for insulation
are to be of a self-extinguishing type according to a an odourless oil-resisting material are applied on the
standard acceptable by the Society. In general, these tank side surface facing the refrigerated chambers. The
foams are not to be used without a suitable protective total required thickness of this sheathing depends on the
coating. composition used and on the method of application.
c) The insulation together with its coating is normally to
have low flame spread properties according to an 5.6.2 Refrigerated chambers adjacent to high
accepted standard. temperature spaces
d) Plastic foams of a self-extinguishing type, suitably lined, The insulation of the walls adjacent to coalbunkers or to
may also be used for insulation of piping and air ducts. any space where an excessive temperature may arise, by
accident or otherwise, is to be made of mineral wool or any
e) When it is proposed to use foam prepared in situ, the
detail of the process is to be submitted for examination equivalent material; wood chips, if any, are to be fireproof
before the beginning of the work. and separated from the plates on which they are fitted by
means of insulating sheets.
5.5 Protection of insulation
5.6.3 Wooden structures
5.5.1 Insulation extension Wooden beams and stiffeners are to be insulated and strips
The insulation and the lining are to be carefully protected of suitable insulating material are to be fitted between them
from all damage likely to be caused by the goods contained and the metallic structures.
in the chamber or by their handling.
5.5.2 Insulation strength 5.6.4 Metal fittings
The insulation lining and the air screens with their supports All metal fittings (bolts, nuts, hooks, hangers, etc.) necessary
are to be of sufficient strength to withstand the loads due to for fitting of the insulation are to be galvanised or made in a
the goods liable to be carried in the refrigerated chambers. corrosion-resistant material.
5.5.3 Removable panels

5.6.5 Equipment below the insulation
a) A sufficient number of removable panels are to be pro-
vided in the insulation, where necessary, to allow inspec- Arrangements are to be made whilst building in order to
tion of the bilges, bilge suctions, bases of pillars, vent and facilitate the examination in service of parts such as bilge
sounding pipes of tanks, tops of shaft tunnels and other suctions, scuppers, air and sounding pipes and electrical
structures and arrangements covered by the insulation. wiring which are within or hidden by the insulation.

Pt E, Ch 7, Sec 1
5.7 Installation of the insulation b) Drain tanks are to be provided with appropriate venting
and sounding arrangements.
5.7.1
c) When two or more refrigerated spaces are connected to
a) Before laying the insulation, steel surfaces are to be suit- the same drain tank, the common lines are to be fitted
ably cleaned and covered with a protective coating of with check valves to prevent the possibility of passage of
appropriate composition and thickness. water from one refrigerated space to another.
b) The thickness of the insulation on all surfaces together
with the laying process are to be in accordance with the 5.8.4 Scuppers
approved drawings. a) Scuppers from the lower holds and from trays of air
c) The insulating materials are to be carefully and perma- coolers installed on the inner bottom are to be fitted
nently installed; where they are of slab form, the joints with liquid seals and non-return devices.
are to be as tight as possible and the unavoidable crev- b) Scuppers from ‘tweendeck refrigerated spaces and from
ices between slabs are to be filled with insulating mate- trays of air coolers installed above the inner bottom are
rial. Bitumen is not to be used for this purpose. to be fitted with liquid seals, but not necessarily with
d) Joints of multiple layer insulations are to be staggered. non-return devices.
e) In applying the insulation to the metallic structures, any c) Where scuppers from more than one refrigerated space
paths of heat leakage are to be carefully avoided. or tray are led to a common header or common tank, in
addition to the liquid seal on each pipe, a sufficient
5.8 Drainage of refrigerated spaces number of non-return devices are to be provided, so
arranged as to prevent lower compartments from being
5.8.1 General flooded by drains from higher compartments.
All refrigerated cargo spaces and trays under air coolers are d) Water seals are to be of sufficient height and readily
to be fitted with means suitable for their continuous and accessible for maintenance and filling with anti-freezing
efficient drainage. liquid.
5.8.2 Drain pipes e) Valves, scuppers and drain pipes from other non-refrig-
erated compartments are not to be led to the bilges of
a) Drain pipes from refrigerating space cooler trays are to
refrigerated spaces.
be fitted with liquid sealed traps provided with non-
return valves which are easily accessble, even when the
chamber is fully loaded. 6 Refrigerants
b) Threaded plugs, blank flanges and similar means of
closing of drain pipes from refrigerated spaces and trays 6.1 General
of air coolers are not permitted.
c) Where means of closing of drain pipes are required by 6.1.1 Refrigerants used in direct refrigerating
the Owner, these are to be easily checked and the con- systems
trols are to be located in an accessible position on a Some commonly employed refrigerants considered accept-
deck above the full load waterline. able for use with primary (direct expansion) systems are
listed in Tab 5.
5.8.3 Drain tanks
a) Where the draining from cargo spaces is led to a closed 6.1.2 Refrigerants used in indirect refrigerating
drain tank, the size of the tank is to be such as to be able systems
to collect all the waters produced during defrosting Ammonia (R717) may be used only in indirect system refrig-
operations. erating plants.
Table 5 : Refrigerants for use in direct refrigerating systems
Refrigerant Number Refrigerant commercial name Chemical Formula

R12 Dichlorodifluoromethane C Cl2 F2
R21 Dichlorofluoromethane CH Cl2 F
R22 Chlorodifluoromethane CH Cl F2
R113 Trichlorotrifluoroethane C Cl2 F C Cl F2
R114 Dichlorotetrafluoroethane C Cl F2 C Cl F2
R134a Tetrafluororthane CH2 F C F3
R500 Refrigerant 12/152a 73.8/26.2 wt% C Cl2 F2 / CH3 CH F2
R502 Refrigerant 12/115 48.8/51.2 wt% CH Cl F2 / C Cl F2 C F3

Pt E, Ch 7, Sec 1
6.1.3 Other permissible refrigerants Table 6 : Design working pressure

The use of refrigerants other than those listed in Tab 5 may
be authorised by the Society on a case-by-case basis, pro- Refrigerant
vided that the physical properties and chemical analysis are High pressure side Low pressure side
number
clearly stated and the appropriate safety measures are fore-
seen in the installation design. R12 1,6 MPa 1,0 MPa
R21 0,3 MPa 0,2 MPa
6.1.4 Prohibited refrigerants
R22 2,2 MPa 1,3 MPa
For restrictions on the selection of refrigerants, see Pt C, Ch
1, Sec 13, [2.2.1] and Pt C, Ch 1, Sec 13, [2.2.2]. R113 0,2 MPa 0,2 MPa
R114 0,4 MPa 0,4 MPa
6.1.5 Use of ammonia as refrigerant
For specific requirements relative to the use of ammonia as R134a 1,3 MPa 1,1 MPa
refrigerant, see Pt C, Ch 1, Sec 13, [2.3]. R500 2,0 MPa 1,2 MPa
R502 2,3 MPa 1,6 MPa
6.2 Rated working pressures
R717 2,2 MPa 1,5 MPa
6.2.1 Pressure parts design pressure R744 1,1 MPa 0,7 MPa
a) The refrigerant design pressure is not to be less than the
maximum working pressure of the installation or its 7.2.2 Cooling
parts, either in operation or at rest, whichever is the a) Air-cooled compressors are to be designed for an air
greater. No safety valve is to be set at a pressure higher temperature of 45°C.
than the maximum working pressure. b) For sea water cooling, a minimum inlet temperature of
b) In general, the design pressure of the low pressure side 32°C is to be applied. Unless provided with a free out-
of the system is to be at least the saturated vapour pres- let, the cooling water spaces are to be protected against
sure of the refrigerants at 40°C. Due regard is to be paid excessive overpressure by safety valves or rupture safety
to the defrosting arrangement which may increase the devices.
pressure on the low pressure system.
7.2.3 Safety devices
c) The design pressure of the high pressure side of the
a) Stop valves are to be provided on the compressor suc-
installation is to be based on the condenser working
tion and discharge sides.
pressure while it operates with water cooling in tropical
zones. In general, the rated working pressure is to be b) A safety valve or rupture disc is to be arranged between
taken not less than the effective saturated vapour pres- the compressor and the delivery stop valve.
sure at 50°C. c) When the power exceeds 10 kW, the protection may
consist of a pressure control device which automatically
6.2.2 Refrigerants listed in Table 5 stops the machine in the event of overpressure. Details
In general, the design pressure for high and low pressure of the design of this device are to be submitted to the
parts of systems using refrigerants listed in Tab 5 is to be Society.
taken not less than the values indicated in Tab 6. d) Compressors arranged in parallel are to be provided with
check valves in the discharge line of each compressor.
7 Refrigerating machinery and equip- e) Means are to be provided to indicate the correct direc-
ment tion of rotation.
7.1 General requirements for prime movers 7.3 Reciprocating compressors
7.1.1 7.3.1 Crankcase

a) The diesel engines driving the compressors are to satisfy a) When subjected to refrigerant pressure, compressor
the relevant requirements of Pt C, Ch 1, Sec 2. crankcases are to be either:
• designed to withstand the rated working pressure of
b) The electric motors driving the compressors, pumps or
the LP side; or
fans are to satisfy the relevant requirements of Pt C, Ch
1, Sec 4. • fitted with safety valves designed to lift at a pressure
not exceeding 0,8 times the crankcase test pressure;
in this case, arrangements are to be made for the
7.2 Common requirements for compressors
refrigerant to discharge to a safe place; or
7.2.1 Casings • protected against overpressures by means of devices
The casings of rotary compressors are to be designed for the likely to ensure a similar protection.
design pressure of the high pressure side of the system indi- b) An oil level sight glass is to be fitted in the crankcase.
cated in Tab 6. c) Means are to be provided to heat the crankcase when
the compressor is stopped.

Pt E, Ch 7, Sec 1
7.3.2 Hydraulic lock 7.5.5 Air coolers

Reciprocating compressors having cylinder bores of 50 mm a) Where finned-tube or multi-plate type air coolers are
and above are to be provided with means to relieve high used, the distance between the fins or plates is not to be
pressure due to hydraulic lock. Alternatively means to pre- less than 10 mm, at least on the air inlet side. For the
vent the possibility of refrigerants entering the cylinders may purpose of this requirement, the air inlet side means 1/4
be considered. of the length of the cooler measured in the direction of
the air flow.
7.4 Screw compressor bearings b) Air coolers are to be made of corrosion-resistant mate-
rial or protected against corrosion by galvanising.
7.4.1 Whenever the bearing surfaces are locally hardened,
details of the process are to be submitted to the Society. In c) Air coolers are to be provided with drip trays and ade-
any case, the process is to be limited to the bearing area quate drains.
and is not to be extended to the fillets.
7.5.6 Insulation
7.5 Pressure vessels Pressure vessels are to be thermally insulated to minimise
the condensation of moisture from the ambient atmosphere.
7.5.1 General The insulation is to be provided with an efficient vapour
The general requirements of Pt C, Ch 1, Sec 13, [2.1.2] are barrier and is to be protected from mechanical damage.
applicable.
7.6 General requirements for piping
7.5.2 Refrigerant receivers
a) The receivers are to have sufficient capacity to accumu- 7.6.1 General
late liquid refrigerant during changes in working condi- The general requirements of Pt C, Ch 1, Sec 13, [2.1.3] are
tions, maintenance and repairing. applicable.
b) Each receiver is to be fitted with suitable level indica-
7.6.2 Piping arrangement
tors. Glass gauges, if any, are to be of the flat plate type
and are to be heat resistant. All level indicators are to be a) Pipelines are to be adequately supported and secured so
provided with shut-off devices. as to prevent vibrations. Approved type flexible hoses
may be used where necessary to prevent vibrations.
c) Each receiver that may be isolated from the system is to
be provided with an adequate overpressure safety b) Provision is to be made for allowing thermal expansion
device. and contraction of the piping system under all operating
conditions. Approved type flexible hoses may be used
7.5.3 Evaporators and condensers where necessary for this purpose.
a) All parts of evaporators and condensers are to be acces- c) Pipe insulation is to be protected from mechanical dam-
sible for routine maintenance; where deemed necessary, age and is to be provided with an efficient vapour bar-
efficient means of corrosion control are to be provided. rier which is not to be interrupted in way of supports,
b) When condensers and evaporators of the "coil-in-cas- valves, fittings, etc.
ing" type cannot be readily dismantled owing to their
dimensions, a suitable number of inspection openings 7.7 Accessories
not smaller than 230x150 mm2 are to be provided on
their shells. 7.7.1 Oil separators
c) Safety valves are to be fitted on the shells of evaporators Oil separators with drains are to be fitted on the refrigerant
and condensers when the pressure from any connected lines. When a wire gauze is fitted, this is to be of material
pump may exceed their anticipated working pressure. which cannot be corroded by the refrigerant.
7.5.4 Brine tanks 7.7.2 Filters

a) Brine tanks which can be shut off are to be protected a) Efficient filters are to be fitted at the suction of compres-
against excessive pressure due to thermal expansion of sors and on the high pressure side of reducing valves.
the brine by safety valves or by an interlocking device The filters of compressors may be incorporated in the
blocking the shut-off valves in open position. crankcases, provided their filtering area is sufficient.
b) In general, brine tanks are not to be galvanised at their b) Filters are to be fitted with a wire gauze strainer which
side in contact with brine. Where they are galvanised cannot be corroded by the refrigerant and allowing a
and are of a closed type, they are to be provided with a sufficient flow area for the fluid. Small filters such as
suitable vent arrangement led to the open for toxic those of reducing valves are to be such that they can be
gases. The vents are to be fitted with easily removable easily removed without any disassembling of the pipes.
wire gauze diaphragms and their outlets are to be
located in positions where no hazard for the personnel 7.7.3 Dehydrators
may arise from the gases. Where brine tanks are not of a An efficient dehydrator is to be fitted on systems using
closed type, the compartments in which they are refrigerant types R12, R21, R22 or R502. The dehydrator is
located are to be provided with efficient ventilation to be so designed and arranged that the drying product can
arrangements. be replaced without any disassembling of the pipes.

Pt E, Ch 7, Sec 1
7.8 Refrigerating plant overpressure protec- • the effective protection of chamber cooling coils
tion within the chambers from shocks and external
mechanical damage.
7.8.1 General c) Coils within each refrigerated space are to be arranged
a) The refrigerant circuits and associated pressure vessels in at least two sections, and the number of sections in
are to be protected against overpressure by safety each refrigerated space is to be clearly indicated on the
valves, rupture discs or equivalent arrangement. How- plan to be submitted for approval. Each section is to be
ever, inadvertent discharge of refrigerant to the atmos- fitted with valves or cocks so that it can be shut off.
phere is to be prevented.
8.1.2 Brine systems
b) The safety devices are to be in such number and so a) Each brine pump is to be connected to the brine tanks
located that there is no possibility that any part of the and to the valve manifolds controlling the brine pipes.
system may be isolated from a safety device. Where it is Each brine pipe is to be fitted with a stop valve on the
necessary to be able to isolate one of these devices from delivery, and a regulating valve is to be fitted on the
the system for maintenance purposes, the valves may be return pipe.
duplicated provided a change-over valve is arranged in
b) All regulating valves are to be located in positions
such a way that when one device is isolated it is not
accessible at any time.
possible to shut off the other.
c) Brine pipes are not to be galvanised on the inside.
c) Pressure vessels connected by pieces of pipe without
valves may be considered as a single pressure vessel d) The thickness of the brine pipes is to be not less than 2,5
from the point of view of overpressure protection, pro- mm; in the case of pipes with threaded joints, the thick-
vided that the interconnecting pipe does not prevent ness at the bottom of the thread is not to be less than the
effective venting of the vessels. above value.
e) Steel pipe cooling coils and their associated fittings are
7.8.2 Safety valves to be externally protected against corrosion by galvanis-
a) Safety valve discharges are to be led to a safe place ing or other equivalent method.
above the deck. Discharge pipes are to be designed in f) For brine tanks, see [7.5.4].
such a way that the ingress of water, snow, dirt or debris
affecting the operation of the system can be prevented. 8.2 Specific requirements for air cooling
In the case of the refrigerant R717 (ammonia), the dis- systems and distribution and renewal of
charge pipe outlet is to be as high as possible on the
air in cargo spaces
ship.
b) Refrigerant pumps are to be fitted with safety valves at 8.2.1 Rated circulation
the discharge side. The valves may discharge at the The air circulation system is to be so designed as to ensure
pump suction side or at another suitable location. as uniform as possible a distribution of air in refrigerated
spaces.
c) After setting, safety valves are to be suitably protected
against the possibility of inadvertent change of setting. 8.2.2 Refrigerated air circulation systems
d) Safety valves are to lift at a pressure not more than 0,80 a) For air coolers, see [7.5.5].
times the test pressure of the parts concerned. b) Air coolers are to be designed for a maximum tempera-
ture difference between cooling medium and cooling
8 Specific requirements for direct and air at the air cooler inlet of about 5°C for fruit cargoes
and about 10°C for deep frozen cargoes.
indirect refrigerating systems
c) Air coolers may be operated either by brine circulation
or by direct expansion of the refrigerant.
8.1 Specific requirements for refrigerating
d) The coils are to be divided into two sections, each capa-
systems
ble of being easily shut off (see Ch 7, Sec 2, [1.2.1]).
8.1.1 Direct expansion system e) Means for defrosting the coils of the air coolers are to be
provided. Defrosting by means of spraying with water is
a) Refrigerating systems where the refrigerant expands
to be avoided.
directly in the coils within the refrigerated chambers
may be considered by the Society only for application in f) Provision is to be made for heating the drains. In auto-
chambers of small capacity and at the specific request mated plants, the heating equipment is to be controlled
of the Owner. by the defrosting program.
b) For the acceptance of such a system by the Society, spe- g) Fans and their motors are to be arranged so as to allow
cial consideration is to be given to the following: easy access for inspection and repair and/or removal of
the fans and motors themselves when the chambers are
• the proposed refrigerant loaded with refrigerated cargo. Where duplicate fans
• the use of coil pipes having butts welded circumfer- and motors are fitted and each fan is capable of supply-
entially within refrigerated chambers, to prevent ing the quantity of air required, it is sufficient that easy
leakages of gas within the chambers themselves access for inspection is provided.

Pt E, Ch 7, Sec 1
h) The air circulation is to be such that delivery and suc- 9 Instrumentation, alarm, monitoring
tion of air from all parts of the refrigerated chambers are
ensured. 9.1 General
i) The air capacity and the power of the fans are to be in 9.1.1 Automation safety equipment
proportion to the total heat to be extracted from the The automation safety equipment is to be of the fail-safe
refrigerated chambers, due regard being given to the type and is to be so designed and installed as to permit
nature of the service. manual operation. In particular, manual operation of the
compressors is to be ensured in the event that any of the
j) When excess cooling capacity is required in order to
equipment is inoperable.
cool or freeze all or part of the cargo from the ambient
temperature to the minimum anticipated temperature, 9.1.2 Regulation devices
the air capacity is to be in proportion to the increased Regulation devices such as motor-operated valves or ther-
heat to be extracted, in accordance with the specifica- mostatic expansion valves are to be such that they can be
tions approved by the Owner. isolated, thus allowing the plant to be manually operated
should the need arise.
8.2.3 Air refreshing
9.2 Instrumentation, alarm and monitoring
a) When refrigerated cargoes include goods which, under arrangement
certain conditions, emit gases, odours or humidity, an
efficient system is to be provided for air refreshing in the 9.2.1 Compressors
space concerned. Air inlets and outlets in such systems Tab 7 summarises the minimum control and monitoring
are to be provided with closing devices. requirements for refrigerating compressors.
b) The position of air inlets is to be such as to reduce to a 9.2.2 Refrigerating systems

minimum the possibility of contaminated air entering Tab 8 summarises the minimum control and monitoring
the refrigerated spaces. requirements for refrigerating systems.
Table 7 : Refrigerating compressors
Function
Item Indicator Comments
Alarm Automatic shutdown
Refrigerant suction pressure low X At saturated temperature and including inter-
mediate stages
Refrigerant discharge pressure high X
Refrigerant suction temperature For installations over 25 kW only
Refrigerant discharge temperature
Lubricating oil pressure low X
Lubricating oil temperature For installations over 25 kW only
Cooling water temperature For installations over 25 kW only
Cumulative running hours hours All screw compressors and installations over
25 kW only
Note 1: Shut-off is also to activate an audible and visual alarm.
Table 8 : Refrigerating systems
Function
Item Indicator Comments
Alarm Automatic shutdown
Air in refrigerated space temperature high X
Air fan failure X
Chamber temperature temperature X
Secondary refrigerant suction pressure low X
Secondary refrigerant discharge pressure high X
Lubricating oil pressure low X
Bilge level in refrigerated space high X
Note 1: Shut-off is also to activate an audible and visual alarm.

Pt E, Ch 7, Sec 1
10 Material tests, inspection and test- Table 9 :

ing, certification
Test pressure
10.1 Material testing Component Strength Leak
test test
10.1.1 The materials for the construction of the parts listed
Compressor cylinder blocks, cylinder
below are to be tested in compliance with the requirements
covers, stop valves, pipes and other com-
of NR216 Materials and Welding: 1,5 p1 p1
ponents (condensers, receivers, etc.) of
• compressor crankshafts, couplings, connecting rods and the high pressure part of the circuit.
piston rods
Compressor crankcases subjected to
• compressor liners, cylinder heads and other parts sub- refrigerant pressure, stop valves, pipes
1,5 p2 p2
jected to pressure and other components of the low pres-
• steel and copper tubing for evaporator and condenser sure part of the circuit.
coils and for pressure piping in general Where p1 and p2 are the design pressures indicated in [6.2]
• oil separators, intermediate receivers and other pressure for high pressure and low pressure parts.
vessels included in the gas circuit
• condensers and evaporators of shell type (tube or 10.3.3 Brine system
welded plate). a) Brine coils of air coolers are to be subjected to a hydro-
static test at a pressure equal to 1,5 times the design
10.2 Shop tests pressure, but in no case less than 0,7 N/mm2.
b) Cast iron casings for brine evaporators are to be sub-
10.2.1 Individual pieces of equipment jected to a hydrostatic test at a pressure equal to 1,5
Shop tests are to be carried out on pumps, fans, electric times the design pressure, but in no case less than 0,1
motors and internal combustion engines forming parts of N/mm 2.
refrigerating installations, following procedures in accord-
c) Steel casings for brine evaporators fitted on the suction
ance with the requirements applicable to each type of
side of the pumps are to be subjected to a hydrostatic
machinery. The relevant running data (capacity, pressure
test at a pressure not less than 0,2 N/mm2.
head, power and rotational speed, etc.) are to be recorded
for each item. d) Steel casings for brine evaporators fitted on the delivery
side of the pumps are to be subjected to a hydrostatic
10.2.2 Refrigerating unit test at a pressure equal to 1,5 times the design pressure,
a) At least one refrigerating unit of each type installed on but in no case less than 0,35 N/mm2.
board is to be subjected to shop tests in order to ascer- e) Open brine tanks are to be tested by filling them com-
tain its refrigerating capacity in the most unfavourable pletely with water.
temperature conditions expected, or in other tempera-
ture conditions established by the Society.
10.4 Thermometers and manometers
b) Where the complete unit cannot be shop tested (for
instance, in the case of direct expansion installations), 10.4.1
only the compressors are to be tested according to pro- a) All thermometers recording the temperature of refriger-
cedures approved by the Society. ated spaces, the air temperature at the inlet and outlet of
air coolers and the temperature at various points in the
10.3 Pressure tests at the workshop refrigerant circuit or in the brine circuit are to be care-
fully calibrated by the Manufacturer. The Society
10.3.1 Strength and leak tests reserves the right to require random checks of the cali-
Upon completion, all parts included in the suction and bration.
delivery branches of the refrigerant circuit are to be sub- b) The accuracy of manometers and other measuring
jected to a strength and leak test. instruments is also to be checked before the commence-
The strength test is a hydraulic test carried out with water or ment of the tests required in [10.5].
other suitable liquid. The leak test is a test carried out with
air or other suitable gas while the component is submerged 10.5 Shipboard tests
in water at a temperature of approximately 30°C.
The components to be tested and the test pressure are indi- 10.5.1 Pressure tests
cated in Tab 9. After installation on board, and before operating, the plant
is to be subjected to a test at the maximum working pres-
10.3.2 Condensers sure determined as indicated in [6.2.1].
Circulating water sides of condensers are to be subjected to However, all pressure piping portions which have welded
a hydrostatic test at a pressure equal to 1,5 times the design joints made on board are to be subjected to a strength test at
pressure, but in no case less than 0,1 N/mm2. a pressure equal to 1,5 times the rated working pressure
before being insulated.

Pt E, Ch 7, Sec 1
10.5.2 Tests of the ventilation system • Absorbed power and speed of the compressors and
a) After installation, the ventilation system is to be tested the temperatures and pressures which determine the
and the pressure, air capacity in cubic metres per running of the refrigerating machinery. The recorded
minute, maximum rotational speed and power absorbed data, through comparison with the thermodynamic
by the fans are to be recorded. cycle considered for the preparation of the cold pro-
duction curves of the compressors, are to enable the
b) The distribution of air in the various refrigerated spaces
corrections (superheating, undercooling) necessary
is to be checked.
for determination of the actual refrigerating capacity
10.5.3 Operational tests F.
a) Upon completion of the installation, each refrigerating • Absorbed power of the motors driving the fans FV
plant is to be subjected to an operational test on board and brine pumps FP
in order to check the proper operation of the machinery • The overall heat transfer coefficient k for the extreme
and the refrigerating capacity of the plant by means of a climatic conditions considered may be obtained by
heat balance test. the following formula:
b) Before starting the actual test, the Surveyor will check at F = k Σ(S . ∆T) + FV + FP + FC
random that thermometers, pressure gauges and other
where FC is a correcting term (normally small) which
instruments are in working order, calibrated and
arranged as directed in each case by the Society. is to be introduced for other heat exchanges
between the tested plant and the environment. The
c) All the refrigerating machinery is to be put into service calculation of the coefficient k is required when the
and all chambers, closed and empty, are to be simulta-
total volume of the holds exceeds 400 m3.
neously cooled to the minimum expected temperature,
i.e. the temperature required to be entered in the nota- h) Temperatures and pressures at various locations along
tion, or a lower temperature determined so that a differ- the refrigerant and brine circuits.
ence of at least 20°C can be maintained between the i) Air temperatures at the inlet and outlet of air coolers.
average external temperature and the temperature in the
j) In the course of the heat balance test, the above data is
refrigerated spaces. The expected temperature is to be
to be recorded at one-hour intervals. Prior to this test,
maintained for a period of time sufficient to remove all
the data may be recorded at 4-hour intervals, except for
the heat from the insulation.
the external air and sea water temperatures, which are
d) Following this, the heat balance test may be com- to be recorded at one-hour intervals at least for the last
menced. The duration of the test may be 6 hours or, twelve hours of the test.
where necessary, even longer. Air cooler fans are to run
at their normal output throughout the test. k) Special cases, e.g. when the test is carried out with very
low external atmospheric temperatures which would
e) The regulation of the refrigerating capacity of the plant require the temperature within the refrigerated cargo
may be effected by reducing the number of running spaces to be brought down below the above specified
compressors, by varying their rotational speed or even values, or where the compressors are driven by constant
by running them intermittently. speed prime movers, or where refrigerating plants of
f) Means of control where the load in the cylinders is var- banana and fruit carriers are tested in winter time, or the
ied or the gas is returned from the delivery side to the minimum temperature required for classification is not
suction side are not permitted. the same for all the spaces will be specially considered
g) The following data are to be recorded in the course of by the Society.
the test:
• Temperatures in the refrigerated spaces, external air 10.6 Defrosting system
temperature and sea water temperature (in particu-
lar, at the outlet and inlet of the condensers). The 10.6.1 The defrosting arrangements are also to be sub-
external surfaces S of the walls corresponding to the jected to an operational test.
temperature differences DT measured between the Instructions regarding the procedure to be followed for the
inside and outside of the refrigerated spaces are to operational test of the refrigerating plant on board will be
be detailed as well as the products S²DT. given by the Society in each case.

Pt E, Ch 7, Sec 2
SECTION 2 ADDITIONAL REQUIREMENTS FOR NOTATION

REF-CARGO
1 General 2.1.3 Cargo battens

a) Cargo battens of 50x50 mm, spaced at approximately
400 mm, are to be fitted to the vertical boundaries of
1.1 Application
refrigerated cargo spaces.
1.1.1 The requirements of this Section are applicable for b) Floors of refrigerated cargo spaces are to be similarly fit-
the assignment of the additional class notation REF- ted with battens of 75x75 mm spaced at approximately
CARGO. They are additional to the applicable requirements 400 mm; over the insulation of the top of shaft tunnels,
of Ch 7, Sec 1. cargo battens are to be of hard wood.
c) The arrangement of the cargo battens is to be such that
1.1.2 These requirements are applicable independently of free circulation of air is not impaired and cargo cannot
the number of refrigerated holds. Where only certain holds come in contact with the insulation or with the brine
are fitted with a refrigerating plant for which the notation is coils, if any.
requested, the number and the location of these holds will
d) Battens on the floors of refrigerated spaces may be omit-
be indicated in an annex to the Certificate of Classification.
ted in the case of hanging cargoes.
1.2 Refrigeration of cargo spaces 3 Instrumentation

1.2.1 Cooling appliances, including brine coils, if any, are
to be divided into two distinct systems capable of working 3.1 Thermometers in cargo spaces
separately in each refrigerated space; each of them is to be
3.1.1 Number of thermometers
able to keep the cargo in a satisfactory cold condition. Each
section is to be fitted with valves or cocks or similar devices Each refrigerated space with a volume not exceeding 400 m3
so that it can be shut off. is to be fitted with at least 2 thermometers or temperature
sensors. Where the volume exceeds 400 m3, this number is
1.2.2 Consideration may be given to waiving the require- to be increased by one for each additional 400 m3.
ments in [1.2.1] on cooling system duplication for refriger-
3.1.2 Direct reading thermometers
ating plants serving spaces having volume below 200 m3.
The tubes intended to contain thermometers are to have a
diameter not less than 50 mm and are to be carefully iso-
1.3 Heating lated from the ship's structure. If they pass through spaces
other than those they serve, they are to be insulated when
1.3.1 Where it is intended to carry cargoes which may be passing through those spaces. Joints and covers of such
adversely affected by low temperatures during cold seasons tubes are to be insulated from the plating to which they are
or in certain geographical areas, efficient means are to be attached and installed on open decks so that water will not
provided for heating the spaces concerned. collect and freeze in them when measuring temperatures.
3.1.3 Electric thermometer apparatus for remote

2 Refrigerated cargo spaces reading
The apparatus is to provide the temperature indications with
2.1 Insulation the accuracy required in [3.1.5] in conditions of vibrations
and inclinations expected on board and for all ambient
2.1.1 Protection of insulation temperatures, up to 50°C, to which indicating instruments
In addition to the requirement in Ch 7, Sec 1, [5.5.1], the and connection cables may be exposed.
floors of refrigerated spaces to about 600 mm beyond the
3.1.4 Distant electric thermometer sensors
projection of the hatchway outline are to be covered with a
hard wood sheathing about 50 mm thick, or with a protec- a) Sensing elements are to be placed in refrigerated spaces
tion of similar efficiency. where they are not liable to be exposed to damage dur-
ing loading and unloading operations and well clear of
2.1.2 Insulation strength heat sources such as, for instance, electric lamps, etc.
In addition to the requirement in Ch 7, Sec 1, [5.5.2], where b) Sensing elements in air coolers are to be placed at a dis-
insulations are to support fork-lift trucks, they are to be sub- tance of at least 900 mm from coils or fan motors.
mitted to a strength test performed on a sample in condi- c) When arranged in ducts, they are to be placed at the
tions representative of the service conditions. centre of the air duct section, as far as possible.

Pt E, Ch 7, Sec 2
d) Sensing elements are to be protected by a corrosion- in order to slow down the ripening process of fruit or
resistant impervious covering. Conductors are to be per- other cargo, for which the notation AIRCONT is
manently secured to sensing elements and to indicating requested.
instruments and connected accessories. Plug-and-socket b) The following requirements are additional to those of
connections are allowed only if they are of a type Ch 7, Sec 1.
deemed suitable by the Society.
c) The AIRCONT notation will be not granted to ships
e) All sensing elements are to be easily accessible. using portable apparatus for the generation of the con-
trolled atmosphere or to ships with permanently
3.1.5 Accuracy
installed apparatus serving less than 50% of the allowa-
a) Direct reading thermometers are to permit reading with ble cargo space.
an accuracy of 0,1°C for temperatures between 0°C and
15°C. Temperatures given by remote reading are to have 4.1.2 Operational performance
an accuracy of: a) Normally, the displacement of the oxygen from the
• ± 0,3°C (at 0°C) for the carriage of fruit and vegeta- spaces which are intended to operate under controlled
bles, and atmosphere is obtained by an inert gas. The most com-
• ± 0,5°C (at 0°C) for the carriage of frozen products. monly used inert gases are:
b) The instrumental error, to be ascertained by means of • carbon dioxide (CO2)
calibration by comparison with a master-thermometer • nitrogen (N2)
with officially certified calibration, is not to exceed the
b) The oxygen content in air controlled spaces is to be
following values:
maintained between 10% and 2% of the volume, with
• ± 0,15°C, in the range - 3°C to + 3°C an accuracy of at least 0,2%.
• ± 0,25°C, in all other ranges of the scale. c) Where carbon dioxide is used for controlling the atmos-
c) In general, the scale range is to be within -30°C and phere, the plant is to be capable of controlling and
+20°C; in any case it is to be ±5°C greater than the maintaining a concentration of CO2 in all or in any of
range of application of the instrument. the controlled spaces between 10% and 0,2% in vol-
d) In the graduated scale, the space between each degree ume. The selected CO2 content is to be maintained with
centigrade is not to be less than 5 mm. an accuracy of at least 0,2%.
d) Where nitrogen (N2) is used to control the atmosphere,
3.1.6 Data-logger
the generating plant is to be capable of supplying at
a) When a data-logger is installed, at least one sensing ele- least:
ment for each refrigerated space, both in the space itself
• 0,05 m3/h of nitrogen with 4% oxygen content for
and in its air circulating system, is to be connected to
each cubic meter of the total cargo space which is
another independent indicating instrument, approved by
intended for controlled atmosphere, at normal oper-
the Society. The data-logger is to register to 0,1 of a
ating temperature
degree. Indicating instruments are to be fed by two inde-
pendent power sources. If they are fed by the network • 0,025 m3/h of nitrogen with 2% oxygen content for
on board through a transformer and rectifier unit, a each cubic meter of the total cargo space which is
spare unit is also to be provided and is to be easily intended for controlled atmosphere, at normal oper-
replaceable aboard. If they are fed by storage batteries, it ating temperature
will be sufficient to arrange easily changeable batteries. • For different oxygen content, intermediate values
b) A prototype apparatus is to be checked and tested by a may be interpolated.
Surveyors at an independent recognised laboratory, or at
4.1.3 Operating and safety manual
the Manufacturer’s facilities, to verify by means of suita-
ble tests that the degree of accuracy corresponds to the An operating and safety manual covering at least the items
above provisions. listed below is to be provided on board:
• principal information on the use of controlled atmos-
c) The capacity of the apparatus to withstand stipulated
phere
vibrations, impacts and temperature variations and its
non-liability to alterations due to the salt mist atmos- • complete description of the controlled atmosphere
phere, typical of conditions on board, are to be verified. installation on board
• hazards of low oxygen atmospheres and consequential
4 Additional requirements for AIR-CONT effects on human life
notation • countermeasures when exposed to low oxygen atmos-
pheres
• instructions for operation, maintenance and calibration
4.1 General
of all gas detectors
4.1.1 Applicability • instructions for use of portable oxygen analysers with
a) The following requirements apply to ships with perma- alarm for personal protection
nently installed equipment capable of generating and • prohibition of entry to spaces under controlled atmos-
controlling an oxygen poor atmosphere in cargo holds pheres

Pt E, Ch 7, Sec 2
• loading instructions prior to injection of gas c) Gas freeing outlets are to be led to a safe place in the
atmosphere 2 m above the open deck and 10 m away
• procedure for checking security of controlled atmosphere
from air inlets and openings to accommodation spaces,
zones, doors and access hatches prior to injection of gas
service spaces, machinery spaces and similar manned
• gas-freeing procedure for all controlled atmosphere zones spaces.
• procedure for checking atmosphere of controlled atmos-
4.2.4 Ventilation of adjacent zones
phere zones before entry.
a) Deckhouses and other adjacent spaces, or other spaces
containing gas piping where gas leakage may create an
4.2 Controlled atmosphere cargo spaces oxygen deficient atmosphere, which need to be entered
and adjacent spaces regularly, are to be fitted with a positive pressure type
mechanical ventilation system with a capacity of at least
4.2.1 Air-tightness of controlled atmosphere 10 air changes per hour capable of being controlled
a) The controlled atmosphere zones are to be made air-tight. from outside these spaces.
Particular attention is to be paid to sealing of hatches, b) Adjacent spaces not normally entered are to be pro-
plugs and access doors in each controlled atmosphere vided with a mechanical ventilation system which can
zone. Double seals are to be fitted to each opening. be permanent or portable to free the gas space prior to
b) Openings for pipes, ducts, cables, sensors, sampling entry. Where portable ventilators are used, at least two
lines and other fittings passing through the decks and units capable of ensuring at least 2 air changes per hour
bulkheads are to be suitably sealed and made air-tight. in the largest of such spaces are to be kept on board.
c) Ventilation inlets are to be arranged so as to avoid re-
c) The liquid sealed traps from bilges and drains from the
cycling any gas.
cooler trays are to be deep enough, when filled with liq-
uid which will not evaporate or freeze, to withstand the d) For container carriers with containers under controlled
design pressure in each controlled atmosphere zone atmosphere which have arrangements to vent low oxy-
taking account of the ship motion. gen air from each container under controlled atmos-
phere into the cargo space, venting arrangements are to
d) Air refreshing inlets and outlets are to be provided with be in accordance with the applicable requirements of
isolating arrangements. these Rules.
4.2.2 Controlled atmosphere zone protection

4.3 Gas systems
a) Means are to be provided to protect controlled atmos-
phere zones against the effect of overpressure or vacuum. 4.3.1 General requirements
b) One pressure/vacuum valve is to be fitted in each con- a) Means are be provided to reach and maintain the
trolled atmosphere zone, set for the design conditions of required oxygen and/or carbon dioxide levels in the
the zone. controlled atmosphere zones. This may be accom-
plished by use of stored gas, portable or fixed gas gener-
c) The proposed pressure/vacuum valves for the various ating equipment or other equivalent arrangements.
zones are to be of adequate size to release any excess
pressure when the gas generating unit is delivering at its b) The gas system is to have sufficient capacity to compen-
maximum capacity to a single cargo space or compart- sate for any gas loss from the controlled atmosphere
ment and to relieve the vacuum at maximum cooling rate. zones and to maintain a positive pressure in all such
zones.
d) Pressure/vacuum valve discharges are to be located at
least 2 m above the open deck and 10 m away from any c) Gas systems utilising compressors are to be provided
ventilation inlets and openings to accommodation with two or more compressors and prime movers which
spaces, service spaces, machinery spaces and other sim- together are capable of delivering the rated capacity.
ilar manned spaces. Discharge piping is to be arranged Each compressor is to be sized so that, with one com-
to preclude ingress of water, dirt or debris which may pressor out of operation, the system is able to maintain
cause the equipment to malfunction. the O2 content in all designated cargo spaces within the
specified range. Alternatively, one compressor and
e) Arrangements for the protection of cargo spaces or com- prime mover may be accepted if the compressor is
partments against over or under pressure other than capable of delivering the rated capacity and provided
those referred to above will be the subject of special that spares for the compressor and prime mover are car-
consideration. ried to enable any failure of the compressor and prime
mover to be rectified on board.
4.2.3 Gas freeing
d) Air inlets are to be located such as to ensure that con-
a) The arrangements for gas freeing of controlled atmos- taminated air is not drawn into the compressors.
phere zones are to be capable of purging all parts of the
e) Where it is intended to supply gas by means of stored
zone to ensure a safe atmosphere.
gas bottles, the arrangements are to be such that
b) Cargo air cooling fans and the air refreshing arrange- depleted bottles may be readily and safely disconnected
ments may be used for gas freeing operations. and charged bottles readily connected.

Pt E, Ch 7, Sec 2
4.3.2 Carbon dioxide generation 4.3.7 Ventilation

Carbon dioxide generating equipment is the subject of spe- a) The gas supply compartment is to be fitted with an inde-
cial consideration by the Society. pendent mechanical extraction ventilation system pro-
viding a rate of at least 20 air changes per hour based on
4.3.3 Passive type nitrogen generation the total empty volume of the compartment.
Passive type nitrogen generators such as gas separators and
b) Ventilation ducts from the gas generator/supply com-
absorbtion units need not be duplicated.
partment are not to be led through accommodation,
4.3.4 Gas supply service and machinery spaces or control stations.
a) Gas systems are to be designed so that the pressure c) The air exhaust ducts are to be led to a safe location on
which they can exert on any controlled atmosphere the open deck.
zone will not exceed the design pressure of the zone.
b) During initial operation, arrangements are to be made to 4.4 Miscellaneous equipment
vent the gas outlets from each generator to the atmos-
4.4.1 Humidification equipment
phere. All vents from gas generators are to be led to a
safe location on the open deck. Where a humidification system is fitted, the following
requirements are to be complied with:
c) Where gas generators use positive displacement com-
pressors, a pressure relief device is to be provided to a) the supply of fresh water for humidification is to be such
prevent excess pressure being developed on the dis- as to minimise the risk of corrosion and contamination
charge side of the compressor. of the cargo
d) Suitable arrangements are to be provided to enable the b) in order to prevent damage or blockage in the humidifi-
supply mains to be connected to an external supply cation system caused by water freezing, the air, steam or
water pipelines in the cargo chambers are to be
e) Where nitrogen (N 2) is used: installed so as to facilitate drainage and to be provided
• means of controlling inadvertent release of nitrogen with suitable heating arrangements.
into controlled atmosphere zones, such as lockable
non-return valves, are to be provided. 4.4.2 Electrical equipment
• the nitrogen delivery line is to be fitted with a safety In addition to the applicable requirements of Part C, Chap-
valve capable of discharging the maximum nitrogen ter 2 of the Rules, the following are to be complied with:
delivery. a) the electrical power for the controlled atmosphere plant
• filters are to be fitted in the delivery line. is to be provided from a separate feeder circuit from the
main switchboard
• oxygen and nitrogen exhaust lines are to be led to
discharge in safe locations on open deck. b) under seagoing conditions, the number and rating of
service generators are to be sufficient to supply the
4.3.5 Segregation cargo refrigeration machinery and controlled atmos-
a) Fixed gas generating equipment, gas bottles or portable phere equipment in addition to the ship’s essential serv-
gas generators are to be located in a compartment ices, when any one generating set is out of action.
reserved solely for their use. Such compartments are to
be separated by a gas-tight bulkhead and/or deck from 4.5 Gas detection and monitoring equipment
accommodation, machinery, service and control spaces.
Access to such compartments is only to be from the 4.5.1 General
open deck. a) The indicators and alarms required in this Section are all
b) Gas piping systems are not to be led through accommo- to be given at a suitable refrigerated cargo control sta-
dation, service and machinery spaces or control station.
tions. b) The pressure in each controlled atmosphere zone is to
be monitored and an alarm initiated when the pressure
4.3.6 Protection of cargo spaces
is too high or too low.
a) Means to protect the cargo spaces from overpressure are
c) Direct read-out of the gas quality within any controlled
to be provided. These means may be:
atmosphere zone is to be available to the operating staff
• in the case of external gas supply, a shut-off valve on demand.
automatically operated in the event of overpressure
fitted at the connection with the external supply 4.5.2 Oxygen and carbon dioxide detection
• a vent valve, connected to the inlet valve, ensuring a) All cargo spaces intended for controlled atmosphere are
that the inlet of nitrogen is allowed when the vent to be fitted with means for measuring the oxygen and
valve is open. carbon dioxide content.
b) Nitrogen outlets to the atmosphere are to be directed The values are to be automatically logged at regular
vertically upward and are to be located in segregated intervals (generally every hour) for the entire period in
positions which are not likely to discharge into manned which the cargo space is kept under controlled atmos-
areas. phere.

Pt E, Ch 7, Sec 2
b) Gas analysers are to be calibrated automatically once f) Sampling by means of portable equipment will be the
every 24 hours. An alarm is to be initiated if accuracy is subject of special consideration.
outside tolerance limits.
g) The sampling frequency is to be at least once per hour.
c) Each normally manned space adjacent to cargo spaces,
intended to be operated under controlled atmosphere, is 4.5.4 Alarm for gas release
to be fitted with at least one means to measure the oxy-
gen content. An audible and visual alarm is to be automatically operated
for at least 60 seconds before the gas release in the cargo
d) When humidification equipment is installed in each of spaces is initiated. The alarm is to be interlocked with the
the controlled atmosphere zones, an alarm is to be initi- gas inlet valve, in such a way that the valve cannot be
ated when the relative humidity falls below or exceeds opened until the alarm has been given.
the predetermined set values.
4.5.3 Sampling and analysing system 4.6 Instrumentation, alarm and monitoring
a) At least two analysers for oxygen and carbon dioxide arrangement
having a tolerance of ± 0,1 per cent by volume are to be
provided to determine the content of the circulated gas 4.6.1 Tab 1 summarises the minimum control and monitor-
within the controlled atmosphere zones. ing requirements for controlled atmosphere plants.
b) When a sampling system with sequential analysing is
fitted, the sampling lines are to be able to operate at any 4.7 Safety
value of pressure or vacuum at which the controlled air
system may operate in the cargo space. Common sam- 4.7.1 Access to controlled atmosphere zones
pling lines for different media (oxygen, carbon dioxide,
etc.) are allowed. a) Controlled atmosphere zones are to be clearly labelled
with "Caution" and "Danger" signs to alert personnel.
c) Two separate sampling points are to be located in each
controlled atmosphere zone and one sampling point in b) Entry hatch and manhole covers and doors leading to
each of the adjacent spaces. The arrangements are to be controlled atmosphere zones and adjacent spaces are to
such as to prevent water condensing and freezing in the be fitted with acceptable security type locks and warn-
sampling lines under normal operating conditions. Filters ing notices informing about the low oxygen atmos-
are to be provided at the inlet to sampling point lines. phere. Warning notices are to be posted at all openings
d) Arrangements of the gas sampling points are to be such to spaces under controlled atmosphere to prevent inad-
as to facilitate representative sampling of the gas in the vertent opening while the space is under the controlled
space. atmosphere.
e) Where gas is extracted from the controlled atmosphere c) All doors and access hatches to controlled atmosphere
zones via a sampling tube to analysers outside the zones which may be under pressure are to open out-
space, the sample gas is to be discharged safely to the wards and are to be fitted with means to prevent injury
open deck. or damage during opening.
Table 1 :
Function
Item Indicator Automatic Comments
Alarm
shut-down
Oxygen content percentage low X Cargo spaces
high X
< 21% X Manned spaces adjacent to cargo spaces
Carbon dioxide content percentage X Cargo spaces
Atmospheric pressure pressure high X X (1)
Gas generation failure X Failure of any one of the generating equipment
Gas release release X To be operated for at least 60 seconds before release
Liquid seal level low X Where installed
Ventilation failure X
Sampling line flow failure X
Logging failure X
(1) Automatic closing of inlet valve of externally supplied gas.

Pt E, Ch 7, Sec 2
4.7.2 Safety equipment where:
a) At least 10 portable oxygen monitors with alarms are to Q : Air leakage, in m3/h
be provided on board.
V : Volume of zone, in m3
b) At least two portable oxygen sensors are to be provided
t : Time, in seconds
to sample the oxygen level in all controlled atmosphere
zones and adjacent spaces for use prior to entry into 7,095 : Constant for 200 Pa pressure decay.
such zones or spaces.
5) During this test, the adjacent zones are to be kept at
c) A means of two-way communication is to be provided atmospheric pressure.
between the cargo spaces under controlled atmosphere
and the gas release control station. If portable radiotele- 4.8.3 Gas system performance
phone apparatus is adopted to comply with this require-
ment, at least three sets are to be provided on board. The capability of the gas system to supply gas according to
This equipment is to be in addition to that required by the specified flow rate and conditions is to be verified by
SOLAS Chapter III, Regulation 6. tests.
d) Two self-contained breathing apparatuses equipped 4.8.4 Gas freeing

with built-in radio communication and a lifeline with a
belt are to be provided on board together with fully The gas freeing arrangements are to be tested to demon-
charged spare air bottles with a total free air capacity of strate that they are effective.
3600 litres for each breathing apparatus. This equip-
ment is to be in addition to that required by SOLAS 4.8.5 Safety, alarms and instrumentation
Chapter II-2, Regulation 17. a) The control, alarm and safety systems are to be tested to
demonstrate overall satisfactory performance of the con-
4.8 Tests and trials trol engineering installation. Testing is also to take
account of the electrical power supply arrangements.
4.8.1 General b) Locking arrangements of all controlled atmosphere
Controlled atmosphere system trials are to be carried out on zones and adjacent spaces where gas may accumulate,
board before the system is put into service, as indicated below. provision of warning notices at all entrances to such
spaces, communication arrangements and operation of
alarms, controls, etc. are to be examined.
4.8.2 Tightness tests
a) Piping c) The provision of portable gas detectors and personnel
oxygen monitors is to be verified. Suitable calibrated
1) The gas supply mains and branches are to be pres- instruments to measure the levels of O2, CO 2 and
sure and leak tested. The test pressures are to be 1,5 humidity, gas pressure and gas flow to the controlled
and 1,0 times the design pressure, respectively. atmosphere zones are to be provided for testing. Their
accuracy is to be verified.
2) All gas sampling lines are to be leak tested using a
vacuum or overpressure method.
5 Additional requirements for notations
b) Air-tightness in controlled atmosphere
PRECOOLING and QUICKFREEZE
1) Air-tightness of each controlled atmosphere zone is
to be tested and the results entered on the certifi-
cate. The measured leakage rate of each zone is to
5.1 General
be compared with the specified value.
5.1.1 Applicability
2) Either a constant pressure method or a pressure
The folowing requirements apply to ships for which either
decay method is to be used to determine the degree
the PRECOOLING or QUICKFREEZE notation is requested.
of air-tightness.
The requirements of this Section are additional to those in
3) If the constant pressure method is used, the test is to Ch 7, Sec 1.
be carried out at the design pressure of the control-
led atmosphere zones. 5.1.2 Conditions of assignment
4) If the pressure decay method is used, the time for the The notations PRECOOLING and QUICKFREEZE are
pressure to drop from 350 Pa to 150 Pa is to be assigned in connection with the maximum time necessary
measured and the leakage is to be calculated using to cool the cells from the ambient temperature to the serv-
the following formula: ice temperature with the cargo loaded at the ambient tem-
perature. This time is to be indicated in the contract
V specification together with the specified temperatures and,
Q = 7 ,095 ⋅ ----
t upon verification, to be entered in the notation.

Pt E, Ch 7, Sec 2
5.1.3 Additional requirements for PRECOOLING b) For a system with horizontal air circulation, the average
notation and local rates of circulation are not to be less than
those mentioned above for vertical circulation.
a) Unless otherwise specified for special cargoes, the rate
c) Unless duly justified, the local and average rates of cir-
of cold air circulation within each space is not normally culation of refrigerated air are to be checked for the
to be less than 70 changes per hour. Lower values may empty spaces.
be accepted locally for zones with lesser ventilation.
However, for any zone, in any right parallelepiped hav- 5.2 Shipboard tests
ing 1 m2 of ceiling surface as a base and the height of
the space, the rate of circulation is not to be less than 40 5.2.1 Additional requirement for PRECOOLING
notation
changes per hour; moreover, the average rate of circula-
For the notation PRECOOLING, during the ventilation sys-
tion is not to be less than 60 changes per hour in any tem tests the conditions stated in [5.1.3] are to be verified.
parallelepiped with the same height and based on 50 m2 The detailed procedure of the test is to be previously sub-
of ceiling surface. mitted to the Society.

Pt E, Ch 7, Sec 3

REF-CONT
1 General not be complied with where the air cooler serves no more
than 7 standard 40 ft containers (or 14 standard 20 ft con-
tainers).
1.1 Application
2.2.2 Decentralised refrigerating plants
1.1.1 The requirements of this Section are applicable for
the assignment of the additional class notation REF-CONT. Fully decentralised fixed refrigerating plants are normally to
They are additional to the applicable requirements of Ch 7, comply with the same provisions as foreseen for centralised
Sec 1. plants. However, while a standby refrigerating unit is not
required in this case, at least two compressors, each one
1.1.2 Where the containers are cooled by a permanently able to supply two thirds of the necessary refrigerating
installed refrigerating plant designed to supply refrigerated capacity (or an equivalent arrangement), are to be provided.
air to insulated containers carried in holds of container
ships, the suffix (A) will be added to the notation REF- 2.2.3 Regulation valves
CONT. The regulation valves for supply of brine to air coolers are to
Where the ship is intended only to supply electrical power be so arranged that they can be isolated, unless it is possible
to self-refrigerated containers, the suffix (E) will be added to to operate them manually in the case of damage to their
the notation REF-CONT. automatic control device. However, the manual operation
of these valves is not required where it is possible to arrange
1.1.3 Where air conditioning or insulation of the holds is for their quick replacement while the containers are on
necessary for the carriage of refrigerated containers, the cor- board. In such case, the proposed list of spare valves is to be
responding items are also to be considered for granting the submitted to the Society.
appropriate class notation.
2.2.4 Air cooler fans
1.1.4 Containers Where a single fan is provided for each air cooler, the
Refrigerated containers are not covered by the class nota- arrangement is to be such that it is possible to proceed with
tion and accordingly no specific requirements for the con- the disassembling of the fan and/or the associated motor of
tainers are contained in these Rules. each air cooler while the containers are on board. In this
However, the heat transfer coefficient of the containers is to case, at least one spare fan and one motor of each type are
comply with the value appearing in the notation; see also to be available on board.
Ch 7, Sec 1, [1.2.2].
2 Refrigerating plants supplying refrig-
2.3.1 Couplings
erated air to containers
The couplings for connection to containers are to be of an
approved type.
2.1 Definitions
2.3.2 Compressors
2.1.1 Batch of containers
In addition to the compressors which are necessary for the
A batch of containers or simply a batch is a set of containers
compressed air production system used for the operation of
served by the same duct and the same air cooler.
couplings, at least one standby air compressor or equivalent
2.1.2 Decentralised refrigerating plant is to be provided. This compressor is to be arranged to be
A decentralised refrigerating plant is a plant in which each immediately available and its capacity is to be at least equal
container is connected on board to a separate unit for cold to that of the largest compressor it is to replace.
production and distribution.
2.3.3 Air ducts
a) Ducts for discharge and suction of refrigerated air are to
2.2 Cold distribution
be suitably insulated; they are to be air-tight in order to
2.2.1 Systems serving batches of containers avoid an abnormal increase in the cold demand and an
The system of cold distribution of each air cooler serving a abnormal decrease in the temperature of air in the
batch of containers is to be divided into two distinct parts holds.
capable of working separately, each of them being able to b) The insulating materials and linings used for the ducts
ensure the requested cold supply. This requirement need are to comply with the provisions of Ch 7, Sec 1, [7.4].

Pt E, Ch 7, Sec 3
2.3.4 Other ducts and piping 2.5 Workshop and shipboard inspections
a) Ducts for entry of fresh air and exhaust of stale air which and tests
serve a batch of containers are to be arranged so that
2.5.1 Circulating pumps
they can be segregated from the ducts serving other
batches in order to avoid contamination by odour of the The characteristics (capacity, pressure and absorbed power)
remains of the cargo in case of damage. of circulating pumps for cooling media (sea water, brine,
refrigerant) are to be checked at the works where the prime
b) Similar provision is to be made in respect of the piping movers have an output exceeding 50 kW. The test is to be
for drainage of defrosting water and condensation prod- performed for each type of pump and attended by a Sur-
ucts from air coolers. Each drainage pipe is to be fitted veyor; at least 3 points suitably distributed over each curve
with a hydraulic scupper or equivalent. are to be considered.
c) Ducts for exhaust of stale air are to be led to the open. 2.5.2 Motors of air cooler fans
However, where the holds are sufficiently ventilated Where the Manufacturer cannot indicate the efficiency for
(rate of air renewal per hour not normally less than 4), each type of motor and for a resisting torque varying from
these ducts may be led to the holds.
20% to 100% of the rated couple of this motor, the corre-
sponding measurement may be required during inspection
2.3.5 Containers with controlled atmosphere at the works of the motors.
For containers with controlled atmosphere, see Ch 7, Sec 2,
2.5.3 Compressors
[4.2.4] d).
a) A check of the refrigerating power of each type of com-
pressor is to be performed for various running condi-
2.4 Thermometers tions. The latter are to correspond, at least, to those
foreseen in the heat balance for the extreme operating
2.4.1 Temperature sensors conditions.
a) At least two temperature sensors are to be provided for b) Tests are normally to be performed at the works of the
each container. One is to be arranged at the air suction, makers. When tests are carried out on board, the pro-
the other at the air supply. The latter may, however, be posed procedure is to be approved by the Society.
common to several containers if the arrangements are c) For identical plants made by the same maker and
such that the same air temperature is ensured at all the intended for ships of the same series, tests are only
air supply outlets. In this case, the sensor is to be required for the first ship provided that their results are
located at the air cooler exhaust in the air stream com- satisfactory.
mon to all these outlets.
d) Direct checking of the refrigerating power is not
b) The sensors and thermometers are to be of an approved required where it is intended to perform a test, with all
type. the containers on board, at the lowest temperature and
in the extreme operating conditions specified.
2.4.2 Temperature recording
2.5.4 Air coolers
a) The system for recording the temperature measurements Where considered necessary taking into account the char-
is to be completely duplicated. Where this is not feasi- acteristics of the plant, the Society may require that the dis-
ble, it is to be possible, in case of failure of the main sys- tribution of the brine flow to the various air coolers is
tem or of a main cable, to intervene with the necessary checked on board.
instrument in way of each hold in order to record the
temperatures of supply and suction air for each con- 2.5.5 Air ducts
tainer. In this case, arrangements are to be such that the
a) Air-tightness of ducts together with their connections
staff in charge of these measurements can operate from
and couplings is to be achieved to the Surveyor's satis-
an easily accessible location.
faction. Each duct is to be tested for air-tightness.
b) For fully decentralised plants, the duplication is not b) Air-tightness of each duct is to be checked after closing
required provided that a temperature regulator-indicator of all pipes such as drains and stale air exhausts which
is provided for the air supply to each container. These are not a source of leakage in normal operation. Two
devices are to be located together in one or several eas- tests are to be performed, the first with all the couplings
ily accessible positions. sealed by tight plugs, the second without such plugs.
c) For plants with more than 200 containers, the tempera- c) The leakage rate Q0 is to be measured with an overpres-
ture monitoring system is to be automated and is to sure not appreciably less than 25 mm of water; for a dif-
include alarms for low and high temperatures. Proposed ferent overpressure ∆P (mm water), the measured
arrangements are to be submitted to the Society. leakage rate Q is to be corrected to obtain Q0 by the for-
mula:
d) At least 2% of the number of temperature sensors of
each type (with a minimum of 5 per type) are to be pro- 25 1 / 2
Q 0 = Q  -------
 ∆P
vided as spares.

Pt E, Ch 7, Sec 3
The leakage rate Q0 is not to exceed by more than 5% 2.7 Shipboard tests
the values given in Tab 1 multiplied by the number of
containers served by the tested duct. 2.7.1 Temperature sensors
d) One duct of each type is to be submitted to a test for air
a) The correct operation of all temperature sensors for the
distribution to containers. This test includes measure-
whole plant is be checked on board. Installation of sen-
ment of the air flow at the various couplings; during the
sors, together with their connecting cables, is to be
test, the fans run at full speed and at the rated pressure. checked for accuracy.
The air flow at each coupling is not normally to be lower
than the specified value, with a minus tolerance of 5%. b) The zero of the sensors located on the air supplies and
e) The overall heat exchange coefficient is to be deter- suctions in the ducts is to be randomly checked. The
mined for at least two different types of ducts; the result checking is to be effected by comparison with pure
is not to exceed by more than 10% the value considered water ice (0°C). At least one sensor for supply and one
in the heat balance. For large series (at least 50), 2% of sensor at the air flow suction side are to be checked.
the ducts are to be subjected to this test. c) It is also to be checked that the regulation sensor for
f) In the case of ducts fabricated on board, tests for air- supply air gives the same value as the reading sensor,
tightness, air distribution, and heat leakage as defined and that there are no abnormal differences for the read-
above are to be performed on board after assembly. In ing sensors that have not been checked in accordance
this case, after special examination and where there is a with this requirement.
large excess of refrigerating capacity, the Society may
agree to waive the test mentioned in e). 2.7.2 Ducts
g) Testing procedure is to be submitted for approval. a) Before checking the correct operation of the ducts and
their fittings, it is to be verified that their air-tightness has
Table 1 : not been impaired during their handling or their instal-
lation on board. The Surveyor may require that tests
Type of container 40’ 30’ 20’ 10’ (smoke tests or equivalent) are performed at random.
Q0 in m3/h 30 23 16 9 b) The two leakage tests defined in [2.5.5] are to be per-
(at 15°C, 760 mm Hg) (60) (46) (32) (18) formed for ducts which have been dismantled in more
than two parts for transportation or which have been
Note 1: The lower value corresponds to the first test, the
assembled on board from prefabricated parts. In this
larger one to the second test performed without the plugs.
case, and except for one duct of each type, these tests
need not be carried out at the works. Where, however,
2.6 Temperature measuring and recording they have been already performed at the works, one is
devices to be repeated on board.
2.6.1 Temperature sensors c) The Surveyor may require that the air-tightness is
checked at the junction between the couplings and the
a) For plants comprising more than 200 temperature sen-
containers installed on board for the test. This may be
sors for air supply and suction, including those used for
done with soapy water or by a similar procedure.
regulation of the supply air temperature, the following
checks are to be performed: d) Where fitted in the ducts at the works, electric motors of
• checking of the tightness of the sealings after immer- duct fans are subjected to insulation measurements; this
sion during 30 minutes under 1 m of water or after is to be done at random and as agreed with the Sur-
an equivalent test veyor.
• checking of the calibration for at least 3 tempera-
tures suitably distributed over the measuring range; 2.7.3 Running tests
to be done immediately after completion of the pre- a) The running of the major components of the fluid sys-
vious test. tems (refrigerant, cold and hot brine, sea water, air for
b) These checks are to be carried out from 2 batches of couplings) and of the regulation, monitoring and alarm
sensors chosen at different periods (the middle and end systems is to be checked.
of fabrication). At least 1% (with a minimum of 10) of
b) The correct running of the plant in automatic operation
the number of sensors are chosen by the Surveyor to be
is to be checked for the specified conditions. Tests are to
checked.
be performed for the various operating conditions and
for at least three ducts of different types which are to be
2.6.2 Temperature monitoring system
fully fitted up with containers. The satisfactory operation
A test of the complete temperature monitoring system is to of the whole plant is also to be verified by means of a
be performed at the Manufacturer’s workshop (for each suitable test.
ship, even in the case of identical plants installed in sister
ships) and is to be attended by the Surveyor. However, for c) When there is a plant for air conditioning of the holds, it
small plants equivalent tests may be performed on board. is to be tested in accordance with Ch 7, Sec 2.

Pt E, Ch 7, Sec 3
3 Ships supplying electrical power to b) under seagoing conditions, the number and rating of
service generators are to be sufficient to supply the
self-refrigerated containers cargo refrigeration machinery and controlled atmos-
phere equipment in addition to the ship’s essential serv-
3.1 Electrical equipment ices, when any one generating set is out of action.
3.1.1 In addition to the applicable requirements of Part C,
Chapter 2 of the Rules, the following are to be complied 3.2 Installation of containers
with:
a) the electrical power for the controlled atmosphere plant 3.2.1 The loading of refrigerated containers is to be
is to be provided from a separate feeder circuit from the restricted to locations where proper ventilation and cooling
main switchboard of the refrigerating equipment may be ensured.

Pt E, Ch 7, Sec 4

REF-STORE
1 General
1.1 Application
1.1.1 For the assignment of the additional class notation
REF-STORE, and in addition to the applicable requirements
of Ch 7, Sec 1, the additional requirements of Ch 7, Sec 2
are to be complied with, with the exception of those of Ch
7, Sec 2, [1.3] and Ch 7, Sec 2, [2.1].

Part E
Chapter 8
ICE CLASS (ICE)
SECTION 1 GENERAL
SECTION 2 HULL AND STABILITY
SECTION 3 MACHINERY
Pt E, Ch 8, Sec 1
SECTION 1 GENERAL
1 General 2.1.3 Load and ballast waterlines

a) The line defined by the maximum draughts fore, amid-
1.1 Application ships and aft (which may be a broken line) is referred to
as Upper Ice Waterline (UIWL).
1.1.1 The following additional class notations are assigned b) The line defined by the minimum draughts fore, amid-
in accordance with Pt A, Ch 1, Sec 2, [6.10] to ships ships and aft is referred to as Lower Ice Waterline
strengthened for navigation in ice and complying with the (LIWL).
relevant requirements of this Chapter:
2.1.4 Ice belt
• ICE CLASS IA SUPER
The ice belt is that portion of the side shell which is to be
• ICE CLASS IA strengthened. Its vertical extension is equal to the required
• ICE CLASS IB extension of strengthenings.
• ICE CLASS IC
• ICE CLASS ID. 2.2 Draught limitations in ice
1.1.2 The ice strengthening requirements in this Chapter, 2.2.1 Maximum draught
excepting those for ships with the additional class notation The draught and trim limited by the UIWL are not to be
ICE CLASS ID are equivalent to those stated in the "Finnish- exceeded when the ship is navigating in ice.
Swedish Ice Class Rules 1985, as amended, applicable to The salinity of the sea water along the intended route is to
ships trading in the Northern Baltic Sea in winter. be taken into account when loading the ship.
1.1.3 For the purpose of this Chapter, the notations men- 2.2.2 Minimum draught
tioned in [1.1.1] may be indicated using the following The ship is always to be loaded down to at least the LIWL
abbreviations: when navigating in ice. Any ballast tank situated above the
• IAS for ICE CLASS IA SUPER LIWL and needed to load down the ship to this waterline is
to be equipped with devices to prevent the water from
• IA for ICE CLASS IA
freezing.
• IB for ICE CLASS IB
• IC for ICE CLASS IC 2.2.3 Minimum forward draught
In determining the LIWL, due regard is to be paid to the
• IC for ICE CLASS ID.
need to ensure a reasonable degree of ice going capability
in ballast. The propeller is to be fully submerged, if possible
1.2 Owner’s responsibility entirely below the ice. The minimum forward draught is to
be at least equal to the value TAV, in m, given by the follow-
1.2.1 It is the responsibility of the Owner to decide which ing formula:
ice class notation is the most suitable in relation to the
expected service conditions of the ship. T AV = ( 2 + 0 ,00025 ∆ 1 )h G
Nevertheless, it is to be noted that a ship assigned with the where:
ice class notation IA SUPER is not to be considered as a ∆1 : Displacement of the ship, in t, on the maximum
ship suitable for navigation in ice in any environmental ice class draught, as defined in [2.2.1]
condition, such as an icebreaker. hG : Ice thickness, in m, as defined in [2.3].
The draught TAV need not, however, exceed 4 hG.
2 Ice class draughts and ice thickness
2.2.4 Indication of maximum and minimum
draughts in ice
2.1 Definitions
Restrictions on draughts when operating in ice are to be
2.1.1 Upper ice waterline documented and kept on board readily available to the
master.
The upper ice waterline (UIWL) is the highest waterline at
which the ship is intended to operate in ice . The line may The maximum and minimum ice class draughts fore, amid-
be a broken line. ships and aft are to be specified in the documents submitted
for approval to the Society and stated on the Certificate of
2.1.2 Lower ice waterline Classification.
The lower ice waterline (LIWL) is the lowest waterline at If the summer load line in fresh water is located at a higher
which the ship is intended to operate in ice. level than the UIWL, the ship’s sides are to be provided with

Pt E, Ch 8, Sec 1
a warning triangle and with a draught mark at the maximum

permissible ice class draught amidships, according to Fig 1 . Table 1 :
The purpose of the warning triangle is to provide informa- Ice class notation hG (m) h (m)
tion on the draught limitation of the vessel when it is sailing
IAS 1,0 0,35
in ice for masters of ice breakers and for inspection person-
nel in ports. IA 0,8 0,30
IB 0,6 0,25
Figure 1 : Ice class draught marking
IC 0,4 0,22
3 Output of propulsion machinery

300
3.1 Required engine output for classes IAS,
IA, IB, IC
ICE 25
3.1.1 The engine output, P, is the maximum output the pro-
pulsion machinery can continuously deliver to the propel-
ler(s). If the output of the machinery is restricted by
1000
technical means or by any regulations applicable to the

ship, P is to be taken as the restricted output.
540mm aft The engine output is to be not less than that determined
according to [3.1.3] and in no case less than 1000 kW for
ice class IA, IB and IC, and not less than 2800kW for IAS.
F 3.1.2 Definitions
S The dimensions of the ship, defined below, are measured
on the maximum ice class draught of the ship as defined in
[2.2.1]. For the symbol definitions, see also Fig 2.
L : Length of the ship on the waterline, in m
ICE
LBOW : Length of the bow, in m
230
25
LPAR : Length of the parallel midship body, in m

Note 1: The upper edge of the warning triangle is to be located B : Maximum breadth of the ship, in m
vertically above the “ICE” mark, 1000 mm higher than the Summer T : Maximum ice class draught of the ship, in m,
Load Line in fresh water but in no case higher than the deck line. according to [2.2.1]
The sides of the triangle are to be 300 mm in length.
Awf : Area of the waterline of the bow, in m 2
Note 2: The ice class draught mark is to be located 540 mm abaft
the centre of the load line ring or 540 mm abaft the vertical line of α : Angle of the waterline at B/4, in deg
the timber load line mark, if applicable. φ1 : Rake of the stem at the centreline, in deg
Note 3: The marks and figures are to be cut out of 5 - 8 mm plate φ2 : Rake of the bow at B/4, in deg
and then welded to the ship's side. The marks and figures are to be
painted in a red or yellow reflecting colour in order to make the DP : Diameter of the propeller, in m
marks and figures plainly visible even in ice conditions. HM : Thickness of the brash ice in mid-channel, in m
Note 4: The dimensions of all figures are to be the same as those HB : Thickness of the brash ice layer displaced by the
used in the load line mark. bow, in m.
Note 5: The upper horizontal line above the triangle represents the
ship deck line. 3.1.3 Minimum required power
The lower horizontal line below the triangle represents the UIWL. The engine output requirement P is to be calculated for two
draughts. Draughts to be used are the maximum draught
2.3 Ice thickness amidship referred to as UIWL and the minimum draught
referred to as LIWL, as defined in [2.2]. In the calculation
2.3.1 the ship’s parameters which depend on the draught are to
be determined at the appropriate draught, but L and B are to
a) An ice strengthened ship is assumed to operate in open be determined only at the UIWL. The engine output is to be
sea conditions corresponding to an ice level with a not less than the greater of these two outputs. These two
thickness not exceeding the value hG. outputs , in kW, are to be determined by the following for-
b) The design height of the area actually under ice pressure mula:
at any time is, however, assumed to be only a fraction h, RC H  3/2
 ------------
-
of the ice thickness hG.  1000
P = K C -------------------------
c) The values for hG and h, in m, are given in Tab 1. DP

Pt E, Ch 8, Sec 1
Figure 2 :
LBOW
B/4
Awf
B
a
L
PAR
Vertical
of B/4
f2 f1
T
where: C1 : Coefficient taking into account a consolidated
upper layer of the brash ice and to be taken:
KC : to be taken from Tab 3
• for ice class IA, IB and IC:
RCH : Resistance of the ship in a channel with brash
C1 = 0
ice and a consolidated layer, in N, equal to:
• for ice class IAS:
R CH = C 1 + C 2
BL PA R
+C 3 ( H F +H M ) 2 ( B+ C ψ H F )C µ - + ( 1 +0 ,021φ 1 ) ( f 2 B +f 3 L B O W +f 4 BL BO W )
C 1 =f 1 ----------------
2T
------- + 1
LT 3 Aw f B
+C 4 L P AR HF2 + C5  ------2  -------
-
B L
C2 : Coefficient taking into account a consolidated
with: upper layer of the brash ice and to be taken:
HF : 0,26 + (HMB)0,5 • for ice class IA, IB and IC:

C2 = 0
HM : Coefficient defined in Tab 2
• for ice class IAS:
T B 2-
Table 2 : Values of H M C 2 =  ( 1+0 ,063φ 1 ) ( g 1 + g 2 B )+ g 3  1 +1 ,2 --- -------
  B L 0 ,5
Ice classes HM where:

ice class IA and IAS 1,0 φ1 : to be taken equal to 90° for ships
ice class IB 0,8 with bulbous bow
ice class IC 0,6 f1 : 23 N/m2

f2 : 45,8 N/m
f3 : 14,7 N/m
Table 3 : Values of KC f4 : 29 N/m2
g1 : 1530 N
CP propellers or electric or
Number of g2 : 170 N/m
hydraulic propulsion FP propellers
propellers
machinery g3 : 400 N/m1,5
1 propeller 2,03 2,26 C3 : 845 kg/m2s2
2 propellers 1,44 1,60 C4 : 42 kg/m2s2
3 propellers 1,18 1,31 C5 : 825 kg/s2

Pt E, Ch 8, Sec 1
Cψ : Coefficient equal to: 3.1.4 Other methods of determining K C or RCH

• if ψ ≤ 45°
The Society may for an individual ship, in lieu of the KC or
Cψ = 0 RCH values defined above, approve the use of KC values
• otherwise based on more exact calculations or RCH values based on
Cψ = 0,047 ψ − 2,115 model tests. Such approval will be given on the understand-
Cµ : Coefficient equal to: ing that it can be revoked if experience of the ship’s per-
Cµ = 0,15 cos φ2 + sin ψ sin α formance in practice warrants this.
without being less than 0,45 The design requirement for ice classes is a minimum speed
ψ = arctan (tan φ2 / sin α) of 5 knots in the following brash ice channels.
The following condition is to be satisfied:
The values of HM are those defined in Tab 2. A 0,1 m thick
3
20 ≥ L T
------ ≥5 consolidated layer of ice for ice class IAS is to be consid-
 B2 
ered.

Pt E, Ch 8, Sec 2
SECTION 2 HULL AND STABILITY
Symbols
UIWL : Upper ice waterline, defined in Ch 8, Sec 1, 1.2.2 Midship region
[2.1.2] The midship region is the region from the aft boundary of
LIWL : Lower ice waterline, defined in Ch 8, Sec 1, the fore region to a line parallel to and 0,04 L aft of the aft
[2.1.2] borderline of the part of the hull where the waterlines run
s : Spacing, in m, of ordinary stiffeners or primary parallel to the centerline.
supporting members, as applicable The overlap with the borderline need not exceed:
l : Span, in m, of ordinary stiffeners or primary • 6 m for the notations ICE CLASS IA SUPER and ICE
supporting members, as applicable CLASS IA
ReH : Minimum yield stress, in N/mm2, of the material • 5 m for the notations ICE CLASS IB and ICE CLASS IC.
as defined in Pt B, Ch 4, Sec 1, [2]. 1.2.3 Aft region
The aft region is the region from the aft boundary of the
1 General midship region to the stern.
1.1 Application 1.3 Ice strengthened area

1.1.1 For the purpose of the assignment of the notations 1.3.1 General
ICE CLASS IA SUPER, ICE CLASS IA, ICE CLASS IB, ICE The vertical extension of the ice strengthened area (see Fig
CLASS IC and ICE CLASS ID, the ship is divided into three 1) is defined in:
regions defined in [1.2]. • Tab 1 for plating
1.1.2 The area to be strengthened are defined in [1.3] • Tab 2 for ordinary stiffeners and primary supporting
depending on the ice notation. members.
1.2 Regions Table 1 : Vertical extension of ice strengthened area

for plating
1.2.1 Fore region
Vertical extension of ice
The fore region is the region from the stem to a line parallel
Notation strengthened area, in m
to and 0,04L aft of the forward borderline of the part of the
hull where the waterlines run parallel to the centerline. above UIWL below LIWL
The overlap with the borderline need not exceed: ICE CLASS IA SUPER 0,6 0,75
• 6 m for the notations ICE CLASS IA SUPER and ICE ICE CLASS IA 0,5 0,6
CLASS IA ICE CLASS IB 0,4 0,5
• 5 m for the notations ICE CLASS IB, ICE CLASS IC and ICE CLASS IC
0,4 0,5
ICE CLASS ID. ICE CLASS ID
Figure 1 : Ice strengthened area and regions
Upper fore ice strengthened area 0,2 L

2m
See 1.1.1 See 1.2.2
UIWL
Aft region UIWL
LIWL
Midship region
Fore region
See 1.2.3 LIWL
Fore foot
Border of part of side where
waterline are parallel to centreline 5 ordinary stiffener spacings

Pt E, Ch 8, Sec 2
Table 2 : Vertical extension of ice strengthening for ordinary stiffeners and primary supporting members
Vertical extension of ice strengthened area, in m,

Notation Region
above UIWL below LIWL
ICE CLASS IA SUPER From stem to 0,3L abaft 1,2 to double bottom or below top of floors
Aft of 0,3L from stem to the aft limit 1,2 1,6
of fore region
Midship region 1,2 1,6
Aft region 1,2 1,2
ICE CLASS IA From stem to 0,3L abaft 1,0 1,6
ICE CLASS IB Aft of 0,3L from stem to the aft limit 1,0 1,3
ICE CLASS IC of the fore region
Midship region 1,0 1,3
Aft region 1,0 1,0
ICE CLASS ID From stem to 0,3L abaft 1,0 1,6
Aft of 0,3L from stem to the aft limit 1,0 1,3
of the fore region
Note 1: Where an upper forward ice belt is required (see [4.1.1]), the ice-strengthened part of the framing is to be extended at least
to the top of this ice belt.
Note 2: Where the ice strengthened area extends beyond a deck or tank top by not more than 250 mm, it may be terminated at that
deck or tank top.
1.3.2 Fore foot Figure 2 : End connection of ordinary stiffener

The fore foot is the area below the ice strengthened area Two collar plates
extending from the stem to a position five ordinary stiffeners
spaces aft of the point where the bow profile departs from
the keel line (see Fig 1).
1.3.3 Upper fore ice strengthened area

The upper fore is the area extending from the upper limit of
the ice strengthened area to 2 m above and from the stem
to a position at least 0,2 L aft of the forward perpendicular
(see Fig 1).
2 Structure design principles

2.1.3 For the following regions of ice strengthened area:
• all regions of ships with the notation ICE CLASS IA
2.1 General framing arrangement
SUPER
2.1.1 The frame spacings and spans in this Section are nor- • fore and midship regions of ships with the notation ICE
mally assumed to be measured in a vertical plane parallel to CLASS IA
the centreline of the ship. However, if the ship’s side devi- • fore region of ships with the notations ICE CLASS IB,
ates more than 20° from this plane, the frame distances and ICE CLASS IC and ICE CLASS ID,
spans shall be measured along the side of the ship.
the following requirements are to be complied with:
2.1.2 Within the ice-strengthened area defined in [1.3], all • ordinary stiffeners which are not at a right angle to the
ordinary stiffeners are to be effectively attached to all the shell are to be supported to prevent tripping by means of
supporting structures. A longitudinal ordinary stiffener is to brackets, intercostals, stringers or similar at a distance
be attached to all the supporting web frames and bulkheads not exceeding 1300 mm
by brackets. When a transverse ordinary stiffener terminates • ordinary stiffeners are to be attached to the shell by dou-
at a stringer or a deck, a bracket or a similar construction is ble continuous welds; no scalloping is allowed (except
to be fitted. Brackets are to have at least the same thickness when crossing shell plate butts)
as the web plate of the ordinary stiffener and the edge is to • the web thickness of ordinary stiffeners is to be at least
be appropriately stiffened against buckling. half that of the shell plating and in any case not less
When an ordinary stiffener is running through the support- than 9 mm; where there is a deck, tank top or bulkhead
ing structure, both sides of the web plate of the ordinary in lieu of an ordinary stiffener, the plate thickness is to
stiffener are to be connected to the structure (by direct be complied with to a depth corresponding to the height
welding or collar plate, see example in Fig 2). of adjacent ordinary stiffeners.

Pt E, Ch 8, Sec 2
2.2 Transverse framing arrangement 3.1.3 If scantlings obtained from the requirements of this
Section are less than those required for the unstrengthened
2.2.1 Upper end of transverse framing ship, the latter are to be used.
The upper end of the strengthened part of a main ordinary
stiffener and intermediate ice ordinary stiffener is to be 3.2 Ice loads
attached to a deck or an ice side girder as required in
[4.3.1] and [4.3.2]. 3.2.1 Height of load area
Where an intermediate ordinary stiffener terminates above a The height of the area under ice pressure at any particular
deck or an ice side girder which is situated at or above the point of time is to be obtained, in m, from Tab 3 depending
upper limit of the ice strengthened area, the part above the on the additional class notation assigned to the ship.
deck or side girder may have the scantlings required for an
unstrengthened ship and the upper end may be connected to
Table 3 : Height of load area
the adjacent main ordinary stiffeners by a horizontal mem-
ber of the same scantlings as the main ordinary stiffener. Notation h, in m
Such intermediate ordinary stiffener may also be extended
ICE CLASS IA SUPER 0,35
to the deck above and, where the latter is situated more
than 1,8 m above the ice strengthened area, the intermedi- ICE CLASS IA 0,30
ate ordinary stiffener need not be attached to the deck in ICE CLASS IB 0,25
question, except in the fore region.
ICE CLASS IC 0,22
2.2.2 Lower end of transverse framing ICE CLASS ID
The lower end of the strengthened part of a main ordinary
stiffener and intermediate ice ordinary stiffener is to be 3.2.2 Design ice pressure
attached to a deck, a tank top or an ice side girder as The value of the design ice pressure p, in N/mm2, to be con-
required in [4.3.1] and [4.3.2]. sidered for the scantling check, is obtained from the follow-
Where an intermediate ordinary stiffener terminates below ing formula:
a deck, a tank top or an ice side girder which is situated at p = cd c1 ca po
or below the lower limit of the ice strengthened area, the
lower end may be connected to the adjacent main ordinary where:
stiffeners by a horizontal member of the same scantlings as cd : Coefficient taking account of the influence of
the ordinary stiffeners. the size and engine output of the ship, to be
obtained from the following formula:
2.3 Bilge keels a f+b
c d = ----------------
1000
2.3.1 The connection of bilge keels to the hull is to be so
designed that the risk of damage to the hull, in the event of a, b : Coefficients defined in Tab 4
a bilge keel being ripped off, is minimised.
For this purpose, it is recommended that bilge keels are cut Table 4 : Coefficients a, b
up into several shorter independent lengths.
Region
Condition a b
3 Design loads (see [1.2])
Fore region f ≤12 30 230
3.1 General f > 12 6 518
Midship and aft f ≤ 12 8 214
3.1.1 Because of the different flexural stiffness of plating,
regions
ordinary stiffeners and primary supporting members, the ice f > 12 2 286
load distribution is to be assumed to be as shown in Fig 3.
f : Coefficient to be obtained from the following
3.1.2 For the formulae and values given in this Section for formula:
the determination of the hull scantling, more sophisticated
methods may be substituted subject to the agreement of the ∆ P
f = -------------
Society on a case-by-case basis. 1000
∆ : Displacement, in t, at the maximum ice class
Figure 3 : Ice load distribution on ship side
draught (see Ch 8, Sec 1, [2.1.1])
p P : Actual continuous output of propulsion machin-
ery, in kW (see Ch 8, Sec 1, [3])
p
c1 : Coefficient taking account of the probability of
0.75 p
the design ice pressure occurring in a particular
region of the hull for the additional class nota-
tion considered, defined in Tab 5

Pt E, Ch 8, Sec 2
Table 5 : Coefficient c1
Region Notation
(see [1.2]) ICE CLASS IA SUPER ICE CLASS IA ICE CLASS IB ICE CLASS IC ICE CLASS ID
Fore region 1,0 1,0 1,0 1,0 1,0
Midship region 1,0 0,85 0,70 0,50 not applicable
Aft region 0,75 0,65 0,45 0,25 not applicable
ca : Coefficient taking account of the probability when it is, e.g. on the basis of the model tests, evident
that the full length of the area under considera- that the ship will have a high bow wave.
tion will be under pressure at the same time, to
be obtained from the following formula: 4.1.2 Plating thickness in the ice strengthened area
The thickness of the shell plating is to be not less than the
47 – 5 l
c a = ---------------------a value obtained, in mm, from the following formulae:
44
• for transverse framing:
without being taken less than 0,6 or greater than
1,0 F 1 p PL
t = 667s ------------
- + tc
ReH
la : Distance, in m, defined in Tab 6
po : Nominal ice pressure, in N/mm2, to be taken • for longitudinal framing:
equal to 5,6. p PL
t = 667s -------------
- + tc
F2 Re H
Table 6 : Distance la
where:
pPL : Ice pressure on the shell plating to be obtained,
Structure Type of framing la
in N/mm2, from the following formula:
Shell Transverse Spacing of ordinary
stiffeners pPL = 0,75 p
plating
Longitudinal Two spacings of p : Design ice pressure, in N/mm2, defined in
ordinary stiffeners [3.2.2]
Ordinary Transverse Spacing of ordinary F1 : Coefficient to be obtained from the following
stiffeners stiffeners formula:
Longitudinal Span of ordinary 4 ,2
F 1 = 1 ,3 – --------------------------2
stiffeners h
--- + 1 ,8
Vertical primary Two spacings of s
supporting vertical primary without being taken greater than 1,0
members supporting members
F2 : Coefficient to be obtained from the following
Ice side girders Span of side girders formulae:
• for h/s ≤ 1,0:
4 Hull scantlings
s
F 2 = 0 ,6 + 0 ,4 ---
h
4.1 Plating
• for 1,0 < h/s < 1,8:
4.1.1 General h
F 2 = 1 ,4 – 0 , 4 ---
The plating thickness is to be strengthened according to s
[4.1.2] within the strengthened area for plating defined in h : Height, in m, of load area defined in [3.2.1]
[1.3].
tc : Abrasion and corrosion addition, in mm, to be
In addition, the plating thickness is to be strengthened in the taken equal to 2 mm; where a special surface
following cases: coating, shown by experience to be capable of
• For the notation ICE CLASS IA SUPER, the thickness withstanding the abrasion of ice, is applied, a
within the fore foot is to be not less than that required lower value may be accepted by the Society on
for the ice strengthened area in the midship region a case-by-case basis.
• For the notations ICE CLASS IA SUPER or ICE CLASS IA,
on ships with an open water service speed equal to or 4.2 Ordinary stiffeners
exceeding 18 knots, the thickness of plating within the
upper fore ice strengthened area is to be not less than 4.2.1 General
that required for the ice strengthened area in the mid- Ordinary stiffeners are to be strengthened according to
ship region. A similar strengthening of the bow region is [4.2.2] within the strengthened area for ordinary stiffeners
to be considered for a ship with a lower service speed, defined in [1.3].

Pt E, Ch 8, Sec 2
Where less than 15% of the span l of the ordinary stiffener Table 7 : Coefficient m0
is situated within the ice-strengthening zone for ordinary
stiffeners as defined in Tab 2, their scantlings may be deter-
Boundary condition Example m0
mined according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as
applicable. Type 1
4.2.2 Scantlings of transverse ordinary stiffeners

The section modulus of transverse ordinary stiffeners is to Frames in a bulk
carrier with top wing 7,0
be not less than the value obtained, in cm3, from the follow-
ing formula: h tanks
7 – 5 ( h ⁄ l ) sh l
w = --------------------------- p
6
------------- 10
7m 0 R eH
Type 2
where:
p : Design ice pressure, in N/mm2, defined in
[3.2.2] Ordinary stiffeners
extending from the
h : Height, in m, of load area defined in [3.2.1] 6,0
tank top to a single
m0 : Coefficient defined in Tab 7.
h deck
4.2.3 Scantlings of longitudinal ordinary stiffeners

The section modulus w, in cm 3 and the shear area ASh , in
cm2, of longitudinal ordinary stiffeners are to be not less Type 3
than the values obtained from the following formulae:
2
F3 F4 p hl
-10 6
z = ---------------------- Continuous ordinary
m1 R eH h stiffeners between
5,7
0 ,87 F 3 p h l 4 several decks or side
A Sh = ---------------------------
R eH
- 10 girders
where:
F3 : Coefficient, taking account of the load distribu-
tion on adjacent ordinary stiffeners, to be
Type 4
obtained from the following formula:
h
F 3 =  1 – 0 ,2 ---
 s
Ordinary stiffeners
h : Height, in m, of load area defined in [3.2.1] extending between 5,0
F4 : Coefficient taking account of the concentration
h two decks only
of load on the point of support, to be taken

equal to 0,6
p : Design ice pressure, in N/mm2, defined in
[3.2.2] Note 1: The boundary conditions are those for the main
and intermediate ordinary stiffeners.
s : Spacing, in m, of longitudinal ordinary stiffeners.
Note 2: Load is applied at mid-span.
The spacing is not to exceed the following values:
• 0,35m for the notations ICE CLASS IA 4.3 Primary supporting members
SUPER and ICE CLASS IA
4.3.1 Ice side girders within the ice strengthened
• 0,45m for the notations ICE CLASS IB, ICE area
CLASS IC and ICE CLASS ID
The section modulus w, in cm3 and the section area ASh , in
m1 : Boundary condition coefficient for the ordinary cm2, of a side girder located within the ice strengthened
stiffener considered, to be taken equal to 13,3 area defined in [1.3] are to be not less than the values
for a continuous beam; where the boundary obtained from the following formulae:
conditions deviate significantly from those of a
2
continuous beam, e.g. in an end field, a smaller F 5 ph l
- 10 6
w = -----------------
boundary condition coefficient may be mS ReH
required. 0 ,87 F 5 p h l 4
A S h = ---------------------------
- 10
ReH

Pt E, Ch 8, Sec 2
where: k2 : Coefficient to be obtained from the following

p : Design ice pressure, in N/mm , defined in 2 formula:
[3.2.2] 1 l
3
3 l
2
l
k 2 = ---  ----F – ---  ----F + ----F
h : Height, in m, of load area defined in [3.2.1], 2 l  2 l  l
without the product ph being taken less than 0,3
F : Load transferred to a vertical primary supporting
mS : Boundary condition coefficient for the ordinary member from a side girder or from longitudinal
stiffener considered, to be taken equal to 13,3 ordinary stiffeners, to be obtained, in kN, from
for a continuous beam the following formula:
F5 : Factor which takes account of the distribution of F = p h s 103
load to the transverse frames; to be taken as 0,9
In the case the supported stringer is outside the
lF : Span of ordinary stiffeners, in m ice belt, the force F is to be multiplied by:
sF : Ordinary stiffeners spacing, in m (1 − hS / lS) , where hS and lS are to be taken as
JF : Moment of inertia of ordinary stiffeners, in cm 4 defined in [4.3.2]
J : Moment of inertia of the side girder, in cm 4 p : Design ice pressure, in N/mm2, defined in
[3.2.2], where the value of ca is to be calculated
n : Number of ordinary stiffeners crossing the ice
assuming la equal to 2s
side girder.
h : Height, in m, of load area defined in [3.2.1],
4.3.2 Ice side girders outside the ice strengthened without the product ph being taken less than
area 0,3
The section modulus w, in cm3 and the section area ASh, in ν : Coefficient defined in Tab 8
cm 2, of a side girder located outside the ice strengthened
ASh1 : Shear area, in cm2, to be calculated as specified
area, defined in [1.3], but supporting ice strengthened ordi-
for A Sh , taking:
nary stiffeners are to be not less than the values obtained
from the following formulae: 1 l
3
3 l
2
k 1 = 1 + ---  ----F – ---  ----F
2 l  2 l 
2
F 6 ph l  h 6
- 1 – -----S 10
w = ----------------- Aa : Actual cross-sectional area of the vertical pri-
m S R eH  lS 
mary supporting member
ASh = 0 ,87 F 6 ph l  h
- 1 – -----S 10
---------------------------
4 α : Coefficient defined in Tab 8
R eH  lS
k1 : Coefficient to be taken as the greater of the val-
where: ues obtained from the following formulae:
3 2
p : Design ice pressure, in N/mm2, defined in 1 l 3 l
k 1 = 1 + ---  ----F – ---  ----F
[3.2.2] 2 l  2 l 
2 3
h : Height, in m, of load area defined in [3.2.1], 3 l 1 l
k 1 = ---  ----F – ---  ----F
without the product ph being taken less than 0,3 2 l  2 l 
mS : Coefficient defined in [4.3.1] lF : Distance, in m, as indicated in Fig 4; for the
F6 : Factor which takes account of load to the trans- lower part of the vertical primary supporting
verse frames; to be taken as 0,95 member the smallest lF within the ice strength-
hS : Distance to the ice strengthened area, in m ened area is to be used and for the upper part of
the vertical primary supporting member the
lS : Distance to the adjacent ice side girder, in m. largest lF within the ice strengthened area is to
be used.
4.3.3 Vertical primary supporting member checked
through simplified model
Figure 4 : Reference structure model
For vertical primary supporting members which may be rep-
resented by the structure model represented in Fig 4, the
section modulus w, in cm3, and the shear area ASh, in cm2,
are to be not less than the values obtained from the follow-
ing formulae:
1
---
k2 F l  1

2
 3
- ----------------------------------------
w = ---------- 10 F
R eH  1 – ( υ ASh 1 ⁄ A a ) 2
17 ,3 αk 1 F F
A S h = ------------------------
-
R eH
where:

Pt E, Ch 8, Sec 2
5.2 Fore part

Table 8 : Coefficients α,ν
5.2.1 Stem
AF/AW α ν The stem may be made of rolled, cast or forged steel or of
shaped steel plates.
0,20 1,23 0,44
0,40 1,16 0,62 A sharp edged stem (see Fig 5) improves the manoeuvrabil-
ity of the ship in ice and is particularly recommended for
0,60 1,11 0,71 smaller ships under 150 m in length.
0,80 1,09 0,76
The plate thickness of a shaped plate stem and, in the case
1,00 1,07 0,80 of a blunt bow, any part of the shell which forms an angle of
1,20 1,06 0,83 30° or more to the centreline in a horizontal plane, is to be
not less than that calculated in [4.1.2] assuming that:
1,40 1,05 0,85
• s is the spacing of elements supporting the plate, in m
1,60 1,05 0,87
• pPL , in N/mm2, is taken equal to p, defined in [3.2.2],
1,80 1,04 0,88
with la being the spacing of vertical supporting ele-
2,00 1,04 0,89 ments, in m.
Note 1:
AF : Cross-sectional area of the face plate,
The stem and the part of a blunt bow defined above are to
be supported by floors or brackets spaced not more than
AW : Cross-sectional area of the web.
600 mm apart and having a thickness at least half that of the
plate.
4.3.4 Vertical primary supporting member checked
through direct calculations The reinforcement of the stem is to be extended from the
keel to a point 0,75 m above the UIWL or, where an upper
For vertical primary supporting member configurations and fore ice strengthened area is required (see [1.3]), to the
boundary conditions other than those indicated in [4.3.3], a upper limit of the latter.
direct stress calculation is to be performed where:
Figure 5 : Sharp edged stem - Example
• the concentrated load F on the vertical primary support-
ing member is to be taken as defined in [4.3.3]
• the point of application is to be taken so as to obtain the

maximum shear and bending moment, according to the
arrangement of side girders and longitudinal ordinary
stiffeners.
For all types of models, it is to be checked that:
σ ≤ R eH
R eH
τ ≤ -------
-
3 5.2.2 Arrangements for towing
σ VM ≤ R eH A mooring pipe with an opening not less than 250 mm by
300 mm, a length of at least 150 mm and an inner surface
where: radius of at least 100 mm is to be fitted in the bow bulwark
σ : Calculated normal stress, in N/mm 2 on the centreline.
A bit or other means of securing a towline, dimensioned to
τ : Calculated shear stress, in N/mm2
withstand the breaking strength of the ship’s towline, is to
σVM : Calculated combined stress to be obtained, in be fitted.
N/mm2, from the following formula: On ships with a displacement less than 30000 t, the part of
the bow extending to a height of at least 5 m above the
σ VM = σ + 3τ
2 2
UIWL and at least 3 m back from the stem is to be strength-
ened to withstand the stresses caused by fork towing. For
this purpose, intermediate ordinary stiffeners are be fitted
5 Other structures and the framing is to be supported by stringers or decks.
Note 1: It is to be noted that for ships of moderate size (displace-
5.1 Application ment less than 30000 t), fork towing is, in many situations, the most
efficient way of assisting in ice. Ships with a bulb protruding more
than 2,5 m forward of the forward perpendicular are often difficult
5.1.1 The requirements in [5.3] and [5.4] do not apply for to tow in this way. The Administrations reserve the right to deny
the assignment of the ICE CLASS ID . assistance to such ships if the situation warrants such a decision.

Pt E, Ch 8, Sec 2
5.3 Aft part 5.5.2 Freeing ports are to be given at least the same
strength as is required for the shell in the ice belt.
5.3.1 An extremely narrow clearance between the propel-
ler blade tip and the sternframe is to be avoided so as not to
generate very high loads on the blade tip. 6 Hull outfitting
5.3.2 On twin and triple screw ships, the ice strengthening
of the shell and framing is to be extended to the double bot-
6.1 Rudders and steering arrangements
tom for at least 1,5 m forward and aft of the side propellers.
6.1.1 The scantlings of the rudder post, rudder stock, pint-
5.3.3 Shafting and sterntubes of side propellers are gener- les, steering gear, etc. as well as the capacity of the steering
ally to be enclosed within plated bossings. If detached struts gear are to be determined according to Pt B, Ch 10, Sec 1.
are used, their design, strength and attachment to the hull
The speed to be used in these calculations is the greater of
are to be examined by the Society on a case-by-case basis.
the maximum ahead service speed and the reference speed
5.3.4 A wide transom stern extending below the UIWL seri- indicated in Tab 9. When using the reference speed indi-
ously impedes the capability of the ship to run astern in ice, cated in Tab 9, the coefficient r2, defined in Pt B, Ch 10, Sec
which is of paramount importance. 1, [2.1.2] is to be taken not greater than 1,1 irrespective of
the rudder type profile.
Consequently, a transom stern is not normally to be
extended below the UIWL. Where this cannot be avoided, Within the ice strengthened zone, the thickness of rudder-
the part of the transom below the UIWL is to be kept as nar- plating and diaphragms is to be not less than that required
row as possible. for the shell plating of the aft region.
The part of a transom stern situated within the ice strength-
ened area is to be strengthened as required for the midship Table 9 : Reference speed
region.
5.3.5 Where azimuth propulsion systems are fitted, the Notation Reference speed (knots)
increase in ice loading of the aft region and the stern area is ICE CLASS IA SUPER 20
to be considered in the design of the aft/stern structure, on a
ICE CLASS IA 18
case-by-case basis by the Society.
ICE CLASS IB 16
5.4 Deck strips and hatch covers ICE CLASS IC 14
ICE CLASS ID
5.4.1 Narrow deck strips abreast of hatches and serving as
ice side girders are to comply with the section modulus and
6.1.2 For the notations ICE CLASS IA SUPER or ICE CLASS
shear area calculated in [4.3.1] and [4.3.2], respectively. In
IA, the rudder stock and the upper edge of the rudder are to
the case of very long hatches, the product ph is to be taken
be protected against ice pressure by an ice knife or equiva-
less than 0,30 but in no case less than 0,20.
lent means.
Special attention is to be paid when designing weather deck
hatch covers and their fittings to the deflection of the ship
sides due to ice pressure in way of very long hatch open- 6.2 Bulwarks
ings.
6.2.1 If the weather deck in any part of the ship is situated
5.5 Sidescuttles and freeing ports below the upper limit of the ice strengthened area (e.g. in
way of the well of a raised quarter deck), the bulwark is to
5.5.1 Sidescuttles are not to be located in the ice strength- be reinforced at least to the standard required for the shell
ened area. in the ice strengthened area.

Pt E, Ch 8, Sec 3
SECTION 3 MACHINERY
1 Propulsion propellers is to be not less than 19%. Materials other than

copper alloys are to be Charpy V-notch impact tested at a
temperature of −10°C with a minimum average energy not
1.1 Propulsion machinery performance
less than 21 J, unless otherwise specified in NR216 Materi-
1.1.1 The engine output P is the maximum output that the als and Welding.
propulsion machinery can continuously deliver. If the out-
1.4.2 Scantlings
put of the machinery is restricted by technical means or by
any regulations applicable to the ship, P is to be taken as When one of the notations IAS, IA, IB, IC or ID is
the restricted output. In no case may P be less than the val- requested, the width l and the maximum thickness t of the
ues calculated in accordance with Ch 8, Sec 1, [3.1]. cylindrical sections of the propeller blades are to be such as
to satisfy the conditions stated in a), b) and c) below.
1.2 Ice torque a) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,125D,
for fixed pitch propellers:
1.2.1 For the scantlings of propellers, shafting and reverse
26 ,5 2 ,85M T
l ⋅ t ≥ ------------------------------------------------- ⋅  ------------------- + 2 ,24M G
2
and/or reduction gearing, the effect of the impact of the pro-  
0 ,7 z
peller blades against ice is also to be taken into account. R m ⋅ 0 ,65 +  --------
 ρ 
The ensuing torque, hereafter defined as ice torque, is to be
taken equal to the value MG, in N m, calculated by the fol- b) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,175D,
lowing formula: for controllable pitch propellers:
MG = m D 2 21 ,1 2 ,85M T
l ⋅ t ≥ ------------------------------------------------- ⋅  ------------------- + 2 ,35M G
2
0 ,7  z 
where: R m ⋅ 0 ,65 +  --------
 ρ 
m : Coefficient whose value is given in Tab 1,
depending upon the class notation requested c) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,3D,
D : Propeller diameter, in m. both for fixed and controllable pitch propellers:
In cases of propellers with nozzles or of considerably sub- 9 ,3 2 ,85M T
l ⋅ t ≥ ------------------------------------------------- ⋅  ------------------- + 2 ,83M G
2
merged propellers, the value of the ice torque may be taken 0 ,7  z 
equal to that corresponding to the next lower ice class nota- R m ⋅ 0 ,65 +  --------
 ρ 
tion than that requested for the ship, at the discretion of the
Society. where:
Note 1: In the case of ships with class notation Ice class ID, this l : Width of the expanded cylindrical section of the
requirement does not apply to reduction gears. blade at the radius in question, in cm
t : Corresponding maximum blade thickness, in cm
Table 1 : Coefficient m ρ : D/H
Ice class D : Propeller diameter, in m
IAS IA IB IC ID
notation H : Blade pitch of propeller, in m, to be taken equal
m 21000 15700 13000 12000 10000 (1) to:
• the pitch at the radius considered, for fixed
(1) Except for reduction gears, for which m = 0.
pitch propellers
1.3 Starting arrangements for propulsion • 70% of the nominal pitch, for controllable
pitch propellers
machinery
P : Maximum continuous power of propulsion
1.3.1 In addition to complying with the provisions of Pt C, machinery for which the classification has been
Ch 1, Sec 10, [17.3], ships with the ice class notation IAS requested, in kW
are to have air starting compressors capable of charging the n : Speed of rotation of propeller, in rev/min, corre-
air receivers in half an hour, where their propulsion engines sponding to the power P
need to be reversed in order to go astern.
MT : Value, in N⋅m, of torque corresponding to the
above power P and speed n, calculated as fol-
1.4 Propellers lows:
1.4.1 Material P
M T = 9550 ⋅ ---
The percentage elongation after fracture, measured with a n
proportional type tensile specimen, of materials used for z : Number of propeller blades

Pt E, Ch 8, Sec 3
MG : Value, in N⋅m, of the ice torque, calculated 1

---
W⋅R 3
according to the formula given in [1.2] d P = K E ⋅  ----------------m- 
 R S ,M I N 
Rm : Value, in N/mm2, of the minimum tensile

strength of the blade material. where:
KE : • KE = 10,8 for propellers having hub
1.4.3 Minimum thickness of blades diameter not greater than 0,25 D
When the blade thicknesses, calculated by the formulae • KE = 11,5 for propellers having hub
given in Pt C, Ch 1, Sec 8, [2.2.1] and Pt C, Ch 1, Sec 8, diameter greater than 0,25 D
[2.3.1], are higher than those calculated on the basis of the
W : Value, in cm3, equal to l t2, proposed for the
formulae given in [1.4.2], the higher values are to be taken
section at the radius:
as rule blade thickness.
• 0,125 D for propellers having the hub
1.4.4 Minimum thickness at top of blade diameter not greater than 0,25 D
The maximum thickness of the cylindrical blade section at • 0,175 D for propellers having the hub
the radius 0,475 D is not to be less than the value t1, in mm, diameter greater than 0,25 D
obtained by the following formulae: Rm : Value, in N/mm2, of the minimum tensile
strength of the blade material
a) for ships with the ice class notation IAS:
RS,MIN : Value, in N/mm2, of the minimum yield
490 0 ,5
t 1 = ( 20 + 2 D ) ⋅  ---------- strength (ReH) or 0,2% proof stress (Rp 0,2) of
Rm
the propeller shaft material.
b) For ships with the ice class notations IA, IB, IC or ID: b) Where the diameter of the propeller shaft, as calculated
by the formula given in Pt C, Ch 1, Sec 7, [2.4], is
490 0 ,5 greater than that calculated according to the formula
t 1 = ( 15 + 2 D ) ⋅  ----------
 Rm 
given in a) above, the former value is to be adopted.
In the formulae above, D and Rm have the same meaning as c) Where a cone-shaped length is provided in the propel-
specified in [1.4.2]. ler shaft, it is to be designed and arranged in accordance
with the applicable requirements of Pt C, Ch 1, Sec 7.
1.4.5 Blade thickness at intermediate sections d) Propeller shafts are to be of steel having impact strength
The thickness of the other sections of the blade is to be as specified in NR216 Materials and Welding.
determined by means of a smooth curve connecting the
points defined by the blade thicknesses calculated by the 1.5.2 Intermediate shafts
formulae given in [1.4.2] and [1.4.4]. a) The diameter of intermediate shafts and thrust shafts
outside bearings is not to be less than 1,1 d for ships
1.4.6 Thickness of blade edge with the ice class notation IAS, d being the rule diame-
The thickness of the whole blade edge, measured at a dis- ter as calculated by the formula given in Pt C, Ch 1, Sec
tance from the edge itself equal to 1,25 t1 (t1 being the blade 7, [2.2.3].
thickness as calculated by the appropriate formula given in b) In the case of ships for which one of the other notations
[1.4.4]), is to be not less than 0,5 t1. IA, IB, IC or ID is requested, no rule diameter increase
of intermediate and thrust shafts is generally required.
For controllable pitch propellers, this requirement is appli-
cable to the leading edge only.
1.6 Reverse and reduction gearing
1.4.7 Controllable pitch propeller actuating
mechanism 1.6.1 Where a reduction gear is provided between the pro-
pelling machinery and the propeller, it is to be in accord-
The strength of the blade-actuating mechanism located
ance with the provisions of Pt C, Ch 1, Sec 6, and designed
inside the controllable pitch propeller hub is to be not less
to transmit the torque M’, in Nm, given by the following for-
than 1,5 times that of the blade when a force is applied at
mula:
the radius 0,45 D in the weakest direction of the blade.
2
M G Ih u
M′ = M T + ------------------
-2
1.5 Shafting Il + I h u
where:
1.5.1 Propeller shafts
MT : Nominal torque, in Nm, as determined in
a) When one of the notations IAS, IA, IB, IC or ID is [1.4.2]
requested, the diameter of the propeller shaft at its aft
bearing is not to be less than the value dP , in mm, calcu- MG : Ice torque, in Nm, as determined in [1.2]
lated by the following formula: u : Gear ratio (pinion speed / wheel speed)

Pt E, Ch 8, Sec 3
Ih : Mass moment of inertia of machinery compo- c) Where there are difficulties in satisfying the require-
nents rotating at higher speed ments of items b) 2) and b) 3) above, alternatively two
Note 1: where the propulsion line is fitted with a slipping coupling smaller chests may be accepted, provided that they are
device, the higher speed components to be taken into account located and arranged as stated in the other provisions
could be subject to due consideration. above.
Il : Mass moment of inertia of machinery compo- d) Heating coils may be installed in the upper part of the
nents rotating at lower speed, including propel- chests.
ler with an addition of 30% for entrained water. e) Arrangements for using ballast water for cooling pur-
Ih and Il are to be expressed in the same units. poses may be accepted as a reserve in ballast conditions
but are not acceptable as a substitute for the sea inlet
2 Miscellaneous requirements chests as described above.
2.1 Sea inlets and cooling water systems of 2.2 Steering gear
machinery
2.2.1
2.1.1 a) In the case of ships with the ice class notations IAS and
a) The cooling water system is to be designed to ensure the IA, due regard is to be paid to the excessive loads
supply of cooling water also when navigating in ice. caused by the rudder being forced out of the centreline
position when backing into an ice ridge.
b) For this purpose, for ships with the notation IA SUPER,
IA, IB, IC or ID, at least one sea water inlet chest is to be b) Effective relief valves are to be provided to protect the
arranged and constructed as indicated hereafter: steering gear against hydraulic overpressure.
1) The sea inlet is to be situated near the centreline of c) The scantlings of steering gear components are to be
the ship and as aft as possible. such as to withstand the yield torque of the rudder
stock.
2) As guidance for design, the volume of the chest is to
be about one cubic metre for every 750 kW of the d) Where possible, rudder stoppers working on the blade
aggregate output of the engines installed on board, or rudder head are to be fitted.
for both main propulsion and essential auxiliary
services. 2.3 Fire pumps
3) The chest is to be sufficiently high to allow ice to
2.3.1 The suction of at least one fire pump is to be con-
accumulate above the inlet pipe.
nected to a sea inlet protected against icing.
4) A pipe for discharging the cooling water, having the
same diameter as the main overboard discharge
2.4 Transverse thrusters
line, is to be connected to the inlet chest.
5) The area of the strum holes is to be not less than 4 2.4.1 Tunnels of transverse thrusters are to be fitted with
times the inlet pipe sectional area. grids for protection against ice impacts.

Pt E, Ch 8, Sec 3

Part E
Chapter 9
POLLUTION PREVENTION (CLEANSHIP)
SECTION 2 DESIGN REQUIREMENTS FOR NOTATIONS CLEANSHIP AND

CLEANSHIP AWT
SECTION 3 ADDITIONAL DESIGN REQUIREMENTS FOR NOTATIONS
CLEANSHIP SUPER AND CLEANSHIP SUPER AWT

CLEANSHIP AWT AND CLEANSHIP SUPER AWT
SECTION 5 ONBOARD SURVEYS (CLEANSHIP, CLEANSHIP AWT,
CLEANSHIP SUPER, CLEANSHIP SUPER AWT)
APPENDIX 1 GUIDELINES FOR PERFORMANCE TESTS FOR SEWAGE

TREATMENT PLANTS
APPENDIX 2 GUIDELINES FOR THE DEVELOPMENT OF GARBAGE
MANAGEMENT PLANS
APPENDIX 3 STANDARD SPECIFICATIONS FOR SHIPBOARD INCINERATORS

(IMO RESOLUTION MEPC.76(40) ADOPTED ON 25
SEPTEMBER 1997, AS AMENDED BY RESOLUTION
MEPC.93(45) ADOPTED ON 5 OCTOBER 2000)
APPENDIX 4 GUIDELINES FOR PERFORMANCE TESTS FOR ADVANCED

WASTEWATER TREATMENT

Pt E, Ch 9, Sec 1
1 Application g) IMO Resolution A.868(20) : Guidelines for the Control

and Management of Ship’s Ballast Water to Minimize the
Transfer of Harmful Aquatic Organisms and Pathogens
1.1 General
h) International Convention on the control of harmful anti-
1.1.1 Additional class notations CLEANSHIP and fouling systems, 2001
CLEANSHIP SUPER
i) IMO Resolution MEPC 76(40) : Standard Specification
Additional class notations CLEANSHIP and CLEANSHIP for Shipboard Incinerators.
SUPER are assigned to ships so designed and equipped as to
control and limit the emission of polluting substances in the Note 1: Compliance of tankers with IMO Circular MSC/Circ.585
“Standards for Vapour Emission Control Systems” is covered by
sea and the air.
additional class notation VCS. See Ch 10, Sec 7.
1.1.2 No discharge period

1.1.5 Compliance with national regulations
Additional class notations CLEANSHIP and CLEANSHIP
SUPER are followed by the number of consecutive days the The attention is drawn to certain local port authorities or
ships is able to operate with the full complement of on- governmental regulations which may impose additional
board personnel, including crew and passengers, without requirements, e.g. with respect to:
the need for discharging any substances into the sea. This • exhaust gas smoke (particulate emissions, smoke opacity)
number cannot be less than one day (24 hours). If this
period is longer than seven days, the mention 7+ is • fuel oil sulphur content
appended to the notation CLEANSHIP or CLEANSHIP • bilge water oil content
SUPER , as follows:
• incinerator ashes.
CLEANSHIP 7+ or CLEANSHIP SUPER 7+
1.1.3 AWT 1.2 Additional class notation CLEANSHIP

Additional class notations CLEANSHIP and CLEANSHIP
1.2.1 Ships with the additional class notation CLEANSHIP
SUPER may be completed with AWT when the ship is fitted
are to satisfy the requirements of Ch 9, Sec 2:
with an Advanced Wastewater Treatment installation.
a) related to the release of the following substances into
1.1.4 Compliance with MARPOL 73/78 Convention, the sea:
and other IMO documents
• oil or oily effluents, including those involved in case
Ships of 400 tons gross tonnage and above having the addi- of accidental spillage
tional class notation CLEANSHIP, CLEANSHIP AWT,
CLEANSHIP SUPER or CLEANSHIP SUPER AWT are to • hazardous substances
comply with the following Conventions, resolutions and
• waste waters
guidelines:
• garbage
a) MARPOL 73/78 Annex I: Regulations for the Prevention
of Pollution by Oil • antifouling agents
b) MARPOL 73/78 Annex II : Regulations for the Control of • contaminated ballast water,
Pollution by Noxious Liquid Substances in Bulk, where
b) related to the release of the following substances into
applicable
the air:
c) MARPOL Annex III : Regulations for the Prevention of
• ozone depleting substances
Pollution by Harmful Substances Carried by Sea in Pack-
aged Form, where applicable • nitrogen oxides (NOx) from diesel engines
d) MARPOL Annex IV : Regulations for the Prevention of • sulphur oxides (SOx) from the ship
Pollution by Sewage from Ships
• flue gas from shipboard incinerators.
e) MARPOL Annex V : Regulations for the Prevention of
In order for the additional class notation CLEANSHIP to be
Pollution by Garbage from Ships
granted, the ship is to be fitted with means to simultane-
f) MARPOL ANNEX VI : Regulations for the Prevention of ously prevent all the possible polluting sources listed above,
Air Pollution from Ships and NOx Technical Code which may be present on board.

Pt E, Ch 9, Sec 1
1.3 Additional class notation CLEANSHIP Note 3: The concentration of a substance which will, within the
specified time (generally 96 hours), kill 50% of the exposed group
SUPER
of test organisms. LC50 is often specified in milligrams per litre
(mg/l) or parts per million (ppm).
SUPER are to satisfy the requirements of Ch 9, Sec 3, i.e.: 2.1.2 Wastewater
a) the requirements applicable to the additional class nota- Wastewater includes both sewage and grey water defined
tion CLEANSHIP mentioned in [1.2], with, in some hereunder.
cases, more stringent limits
2.1.3 Sewage
b) additional requirements, regarding in particular:
Sewage means:
• the garbage source reduction, minimization and
recycling • drainage and other wastes from any form of toilets, uri-
nals, and WC scuppers, here designated as black waters
• the arrangements for the ballast water sediment han-
dling • drainage from medical premises (dispensary, sick bay,
etc.) via wash basins, wash tubs and scuppers located in
• the arrangement of the fuel oil and sludge tanks to such premises
minimize the pollution in case of structural damage
• drainage from spaces containing live animals, or
• the installation of an on-board direct NOx measure-
ment and monitoring equipment. • other waste waters when mixed with the drainages
defined above.
1.4 Additional class notations CLEANSHIP 2.1.4 Grey water

AWT and CLEANSHIP SUPER AWT
Grey water includes drainage from dishwashers, showers,
sinks, baths and washbasins, laundry and galleys.
AWT or CLEANSHIP SUPER AWT are to comply, in addi-
2.1.5 Garbage
tion to [1.2] and [1.3] respectively, with the relevant provi-
sions of Ch 9, Sec 4. Garbage means all kinds of victual, domestic and opera-
tional waste excluding fresh fish and parts thereof, gener-
ated during the normal operation of the ship and liable to
2 Definitions be disposed of continuously or periodically, except those
substances which are defined or listed in Annexes I, II, III
and IV to MARPOL 73/78.
2.1 Definitions related to sea pollution
Garbage includes all kinds of solid wastes like plastics,
2.1.1 Hazardous wastes paper, oily rags, glass, metal, bottles, and incinerator ash.
Food wastes are considered as garbage.
Hazardous wastes are those wastes composed of substances
which are identified as marine pollutants in the Interna-
tional Maritime Dangerous Goods Code (IMDG Code). 2.1.6 Oily wastes
Oily wastes means oil residues (sludge) and oily bilge water.
In this Rule Note, empty packagings, which have been used
previously for the carriage of hazardous substances, are
2.1.7 Oil residue (sludge)
considered themselves as hazardous substances.
Oil residue (sludge) means:
Note 1: Substances identified by any one of the following criteria
are considered hazardous substances: • separated sludge, which means sludge resulting from
purification of fuel and lubricating oil
• bioaccumulated to a significant extent and known to produce a
hazard to aquatic life or to human health (Hazard Rating "+" in • drain and leakage oil, which means oil resulting from
column A [see note 2]), or drainages and leakages in machinery spaces, and
• bioaccumulated with attendant risk to aquatic organisms or to • exhausted oils, which means exhausted lubricating oil,
human health with a short retention of the order of one week hydraulic oil or other hydrocarbon-based liquid which
or less (Hazard Rating "Z" in column A [see note 2]), or are not suitable for use in machinery due to deteriora-
• liable to produce tainting of seafood (Hazard Rating "T" in col- tion and contamination.
umn A [see note 2]), or
• highly toxic to aquatic life, defined by an LC50/96 [see note 3]

2.1.8 Advanced Wastewater Treatment (AWT)
hour less than 1 ppm (Hazard Rating "4" in column B [see note 2]). Any treatment of wastewater that goes beyond the second-
Note 2: For hazard rating, refer to the Composite List of Hazard Pro-
ary or biological water treatment stage and includes the
files prepared by the IMO/FAO/UNESCO/WMO/WHO/IAEA/UN/ removal of nutrients such as phosphorus and nitrogen and a
UNEP Joint Group of Experts on the Scientific Aspects of Marine high percentage of suspended solids. AWT water effluent
Pollution (GESAMP), which is circulated annually by the organisa- standard corresponds to the best technology currently avail-
tion by means of BLG circulars to all IMO Member States. able for municipal wastewater treatment plants.

Pt E, Ch 9, Sec 1
2.1.9 Accidental discharge tion from SOx and its attendant adverse impacts on land
and sea areas. SOx emission control areas are to include
All discharge to sea caused by unforeseen or accidental
those listed in regulation 14 of Annex VI to MARPOL 73/78.
events, such as damage to the ship or its equipment, and
including discharge necessary for the purpose of protection
of the ship or saving life at sea. 2.2.5 Shipboard incineration
Shipboard incineration means the incineration of wastes or
2.1.10 No discharge condition other matter on board a ship, if such wastes or other matter
were generated during normal operation of the ship.
Condition without discharge of hazardous wastes, wastewa-
ter, oily wastes or garbage into the sea. In this condition,
only the effluents treated in an Advanced Water Treatment 2.2.6 Shipboard incinerator
(AWT) plant could be released into the sea as indicated in Shipboard incinerator means a shipboard facility designed
Ch 9, Sec 2, Tab 2 and Ch 9, Sec 3, Tab 1. Wastes and waste for the primary purpose of incineration.
treatment residues are stored onboard. No discharge condi-
tion does not take into account accidental discharge as 2.2.7 Exhaust gas smoke
defined here above.
Exhaust gas smoke is a visible suspension of solid and/or liq-
uid particles in gases resulting from combustion or pyrolysis.
2.2 Definitions related to air pollution
Note 1: Black smoke (soot) is mainly comprised of carbon parti-
cles; blue smoke is usually due to droplets resulting from the
2.2.1 Emission
incomplete combustion of fuel or lubricating oil; white smoke is
Emission means any release of substances, subject to con- usually due to condensed water and/or liquid fuel; yellow smoke is
trol by Annex VI of MARPOL 73/78, from ships into the caused by NO2.
atmosphere or sea.
3 Documents to be submitted and
2.2.2 Ozone depleting substances
applicable standards
Ozone-depleting substances means controlled substances
defined in paragraph 4 of article 1 of the Montreal Protocol
on Substances that Deplete the Ozone Layer, 1987, listed in 3.1 Documents to be submitted
Annexes A, B, C or E to the said protocol in force at the time
of application or interpretation of Annex VI of MARPOL 3.1.1 Certificates
73/78.
The certificates to be submitted prior to the delivery of the
Ozone-depleting substances that may be found on board additional class notations CLEANSHIP, CLEANSHIP AWT,
ship include, but are not limited to: CLEANSHIP SUPER and CLEANSHIP SUPER AWT are listed
in Tab 1.
• Halon 1211 Bromochlorodifluoromethane
• Halon 1301 Bromotrifluoromethane 3.1.2 Operational procedures
• Halon 2402 1,2-Dibromo-1,1,2,2-tetrafluoroethane (also The operational procedures to be submitted are listed in Tab
known as Halon 114B2) 2.
• CFC-11 Trichlorofluoromethane
3.1.3 Plans and documents
• CFC-12 Dichlorodifluoromethane
The plans and documents to be submitted are listed in Tab 3.
• CFC-113 Trichloro-1,2,2-trifluoroethane
• CFC-114 1,2-Dichloro-1,1,2,2-tetrafluoroethane 3.2 Applicable standards
• CFC-115 Chloropentafluoroethane.
3.2.1 International and national standards
2.2.3 NOx technical code The international and national standards referred to in the
present Section are listed in Tab 4.
NOx Technical Code means the Technical Code on Control
of Emission of Nitrogen Oxides from Marine Diesel Engines MARPOL 73/78 is the IMO “International Convention for
adopted by IMO Conference MP/CONF.3/35 - Resolution 2, the Prevention of Pollution from Ships, 1973/78”, including
as may be amended by IMO. the Annexes from I to VI.
2.2.4 SOx emission control area (SECA) 3.2.2 Standards for pollution-related items not
involving any type-approved equipment
SOx emission control area means an area where the adop-
tion of special mandatory measures for SOx emissions from The standards for pollution-related items not involving any
ships is required to prevent, reduce and control air pollu- type-approved equipment are listed in Tab 5.

Pt E, Ch 9, Sec 1
Table 1 : Required certificates
CLEANSHIP CLEANSHIP CLEANSHIP CLEANSHIP

Certificates In accordance with:
AWT SUPER SUPER AWT
IOPP certificate Annex I of MARPOL 73/78, R R R R
Appendix II
Certificates of type approval for: IMO Resolution MEPC.107(49):
• 15 ppm bilge separator • Appendix 1 R R R R
• 15 ppm bilge alarm • Appendix 2 R R R R
ISPP certificate Appendix to Annex IV of MARPOL R R R R
73/78
Type approval certificate of IMO Resolution MEPC.2(VI) or R R R R
the sewage system USCG 33 CFR 159
Type approval certificate of Appendix 4 − R − R
the AWT plant
Incinerator type approval IMO Resolution MEPC.76(40) as R (1) R (1) R R
certificate amended by resolution MEPC.93(45)
Annex VI of MARPOL 73/78, Appen-
dix IV
IAPP certificate Annex VI of MARPOL 73/78, R R R R
Appendix I
Engine international air pollu- NOx Technical Code, Appendix I R R R R
tion prevention certificate
Statement of compliance with Appendix I of the International Con- − − R R
the Ballast Water Convention vention for the Control and Manage-
ment of Ship’s Ballast Water and
Sediments, 2004
Statement of compliance with International Convention on the con- R R R R
the Anti-Fouling Systems Con- trol of harmful anti-fouling systems,
vention 2001
Note 1: “R” means that a certificate is required.
(1) Shipboard incinerator is not required. However, when fitted onboard, it is to be type-approved.
Table 2 : Required operational procedures
Description of the procedure in accordance with

Shipboard Oil Pollution Emergency Plan IMO Resolutions MEPC.54(32) andMEPC.86(44)
Bunkering procedure Annex VI of MARPOL 73/78, Regulation 18
For reference, California Code of federal regulations, title 14,
Subdivision 4, Chapter 3, Subchapter 6, Sections 840 - 845.2
Ballast water management plan, with procedures to prepare and • IMO Resolution A.868(20), for the class notation CLEANSHIP
maintain a Ballast Water Record Book and CLEANSHIP AWT
• Water Ballast Convention, for the class notation CLEANSHIP
SUPER and CLEANSHIP SUPER AWT
Procedure to prepare and maintain an Oil Record Book for ships Annex I of MARPOL 73/78, Appendix III
of 400 gross tonnage and above
Garbage management plan including procedures to prepare and IMO Resolution MEPC.70(38)
maintain a Garbage Record Book and hazardous waste proce- IMO Circular MEPC/Circ.317
dures Appendix to Annex V of MARPOL 73/78
Sewage and Grey water management plan and discharge control
plan
Operating procedure to be followed to minimise the risk and the
consequences of ozone-depleting refrigerant leakage, under nor-
mal and emergency conditions, including:
• checking of the piping tightness
• detection of leakage
• repair of defects

Pt E, Ch 9, Sec 1
Table 3 : Required plans and documents

Documents
AWT SUPER SUPER AWT
General:
• General arrangement plan with indication of the waste collection I I I I
and conveying circuits, storage means and treatment installations
intended for the prevention of pollution by oil, sewage, grey
waters, garbage and hazardous packaged substances
• Capacity plan I I I I
• Calculation note of the “No discharge period” A A A A
• Program for a waste source reduction, minimization and recycling − − I I
Prevention of pollution by oil:
• Diagram of the oil residue (sludge) system (1), I I I I
• Diagram of the independent clean drain system, where provided I I I I
• Diagram of the oily bilge system (pumping, treatment, discharge) I I I I
• Details of the bilge water holding tank A A A A
• Calculation of the bilge water holding tank capacity A A A A
Prevention of pollution by sewage and wasterwater:
• Diagram of the grey water system (collection, treatment, I I I I
discharge)
• Diagram of the sewage system (collection, treatment, discharge) I I I I
• Details of the sewage holding tank and grey water holding tank A A A A
• Calculation of the sewage holding tank and grey water holding A A A A
tank capacity
• Description of the sewage treatment plant or comminuting/ I I I I
disinfecting system
• Description of the Advanced Wastewater Treatment (AWT) plant − I − I
and relevant operating principles
Prevention of pollution by garbage:
• General information on the equipment intended for collecting, I I I I
storing, processing and disposing of garbage (except where
type-approved)
• Calculation of the necessary storing, processing and disposing A A A A
capacities
• Diagram of control and monitoring systems for garbage handling A A A A
equipment
Prevention of pollution by ballast water and sediments:
• Diagram of the ballast piping system A A A A
• Diagram of the ballast tank venting system A A A A
• Calculation of the effective water ballast volumetric exchange
(in the case of the pumping-through method with less than three A A A A
times of the tank volume pumped through)
• Drawing showing the arrangements made for the sediment − − A A
handling (sampling, removal, disposal)
• Diagram of the ballast water treatment system, where provided A A A A
Prevention of pollution by oil spillage and leakage:
• Diagram of the fuel oil and lubricating oil overflow systems A A A A
• Diagram of the fuel oil and lubricating oil filling, transfer and I
venting systems I I I
• Arrangement of the fuel oil and lubricating oil spillage A A A A
containment systems
• Diagram of the control and monitoring system for fuel oil filling, − − A A
transfer and overflow systems
• Diagram of the stern tube lubricating oil system A A A A
Note 1: I: To be submitted for information
A: To be submitted for approval.
(1) Oil residue (sludge) is defined in [2.1.7].

Pt E, Ch 9, Sec 1

Documents
AWT SUPER SUPER AWT
Prevention of oil pollution in case of collision or stranding:
• Arrangement of the fuel oil tanks and sludge tanks with indication − − A A
of the volume and of the distance between the tank and the ship
base line/ship shell side
Prevention of pollution by anti-fouling systems:
• Specification of antifouling paint A A A A
Prevention of pollution by ozone-depleting substances
• Arrangement of retention facilities including material A A A A
specifications, structural drawings, welding details and
procedures, as applicable
• Means to isolate portions of the plant so as to avoid release of A A A A
medium
Note 1: I: To be submitted for information
A: To be submitted for approval.
(1) Oil residue (sludge) is defined in [2.1.7].
Table 4 : List of international and national standards
Reference to: International or national standard

Hazardous wastes Annex III of MARPOL 73/78
US Resource Conservation and Recovery Act (RCRA)
Oily wastes Annex I of MARPOL 73/78 or USCG 33 CFR 151
IMO Circular MEPC/Circ.235
IMO Circular MEPC/Circ.406 for FSO/FPSO
Sewage Annex IV of MARPOL 73/78 or USCG 33 CFR 159
EPA 40 CFR 133
Garbage Annex V of MARPOL 73/78 or USCG 33 CFR 151
Ballast water IMO Resolution A 868(20) Guidelines for the control and management of ships ballast water to minimize
the transfer of harmful organisms and pathogens
International Convention for the Control and Management of Ship’s Ballast Water and Sediments, 2004
Hull antifouling MEPC 46(30) Measures to control potential adverse impacts associated with use of tributyl tin
compounds antifouling paints
International Convention on the control of harmful anti-fouling systems, 2001
Oil spillage containment USCG 33 CFR §155.320
Ozone-depleting Annex VI of MARPOL 73/78, Regulation 12
substances SOLAS Chapter II-2, Regulation 10.4.1.3
Table 5 : List of standards for pollution-related items not involving any type-approved equipment
Pollution item Standard

Hazardous metals Texas Natural Resource Conservation Commission, Chapter 319 - General regulations
incorporated into permits, Subchapter B : Hazardous metals
Garbage management U.S. Public Health Service, CDC Construction guidelines, August 2001, paragraphs 20.1 to
20.4

Pt E, Ch 9, Sec 2
SECTION 2 DESIGN REQUIREMENTS FOR NOTATIONS

CLEANSHIP AND CLEANSHIP AWT
1 General 2 Design requirements
1.1 Application 2.1 Waste streams

1.1.1 This Section provides the design requirements appli-
cable to ships having the additional class notation CLEAN- 2.1.1 Waste generation
SHIP or CLEANSHIP AWT. The waste quantities to be considered for the calculation of:
Additional requirements specific to class notation CLEAN-
SHIP AWT are given in Ch 9, Sec 4. • the volume of the holding tanks
Requirements for onboard surveys are given in Ch 9, Sec 5. • the capacity of the waste treatment and storage equipment
• the no discharge period appended to the notations CLEAN-

SHIP and CLEANSHIP AWT (see Ch 9, Sec 1, [1.1.2])
1.2.1 Certificates
are to be derived from the experience gained on similar
types of ships operated in similar conditions. Where no data
additional class notations CLEANSHIP and CLEANSHIP
AWT are listed in Ch 9, Sec 1, Tab 1. are available, the figures listed in Tab 1 are to be used.
1.2.2 Operational procedures 2.1.2 Separation of waste streams

The operational procedures to be submitted are listed in Ch
Design of ship waste collecting networks and collecting
9, Sec 1, Tab 2.
procedures for garbage and harmful substances are to be
1.2.3 Plans and documents such that the discharge or discharge prohibition require-
The plans and documents to be submitted are listed in Ch 9, ments in annexes I, IV and V of MARPOL 73/78 can be
Sec 1, Tab 3. complied with.
Table 1 : Waste generation quantities
Quantities for
No Type of Waste Unit Ro-ro passenger Ro-ro passenger

Cruise ships ships designed ships designed Cargo ships
for night voyages for day voyages
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 E, Ch 9, Sec 2
Generally, this implies that the following categories of Sea or freshwater drains not contaminated by oil may be
wastes are separated before any treatment or storage: discharged overboard.
• products containing hazardous substance, as defined in The volume V of the bilge holding tank, in m 3, is not to be
[1.1.1]) less than the greater of the two following values:
• machinery spaces bilge water • 0,075 S
• plastics are separated from wastes ultimately discharged
where:
to sea (sewage or food wastes for instance)
S : Surface of the vertical projection, in m2, of
• sewage, including drainage from medical premises, is
the largest machinery space drained into the
collected separately from grey water if a common treat-
bilge holding tank
ment system is not installed on board.
• the value calculated from Tab 2 below
Note 1: This does not preclude the mixing of effluents after treat-
ment (e.g. treated sewage mixed with grey water).
Note 2: When sea water is mixed with wastewater (e.g. for the pur- Table 2 : Minimum volume of the bilge water holding
pose of washing the holding tanks), the discharge requirements for tank according to main engine rating
the wastewater apply to the resulting mixture.
Note 3: When categories of wastewater having different discharge Main engine rating (kW) Volume (m3)
requirements are mixed together, the most stringent requirements up to 1000 1,5 N C
apply to the resulting mixture.
above 1000 up to 20000 [1,5+(P-1000)/1500] N C
2.1.3 Discharge to sea and emissions in air during above 20000 [14,2+0,2(P-20000)/1500] N C
the ship operation
Conditions for solid and liquid waste discharge and for gas- P : Main engine rating in kW
eous emissions within and outside special areas are summa- N : Number of days of the no discharge period
rized in Tab 3 and Tab 4. C : Coefficient equal to:
Note 1: The requirements in Tab 3 and Tab 4 are equivalent to or • 1 when only one oil filtering equipment is
more restrictive than the regulations of MARPOL 73/78 Annexes II, fitted or when N=1
IV, V and VI. • 0,5 otherwise
2.1.4 Computation of no discharge period For ships operating with heavy fuel oil having a relative
The computation of the no discharge period is to be done density greater than 0,94 at 15°C, the bilge water holding
separately for each of the waste streams identified in the tank is to be fitted with heating facilities.
first column of Tab 1, by dividing the storage capacity by
The bilge holding tank is to be arranged so as to facilitate
the total daily production calculated as per [2.1.1].
the separation of any oil (or oil emulsions resulting from the
The global discharge period appended to the notation use of bilge cleaning agents) from the bilge water and the
CLEANSHIP or CLEANSHIP AWT is the lowest of the com- removal of accumulated sediments.
puted figures.
The shore discharge piping system from the bilge holding
tank is to be terminated by the standard discharge connec-
2.2 Oily wastes tion specified in MARPOL 73/78, Annex I, Reg. 13.
2.2.1 Compliance with MARPOL 73/78
2.2.3 Oil water separating equipment
Ships granted with the additional class notation CLEAN-
The following approved equipment is to be provided in
SHIP or CLEANSHIP AWT have to comply with the follow-
accordance with IMO Resolution MEPC.107(49):
ing requirements of MARPOL 73/78, Annex I, and with the
relevant unified interpretations: • 15 ppm bilge separator
• Reg. 12 for arrangement and capacity of sludge tanks • 15 ppm bilge alarm
• Reg. 13 for standard discharge connection • automatic stopping device.
• Reg. 14 for oil filtering equipment
The capacity of the bilge separator is to take into account
• Reg. 15 for oil discharge criteria the route of the vessel, the volume of the bilge water hold-
• Reg. 17 for oil record book (machinery space operations). ing tanks and the separating technology. It should not be
less than:
In addition, the requirements in [2.2.2] and [2.2.3] are also
to be complied with. • 0,5 m3/h for a gross tonnage of 400 and above but less
than 1600
2.2.2 Bilge water holding tank
• 1,0 m3/h for a gross tonnage of 1600 and above but less
All machinery space bilges and spaces containing hydraulic than 4000
equipment have to be drained into a bilge holding tank
before separation and oil filtration or discharge ashore. This • 2,5 m3/h for a gross tonnage of 4000 and above but less
bilge holding tank is to be separate and independent from than 15000
the sludge tanks. • 5,0 m3/h for a gross tonnage of 15000 and above.

Pt E, Ch 9, Sec 2
Table 3 : Summary of wastes disposal
Waste or collected Requirements for discharge Requirements for discharge

N°
fluid category outside special areas (1) within special areas (1)
1 Oily waters Oil content < 15 ppm Discharge prohibited.
The wastes are to be stored on board and
discharged ashore.
2 Products containing harm- Discharge prohibited. Discharge prohibited.
ful substances Stored on board and disposed ashore. The wastes are to be stored on board and
discharged ashore.
3 Galley grey water Grease removed. Grey waters are to be:
4 Other grey water (laundry, Unrestricted. • stored on board and discharged
showers, sinks) ashore, or
• treated in an AWT plant.
5 Sewage The sewage is to be stored on board and discharged Sewage is to be:
ashore. • stored on board and discharged
It may also be discharged into the sea in the follow- ashore, or
ing conditions: • treated in an AWT plant.
• the sewage is stored in a holding tank then dis-
charged at a distance of more than 12 nautical
miles from the nearest land, or
• the sewage is stored in a holding tank, then
comminuted and disinfected in an approved
equipment and discharged at a distance of
more than 4 nautical miles from the nearest
land, or
• the sewage is treated in an approved plant and
the effluent does not produce visible floating
solids nor cause discoloration of the surround-
ing water.
6 Plastics Disposal into the sea prohibited. Disposal into the sea prohibited.
Garbage is to be stored on board and disposed Garbage is to be stored on board and dis-
ashore, or incinerated. posed ashore, or incinerated.
7 Food wastes Disposal into the sea is permitted provided that: Disposal into the sea is permitted pro-
• the wastes are disposed at least 12 nautical vided that the wastes are disposed at
miles from the nearest land, or least 12 nautical miles from the nearest
• the wastes are comminuted or ground to less land (2).
than 25 mm and disposed at least 3 nautical Otherwise, the wastes are to be stored on
miles from the nearest land. board and disposed ashore or inciner-
ated.
8 Glass and tins Disposal into the sea is permitted when the dis- Disposal into the sea is prohibited.
tance from the nearest land is more than 12 nautic Garbage is to be stored on board and dis-
miles. posed ashore.
9 Paper and cardboard, other Disposal into the sea is permitted when the dis- Disposal into the sea is prohibited.
non-hazardous burnable tance from the nearest land is more than 12 nautic Garbage is to be stored on board and dis-
solid wastes miles. posed ashore or incinerated.
10 Incinerator ashes Only incinerator ashes free from toxic and heavy Disposal is prohibited.
metal residues may be disposed into the sea, when All incinerator ashes are to be stored on
the distance from the nearest land is more than 12 board and disposed ashore.
nautic miles.
11 Ballast water According to Port State Authorities. According to Port State Authorities.
12 Deck run-off and swimming No restriction. No restriction.
pool treated water
(1) Special areas are defined in the relevant Annexes of MARPOL 73/78. The attention is drawn to possible more stringent restric-
tions which may be imposed by National Flag Authorities in certain areas.
(2) Disposal into the Wider Caribbean Region of comminuted or ground food wastes is permitted at a distance more than 3 nauti-
cal miles from the nearest land provided such wastes are capable of passing through a screen with openings no greater than 25
mm.

Pt E, Ch 9, Sec 2
Table 4 : Summary of emissions to air
Requirements for emissions Requirements for emissions

N° Air pollutant
outside SECAs (1) within SECAs (1)
1 Refrigerants and fire-fighting Ozone-depleting substances, including CFCs and halons, are prohibited.
substances HCFC permitted until 1 January 2020
2 Nitrogen oxides (NOx) NOx emissions levels from engines with a power output > 130 kW are to comply with the
limits stated in MARPOL 73/78, Annex VI, Regulation 13. See [2.9.3] hereafter.
Not applicable to engines used solely in case of emergency
3 Sulphur oxides No fuel oil with sulphur content > 3,0% m/m No fuel oil with sulphur content > 1,5% m/m
may be used. may be used, or
SOx emission level < 6,0 g/kWh
4 Shipboard incinerator No restriction provided that the incinerator is type-approved in accordance with IMO Reso-
lution MEPC.76(40) and Appendix IV of MARPOL 73/78, Annex VI and operated within the
limits specified in paragraph (2) of that Appendix.
(1) SECA : SOx Emission Control Area as defined in Ch 9, Sec 1, [2.2.4].
2.2.4 Installation requirements 2.2.5 Sludge tank

a) The 15 ppm bilge separator is to be installed in accord- Piping to and from sludge tanks are not to have any direct
ance with the following provisions: connection overboard, other than the standards discharge
• For future inspection purposes on board ship, a sam- connection referred to in MARPOL 73/78, Annex I, Reg. 13.
pling point is to be provided in a vertical section of The sludge transfer pump is to discharge either to the stand-
the water effluent piping as close as is practicable to ard discharge connection or to the ship’s incinerator system.
the 15 ppm bilge separator outlet. Re-circulating
facilities are to be provided, after and adjacent to the 2.2.6 Overboard discharges from the bilge pumping
overboard outlet of the stopping device to enable system
the 15 ppm bilge separator system, including the 15 The overboard discharge valve of any bilge overboard dis-
ppm bilge alarm and the automatic stopping device, charge line, unless passing through the 15 ppm bilge sepa-
to be tested with the overboard discharge closed. rator, is to be kept shut and provided with lead-sealing
The recirculation facility is to be so configured as to arrangements.
prevent under all operating conditions any by-pass
of the oily water separator. 2.2.7 Segregation of oil and water ballast
• The overboard discharge piping from the 15 ppm No ballast water is to be carried in any fuel oil or lubricat-
bilge separator is to be totally independent from any ing oil tank.
other piping system (e.g. ballast, bilge, etc.).
• The capacity of the supply pump is not to exceed 2.2.8 Discharge records
110% of the rated capacity of the 15 ppm bilge sep- Provisions are to be made to record the following parame-
arator. ters related to the oily water discharge:
• The 15 ppm bilge separator is to be fitted with a per- • date and time of the discharge
manently attached plate giving any operational or
• ship location
installation limits considered necessary by the man-
ufacturer or the Flag Authorities. • quantity and oil content of oily water discharged.
b) The 15 ppm bilge alarm is to be installed in accordance
with the following provisions: 2.3 Wastewaters
• The layout of the installation should be arranged so
2.3.1 Compliance with MARPOL 73/78
that the overall response time (including the
response time of the 15 ppm bilge alarm) between Ships granted with the additional class notation CLEAN-
an effluent discharge from the 15 ppm bilge separa- SHIP or CLEANSHIP AWT have to comply with the relevant
tor exceeding 15 ppm, and the operation of the requirements of MARPOL 73/78, Annex IV, revised accord-
automatic stopping device preventing overboard ing to IMO Resolution MEPC.115(51):
discharge, should be as short as possible and in any • Reg. 10 for standard discharge connection
case not more than 20 s.
• Reg. 11 for discharge criteria.
• The arrangement on board ship for the extraction of
samples from the 15 ppm bilge separator discharge Discharge of grey water is not regulated in MARPOL 73/78.
line to the 15 ppm bilge alarm should give a truly However, attention is drawn to the fact that a number of
representative sample of the effluent with an ade- national regulations prohibit the discharge of grey water
quate pressure and flow. while in port or within other designated areas.

Pt E, Ch 9, Sec 2
2.3.2 Design and arrangement of the sewage and The sewage piping system is to be designed taking into con-
grey water systems sideration the possible generation of toxic and flammable
The ship is to be fitted with a sewage and grey water system gases (such as hydrogen sulfide, methane, ammonia) during
designed and arranged in accordance with item a) or item the sewage treatment.
b) below: Air pipes from the sewage and grey water systems are to be
a) Collected sewage is to be stored in an untreated sewage independent of all other air pipes and to be led to the out-
holding tank then: side of the ship, away from any air intake.
• treated in an approved sewage treatment plant or
2.3.5 Sewage sludges
sewage comminuting and disinfecting system, then
discharged to sea when authorised, or Sludges from sewage treatment are to be collected and
stored then discharged ashore or incinerated onboard.
• discharged directly to sea when authorised, or
• discharged ashore. Incineration devices are to completely burn the sludges to a
dry and inert ash and not to discharge fly ash, malodors or
Collected grey waters are to be led to a grey water hold-
toxic substances.
ing tank then:
Ashes from sludge incineration are be disposed ashore
• discharged to sea when authorized, or
except where permitted under [2.4.7].
• discharged ashore.
Galley grey water is to be collected separately from 2.3.6 Discharge records
other grey water and led through a grease trap prior to Provisions are to be made to record the following parame-
storage or discharge. ters related to the sewage and grey water discharge:
The sewage and grey water collecting and discharge • date and time of discharge
lines and tanks are to be separated.
• position of the ship (latitude and longitude)
b) Collected sewage is to be treated in an approved sew- • quantity of sewage or grey water discharged
age treatment plant or sewage comminuting and disin-
fecting system then: • quantity of sludges discharged ashore.
• stored in a treated sewage holding tank, or
• discharged to sea when authorized, or
• discharged ashore. 2.4.1 Compliance with MARPOL 73/78
Collected grey waters are to be led to a grey water hold- Ships granted with the additional class notation CLEAN-
ing tank then: SHIP or CLEANSHIP AWT have to comply with the require-
• discharged to sea when authorized, or ments of MARPOL 73/78, Annex V:
• discharged ashore. Reg. 3, 4, 5 and 6 for disposal into the sea criteria
Galley grey water is to be collected separately from Reg. 9 for placards, garbage management plans and gar-
other grey water and led through a grease trap prior to bage record-keeping.
storage or discharge.
Treated sewage and grey water holding tanks may be 2.4.2 Garbage management plan
combined together. Procedures for collection, sorting, processing and disposal
of garbage are to be available in the garbage management
2.3.3 Holding tanks plan required by MARPOL 73/78, Annex V, Reg. 9. This plan
Holding tanks for sewage and grey water are to be of suffi- is to be in accordance with the guidelines in Ch 9, App 2.
cient capacity to allow storage during the number of days of The garbage management plan is to include procedures in
the no discharge period, having regard to the operation of order to make sure that the following hazardous wastes are
the ship, the maximum number of persons on board, the not discharged at sea nor mixed with other waste streams:
daily production of wastewater given in Tab 1 and other rel-
evant factors. • photo processing residues containing more than 5 ppm
silver content
The holding tanks are to be efficiently protected against cor-
• chlorinated dry cleaning fluids, containing in particular
rosion and fitted with a level indicator and a high level
tetrachloroethylene or perchloroethylene (PERC)
alarm.
• printing materials, like inks, except soy based, non chlo-
2.3.4 Sewage treatment plants and piping rinated hydrocarbon based ink products
Sewage treatment plants are to be of a type approved in • laser printer toner cartridges
accordance with the effluent standards provided in Ch 9,
• unused and outdated pharmaceuticals
App 1.
• mercury containing products
Provisions are to be made in the design for easy access
points for the purpose of obtaining representative influent • batteries
and effluent samples. • paints and varnishes
Plastic garbage is to be separated from sewage and/or grey • products containing metals such as lead, chromium,
water before entering the treatment unit. copper, cadmium and mercury.

Pt E, Ch 9, Sec 2
2.4.3 Handling of hazardous waste Note 1: Ashes are considered as free from toxic or heavy metals
when metal analysis are carried out in accordance with the provi-
Hazardous wastes are to be collected and stored in separate
sions of Ch 9, Sec 5, Tab 1 and that the concentration limits men-
containers prior to disposal ashore. The storage capacity is
tioned in Ch 9, Sec 5, Tab 5 are not exceeded.
to be sufficient for the average production of 30 days. The
contents of all containers are to be clearly marked.
2.4.8 Discharge records
However, waste fluids associated with photo processing, Provisions are to be made to record the following parame-
including X-ray development, may be treated to remove sil-
ters related to the garbage discharge:
ver for recycling. The effluent from the recovery unit may be
led to the grey water provided it contains less than 5 part • date and time of discharge
per million (ppm). The residues from the recovery unit are
• ship location (latitude and longitude) or location of
to be landed ashore for disposal or recycling.
ashore discharge facilities
2.4.4 Collection of garbage • estimated amounts discharged for each category, includ-
Garbage bins are to be placed at suitable places and within ing incinerator ash (in cubic meters).
a suitable distance in accommodation spaces and open
decks. 2.5 Ballast water control and management
Hazardous wastes, plastics and food contaminated wastes
are to be collected separately from other wastes. 2.5.1 Compliance with IMO Resolution A.868(20)
Ships granted with the additional class notation CLEAN-
2.4.5 Storage of garbage
SHIP or CLEANSHIP AWT have to comply with the relevant
The ship is to have sufficient capacity to store all kinds of requirements of IMO Resolution A.868(20) “Guidelines for
garbage in no discharge conditions, taking into account a the control and management of ships’ ballast water to mini-
compacted volume of 1600kg/m3 for glass and tin and mize the transfer of harmful aquatic organisms and patho-
410kg/m3 for paper, cardboard and plastics and the daily gens”, in particular with the safety aspects given in
waste generation data of Tab 1. If an incinerator is used, the Appendix 2 to the Resolution.
needed capacity for wastes other than glass and tins may be
reduced by 40%, without being less than the needed vol- 2.5.2 Design of the pumping and piping systems
ume corresponding to one day. Capacity needed for
The pumping and piping systems involved in the ballast
uncompacted material is to be multiplied by a factor 10.
water exchange are to comply with the provisions of Pt C,
2.4.6 Food wastes Ch 1, Sec 10, [7].
Food wastes where all plastic materials have been removed
2.5.3 Discharge records
may be comminuted or ground to a particle size capable of
passing through a screen with openings of 25 mm and be Provisions are to be made to get and record the following
discharged into the sea in limited discharge condition. Pre- parameters related to the ballast water discharge:
cautions are to be taken to ensure that plastics contami- • date and time of discharge
nated by food wastes, like plastic food wrappers, are not
discharged to sea (when permitted) with other food wastes. • ship location (latitude and longitude)
Food wastes and wastes contaminated with food are to be • amounts of water exchanged.
stored in high integrity sealed packaging, refrigerated to 5°C
and properly disinfected according to CDC construction
2.6 Hull antifouling systems
guidelines, August 2001.
2.4.7 Incinerators 2.6.1 Compliance with IMO Resolution A.895(21)

Where fitted, incinerators are to be type-approved by the Ships granted with the additional class notation CLEAN-
Society, designed and constructed according to the require- SHIP or CLEANSHIP AWT have to comply with the relevant
ments of: requirements of IMO Resolution A.895(21) “anti-fouling
systems used on ships”, requiring the complete prohibition
• MEPC.76(40) given under Ch 9, App 3, as amended by
of organotin compounds which act as biocides in anti-foul-
MEPC.93(45)
ing systems.
• MARPOL Annex VI, Appendix IV
2.6.2 Type-approval of anti-fouling systems
Proper hazardous waste management procedures including
segregating hazardous wastes should be instituted onboard Anti-fouling paints are to be of a type approved by the Soci-
each ship to assure hazardous wastes are not introduced ety, on the basis of the following criteria:
into the incinerator. In particular, batteries should be • the product is to be TBT-free
removed from any waste that will be incinerated onboard.
• small quantities of organotin compounds acting as a
Ashes containing toxic or heavy metals are to be kept on
chemical catalyst are allowed provided their concentra-
board and landed ashore for disposal.
tion does not exceed 2500 mg total tin per kg of dry
Other ashes may be discharged at sea where permitted. paint.

Pt E, Ch 9, Sec 2
2.7 Prevention of pollution by oil spillage 2.8 Ozone depleting substances

and leakage
2.8.1 General
2.7.1 Overflow systems a) The following requirements apply to the ship central-
All fuel and lubricating oil tanks the capacity of which ized refrigerating plants, centralized air conditioning
exceeds 10 m3 are to be fitted with an overflow system and plants and gas reliquefaction plants.
a high level alarm or a flow alarm in the overflow system. b) They also apply to fixed fire-fighting systems, using
The alarm signal is to be given where the person in charge halon as extinguishing medium.
of the bunkering or transfer operation will normally be
located. c) They do not apply to the refrigeration facilities intended
for the storage of the galley supplies and to the air con-
Note 1: The overflow system is to comply with the provisions of Pt
C, Ch 1, Sec 10, [9.3]. ditioning plants for limited parts of the ship, such as the
control rooms and the wheelhouse.
2.7.2 Containment systems
2.8.2 Acceptable refrigerants and fire-fighting
On the weather and superstructure decks, each fuel or
mediums
lubricating oil tank vent, overflow and fill pipe connection
and each other area where oil spillage may occur is to be a) Refrigerants
fitted with a fixed deck container or enclosed deck area The use of halogenated substances as refrigerant is pro-
with a capacity of: hibited, with the exception of hydrochlorofluorocarbons
• 80 litres if the gross tonnage of the ship is between 300 (HCFCs), which are permitted until 1 January 2020.
and 1600 Refrigerants having a Global Warming Potential (GWP)
• 160 litres if the gross tonnage of the ship is greater than exceeding 3000 are not permitted.
1600. b) Fire-fighting media
A seven-barrel spill kit containing the following is to be The use of halon and halocarbons media in the fixed
available on board, ready to be used during bunkering and portable fire fighting equipment is prohibited.
operation: Fire-fighting media having a GWP exceeding 4000 are
• sorbents sufficient to absorb seven barrels of oil not permitted.
• non-sparking hand scoops, shovels and buckets
2.8.3 Retention facilities for refrigeration systems
• portable containers suitable for holding seven barrels of
Refrigeration systems are to be fitted with retention facilities
recovered solid waste and seven barrels of recovered
having the capability to retain all the refrigerants, should the
liquid waste
necessity to evacuate the whole plant arise in an emer-
• a minimum of 60 litres of a deck cleaning agent gency. The retention facilities may be tanks for liquid media
• appropriate protective clothing to protect personnel and/or bottles for gaseous media. If only tanks for liquid are
from inhalation hazards, eye exposure and skin contact used as retention facilities, one or more compressors having
• non-sparking portable pumps with appropriate hoses. the combined capacity to discharge completely the
medium from the system into the tanks are to be installed.
2.7.3 Oil pollution emergency plan
A shipboard oil pollution emergency plan is to be available 2.8.4 Maintenance and servicing
in accordance with Regulation 26 of Annex I of MARPOL Refrigeration systems are to be designed in such a way as to
73/78. minimise the risk of medium release in the case of mainte-
nance, repair or servicing. Arrangements are to be made to
2.7.4 Stern tube leakage isolate those sections which are to be serviced by a system
Tailshafts provided with oil lubricated bearings are to be fit- of valves and by-passes, in such a way as not to stop the
ted with type approved oil sealing glands. operation of the plant, while in service, preventing the risk
The oil tanks are to be fitted with a level sensor giving an of release of the medium outside of the plant.
alarm in case of low level. Arrangements are to be made to A warning instruction plate stating that deliberate emissions
record the level of those tanks. of halogenated substances is prohibited is to be displayed in
All oil filling or topping up operations are to be recorded. the vicinity of the vessels and of the releasing devices.
2.7.5 Oil detection in water-cooled circuits 2.8.5 Leak detection

Hydrocarbon detectors are to be provided in sea water and The spaces where the medium might be likely to leak are to
fresh water cooling systems comprising fuel oil or lubricat- be continuously monitored by appropriate leak detectors
ing oil heat exchangers in order to detect any contamina- which are to be of a type approved by the Society.
tion of the water.
2.8.6 Alarm
2.7.6 Oily condensates from venting pipes Any detection of medium leak is to activate an audible and
Venting pipes from machinery spaces and containing visible alarm in a normally manned location. The alarm is
hydrocarbon vapours are to be led to a venting box pro- to be activated when the concentration of refrigerating or
vided with a draining pipe connected to a suitable oily fire extinguishing medium reaches a value agreed with the
drain tank. Society on a case by case basis.

Pt E, Ch 9, Sec 2
2.8.7 Prevention of leakage 2.9.4 NOx reduction methods

Means are to be provided on board of ships which use halo- Where NOx reduction methods (such as water injection,
genated refrigerants to avoid the possibility of leak to the fuel oil emulsification, charge air humidification, exhaust
atmosphere of the refrigerants or its vapours in any case of gas after-treatment) are used, they are to be approved by the
failure of the plant, as well as in the case of discharge of Society.
refrigerant to an onshore reception facility.
2.10 Emission of sulphur oxides (SOx) from
2.9 Emission of nitrogen oxides (NOx) from the ship
diesel engines
2.10.1 Compliance with MARPOL Annex VI
2.9.1 Applicability The following requirements are to be applied in addition to
Regulations 14 and 18 of MARPOL 73/78, Annex VI.
a) The following requirements apply to all diesel engines,
independently of the service, with a rated power of 2.10.2 Sulphur content of fuel oils
more than 130 kW, installed on board of the ship, with The sulphur content of any fuel oil used onboard ships is
the exceptions indicated in item b). not to exceed 3% m/m.
b) They do not apply to:
2.10.3 Additional requirements for ships intended to
• emergency diesel engines, diesel engines installed operate in SOx emission control areas
in lifeboats and any other diesel engines intended to (SECAs)
be used solely in an emergency situation, independ- a) Ships intended to operate in SECAs are to comply with
ently of their rated power one of the following requirements:
• engines which are subject to alternative measures 1) The sulphur content of the fuel oil used while the
for limiting NOx emission, under special considera- ship is within the SECA is not to exceed 1,5% m/m,
tion of the Society. or
c) The following provisions of MARPOL 73/78, Annex VI, 2) The ship is fitted with an approved exhaust gas
apply: cleaning system allowing to reduce the total SOx
• regulation 13 emission of the ship to 6 g/kWh.
• NOx Technical Code. b) Waste streams from the use of exhaust gas cleaning sys-
tem are to be discharged to ashore reception facilities.
2.9.2 NOx certification of engines However, where it is demonstrated that they have no
Prior to installation onboard the ship, engines have to be adverse impact on the ecosystems of the concerned
NOx-certified in accordance with the relevant provisions of SECA, such waste streams may be discharged into the
the NOx Technical Code for the intended application. A SECA waters.
valid EIAPP certificate (or statement of compliance) is nor- c) Where several types of fuel are used in pursuance of
mally to be issued by the Society. paragraph a) 1) above, arrangements are to be made to
allow the complete flushing of the high sulphur fuel
2.9.3 Maximum allowable NOx emission limits supply system before entering the SECA.
The emission of nitrogen oxides (calculated as the total d) Arrangements are to be made to record the following
weighted emission of NO2) from the engine is to be within parameters:
the following limits:
• volume of fuel oil in each tank
• 17 g/kWh, when n < 130 rpm • date, time and position of the ship when the fuel
• 45 n−0,2 g/kWh, when 130 rpm ≤ n < 2000 rpm change-over operation is completed.
• 9,8 g/kWh, when n ≥ 2000 rpm
2.11 Shipboard incinerators
where n is the rated engine speed (crankshaft revolutions
per minute). 2.11.1 See requirement [2.4.7] above.

Pt E, Ch 9, Sec 3
SECTION 3 ADDITIONAL DESIGN REQUIREMENTS FOR

NOTATIONS CLEANSHIP SUPER AND
CLEANSHIP SUPER AWT
1 General in Ch 9, Sec 2, Tab 1 are to be implemented. Such programs

are to cover the influence of measures such as:
1.1 Application • use of technical water (e.g. air conditioning condensate)
where possible
1.1.1 Ships having the additional class notation CLEAN- • use of water recovery systems (e.g. filtering and reuse of
SHIP SUPER or CLEANSHIP SUPER AWT are to comply laundry water - last rinse use for first wash)
with all the provisions related to class notation CLEANSHIP
(see Ch 9, Sec 2) and to the additional provisions of the • reclamation and reuse of properly treated and filtered
present Section. wastewaters as technical water (e.g. in toilet flushing,
laundry, open deck washing)
Additional requirements specific to class notation CLEAN-
SHIP SUPER AWT are given in Ch 9, Sec 4. • active water conservation (e.g. use of reduced flow
shower heads, vacuum systems for toilets, laundry
Requirements for onboard surveys are given in Ch 9, Sec 5.
equipment that utilizes less water)
• use of reusable packaging and bulk packaging
• replacement of plastic packaging by containers built in
1.2.1 Certificates other material.
additional class notations CLEANSHIP SUPER and CLEAN- The above programs are to include the figures of the waste
SHIP SUPER AWT are listed in Ch 9, Sec 1, Tab 1. production of the ship per day, with proper justifications if
the figures are less than the ones given in Ch 9, Sec 2, Tab 1.
1.2.2 Operational procedures
The operational procedures to be submitted are listed in Ch 2.1.3 Discharge to sea and emissions in air during
the ship operation
9, Sec 1, Tab 2.
Conditions for solid and liquid waste discharge and for gas-
1.2.3 Plans and documents eous emissions within and outside special areas are summa-
The plans and documents to be submitted are listed in Ch 9, rized in Tab 1 and Tab 2.
Sec 1, Tab 3. Note 1: The requirements in Tab 1 and Tab 2 are equivalent to or
more restrictive than the regulations of MARPOL 73/78 Annexes II,
2 Design requirements IV, V and VI.
2.1.4 Computation of no discharge period

2.1 Waste streams and air emissions The computation of the no discharge period is to be done
2.1.1 Waste generation separately for each of the waste streams identified in the
first column of Ch 9, Sec 2, Tab 1, by dividing the storage
The waste quantities to be considered for the calculation of:
capacity by the total daily production based on the figures
• the volume of the holding tanks
derived from [2.1.1], taking into account the waste minimi-
• the capacity of the waste treatment and storage equip- zation and recycling programs.
ment
The global discharge period appended to the notation
• the no discharge period appended to the notations
CLEANSHIP SUPER or CLEANSHIP SUPER AWT is the lo-
CLEANSHIP SUPER and CLEANSHIP SUPER AWT (see
west of the computed figures.
Ch 9, Sec 1, [1.1.2]),
are to be derived from the experience gained on similar 2.1.5 Remote transmission of the parameters
types of ships operated in similar conditions and from the related to waste discharge and air emissions
values of waste production considered in the waste minimi- All the parameters required to be monitored and recorded
zation and recycling programs. See [2.1.2]. as per the requirements of Ch 9, Sec 2 and of the present
Section are to be transmitted on a regular basis (e.g. every
2.1.2 Waste minimization and recycling program day) via a satellite communication system to a shipowner
Direct waste minimization and recycling programs invol- facility ashore. Such information is to be made available to
ving significant reduction of the waste amounts mentioned the Surveyor of the Society upon request.

Pt E, Ch 9, Sec 3
Table 1 : Summary of wastes disposal
Waste or collected Requirements for discharge Requirements for discharge

N°
fluid category outside special areas (1) within special areas (1)
1 Oily waters Oil content < 15 ppm Discharge prohibited.
The wastes are to be stored on board and
discharged ashore.
2 Products containing harmful Discharge prohibited. Discharge prohibited.
substances The wastes are to be stored on board and dis- The wastes are to be stored on board and
charged ashore. discharged ashore.
3 Galley grey water Grease removed. Grey waters are to be:
4 Other grey water (laundry, Unrestricted. • stored on board and discharged
showers, sinks) ashore, or
• treated in an AWT plant.
5 Sewage The sewage is to be stored on board and dis- Sewage is to be:
charged ashore. • stored on board and discharged
It may also be discharged into the sea in the fol- ashore, or
lowing conditions: • treated in an AWT plant.
• the sewage is stored in a holding tank then
discharged at a distance of more than 12
nautical miles from the nearest land, or
• the sewage is stored in a holding tank, then
comminuted and disinfected in an
approved equipment and discharged at a
distance of more than 4 nautical miles from
the nearest land, or
• the sewage is treated in an approved plant
and the effluent does not produce visible
floating solids nor cause discoloration of
the surrounding water.
6 Plastics Disposal into the sea prohibited. Disposal into the sea prohibited.
Garbage is to be stored on board and disposed Garbage is to be stored on board and dis-
ashore, or incinerated. posed ashore, or incinerated.
7 Food wastes Disposal into the sea is permitted provided that: Disposal into the sea is permitted provided
• the wastes are disposed at least 12 nautical that the wastes are disposed at least 12
miles from the nearest land, or nautical miles from the nearest land (2).
• the wastes are comminuted or ground to Otherwise, the wastes are to be stored on
less than 25 mm and disposed at least 3 board and disposed ashore or incinerated.
nautical miles from the nearest land.
8 Glass and tins Disposal into the sea is permitted when the dis- Disposal into the sea is prohibited.
tance from the nearest land is more than 12 Garbage is to be stored on board and dis-
nautic miles. posed ashore.
9 Paper and cardboard, other Disposal into the sea is permitted when the dis- Disposal into the sea is prohibited.
non-hazardous burnable solid tance from the nearest land is more than 12 Garbage is to be stored on board and dis-
wastes nautic miles. posed ashore or incinerated.
10 Incinerator ashes Only incinerator ashes free from toxic and Disposal is prohibited.
heavy metal residues may be disposed into the All incinerator ashes are to be stored on
sea, when the distance from the nearest land is board and disposed ashore.
more than 12 nautic miles.
11 Ballast water According to Port State Authorities. According to Port State Authorities.
12 Deck run-off and swimming No restriction. No restriction.
pool treated water
(1) Special areas are defined in the relevant Annexes of MARPOL 73/78. The attention is drawn to possible more stringent restric-
tions which may be imposed by National Flag Authorities in certain areas.
(2) Disposal into the Wider Caribbean Region of comminuted or ground food wastes is permitted at a distance more than 3 nauti-
cal miles from the nearest land provided such wastes are capable of passing through a screen with openings no greater than 25
mm.

Pt E, Ch 9, Sec 3
Table 2 : Summary of emissions in air
Requirements for emissions Requirements for emissions

N° Air pollutant
outside of SECAs (1) within SECAs (1)
1 Refrigerants and fire-fighting Ozone-depleting substances, including CFCs and halons, are prohibited.
substances HCFCs are permitted until 1 January 2020.
2 Nitrogen oxides (NOx) NOx emissions levels from engines with a power output > 130 kW are not to exceed 80% of
the limits stated in MARPOL 73/78, Annex VI, Regulation 13. See Sec 2, [2.9.1].
Not applicable to engines used solely in case of emergency.
3 Sulphur oxides No fuel oil with sulphur content > 3,0% m/m No fuel oil with sulphur content > 1,5% m/m
may be used. may be used, or
SOx emission level < 6,0 g/kWh
4 Shipboard incinerator Emission levels acceptable provided that the incinerator is type-approved in accordance with
IMO Resolution MEPC.76(40) and Appendix IV of MARPOL 73/78, Annex VI
(1) SECA : SOx Emission Control Area as defined in Ch 9, Sec 1, [2.2.4].
2.2 Garbage and hazardous wastes 2.4 Protection against oil pollution in the
event of collision or grounding
2.2.1 Garbage minimization plan
In addition to the procedures required in Ch 9, Sec 2, 2.4.1 Oil fuel tanks fitted to ships having an aggregate oil
[2.4.2], the procedures for garbage source reduction, mini- fuel capacity of 600 m3 and above are to comply with the
mization and recycling are to be available in the garbage provisions of Pt C, Ch 1, Sec 10, [11.5.3], irrespective of the
management plan. building contract date, keel laying date, etc.
2.2.2 Incinerators
2.5 Prevention of air pollution
The ship is to be fitted with an incinerator complying with
the provisions of Ch 9, Sec 2, [2.4.7]. 2.5.1 General
The incinerator is to be used primarily for solid galley Ships having the additional class notation CLEANSHIP
waste, food waste, paper, cardboard, wood and plastics not SUPER or CLEANSHIP SUPER AWT are to comply with the
recommended for recycling. following provisions of :
• Ch 9, Sec 2, [2.8] related to ozone depleting substances

• Ch 9, Sec 2, [2.10] related to sulphur oxide (SOx) emis-
2.3.1 Compliance with IMO Convention sions
Ships granted with the additional class notation CLEAN- • Ch 9, Sec 2, [2.11] related to incinerators,
SHIP SUPER or CLEANSHIP SUPER AWT have to comply
with the relevant requirements of the International Conven- as well as the additional requirements given hereafter.
tion for the control and management of ship’s ballast water
and sediments, 2004.
2.5.2 NOx emission limits
The safety aspects referred to in Ch 9, Sec 2, [2.5.1] are to The limits applicable to nitrogen oxides (NOx) emissions
be considered. onboard ships having the additional class notation CLEAN-
SHIP SUPER or CLEANSHIP SUPER AWT are to be taken as
2.3.2 Sediments handling 80% of the emission limits given in Ch 9, Sec 2, [2.9.3].
Arrangements are to be made for the sediment handling, in
particular for: 2.5.3 On-board direct NOx measurement and
monitoring equipment
• the sampling taking
Ships having the additional class notation CLEANSHIP
• the removal and disposal of the sediments. SUPER or CLEANSHIP SUPER AWT are to provided with a
NOx direct measurement and monitoring equipment,
2.3.3 Discharge records which is to be type-approved by the Society in accordance
In addition to the discharge records mentioned in Ch 9, Sec with the IMO Resolution MEPC.103(49) : “Guidelines for
2, [2.5.3] for the ballast water, the parameters related to the on-board NOx verification procedure -Direct measurement
sediments disposal are to be recorded. and monitoring method”.

Pt E, Ch 9, Sec 4

CLEANSHIP AWT AND CLEANSHIP SUPER AWT
1 General a) BOD5
1) The 30-day average is not to exceed 30 mg/l.
1.1 Application
1.1.1 Ships having the additional class notation CLEAN- 3) The 30-day average percent removal is not to be less
SHIP AWT or CLEANSHIP SUPER AWTare to comply with than 85 percent.
the provisions of the present Section.
b) SS
1.2 Standards 1) The 30-day average is not to exceed 30 mg/l.
1.2.1 The following standards are applicable:
• Code of Federal Regulations 33 CFR § 159.309 3) The 30-day average percent removal is not to be less
• Code of Federal Regulations 40 CFR § 133.02. than 85 percent.
c) pH
1.3 Documents to be submitted The effluent values for pH are to be maintained within
the limits of 6,0 to 9,0.
1.3.1 The plans and documents of the AWT plant are to be
submitted in accordance with the provisions of Ch 9, Sec 1, d) Fecal coliform
Tab 3. The geometric mean of the samples from the discharge
during any 30-day period is not to exceed 20 fecal colif-
1.4 Definitions and abbreviations orm / 100 milliliters (ml) and not more than 10 percent
of the samples may exceed 40 fecal coliform / 100 ml.
1.4.1 7-day average
The 7-day average is the arithmetic mean of pollutant e) Total residual chlorine
parameter values for samples collected in a period of 7 con- Concentrations of total residual chlorine is not to
secutive days. exceed 10,0 miligrams per liter (mg/l).
1.4.2 30-day average 2.1.2 Type tests

The 30-day average is the arithmetic mean of pollutant Advanced Wastewater Treatment plants are to be of a type
parameter values for samples collected in a period of 30 approved in accordance with the effluent standards pro-
consecutive days. vided in Ch 9, App 4.
1.4.3 BOD5
BOD5 is the five day measure of the pollutant parameter
2.2 Parameters to be recorded
biochemical oxygen demand. 2.2.1 The following parameters are to be recorded in the
sewage and grey water discharge record book:
1.4.4 Percent removal
The percent removal is a percentage expression of the • name and location of each discharge port
removal efficiency across a treatment plant for a given pol- • date the start of discharge occurred
lutant parameter, as determined from the 30-day average
• whether the effluent is treated or untreated sewage, grey
values of the raw wastewater influent pollutant concentra-
water or a sewage and grey water mixture and type of
tions to the AWT plant and the 30-day average values of the
treatment used
effluent pollutant concentrations for a given time period.
• time discharge port is opened
1.4.5 SS
• ship’s latitude and longitude at the time the discharge
SS is the pollutant parameter total suspended solids. port is opened
• volume discharged, in cubic meters
2 Design requirements
• flow rate at discharge, in liters per minute
2.1 Design of the AWT plant • time discharge port is secured
2.1.1 Effluent quality • ship’s latitude and longitude at the time the discharge
The AWT plant is to be so designed that the minimum level port is secured
of effluent quality complies with the following limits: • ship’s minimum speed during discharge.

Pt E, Ch 9, Sec 5
SECTION 5 ONBOARD SURVEYS (CLEANSHIP, CLEANSHIP

AWT, CLEANSHIP SUPER, CLEANSHIP SUPER
AWT)
1 Prevention of sea pollution: periodical 1.3 Periodical tests after first year of service
tests and measurements done by the 1.3.1 General
Shipowner The effluents and wastes usually discharged to sea are to be
periodically sampled and analyzed by a qualified labora-
1.1 General tory. The frequency of these tests in a five-year term period
is specified in Tab 2.
1.1.1 Purpose Tab 3 lists the number of occurrences where the pollutant
maximum concentration may exceed the limit concentra-
The following tests and measurements, done under the tion specified in [1.2] and [1.3], without exceeding the
responsibility of the Shipowner, are intended to demon- reject value.
strate the effective implementation of the waste manage-
ment procedures and the constant level over time kept by Test results of the measurements are to be recorded in the
the quality of the effluents discharged at sea. wastewater and garbage logbooks and made available to
the surveyor during the periodical surveys.
Except otherwise stated, the requirements of this Section
apply to the ships having the additional class notation Table 2 : Frequency of analyses of waste streams
CLEANSHIP, CLEANSHIP AWT, CLEANSHIP SUPER or after the first year of service
CLEANSHIP SUPER AWT.
Number of analyses
Waste stream
in a 5-year period
1.2 Initial period
Metals analyses in incinerator ash (1) 2
1.2.1 Initial tests Metals analyses in grey water 2
During the first year of commercial operation, the Ship- Effluent analyses sewage treatment 2
owner is to proceed with the following measurements and plan
analyses: Effluent analyses for Advanced 20
Wastewater Treament
• collection of actual shipboard data’s concerning the vol-
ume of wastes generation, using the waste streams as Oil content analyses of machinery 2
defined in Ch 9, Sec 2, Tab 1 bilge water
(1) If the ship is equipped to dump incinerator ash over-
• analyses of the effluent and waste streams for pollutant
board.
concentration, according to the periodicity defined in
Tab 1.
Table 3 : Permissible number of analyses
exceeding limit values
Table 1 : Frequency of analyses of waste streams
during the first year of service Number of analyses in a 5-year Maximum number of
period (see Tab 9) analyses above limit
Frequency of 2-5 0
Waste stream
analyses 20 3
Metals analyses in incinerator ash (1) quarterly
1.3.2 Water effluent standard
Metals analyses in gray water quarterly
The effluent standard for biological analyses of waters are
Effluent analyses sewage treatment plan yearly given in Tab 4.
Effluent analyses for Advanced Wastewater quarterly
1.3.3 Metals analyses
Treament
The analyses given in Tab 5 are to qualify the incinerator
(1) If the ship is equipped to dump incinerator ash over- ash and grey water as free from hazardous wastes. The met-
board. als listed in Tab 5 are considered as indicators of toxicity.

Pt E, Ch 9, Sec 5
Table 4 : 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 Faecal coliform 250 coli / 100 ml −
Total suspended solids (TSS) 100 mg/l −
5-day Biochemical Oxygen Demand (BOD5) 50 mg/l −
Effluent of AWT unit Faecal coliform 14 coli / 100 ml 43 coli / 100 ml
TSS 10 mg/l 25 mg/l
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
3 Prevention of air pollution: on board

Table 5 : Detection of heavy metals surveys
in ashes and water
3.1 On board surveys for ozone depleting
Metal Limit concentration (ppm) substances
Arsenic 0,3
3.1.1 Annual and weekly verifications are to be carried out
Barium 4,0 in accordance with the provisions of Pt A, Ch 5, Sec 7,
Cadmium 0,3 [3.1.1].
Chromium 5,0
3.2 On board surveys for NOx emission
Lead 1,5
Mercury 0,01 3.2.1 General
The procedures for demonstrating compliance with NOx
Selenium 0,3
emission limits on board are given in the NOx Technical
Silver 0,2 Code. Requirements for the annual survey are given in Pt A,
Ch 5, Sec 7, [3.1.2].
2 Prevention of sea pollution: periodical 3.2.2 Initial certification surveys
surveys a) An initial certification survey is to be conducted on
board a ship after the engine is installed but before it is
placed in service. This survey is to be such as to ensure
2.1 Initial survey that the engine, as installed on board the ship, including
any modifications and/or adjustments since the pre-cer-
2.1.1 Tests tification, if applicable, complies with the NOx emis-
sion limits stated in Ch 9, Sec 2, [2.9.3] for additional
After installation on board, the equipment and systems rele- class notations CLEANSHIP and CLEANSHIP AWT, and
vant to the requirements of the present Part E, Chapter 9 are in Ch 9, Sec 3, [2.5.2] for additional class notations
to be tested in the presence of the Surveyor under operating CLEANSHIP SUPER and CLEANSHIP SUPER AWT.
conditions. The control, monitoring and alarm systems are
b) An initial engine's certification survey is to be con-
also to be tested in the presence of the Surveyor or their ducted on board a ship every time a substantial modifi-
functioning is to be simulated according to a procedure cation is made to an engine to ensure that the modified
agreed with the Society. engine complies with the NOx emission limits referred
to in item a) above.
2.2 Periodical survey
3.3 Other surveys
2.2.1 The annual and class renewal surveys are to be car- 3.3.1 Requirements for other surveys (SOx emission, ship-
ried out in accordance with the provisions of Pt A, Ch 5, board incineration, class renewal surveys) are given in Pt A,
Sec 7, [2]. Ch 5, Sec 7, [3].

Pt E, Ch 9, App 1
APPENDIX 1 GUIDELINES FOR PERFORMANCE TESTS FOR

SEWAGE TREATMENT PLANTS
1 International effluent standards for 2 Guidelines for performance tests for

sewage treatment plants sewage treatment plants with respect
to effluent standards
1.1 General
2.1 General
1.1.1 For the purpose of Ch 9, Sec 2, [2.3.4], a sewage
2.1.1 Difference between tests on shore and tests
treatment plant should satisfy the following effluent stand- on board
ards when tested for its certificate of type test by the Society.
It is acknowledged that the performance of sewage treat-
ment plants may vary considerably when the system is
1.2 Faecal coliform standard tested on shore under shipboard simulated conditions or
aboard ship under actual operating conditions. A review of
actual test data showing this difference could be as high as
1.2.1 The geometric mean of the faecal coliform count of
a factor of two.
the samples of effluent taken during the test period is not to
exceed 250 faecal coliforms/100 ml M.P.N. (most probable 2.1.2 Exemptions
number) as determined by a multiple tube fermentation
analysis or an equivalent analytical procedure. The Society reserves the right to modify the specific details
outlined in these guidelines to take account of very large or
unique sewage treatment plants.
1.3 Suspended solid standards
2.2 Testing considerations
1.3.1 Equipment tested on shore
2.2.1 General
Where the equipment is tested on shore, the geometric
A test for operational performance of a sewage treatment
mean of the total suspended solids content of the samples of
plant (hereafter referred to as "equipment") is to be con-
effluent taken during the test period is not to exceed 50 mg/l.
ducted in accordance with the following requirements.
Unless otherwise noted, the requirements apply to both
1.3.2 Equipment tested on board
ashore and on board testings.
Where the equipment is tested aboard ship, the geometric
mean of the total suspended solids content of the samples of 2.2.2 Raw sewage quality
effluent taken during the test period is to be not more than a) For equipment tested ashore, the effluent is to be fresh
100 mg/l above the suspended solids content of ambient sewage consisting of faecal matter, urine, toilet paper
water used for flushing purposes. Analysis for suspended and flush water to which, for testing purposes, primary
solids is to be conducted in accordance with gravimetric sewage sludge has been added as necessary to attain a
methods approved by the Society. minimum concentration of 500 mg/l of suspended solids.
b) For equipment tested aboard ship, the effluent may con-
1.4 Additional requirements sist of the sewage generated aboard ship under normal
operational conditions.
1.4.1 Biochemical oxygen demand 2.2.3 Duration of test
In addition to the above conditions, the plant is to be so The duration of the test period is to be ten (10) days after
designed that the geometric mean of 5-day Biochemical steady-state conditions have been reached by the equip-
Oxygen Demand (BOD 5) of the samples of effluent taken ment under test.
during the test period does not exceed 50 mg/l.
2.2.4 Loading factors
1.4.2 Plant design The equipment is to be tested under conditions of average,
minimum and maximum volumetric loadings, as laid down
The Society is to be satisfied that the plant is designed to in the manufacturer's specification. The Society is to under-
reduce both soluble and insoluble organic substances to take to assess the capability of the equipment to produce an
meet this requirement. effluent in accordance with the standards prescribed in [1]

Pt E, Ch 9, App 1
following zero, maximum, minimum and average volumet- 2.2.8 Scale-up considerations
ric loadings. The range of conditions under which the efflu-
Only full-scale marine equipment are to be accepted for
ent standards are met is to be recorded on the certificate.
test purposes. The Society may certify a range of the manu-
2.2.5 Sampling methods and frequency facturer's equipment sizes employing the same principles
The Society is to be ensured that the equipment is installed and technology, but due consideration are to be given to
in a manner which facilitates the collection of samples. limitations on performance which might arise from scaling
Sampling is to be carried out in a manner and at a fre- up. In the case of large or unique equipment, certification
quency which is representative of effluent quality. Sampling may be based on results of prototype equipment tests.
frequency is to take account of the residence time of the Where possible, confirmatory tests are to be performed on
effluent in the equipment. A minimum of 40 effluent sam- the final installation of such equipment.
ples are to be collected to permit a statistical analysis of the
data (geometric mean, maximum, minimum, variance, 2.2.9 Salinity and temperature
etc.,). An adequate number of effluent samples are to be Tests for certification are to be carried out over the range of
collected to ensure compliance with [2.2.2]. Any disinfect- temperature and salinity specified by the manufacturers,
ant residual in samples is to be neutralized when the sam- and the Society is to be satisfied that such specifications are
ple is collected to prevent unrealistic bacteria kill or adequate for the conditions under which the equipment has
chemical oxidation of organic matter by the disinfectant to operate. Any limitation on the conditions of operation is
brought about by artificially extended contact times. to be recorded on the certificate.
2.2.6 Analytical testing of effluent
2.2.10 Tilt and vibration
The Society is to give consideration to recording of other
parameters in addition to those required (faecal coliform, The Society is to be satisfied that the equipment can operate
suspended solids and BOD 5) with a view to future techno- under conditions of tilt consistent with internationally
logical development. Parameters which might be consid- acceptable shipboard practice. It may be necessary to sub-
ered include total solids, volatile solids, settleable solids, ject control and sensor components to shock and vibration
volatile suspended solids, chemical oxygen demand, tur- testing to verify their suitability for marine use.
bidity, total phosphorous, pH, total organic carbon and total
coliforms, faecal streptococci. 2.2.11 Other considerations
2.2.7 Disinfectant residuals a) The type and model of the sewage treatment plant and
The potential adverse environmental effects of many disin- the name of the manufacturer are to be noted by means
fectant residuals and by-products, such as those associated of a durable label firmly affixed directly to the unit.
with the use of chlorine or its compounds, are well recog- b) The Society is to examine the manufacturer's installation
nized. It is, therefore, recommended the use of ozone, ultra- and the operating and maintenance manuals for ade-
violet irradiation or any other disinfectant, which minimizes quacy and completeness.
the adverse environmental effects, whilst pursuing the fae-
cal coliform standard. When chlorine is used as a disinfect- c) Qualifications of testing facilities are to be carefully
ant, the Society is to be satisfied that the best technical examined by the Society as a prerequisite to their partic-
means are used to keep the disinfectant residual in the efflu- ipation in the testing programme. Every attempt is to be
ent as low as practicable. made to assure uniformity among the various facilities.

Pt E, Ch 9, App 2
APPENDIX 2 GUIDELINES FOR THE DEVELOPMENT OF GARBAGE

MANAGEMENT PLANS
1 b) This person is to be assisted by departmental staff to

ensure that the collection, separation and processing of
garbage are efficient in all areas of the ship, and that the
1.1 Introduction
procedures aboard are carried out in accordance with
1.1.1 IMO Resolution Guidelines the garbage management plan.
These Guidelines, which are an abstract of IMO MEPC
71(38) (adopted on 10 July 1996) “Guidelines for the devel- 1.3.2 Procedures for collecting garbage
opment of garbage management plan”, provide direction a) to identify suitable receptacles for collection and sepa-
on complying with the mandatory requirements for the ration
development of a ship's garbage management plan.
b) to identify locations of receptacles and of collection and
1.1.2 Content of the garbage management plan separation stations
A ship's garbage management plan is to contain a list of the
c) to describe the process of how garbage is transported
particular ship's equipment and arrangements for the han-
from the source of generation to the collection and sep-
dling of garbage, and may contain extracts from and/or ref-
aration stations
erences to existing company instructions.
d) to describe how garbage will be handled between pri-
1.2 Prevention of pollution by garbage mary collection and separation stations and other han-
dling methods commensurate with the following:
1.2.1 Techniques combination
• needs of reception facilities, taking into account
To achieve cost-effective and environmentally sound possible local recycling arrangements
results, many garbage management planners use a combi-
nation of three complementary techniques to manage gar- • on board processing
bage: • storage
• source reduction
• disposal at sea
• recycling
• disposal. e) to describe the training or education programmes to
facilitate collection of garbage.
1.2.2 Prevention of generation of garbage on board
Note 1: Separation of garbage for the purpose of these Guidelines
ships
is considered as a part of the collection process. Separation may
When requisitioning stores and provisions, shipping com- take place at the source or at a separate designated station.
panies should encourage their suppliers to apply the substi-
tutionary principle in order to reduce, to the greatest 1.3.3 Procedures for processing garbage
possible extent and at an early stage, the generation of gar-
bage on board ships. a) to identify personnel responsible for the operation of the
equipment
1.2.3 Evaluation of garbage components
b) to identify available processing devices and their capacities
The ship's garbage is made up of distinct components, some
of which are addressed in MARPOL 73/78, whilst others c) to identify location of processing devices and stations
may be addressed locally, nationally or regionally, e.g.
domestic, operational, cargo-associated, food and mainte- d) to identify the categories of garbage that will be proc-
nance wastes. Each component is to be evaluated sepa- essed by each of the available processing devices
rately to determine the best waste management practice for e) to describe how garbage will be handled between pri-
that waste. mary processing stations and the storage or disposal sta-
tions
1.3 Matters to be addressed in the garbage
f) to describe processing procedures used, commensurate
management plan with the following:
1.3.1 Designated person in charge of carrying out • needs of reception facilities, taking into account
the plan possible local recycling arrangements
a) In accordance with the regulation, a person is to be des-
• storage
ignated in the garbage management plan to be responsi-
ble for implementing the procedures within the plan. • disposal at sea

Pt E, Ch 9, App 2
g) to describe the training or education programmes to • discharge to reception facilities, taking into account
facilitate the processing of garbage possible local recycling arrangements
h) to identify available operating and maintenance proce-
• disposal at sea
dures (this may be done by reference to documents
available on board). c) to describe the training or education programmes to
facilitate the storing of garbage.
1.3.4 Procedures for storing garbage
a) to identify the location, the intended use and the capac-
ity of available storage stations for each category of gar- 1.3.5 Procedures for disposing of garbage
bage to describe the ship's procedures to ensure compliance with
b) to describe how garbage will be handled between storage the requirements of Annex V of MARPOL 73/78 for disposal
stations and disposal commensurate with the following: of garbage.

Pt E, Ch 9, App 3
APPENDIX 3 STANDARD SPECIFICATIONS FOR SHIPBOARD

INCINERATORS (IMO RESOLUTION MEPC.76(40)
ADOPTED ON 25 SEPTEMBER 1997, AS
AMENDED BY RESOLUTION MEPC.93(45)
ADOPTED ON 5 OCTOBER 2000)
1 General 1.2.2 Incinerator

Incinerator means shipboard facilities for incinerating solid
1.1 Scope wastes approximating in composition to household waste
and liquid wastes arising from the operation of the ship,
1.1.1 Coverage e.g., domestic waste, cargo-associated waste, maintenance
The present Appendix covers the design, manufacture, per- waste, operational waste, cargo residues, fishing gear, etc.
formance, operation and testing of incinerators intended to These facilities may be designed to use or not to use the
incinerate garbage and other shipboard wastes generated heat energy produced.
during the ship's normal service.
1.2.3 Garbage
1.1.2 Application
Garbage means all kinds of victual, domestic and opera-
The present Appendix applies to those incinerator plants tional waste excluding fresh fish and parts thereof, gener-
with capacities up to 1500 kW per unit. ated during normal operation of the ship as defined in
Annex V to MARPOL 73/78.
1.1.3 Industrial systems
The present Appendix does not apply to systems on special 1.2.4 Waste
incinerator ships, e.g., for burning industrial wastes such as
chemicals, manufacturing residues, etc. Waste means useless, unneeded or superfluous matter
which is to be discarded.
1.1.4 Items not addressed by the specification
The present Appendix does not address the electrical supply 1.2.5 Food wastes
to the unit, nor the foundation connections and stack con- Food wastes are any spoiled or unspoiled victual sub-
nections. stances, such as fruits, vegetables, dairy products, poultry,
meat products, food scraps, food particles, and all other
1.1.5 Emission requirements
materials contaminated by such wastes, generated aboard
The present Appendix provides emission requirements in ship, principally in the galley and dining areas.
Article [4] and fire protection requirements in Article [5].
Provisions for incinerators integrated with heat recovery 1.2.6 Plastic
units and provisions for flue gas temperature are given in
Article [6] and Article [7], respectively. Plastic means a solid material which contains as an essen-
tial ingredient one or more synthetic organic high polymers
1.1.6 Hazardous materials and which is formed (shaped) during either manufacture of
The present Appendix may involve hazardous materials, the polymer or the fabrication into a finished product by
operations and equipment. This standard does not purport heat and/or pressure. Plastics have material properties rang-
to address all of the safety problems associated with its use. ing from hard and brittle to soft and elastic. Plastics are used
It is the responsibility of the user of this standard to establish for a variety of marine purposes including, but not limited
appropriate safety and health practices and determine the to, packaging (vapour-proof barriers, bottles, containers, lin-
applicability of regulatory limitations prior to use, including ers), ship construction (fibreglass and laminated structures,
possible port State limitations. siding, piping, insulation, flooring, carpets, fabrics, paints
and finishes, adhesives, electrical and electronic compo-
nents), disposable eating utensils and cups, bags, sheeting,
1.2 Definitions
floats, fishing nets, strapping bands, rope and line.
1.2.1 Ship
1.2.7 Domestic waste
Ship means a vessel of any type whatsoever operating in the
marine environment and includes hydrofoil boats, air-cush- Domestic waste means all types of food wastes, sewage and
ioned vehicles, submersibles, floating craft and fixed or wastes generated in the living spaces on board the ship for
floating platforms. the purpose of this specification.

Pt E, Ch 9, App 3
1.2.8 Cargo-associated waste Short lengths of steel, or annealed copper nickel, nickel
Cargo-associated waste means all materials which have copper, or copper pipe and tubing may be used at the burn-
become wastes as a result of use on board a ship for cargo ers. The use of nonmetallic materials for fuel lines is prohib-
stowage and handling. Cargo-associated waste includes but ited. Valves and fittings may be threaded in sizes up to and
is not limited to dunnage, shoring pallets, lining and pack- including 60 mm O.D. (outside diameter), but threaded
ing materials, plywood, paper, cardboard, wire, and steel unions are not to be used on pressure lines in sizes 33 mm
strapping. O.D. (outside diameter) and over.
1.2.9 Maintenance waste 2.1.3 Rotating parts protection

Maintenance waste means materials collected by the All rotating or moving mechanical and exposed electrical
engine department and the deck department while main- parts should be protected against accidental contact.
taining and operating the vessel, such as soot, machinery
deposits, scraped paint, deck sweeping, wiping wastes, oily 2.1.4 Incinerator walls protection
rags, etc. Incinerator walls are to be protected with insulated fire
bricks/refractory and a cooling system. Outside surface tem-
1.2.10 Operational waste perature of the incinerator casing being touched during nor-
Operational wastes means all cargo-associated wastes and mal operations should not exceed 20°C above ambient
maintenance waste (including ash and clinkers), and cargo temperature.
residues defined as garbage in [1.2.13].
2.1.5 Refractory design and material
1.2.11 Sludge Refractory should be resistant to thermal shocks and resist-
Sludge oil means sludge from fuel and lubricating oil sepa- ant to normal ship's vibration. The refractory design temper-
rators, waste lubricating oil from main and auxiliary ature should be equal to the combustion chamber design
machinery, waste oil from bilge water separators, drip trays, temperature plus 20% (see [4.1]).
etc.
2.1.6 Corrosion minimization
1.2.12 Oil rags Incinerating systems should be designed such that corrosion
Oily rags are rags which have been saturated with oil as will be minimized on the inside of the systems.
controlled in Annex I to MARPOL 73/78. Contaminated
rags are rags which have been saturated with a substance 2.1.7 Incinerators equipped to incinerate liquid
defined as a harmful substance in the other Annexes to waste
MARPOL 73/78. In systems equipped for incinerating liquid wastes, safe
ignition and maintenance of combustion are to be ensured,
1.2.13 Cargo residues e.g., by a supplementary burner using gas oil/diesel oil or
Cargo residues for the purposes of this standard are defined equivalent.
as the remnants of any cargo material on board that cannot
be placed in proper cargo holds (loading excess and spill- 2.1.8 Combustion chamber design
age) or which remains in cargo holds and elsewhere after The combustion chamber(s) should be designed for easy
unloading procedures are completed (unloading residual maintenance of all internal parts including the refractory
and spillage). However, cargo residues are expected to be and insulation.
in small quantities.
2.1.9 Means to assure negative pressure in the
1.2.14 Fishing gear furnace
Fishing gear is defined as any physical device or part thereof The combustion process should take place under negative
or combination of items that may be placed on or in the water pressure which means that the pressure in the furnace under
with the intended purpose of capturing, or controlling for sub- all circumstances should be lower than the ambient pres-
sequent capture, living marine or freshwater organisms. sure in the room where the incinerator is installed. A flue
gas fan may be fitted to secure negative pressure.
2 Design 2.1.10 Incinerator furnace charging
The incinerating furnace may be charged with solid waste
2.1 Materials and manufacture either by hand or automatically. In every case, fire dangers
should be avoided and charging should be possible without
2.1.1 Materials danger to the operating personnel. For instance, where
The materials used in the individual parts of the incinerator charging is carried out by hand, a charging lock may be
are to be suitable for the intended application with respect provided which ensures that the charging space is isolated
to heat resistance, mechanical properties, oxidation, corro- from the fire box as long as the filling hatch is open. Where
sion, etc., as in other auxiliary marine equipment. charging is not effected through a charging lock, an inter-
lock should be installed to prevent the charging door from
2.1.2 Piping opening while the incinerator is in operation with burning
Piping for fuel and sludge oil should be seamless steel of of garbage in progress or while the furnace temperature is
adequate strength and to the satisfaction of the Society. above 220°C.

Pt E, Ch 9, App 3
2.1.11 Incinerators equipped with feeding sluice b) Overcurrent protection

Incinerators equipped with a feeding sluice or system 1) Conductors for interconnecting wiring that is smaller
should ensure that the material charged will move to the than the supply conductors should be provided with
combustion chamber. Such system should be designed such overcurrent protection based on the size of the
that both operator and environment are protected from haz- smallest interconnecting conductors external to any
ardous exposure. control box, in accordance with the requirements of
international standards acceptable to the IMO.
2.1.12 Interlocks
2) Overcurrent protection for interconnecting wiring
Interlocks should be installed to prevent ash removal doors should be located at the point where the smaller
from opening while burning is in progress or while the fur- conductors connect to the larger conductors. How-
nace temperature is above 220°C. ever, overall overcurrent protection is acceptable if it
is sized on the basis of the smallest conductors of
2.1.13 Observation ports the interconnecting wiring, or in accordance with
The incinerator should be provided with a safe observation the requirements of international standards accepta-
port of the combustion chamber in order to provide visual ble to the IMO.
control of the burning process and waste accumulation in 3) Overcurrent protection devices should be accessible
the combustion chamber. Neither heat, flame, nor particles and their function should be identified.
should be able to pass through the observation port. An
example of a safe observation port is high-temperature glass c) Motors
with a metal closure. 1) All electric motors should have enclosures corre-
sponding to the environment where they are
2.1.14 Electrical requirements located, at least IP 44, in accordance with the
a) Electrical installation requirements should apply to all requirements of international standards acceptable
electrical equipment, including controls, safety devices, to the IMO.
cables, and to burners and incinerators. 2) Motors should be provided with a corrosion-resist-
ant nameplate specifying information in accordance
1) A disconnecting means capable of being locked in
with the requirements of international standards
the open position should be installed at an accessi-
acceptable to the IMO.
ble location at the incinerator so that the incinerator
can be disconnected from all sources of potential. 3) Motors should be provided with running protection
This disconnecting means should be an integral part by means of integral thermal protection, by overcur-
of the incinerator or adjacent to it (see [2.3.1]). rent devices, or a combination of both in accord-
ance with manufacturer’s instruction that should
2) All uninsulated live metal parts should be guarded
meet the requirements of international standards
to avoid accidental contact.
acceptable to the IMO.
3) The electrical equipment should be so arranged that
4) Motors should be rated for continuous duty and
failure of this equipment will cause the fuel supply
should be designed for an ambient temperature of
to be shut off.
45°C or higher.
4) All electrical contacts of every safety device 5) All motors should be provided with terminal leads
installed in the control circuit should be electrically or terminal screws in terminal boxes integral with,
connected in series. However, special consideration or secured to, the motor frames.
should be given to arrangements when certain
devices are wired in parallel. d) Ignition system
5) All electrical components and devices should have a 1) When automatic electric ignition is provided, it
voltage rating commensurate with the supply volt- should be accomplished by means of either a high-
age of the control system. voltage electric spark, a high-energy electric spark,
or a glow coil.
6) All electrical devices and electric equipment
exposed to the weather should meet the require- 2) Ignition transformers should have an enclosure cor-
ments of international standards acceptable to the responding to the environment where they are
IMO. located, at least IP 44, in accordance with the
requirements of international standards acceptable
7) All electrical and mechanical control devices should to the IMO.
be of a type tested and accepted by a nationally rec-
3) Ignition cable should meet the requirements of inter-
ognized testing agency, according to international
national standards acceptable to the IMO.
standards.
e) Wiring
8) The design of the control circuits should be such that
limit and primary safety controls should directly 1) All wiring for incinerators should be rated and
open a circuit that functions to interrupt the supply selected in accordance with the requirements of
of fuel to combustion units. international standards acceptable to the IMO.

Pt E, Ch 9, App 3
f) Bonding and grounding 2.2.3 Operating pressure

1) Means should be provided for grounding the major Incinerating systems are to be operated with underpressure
metallic frame or assembly of the incinerators. (negative pressure) in the combustion chamber such that no
gases or smoke can leak out to the surrounding areas.
2) Non-current carrying enclosures, frames and similar
parts of all electrical components and devices 2.2.4 Warning plates
should be bonded to the main frame or assembly of
the incinerator. Electrical components that are The incinerator should have warning plates attached in a
bonded by their installation do not require a sepa- prominent location on the unit, warning against unauthor-
rate bonding conductor. ized opening of doors to combustion chamber(s) during
operation and against overloading of the incinerator with
3) When an insulated conductor is used to bond elec- garbage.
trical components and devices, it should show a
continuous green colour, with or without a yellow 2.2.5 Instruction plate
stripe.
The incinerator should have instruction plate(s), attached in
a prominent location on the unit, that clearly addresses the
2.2 Operating requirements following:
2.2.1 Design operating conditions a) Cleaning ashes and slag from the combustion cham-
ber(s) and cleaning of combustion air openings before
The incinerator system should be designed and constructed
starting the incinerator (where applicable).
for operation with the conditions indicated in Tab 1 and Tab
2. b) Operating procedures and instructions. These should
include proper start-up procedures, normal shut-down
For Batch Loaded Incinerators, there are no preheating
procedures, emergency shut-down procedures, and pro-
requirements. However, the incinerator should be so
cedures for loading garbage (where applicable).
designed that the temperature in the actual combustion
space should reach 600°C within 5 minutes after start.
2.2.6 Dioxin building up prevention
Table 1 : To avoid building up of dioxins, the flue gas should be

shock-cooled to a maximum of 350°C within 2,5 metres
Item Temperature from the combustion chamber flue gas outlet.
Maximum combustion chamber flue gas 1200°C

outlet temperature 2.3 Operating controls
Minimum combustion chamber flue gas out- 850°C 2.3.1 Disconnecting switch
let temperature
The entire unit should be capable of being disconnected
Preheat temperature of combustion chamber 650°C from all sources of electricity by means of one disconnect
switch located near the incinerator (see [2.1.14], item a) 1).
Table 2 : 2.3.2 Emergency stop
There should be an emergency stop switch located outside
Operation Mode the compartment which stops all power to the equipment.
Prepurge, before ignition at least 4 air changes in the The emergency stop switch should also be able to stop all
chamber(s) and stack, but not power to the fuel pumps. If the incinerator is equipped with
less than 15 seconds a flue gas fan, the fan should be capable of being restarted
independently of the other equipment on the incinerator.
Time between restarts at least 4 air changes in the
chamber(s) and stack, but not 2.3.3 Control equipment design
less than 15 seconds
The control equipment should be so designed that any fail-
Postpurge, after shut-off not less than 15 seconds after ure of the following equipment will prevent continued
fuel oil the closing of the fuel oil valve operations and cause the fuel supply to be cut off.
Incinerator discharge minimum 6% O2 (measured in
a) Safety thermostat/draft failure
gases dry flue gas)
1) A flue gas temperature controller, with a sensor
placed in the flue gas duct, should be provided that
2.2.2 Shielding of combustion chamber surfaces will shut down the burner if the flue gas temperature
exceeds the temperature set by the manufacturer for
Outside surface of combustion chamber(s) should be
the specific design.
shielded from contact such that people in normal work situ-
ations will not be exposed to extreme heat (20°C above 2) A combustion temperature controller, with a sensor
ambient temperature) or direct contact of surface tempera- placed in the combustion chamber, should be pro-
tures exceeding 60°C. Examples for alternatives to accom- vided that will shut down the burner if the combus-
plish this are a double jacket with an air flow in between or tion chamber temperature exceeds the maximum
an expanded metal jacket. temperature.

Pt E, Ch 9, App 3
3) A negative pressure switch should be provided to b) The visible indicators should be so designed that, where
monitor the draft and the negative pressure in the failure is a safety related shutdown, manual reset is
combustion chamber. The purpose of this negative required.
pressure switch is to ensure that there is sufficient
draft/negative pressure in the incinerator during 2.3.6 Cooling after shutdown
operations. The circuit to the program relay for the
After shutdown of the oil burner, provision should be made
burner will be opened and an alarm activated before
for the fire box to cool sufficiently (as an example of how
the negative pressure rises to atmospheric pressure.
this may be accomplished, the exhaust fan or ejector could
b) Flame failure/fuel oil pressure be designed to continue to operate; this would not apply in
1) The incinerator should have a flame safeguard con- the case of an emergency manual trip).
trol consisting of a flame sensing element and asso-
ciated equipment for shut down of the unit in the 2.4 Other requirements
event of ignition failure and flame failure during the
firing cycle. The flame safeguard control should be 2.4.1 Documentation
so designed that the failure of any component will
cause a safety shut down. A complete instruction and maintenance manual with
drawings, electric diagrams, spare parts list, etc., should be
2) The flame safeguard control should be capable of
furnished with each incinerator.
closing the fuel valves in no more than 4 seconds
after a flame failure.
2.4.2 Installation
3) The flame safeguard control should provide a trial-
All devices and components should, as fitted in the ship, be
for-ignition period of no more than 10 seconds dur-
designed to operate when the ship is upright and when
ing which fuel may be supplied to establish flame. If
inclined at any angle of list up to and including 15° either
flame is not established within 10 seconds, the fuel
way under static conditions and 22,5° under dynamic con-
supply to the burners should be immediately shut off
ditions (rolling) either way and simultaneously inclined
automatically.
dynamically (pitching) 7,5° by bow or stern.
4) Whenever the flame safeguard control has operated
because of failure of ignition, flame failure, or failure 2.4.3 Incinerator
of any component, only one automatic restart may
be provided. If this is not successful, then manual a) Incinerators are to be fitted with an energy source with
reset of the flame safeguard control should be sufficient energy to ensure a safe ignition and complete
required for restart. combustion. The combustion is to take place at suffi-
cient negative pressure in the combustion chamber(s) to
5) Flame safeguard controls of the thermostatic type, ensure no gases or smoke leaking out to the surrounding
such as stack switches and pyrostats operated by areas (see [2.3.3], item a) 3).
means of an open bimetallic helix, are prohibited.
6) If fuel oil pressure drops below that set by the manu- b) A driptray is to be fitted under each burner and under
facturer, a failure and lock out of the program relay any pumps, strainers, etc., that require occasional
should result. This also applies to a sludge oil burner examination.
(applies where pressure is important for the combus-
tion process or a pump is not an integral part of the 3 Tests and certification
burner.)
c) Loss of power
3.1 Tests
1) If there is a loss of power to the incinerator con-
trol/alarm panel (not remote alarm panel), the sys- 3.1.1 Prototype tests
tem should shut down.
An operating test for the prototype of each design should be
2.3.4 Fuel control solenoid valves conducted, with a test report completed indicating results of
Two fuel control solenoid valves should be provided in all tests. The tests should be conducted to ensure that all the
series in the fuel supply line to each burner. On multiple control components have been properly installed and that
burner units, a valve on the main fuel supply line and a all parts of the incinerator, including controls and safety
valve at each burner will satisfy this requirement. The valves devices, are in satisfactory operating condition. Tests should
should be connected electrically in parallel so that both include those described in [3.1.3].
operate simultaneously.
3.1.2 Factory tests
2.3.5 Alarms For each unit, if preassembled, an operating test should be
a) An outlet for an audible alarm should be provided for conducted to ensure that all the control components have
connection to a local alarm system or a central alarm been properly installed and that all parts of the incinerator,
system. When a failure occurs, a visible indicator including controls and safety devices, are in satisfactory
should show what caused the failure (the indicator may operating condition. Tests should include those described in
cover more than one fault condition). [3.1.3].

Pt E, Ch 9, App 3
3.1.3 On board tests b) Style, type, model or other manufacturer's designation

An operating test after installation should be conducted to for the incinerator
ensure that all the control components have been properly c) Capacity - to be indicated by net designed heat release
installed and that all parts of the incinerator, including con- of the incinerator in heat units per timed period; for
trols and safety devices, are in satisfactory operating condi- example, British Thermal Units per hour, megajoules
tion. The requirements for prepurge and time between per hour, kilocalories per hour.
restarts referred to in [2.2.1] should be verified at the time
of the installation test.
3.4 Quality assurance
a) Flame safeguard
The operation of the flame safeguard system should be 3.4.1 Incinerators should be designed, manufactured and
verified by causing flame and ignition failures. Opera- tested in a manner that ensures they meet the requirements
tion of the audible alarm (where applicable) and visible of this standard.
indicator should be verified. The shutdown times should
be verified.
4 Emission standard for shipboard
b) Limit controls
Shutdown due to the operation of the limit controls
incinerators with capacity of up to
should be verified. 1500 kW - Minimum information to be
1) Oil pressure limit control provided
The lowering of the fuel oil pressure below the value
required for safe combustion should initiate a safety 4.1 IMO type approval certificate
shutdown.
2) Other interlocks 4.1.1 An IMO type approval certificate should be required
for each shipboard incinerator. In order to obtain such a
Other interlocks provided should be tested for
certificate, the incinerator should be designed and built to
proper operation as specified by the manufacturer of
an IMO approved standard. Each model should go through
the unit.
a specified type approval test operation at the factory or an
c) Combustion controls approved test facility, and under the responsibility of the
The combustion controls should be stable and operate Society.
smoothly. Note 1: The incinerator is to be of a type approved or accepted by
d) Programming controls the Society.
Programming controls should be verified as controlling
4.1.2 Type approval tests should include measuring of the
and cycling the unit in the intended manner. Proper pre-
parameters listed in Tab 3.
purge, ignition, postpurge, and modulation should be
verified. A stopwatch should be used for verifying inter-
4.1.3 Tab 4 indicates the duration of test operations.
vals of time.
e) Fuel supply controls 4.1.4 Fuel test specifications for type approval tests (% by
The satisfactory operation of the two fuel control sole- weight) are indicated in Tab 5 and Tab 6.
noid valves for all conditions of operation and shut-
down should be verified. Table 3 : Parameters to be measured
f) Low voltage test
A low voltage test should be conducted on the incinera- Item Measure
tor unit to satisfactorily demonstrate that the fuel supply
to the burners will be automatically shut off before an Max capacity kW or kcal/h
incinerator malfunction results from the reduced voltage. kg/h of specified waste
kg/h per burner
g) Switches
Pilot fuel consumption kg/h per burner
All switches should be tested to verify proper operation.
O2 average in combustion %
3.2 Certification chamber/zone
CO average in flue gas mg/MJ
3.2.1 Manufacturer's certification that an incinerator has
Soot number average Bacharach or Ringelman
been constructed in accordance with this standard should be
scale
provided (by letter, certificate, or in the instruction manual).
Combustion chamber flue gas °C
3.3 Marking outlet temperature average
Amount of unburned compo- % by weight
3.3.1 Each incinerator should be permanently marked nents in ashes
indicating:
a) Manufacturer's name or trademark

Pt E, Ch 9, App 3
Table 4 : Duration of test operations Flue gas outlet temperature and O2 content should be meas-
ured during the combustion period, and not during the pre-
Operation Time heating or cooling periods. For a batch loaded incinerator, it
is acceptable to carry out the type approval test by means of
For sludge oil burning 6 - 8 hours a single batch.
For solid waste burning 6 - 8 hours A high temperature in the actual combustion chamber/zone
is an absolute requirement in order to obtain a complete
and smoke free incineration, including that of plastic and
Table 5 : other synthetic materials while minimizing dioxine, VOC
(Volatile Organic Compounds), and emissions.
Sludge/waste Specification
Sludge oil 75% sludge oil from heavy fuel oil Table 7 :
consisting of: 5% waste lubricating oil
20% emulsified water Emission Standard
Solid waste (class 2) 50% food waste O2 in combustion chamber 6 − 12%
consisting of: 50% rubbish containing:
CO in flue gas maximum 200 mg/MJ
• approx 30% paper
average
• approx 40% cardboard
• approx 10% rags Soot number maximum Bacharach 3 or Ringelman 1
• approx 20% plastic average (a higher soot number is
The mixture will have up to 50% acceptable only during very
moisture and 7% incombustible solids short periods such as start-
ing up)
Note 1: Reference for Classes of waste: Waste Classification
Unburned components in ash Max 10% by weight
from Incinerator Institute of America (information for type
residues
approval tests only) .
Note 2: Class 2: refuse, consisting of approximately even Combustion chamber flue gas 850 − 1200 °C
mixture of rubbish and garbage by weight. This type of waste outlet temperature range
is common to passenger ships occupancy, consisting of up to
50% moisture, 7% incombustible solids, and has a heating 4.2 Fuel related emission
value of about 10000 kJ/kg as fired.
4.2.1
a) Even with good incineration technology, the emission
Table 6 : from an incinerator will depend on the type of material
being incinerated. If, for instance, a ship has bunkered a
Calorific values fuel with high sulphur content, then sludge oil from sep-
Sludge kJ/kg kcal/kg arators which is burned in the incinerator will lead to
Vegetables and 5700 1360 emission of SOx. But again, the SOx emission from the
putrescibles incinerator would only amount to less than one per cent
of the SOx discharged with the exhaust from main and
Paper 14300 3415 auxiliary engines.
Rag 15500 3700 b) Principal organic constituents (POC) cannot be meas-
Plastics 36000 8600 ured on a continuous basis. Specifically, there are no
instruments with provision for continuous time teleme-
Oil sludge 36000 8600
try that measures POC, HC1, or waste destruction effi-
Sewage sludge 3000 716 ciency, to date. These measurements can only be made
using grab sample approaches where the sample is
returned to a laboratory for analysis. In the case of
Densities
organic constituents (undestroyed wastes), the labora-
Sludge kg/m3 tory work requires considerable time to complete. Thus,
Paper (loose) 50 continuous emission control can only be assured by
secondary measurements.
Refuse (75% wet) 720
c) On board operation/emission control
Dry rubbish 110
For a shipboard incinerator with IMO type approval,
Scrap wood 190 emission control/monitoring should be limited to the
Wood sawdust 220 following:
Note 1: Density of loose general waste generated on board

1) Control/monitor O2 content in combustion chamber
ship will be about 130 kg/m3. (spot checks only; an O2 content analyser is not
required to be kept on board).
4.1.5 Tab 7indicates the required emission standard to be 2) Control/monitor temperature in combustion cham-
verified by type approval test. ber flue gas outlet.

Pt E, Ch 9, App 3
Continuous (auto) control of the incineration process b) Annex A2.2 - Other ships
should ensure that the above mentioned parameters are
For all other ships including passenger ships carrying
both kept within the prescribed limits. This mode of
not more than 36 passengers:
operation will ensure that particulates and ash residue
contain only traces of organic constituents. 1) regulation 9.2.3.3.2.2(6) should apply to incinerator
and combined incinerator/waste spaces, and the
flue uptakes from such spaces; and
4.3 Passenger/cruise ships with incinerator
installations having a total capacity of 2) regulation 9.2.3.3.2.2(9) should apply to waste stor-
more than 1500 kW age spaces and garbage chutes connected thereto.
c) Annex A2.3 - Incinerators and waste stowage spaces
4.3.1
Incinerators and waste stowage spaces located on
a) On board this type of ships, the following conditions weather decks (regulation II-2/3.50) need not meet the
will probably exist: above requirements but should be located:
1) Generation of huge amounts of burnable waste with 1) as far aft on the ship as possible
a high content of plastic and synthetic materials
2) not less than 3 m from entrances, air inlets and
2) Incinerating plant with a high capacity operating openings to accommodations, service spaces and
continuously over long periods control stations
3) This type of ships will often be operating in very sen- 3) not less than 5 m measured horizontally from the
sitive coastal areas. nearest hazardous area, or vent outlet from a haz-
ardous area; and
b) In view of the fuel related emission from a plant with
such a high capacity, installation of a flue gas sea water 4) not less than 2 m should separate the incinerator
scrubber should be considered. This installation can and the waste material storage area, unless physi-
perform an efficient after-cleaning of the flue gases, thus cally separated by a structural fire barrier.
minimizing the content of:
d) Annex A2.4 - Fixed fire extinguishing and fire detection
• HC1 system
• SOx A fixed fire detection and fire-extinguishing system should
be installed in enclosed spaces containing incinerators, in
• Particulate matter.
combined incinerator/waste storage spaces and in any
c) Any restriction on nitrogen oxide (NOx) should only be waste storage space, in accordance with Tab 8.
considered in connection with possible future regula-
e) Annex A2.5 - Incinerator and waste storage spaces on
tions on pollution from the ship's total pollution, i.e.,
weather decks
main and auxiliary machinery, boilers, etc.
Where an incinerator or a waste storage space is located
on weather decks, it is to be accessible with two means
5 Fire protection requirements for of fire extinguishment; either fire hoses, semi-portable
incinerators and waste stowage fire extinguishers, fire monitors or combination of any
spaces two of these extinguishing devices. A fixed fire-extin-
guishing system is acceptable as one means of extin-
guishment.
5.1 SOLAS requirements to be applied
f) Annex A2.6 - Flue uptakes
5.1.1 For the purpose of construction, arrangement and Flue uptake piping/ducting should be led independently
insulation, incinerator spaces and waste stowage spaces to an appropriate terminus via a continuous funnel or
should be treated as category A machinery spaces (SOLAS trunk.
II-2/3.19) and service spaces, (SOLAS II-2/3.12), respec-
tively. To minimize the fire hazards these spaces represent,
Table 8 :
the following SOLAS requirements in chapter II-2 should be
applied:
Automatic Fixed fire- Fixed fire
a) Annex A2.1 - Passenger ships
sprinkler extinguishing detection
For passenger ships carrying more than 36 passengers: system system system
1) regulation 9.2.2.3.2.3(12) should apply to incinera- Combined incin-

tor and combined incinerator/waste storage spaces, erator and waste X
and the flue uptakes from such spaces; and storage space
Incinerator space X X
2) regulation 9.2.2.3.2.3(13) should apply to waste
storage spaces and garbage chutes connected Waste storage
X
thereto. space

Pt E, Ch 9, App 3
6 Incinerators integrated with heat 6.3 Cleaning devices

recovery units 6.3.1 The gas-side of the heat recovery device should have
equipment for proper cleaning. Sufficient access should be
provided for adequate inspection of external heating sur-
6.1 Flue gas system
faces.
6.1.1 The flue gas system, for incinerators where the flue
7 Flue gas temperature
gas is led through a heat recovery device, should be
designed so that the incinerator can continue operation
7.1 General
with the economizer coils dry. This may be accomplished
with bypass dampers, if needed. 7.1.1 When deciding upon the type of incinerator, consid-
eration should be given as to what the flue gas temperature
will be. The flue gas temperature can be a determining fac-
6.2 Alarms tor in the selection of materials for fabricating the stack.
Special high temperature material may be required for use
6.2.1 The incinerator unit should be equipped with a visual in fabricating the stack when the flue gas temperature
and an audible alarm in case of loss of feed-water. exceed 430°C.

Pt E, Ch 9, App 4
APPENDIX 4 GUIDELINES FOR PERFORMANCE TESTS FOR

ADVANCED WASTEWATER TREATMENT
1 Effluent standards for advanced b) Total suspended solids standard:

wastewater treatment plants the geometrical mean of total suspended solids is not to
exceed 10 mg/l
c) 5-day biochemical oxygen demand (BOD5) standard:
1.1 General
the geometrical mean of BOD5 is not to exceed 20 mg/l
1.1.1 When tested for type approval by the Society, an d) Total nitrogen (TN) standard:
Advanced Wastewater Treatment (AWT) plant is to satisfy the geometrical mean of TN is not to exceed 10 mg/l
the following effluent standards:
e) Total phosphorus (TP) standard:
a) Faecal coliform standard: the geometrical mean of TP is not to exceed 1 mg/l.
the geometrical mean of the faecal coliform count of the
samples of the effluent taken during the test period 2 Guidelines for performance tests
should not exceed 14 coliforms/100 ml M.P.N. (most
probable number) as determined by a 5 tube fermenta- 2.1 Testing conditions
tion analysis or an equivalent analytical procedure. In
addition no more than 10% of the number of samples 2.1.1 The testing conditions are to be in accordance with
exceed an M.P.N. of 43 coliforms /100 ml. Ch 9, App 1, [2.2].

Part E
Chapter 10
OTHER ADDITIONAL CLASS NOTATIONS
SECTION 1 STRENGTHENED BOTTOM (STRENGTHBOTTOM)
SECTION 2 GRAB LOADING (GRABLOADING)

SECTION 3 IN-WATER SURVEY ARRANGEMENTS (INWATERSURVEY)
SECTION 4 SINGLE POINT MOORING (SPM)
SECTION 5 CONTAINER LASHING EQUIPMENT (LASHING)

SECTION 6 DYNAMIC POSITIONING (DYNAPOS)
SECTION 7 VAPOUR CONTROL SYSTEM (VCS)
SECTION 8 COFFERDAM VENTILATION (COVENT)

SECTION 9 CENTRALISED CARGO AND BALLAST WATER HANDLING
INSTALLATIONS (CARGOCONTROL)
SECTION 10 SHIP MANOEUVRABILITY (MANOVR)
SECTION 11 COLD WEATHER CONDITIONS (COLD)

Pt E, Ch 10, Sec 1
SECTION 1 STRENGTHENED BOTTOM (STRENGTHBOTTOM)
Symbols
B : Moulded breath, in m, defined in Pt B, Ch 1, The general configuration of the ship and the conditions of
Sec 2, [3.4] grounding during loading and unloading operations having
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, an effect on the hull girder loads are to be specified. The
[3.1] longitudinal distribution of bending moment is to be calcu-
lated, and the hull girder normal stresses, σg, for elements
hDB : Height, in m, of double bottom
contributing to the hull girder longitudinal strength in
PS, PW : Still water and wave pressures as defined in Pt
stranded condition are to be calculated.
B, Ch 5, Sec 5 for upright ship conditions (load
case “a”) with positive h1
1.2 General bottom arrangement
These loads are to be considered as acting alone
without any counteraction from ship internal 1.2.1 As a general rule, a double bottom extending from
pressure the collision bulkhead to the after peak bulkhead is to be
Ry : Minimum yield stress, in N/mm2, of the mate- provided.
rial, to be taken equal to 235/k N/mm2 (the The minimum height hDB, in m, of the double bottom is to
material factor k is defined in Pt B, Ch 4, Sec 1, be obtained from the following formula:
[2.3])
hDB = B/20
γm : Partial safety factor for material to be taken
When the effective double bottom height is lesser than hDB
equal to: γm = 1,02
or when the double bottom does not extend from the colli-
γS2 : Partial safety factor for still water pressure to be sion bulkhead to the after peak bulkhead, refer to [1.2.2].
taken equal to: γS2 = 1,00
γW2 : Partial safety factor for wave pressure to be 1.2.2 When no double bottom as required in [1.2.1] is pro-
taken equal to: γW2 = 1,20 vided, bottom damage stability calculations are to be pro-
vided based on the following damage extent:
σg : Hull girder normal stresses in stranded condi-
tion defined in [1.1.3]. For 0,3L from the forward perpendicular of the ship:
For ships less than 90 m, σg is to be taken equal • longitudinal extent: (1/3)L2/3 or 14,5 metres,
to: σg=0. whichever is the lesser
• transverse extent: B/6 or 10 metres, whichever is
the lesser
1 General
• vertical extent: B/20 or 2 metres, whichever is
the lesser.
1.1 Application
For any other part of the ship:
1.1.1 The additional class notation STRENGTHBOTTOM is • longitudinal extent: (1/3)L2/3 or 14,5 metres,
assigned, in accordance with Pt A, Ch 1, Sec 2, [6.12.1], to whichever is the lesser
ships built with specially strengthened bottom structures so • transverse extent: B/6 or 5 metres, whichever is
as to be able to be loaded and/or unloaded when properly the lesser
stranded and complying with the requirements of this Sec-
• vertical extent: B/20 or 2 metres, whichever is
tion.
the lesser.
RINA Section A, Ch 2
1.1.2 The assignment of additional class notation The following criteria are to be complied with for the sub-
STRENGTHBOTTOM assumes that the ship will only be mitted loading conditions of Pt B, Ch 3, App 2:
grounded on plane, soft and homogeneous sea beds with
• the angle of heel due to unsymetrical flooding should
no rocks or hard points and in areas where the sea is calm
not exceed 25° for cargo ship and 7° for passenger ship
such as harbours or sheltered bays.
• the stability is to be investigated and may be regarded as
1.1.3 As a general rule, the requirements of this Section are sufficient if the righting lever curve has at least a range
applicable to ship having a length less than or equal to of 16° beyond the position of equilibrium in association
90 m. with a minimum residual righting lever of at least 0,12
Ships greater than 90 m in length may be considered by the metres within the 16° range.
Society on a case-by-case basis, taking into account the Note 1: Ships already complying with standards requesting damage
specific hull girder loads induced by loading and unloading stability calculations based on other damage extent are to be con-
when stranded. sidered by the Society on a case-by-case basis.

Pt E, Ch 10, Sec 1
2 Primary supporting members γ S 2 p S + γW2 p W

w = γ R γ m β b ------------------------------------------
- s l 2 10 3
arrangement 12 ( 0, 65 Ry – σ g )
γ S 2 p S + γW2 p W
A S h = 10γ R γ m β s ---------------------------------- sl
0, 36R y
2.1 Ships with a longitudinally framed bottom
where:
2.1.1 Solid floors and side girders are to be fitted with a l : Span, in m, of ordinary stiffeners
maximum spacing between floors and girders not greater s : Spacing, in m, of ordinary stiffeners
than 0,9L0,25.
γR : Partial safety factor for resistance, to be
The number and size of holes on floors and girders are to be taken equal to 1,25
kept as small as possible, and are to be such as to allow
βb,βs : Coefficients defined in Tab 1.
complete inspection of double bottom structures.
2.2 Ships with a transversely framed bottom

Table 1 : Coefficients βb and βs
2.2.1 Floors are to be fitted at every frame.
Side girders are to be fitted on each side of the ship with a Brackets at ends βb βs
maximum spacing not greater than 0,9L0,25. 0 1 1
The number and size of holes on floors and girders are to be 1 0,90 0,95
kept as small as possible, and are to be such as to allow
2 0,81 0,90
complete inspection of double bottom structures.
Note 1: The length of the brackets is to be not less than 0,1l.
3 Bottom scantlings
3.1 Plating 3.3.1 The net section modulus w, in cm3, and the net shear
section area ASh, in cm 2, of longitudinal or transverse bot-
3.1.1 Plating tom primary supporting members are to be not less than the
The net thickness of the bottom and bilge platings obtained greater of the following values:
from Pt B, Ch 7, Sec 1 or Pt B, Ch 8, Sec 3, as applicable, • the values obtained from Pt B, Ch 8, Sec 5 or from Pt B,
are to be increased by 20% and in no case are to be less Ch 7, Sec 3 as applicable
than 8 mm.
• the values obtained by the following formula:
The values of the corrosion addition are to be defined
according to Pt B, Ch 4, Sec 2, [3]. w = γ R γ m β b ------------------------------------------
- s l 2 10 3
12 ( 0, 65 Ry – σ g )
3.2 Ordinary stiffeners A S h = 10γ R γ m β s ---------------------------------- sl
0, 36R y
3.2.1 The net section modulus w, in cm3, and the net shear where:
section area ASh, in cm2, of longitudinal or transverse bot- l : Span, in m, of primary supporting member,
tom ordinary stiffeners are to be not less than the greater of s : Spacing, in m, of primary supporting mem-
the following values: ber
• the values obtained from Pt B, Ch 8, Sec 4 or from Pt B, γR : Partial safety factor for resistance, to be
Ch 7, Sec 2 as applicable taken equal to 1,4
• the values obtained by the following formula: βb,βs : Coefficients defined in Tab 1.

Pt E, Ch 10, Sec 2
SECTION 2 GRAB LOADING (GRABLOADING)
1 General RINA
• inner
10.5.4,
bottom
10.5.5.
plating,
11.1.3.2
where no continuous wooden
ceiling is fitted
• hopper tank sloped plate and transverse stools, if any,
1.1 Application up to 1,5 m from the inner bottom
• bulkhead plating, if no stool is fitted, up to 1,5 m from
1.1.1 The additional class notation GRABLOADING is
the inner bottom,
assigned, in accordance with Pt A, Ch 1, Sec 2, [6.12.2], to
ships with holds specially reinforced for loading/unloading obtained from the formulae in Pt B, Ch 7, Sec 1 or Pt B, Ch
cargoes by means of buckets or grabs and complying with 8, Sec 3, as applicable, are to be increased by 5 mm.
the requirements of this Section. The increase of 5 mm of the net thickness of the inner bot-
RINA Part A, Ch 2 tom plating, where no continuous wooden ceiling is fitted,
includes the 2 mm required in Pt B, Ch 7, Sec 1, [2.4.1] or
2 Scantlings Pt B, Ch 8, Sec 3, [2.4.1], as applicable.
Above 1,5 m from the inner bottom, the net thicknesses of
2.1 Inner bottom plating the above plating may be tapered to those obtained from
the formulae in Pt B, Ch 7, Sec 1 or Pt B, Ch 8, Sec 3, as
2.1.1 The net thicknesses of: applicable. The tapering is to be gradual.

Pt E, Ch 10, Sec 3
SECTION 3 IN-WATER SURVEY ARRANGEMENTS

(INWATERSURVEY)
1 General 1.2.2 Photographs

As far as practicable, photographic documentation of the
following hull parts, used as a reference during the in-water
1.1 Application
surveys, is to be submitted to the Society:
1.1.1 The additional class notation INWATERSURVEY is • the propeller boss
assigned in accordance with Pt A, Ch 1, Sec 2, [6.12.4]. • rudder pintles, where slack is measured
• typical connections to the sea
1.2 Documentation to be submitted • directional propellers, if any
• other details, as deemed necessary by the Society on a
1.2.1 Plans
case-by-case basis.
Detailed plans of the hull and hull attachments below the
waterline are to be submitted to the Society in triplicate for 1.2.3 Documentation to be kept on board
approval. These plans are to indicate the location and/or the The Owner is to keep on board the ship the plans and doc-
general arrangement of: uments listed in [1.2.1] and [1.2.2], and they are to be
• all shell openings made available to the Surveyor and the divers when an in-
water survey is carried out.
• the stem
• rudder and fittings
2 Structure design principles
• the sternpost
• the propeller, including the means used for identifying 2.1
each blade
• anodes, including securing arrangements 2.1.1 Marking
• bilge keels Identification marks and systems are to be supplied to facil-
itate the in-water survey. In particular, the positions of trans-
• welded seams and butts. verse watertight bulkheads are to be marked on the hull.
The plans are also to include the necessary instructions to
2.1.2 Rudder arrangements
facilitate the divers’ work, especially for taking clearance
Rudder arrangements are to be such that rudder pintle
measurements.
clearances and fastening arrangements can be checked.
Moreover, a specific detailed plan showing the systems to
be adopted when the ship is floating in order to assess the 2.1.3 Tailshaft arrangements
slack between pintles and gudgeons is to be submitted to Tailshaft arrangements are to be such that clearances (or
the Society in triplicate for approval. wear down by poker gauge) can be checked.

Pt E, Ch 10, Sec 4
SECTION 4 SINGLE POINT MOORING (SPM)
1 General 2.2 Documentation for information
2.2.1 The following documentation is to be submitted to

1.1 Application the Society for information (see Pt B, Ch 1, Sec 3):
1.1.1 The additional class notation SPM is assigned in • specifications of winches or capstans giving the contin-
accordance with Pt A, Ch 1, Sec 2, [6.12.5] to ships fitted uous duty pull and brake holding force
forward with equipment for mooring at single point moor- • DWT, in t, of the ship at summer load line defined in Pt
ing or single buoy mooring terminals, using standardised B, Ch 1, Sec 2, [3.9.1].
equipment complying with the recommendations of the Oil
Companies International Marine Forum (OCIMF), according
to the requirements of this Section.
3 General arrangement
1.1.2 These requirements comply with and supplement the 3.1 General provision
Recommendations for Equipment Employed in the Mooring
of Ships at Single Point Moorings of the OCIMF (3rd edition 3.1.1 For mooring at SPM terminals ships are to be pro-
- 1993). vided forward with equipment to allow for heaving on
Note 1: Subject to the Owner's agreement, applications for certifi- board a standardised chafing chain of 76 mm in diameter
cation in compliance with the following previous editions of the by means of a pick-up rope and to allow the chafing chain
OCIMF recommendations are examined by the Society on a case- to be secured to a strongpoint.
by-case basis:
• 1st edition (1978): Standards for Equipment Employed in the 3.1.2 The strongpoint is to be a chain cable stopper.
Mooring of Ships at Single Point Moorings
• 2nd edition (1988): Recommendations for Equipment 3.2 Typical layout
Employed in the Mooring of Ships at Single Point Moorings.
Note 2: The edition considered is specified in the certificate relat-
3.2.1 Fig 1 shows the forecastle schematic layout of the
ing to the SPM notation. ship which may be used as reference.
1.1.3 Some components of the equipment used for moor- 3.3 Equipment
ing at single point moorings may be common with the bow
emergency towing arrangements specified in Pt B, Ch 10, 3.3.1 The components of the ship’s equipment required for
Sec 4, [4], provided that the requirements of this Section mooring at single point moorings are the following:
and of Pt B, Ch 10, Sec 4, [4] are complied with. • bow chain stopper, according to [5.1]
1.1.4 The relevant requirements of this Section may also be • bow fairlead, according to [5.2]
applied to ships fitted aftward with equipment for mooring • pedestal roller fairlead, according to [5.3]
at single point mooring or single buoy mooring terminals. In
• winch or capstan, according to [5.4].
such a case, the aditional class notation SPM is assigned by
the Society on a case by case basis.
4 Number and safe working load of
2 Documentation chain stoppers
2.1 Documentation for approval 4.1 General
2.1.1 In addition to the documents in Pt B, Ch 1, Sec 3, the 4.1.1 The number of chain stoppers and their safe working
following are to be submitted to the Society for approval: load (SWL), in kN, depending on the DWT of the ship, are
defined in Tab 1.
• general layout of the forecastle arrangements and asso-
ciated equipment 4.1.2 Although the required safe working load (SWL) is
• constructional drawing of the bow chain stoppers, bow generally agreed by the SPM terminal operators, Owners
fairleads and pedestal roller fairleads, together with and shipyards are advised that increased safe working load
material specifications and relevant calculations may be requested by terminal operators to take account of
• drawings of the local ship structures supporting the local environmental conditions.
loads applied to chain stoppers, fairleads, roller pedes- In such case the Society is to be duly informed of the spe-
tals and winches or capstans. cial safe working load to be considered.

Pt E, Ch 10, Sec 4
Figure 1 : Forecastle schematic layout
DWT < 150000 t DWT > 150000 t
600x450 fairlead
Tow capstan
on centreline Two 600x450

Not less than 4,5 m Chafing bow fairleads
ards
or
Not less than 4,5 m Chafing chain

winc
chain
Pick-up rope
h
Between
2&3m
Pedestal Bow
roller stoppers
fairleads
Pedestal Between Mooring

Bow stopper
roller fairlead 2,7 & 3,7 m hawser
Pick-up rope Between Mooring
hawser
2,7 & 3,7 m
5.1.4 The stopping device (chain engaging pawl or bar) of

Table 1 : Number and SWL of chain stoppers the chain stopper is to be arranged, when in the closed
position, to prevent it from gradually working to the open
Chain stoppers
position, which would release the chafing chain and allow
it to pay out.
Deadweight, in t Safe working
Number Stopping devices are to be easy and safe to operate and, in
load (SWL), in kN
the open position, are to be properly secured.
DWT ≤ 150000 1 2000
150000 < DWT ≤ 350000 2 2000 5.1.5 Chain stoppers are to be located between 2,7 m and
DWT > 350000 2 2500 3,7 m inboard from the bow fairleads (see Fig 2).
When positioning, due consideration is to be given to the

5 Mooring components correct alignment of the stopper relative to the direct lead
between bow fairlead and pedestal roller fairlead.
5.1 Bow chain stopper 5.1.6 Stopper support structures are to be trimmed to com-
pensate for any camber and/or sheer of the deck. The lead-
5.1.1 The ship is to be equipped with bow chain cable ing edge of the stopper base plate is to be faired to allow for
stoppers complying with the requirements in Tab 1 and the unimpeded entry of the chafing chain into the stopper.
designed to accept standard chafing chain of 76 mm in
diameter. 5.1.7 Where the chain stopper is bolted to a seating
Note 1: The chafing chains are made of: welded to the deck, the bolts are to be relieved from shear
force by efficient thrust chocks capable of withstanding a
• grade Q3 steel for ships of less than 350000 t DWT horizontal force equal to 1,3 times the required working
• grade Q4 steel for ships of equal to or greater than 350000 t strength and, in such condition, meeting the strength crite-
DWT. ria specified in [7].
However, chafing chains are supplied by the SPM terminal opera- The steel quality of bolts is to be not less than grade 8.8 as
tors and are not required to be part of the ship’s equipment. defined by ISO standard No. 898/1 (Grade 10.9 is recom-
mended).
5.1.2 The stoppers are to be capable of securing the 76 mm
common stud links of the chain cable when the stopping Bolts are to be pre-stressed in compliance with appropriate
device (chain engaging pawl or bar) is in the closed position standards and their tightening is to be suitably checked.
and freely passing the chain cable and its associated fittings
when the stopping device is in the open position. 5.1.8 The chain stopper is to be made of fabricated steel
(see NR216 Materials and Welding, Ch 2, Sec 1) or other
5.1.3 Chain stoppers may be of the hinged bar or pawl ductile material such as steel forging or steel casting com-
(tongue) type or of other equivalent design. plying with the requirements of NR216 Materials and Weld-
ing, Ch 2, Sec 3 and NR216 Materials and Welding, Ch 2,
Typical arrangements of chain stoppers are shown in Fig 2. Sec 4, respectively.

Pt E, Ch 10, Sec 4
Figure 2 : Typical bow chain stoppers
Pawl type chain stopper

Stopping device
(tongue)
Securing pin
in open position
Securing pin 76 mm chafing chain
in closed position
Sliding track
165 mm approx.
Towards
Bow fairlead
Thrust chock
Horizontal part of
sliding track ³ 1000 mm
Bar hinged type chain stopper

Stopping device
(hinged bar)
76 mm chafing chain
Sliding track
265 mm approx.
165 mm approx.
Towards
Bow fairlead
Horizontal part of
sliding track ³ 1000 mm
5.1.9 Use of spheroidal graphite (SG) iron casting (see 5.2.3 Fairleads are normally of a closed type (such as Pan-
NR216 Materials and Welding, Ch 2, Sec 5) may be ama chocks) and are to have an opening large enough to
accepted for the main framing of the chain stopper provided pass the largest portion of the chafing gear, pick-up rope
that: and associated fittings.
• the part concerned is not intended to be a component
For this purpose, the inner dimensions of the bow fairlead
part of a welded assembly
opening are to be at least 600 mm in width and 450 mm in
• the SG iron casting is of ferritic structure with an elonga-
height.
tion not less than 12%
• the yield stress at 0,2% is measured and certified
5.2.4 Fairleads are to be oval or round in shape.
• the internal structure of the component is inspected by
means of non-destructive examinations. The lips of the fairleads are to be suitably faired in order to
prevent the chafing chain from fouling on the lower lip
5.1.10 The material used for the stopping device (pawl or when heaving inboard.
hinged bar) of chain stoppers is to have mechanical proper-
ties similar to grade Q3 chain cable defined in NR216 The bending ratio (bearing surface diameter of the fairlead
Materials and Welding, Ch 4, Sec 1. to chafing chain diameter) is to be not less than 7 to 1.
5.2 Bow fairleads 5.2.5 The fairleads are to be located as close as possible to
the deck and, in any case, in such a position that the chaf-
5.2.1 One bow fairlead is to be fitted for each bow chain
ing chain is approximately parallel to the deck when it is
stopper (see Fig 1).
under strain between the chain stopper and the fairlead.
5.2.2 For ships of more than 150000 t DWT, where two
bow fairleads are required, the fairleads are to be spaced 5.2.6 Fairleads are to be made of fabricated steel plates (see
2,0 m centre to centre apart, if practicable, and in no case NR216 Materials and Welding, Ch 2, Sec 1) or other ductile
more than 3,0 m apart. material such as weldable steel forging or steel casting com-
For ships of 150000 t DWT or less, for which only one bow plying with the requirements of NR216 Materials and Weld-
fairlead is required (see Tab 1), it is generally to be fitted on ing, Ch 2, Sec 3 and NR216 Materials and Welding, Ch 2,
the centreline. Sec 4, respectively.

Pt E, Ch 10, Sec 4
5.3 Pedestal roller fairleads 6.1.2 Deck structures in way of bow chain stoppers,
including deck seatings and deck connections, are to be
5.3.1 Pedestal roller fairleads are to be positioned to enable suitably reinforced to resist a horizontal load equal to 1,3
a direct pull to be achieved on the continuation of the direct times the required working strength and, in such condition,
lead line between the bow fairlead and bow chain stopper to meet the strength criteria specified in [7].
(see Fig 1).
As guidance, the local deck thickness is to be at least equal
They are to be fitted not less than 4,5 m behind the bow to:
chain stopper.
• 15 mm for working strength 2 000 kN
5.3.2 The pedestal roller fairleads are to be capable of • 18 mm for working strength 2 500 kN.
withstanding a horizontal force equal to the greater of the
values: For deck bolted chain stoppers, reinforcements are to com-
• 225 kN ply with [5.1.7].
• the resultant force due to an assumed pull of 225 kN in
6.1.3 The deck structures in way of the pedestal roller fair-
the pick-up rope.
leads and in way of winches or capstans as well as the deck
Stresses generated by this horizontal force are to comply connections are to be reinforced to withstand, respectively,
with the strength criteria indicated in [7]. the horizontal force defined in [5.3.2] or the braking pull
defined in [5.4.1] and to meet the strength criteria specified
5.3.3 It is recommended that the fairlead roller should have in [7].
a diameter not less than 7 times the diameter of the pick-up
rope. Where the diameter of the pick-up rope is unknown it 6.1.4 Main welds of the bow chain stoppers with the hull
is recommended that the roller diameter should be at least structure are to be 100% inspected by means of non-
400 mm. destructive examinations.
5.4 Winches or capstans 7 Strength criteria

5.4.1 Winches or capstans used to handle the mooring gear
are to be capable of heaving inboard a load of at least15 t. 7.1 General
For this purpose winches or capstans are to be capable of
exerting a continuous duty pull of not less than 150 kN and 7.1.1 The equivalent stress σVM induced by the loads in the
withstanding a braking pull of not less than 225 kN. equipment components (see [3.3]) is to be in compliance
with the following formula:
5.4.2 If a winch storage drum is used to stow the pick-up
σVM ≤ σa
rope, it is to be of sufficient size to accommodate 150 m of
rope of 80 mm diameter. where:
σa : Permissible stress, to be taken, in N/mm2, as the
6 Supporting hull structures lower of 0,67 ReH and 0,4 Rm
ReH : Minimum yield stress, in N/mm 2, of the compo-
6.1 General nent material
6.1.1 The bulwark plating and stays are to be suitably rein- Rm : Tensile strength, in N/mm 2, of the component
forced in the region of the fairleads. material.

Pt E, Ch 10, Sec 5
SECTION 5 CONTAINER LASHING EQUIPMENT (LASHING)
1 General 1.3.4 Plates and profiles

Plates and profiles for cells in holds or for frameworks on
deck, or on hatch covers, are to comply with the applicable
1.1 Application requirements of NR216 Materials.
1.1.1 The additional class notation LASHING is assigned, 1.3.5 Other materials
in accordance with Pt A, Ch 1, Sec 2, [6.12.6], to mobile The use of nodular cast iron or materials other than steel
lashing equipment and removable cell guides complying will be specially considered by the Society on a case-by-
with the requirements of this Section. case basis.
1.1.2 The procedure for the assignment of the additional

class notation LASHING includes:
2 Arrangement of containers
• approval of the lashing plans and mobile lashing equip-
2.1 General
ment (see [3.1])
• type tests of the mobile lashing equipment and the issu- 2.1.1 Containers are generally aligned in the fore and aft
ance of Type Approval Certificates for the equipment direction and are secured to each other and to the ship
concerned (see [3.2]) structures so as to prevent sliding or tipping under defined
conditions. However, alternative arrangements may be con-
• inspection at the works during manufacture of the sidered.
mobile lashing equipment and the issuance of Inspec-
tion Certificates for the equipment concerned (see [3.3]) 2.1.2 Containers are to be secured or shored in way of cor-
• general survey on board of mobile lashing equipment ner fittings. Uniform load line stowage is to be considered
and sample test of mounting of equipment (see [3.4]). by the Society on a case-by-case basis.
2.1.3 One or more of the following methods for securing

1.2 Documents to be kept on board containers may be accepted:
• corner locking devices
1.2.1 The following plans and documents are to be kept on • steel wire ropes or chain lashing
board the ship:
• steel rods
• loading plan and plan of arrangement of stowage and • buttresses or shores permanently connected to the hull
lashing equipment
• cell guides.
• testing documents relevant to the different mobile lash-
ing devices and parts employed for securing and locking 2.1.4 In ships with the service notation container ship,
containers. containers in holds are generally stowed within cell guides
(see Fig 1).
1.3 Materials 2.1.5 In ships with the additional service feature equipped
for the carriage of containers, containers in holds are gen-
1.3.1 Steel wires and chains erally mutually restrained to form blocks which are shored,
Materials for steel wires and chains are to comply with the transversely and longitudinally, by hull structures, or
applicable requirements of NR216 Materials. restrained by lashings or lashing rods (see Fig 2).
1.3.2 Lashing rods Figure 1 : Containers in holds

within removable cell guides
Lashing rods are generally required to be of Grade A or AH
hull steel, or steel having equivalent mechanical properties.
1.3.3 Securing and locking devices

Securing and locking devices may be made of the following
materials:
• Grade A or AH hull steel or equivalent
• cast or forged steel having characteristics complying
with the requirements of NR216 Materials, with particu-
lar regard to weldability, where required.

Pt E, Ch 10, Sec 5
Figure 2 : Container in holds arranged in blocks
2.2 Stowage in holds using removable cell 2.2.5 The upper end of the guides is to be fitted with an
guides appliance to facilitate entry of the containers. Such appli-
ance is to be of robust construction with regard to impact
2.2.1 Cell guides of removable type are to form a system as and chafing.
independent as possible of hull structure. They are generally
bolted to hull structures. 2.2.6 When it is intended to carry 20' containers within 40'
cells, removable vertical guides forming a stop for the side
2.2.2 Vertical guides generally consist of sections with ends of the 20' container block may be fitted at mid-cell
equal sides, not less than 12 mm in thickness, extended for length.
a height sufficient to give uniform support to containers. When such removable vertical guides are not fitted, the fol-
lowing is to be complied with:
2.2.3 Guides are to be connected to each other and to the
supporting structures of the hull by means of cross-ties and a) In case of 20’ containers topped at least by one 40’ con-
longitudinal members such as to prevent deformation or tainer on single cones:
misalignment due to the action of forces transmitted by con- • 20’ containers are to be of the closed type
tainers. • containers are to be secured by single stacking
In general, the spacing between cross-ties connecting the cones, or automatic stackers, at each tier. Cones or
guides may not exceed 5 metres, and their position is to stackers are to have a sufficient vertical contact area
coincide as nearly as possible with that of the container cor- with the container corner casting
ners (see Fig 3). • the average weight of each 20’ container is to be less
Cross-ties are to be longitudinally restrained at one or more than the value obtained, in t, from the following for-
points so that their elastic deformation due to the action of mula:
the longitudinal thrust of containers does not exceed 20 590
mm at any point. Q = ----------------------
1, 4a Y 2 N
Figure 3 : Typical structure of cell guides b) In case of 20’ containers connected with single cones:
Cell guides • 20’ containers are to be of the closed type
• containers are to be secured by single stacking
cones, or automatic stacker, at each tier
Maximum 5 m
Brackets
Cross ties
• the average weight of each 20’ container is to be less
A A
than the value obtained, in t, from the following for-
mula:
500
Q = ----------------------
1, 4a Y 2 N
Section A A
where:
Such restraints may be constituted by longitudinal mem- aY2 : Transverse acceleration, in m/s2, determined
bers, steel stay wire ropes or equivalent arrangements. according to Tab 4
2.2.4 In stowing containers within the guides, the clear- N : Number of 20’ containers in the stack consid-
ance between container and guide is not to exceed 25 mm ered.
in the transverse direction and 38 mm in the longitudinal Equivalent arrangements may be accepted by the Society on
direction. a case-by-case basis.

Pt E, Ch 10, Sec 5
2.3 Stowage under deck without cell guides Figure 4 : Stowage of containers on exposed deck
2.3.1 Containers are stowed side by side in one or more

tiers and are secured to each other at each corner at the
base of the stack and at all intermediate levels.
2.3.2 Securing arrangements may be either centring or

stacking cones or, if calculations indicate that separation
forces may occur, locking devices.
2.3.3 Each container block is to be shored transversely, by

means of buttresses acting in way of corners, supported by
structural elements of sufficient strength, such as web
frames or side stringers or decks.
2.4.3 Containers are to be secured by locking devices fitted
at their lower corners at each tier, and capable of preventing
2.3.4 The number of buttresses is to be determined taking
horizontal and vertical movements. Bridge fittings are to be
into account the maximum load that can be supported by
used to connect the tops of the rows in the transverse direc-
the corners and end frames of containers (see [6]).
tion.
The hull structures in way of buttresses of container blocks
Alternatively, lashings fitted diagonally or vertically on con-
are to be adequately reinforced.
tainer corners may be used to prevent vertical movements
Side buttresses are to be capable of withstanding both ten- in addition to centring and stacking cones fitted between
the tiers and in way of the base of the stack to prevent hori-
sion and compression loads and may be either fixed or
zontal movements.
removable. They are to be fitted with means to adjust ten-
sion or compression and their position is to be easily acces- The upper tier containers are to be secured to the under tier
sible to allow such adjustment. containers by means of locking devices fitted at their cor-
ners and located between the two tiers.
2.3.5 Each row of containers is to be connected to that
adjacent by means of double stacking cones or equivalent 2.4.4 Locking devices are to be used every time the calcu-
arrangements and, if containers are subdivided into sepa- lations indicate that separation forces may occur.
rate blocks, connection devices of sufficient strength to
transmit the loads applied are to be fitted at shoring points. Where the calculations indicate that separation forces will
not occur, double stacking cones may be fitted instead of
locking devices at all internal corners of the stack and
2.3.6 If hull structural elements of sufficient strength to sup-
bridge fittings are to be used to connect the tops of the rows
port buttresses are not available, as an alternative to the in the transverse direction.
above, containers may be secured by means of lashings or
lashing rods, similarly to the arrangements for containers
2.4.5 The external containers are not to extend beyond the
stowed on deck or on hatch covers.
ship side, but they may overhang beyond hatch covers or
other ship structures, on condition that adequate support is
2.4 Stowage on exposed deck provided for the overhanging part.
2.4.1 The arrangement and number of containers stowed 2.4.6 Securing of containers stowed at ship side is to be
on exposed deck (see Fig 4) may be accepted after assess- arranged taking account of the possibility of water ingress
and consequent buoyancy depending on container volume.
ment of the following elements:
In small ships such buoyancy is to be taken equal to that
• actual mass of containers
corresponding to the total volume of the container con-
• exposure to sea and wind cerned.
• stresses induced in the lashing system, in the container 2.4.7 The arrangement of containers forward of 0,75 L from
structure and in hull structures or hatch covers the aft end is to be considered by the Society on a case-by-
case basis.
• ship’s stability conditions.
The Society reserves the right to require a limitation in the
2.4.2 Containers are generally arranged in several rows and number of tiers and the fitting of additional securing
tiers so as to constitute blocks. The arrangement of contain- devices.
ers is to be such as to provide sufficient access to spaces on
deck for operation and inspection of the lashing devices 2.4.8 The maximum stack height is to be such as to leave a
and for the normal operation of personnel. sufficient sightline from the navigating bridge.

Pt E, Ch 10, Sec 5
2.4.9 When it is intended to carry 20' containers within 40' 3 Procedure for the assignment of the
cells on exposed deck, the following is to be complied with:
notation
a) In case of 20’ containers topped at least by one 40’ con-
tainer on single cones: 3.1 Approval of the mobile lashing equipment
• 20’ containers are to be of the closed type
3.1.1 Each type of mobile lashing equipment is to be
• containers are to be secured by single stacking approved by the Society on the basis of:
cones, or automatic stackers, at each tier. Cones or
stackers are to have a sufficient vertical contact area • the submitted documents (see Pt B, Ch 1, Sec 3, [2.3])
with the container corner casting • the determination of loads
• the average weight of each 20’ container is to be less • the checking of the strength criteria
than the value obtained, in t, from the following for- • the conditions of manufacturing
mula:
• the Manufacturer’s control during manufacturing
590
Q = ---------------------- • the identification of the piece
1, 4a Y 2 N
• the results of the type tests.
b) In case of 20’ containers connected with single cones:
• 20’ containers are to be of the closed type 3.2 Type tests
• containers are to be secured by single stacking
3.2.1 Type tests are to be carried out as indicated in the fol-
cones, or automatic stacker, at each tier
lowing procedure, or by a procedure considered equivalent
• the average weight of each 20’ container is to be less by the Society:
than the value obtained, in t, from the following for- • a breaking test is to be carried out on two pieces for
mula: each type of mobile lashing equipment
500 • samples and dimensions of the tested pieces are to be
Q = ----------------------
1, 4a Y 2 N identical to those given in the detailed drawing of the
equipment
where:
• load conditions of the test (i.e. tensile, shear, compres-
aY2 : Transverse acceleration, in m/s2, determined sion or tangential load) are to be as close as possible to
according to Tab 4 the actual conditions of loading in operation.
N : Number of 20’ containers in the stack consid-
Supplementary tests may be requested by the Society on a
ered.
case-by-case basis, depending on the actual conditions of
operation.
2.5 Uniform line load stowage on deck or Tests to be carried out on the most common types of secur-
hatch covers ing and lashing elements are indicated in Tab 1 to Tab 3.
2.5.1 Instead of resting on their four lower corners, con- 3.2.2 When a lashing element consists of several compo-
tainers may be arranged on deck or on hatch covers with nents, the test is to be carried out on the complete element.
their bases in uniform contact with the supporting structure.
This can be done, for example, by fitting wood planks or 3.2.3 The breaking load corresponds to the load reached at
continuous metal beams under the lower longitudinal sides the moment where the first cracks appear on the test piece.
(chocks are not allowed), or by inserting the lower corners
into special recesses provided on deck or on hatch covers. 3.2.4 The breaking load obtained from tests is to be at least
equal to the breaking load foreseen by the Manufacturer
A clearance not less than 5 mm is to be left between corners and indicated on the detailed drawing.
and deck structure, or hatch cover structure underneath
(according to ISO Standards, the maximum protrusion of When one of the breaking loads obtained from tests on the
the corner fitting beyond the lower side longitudinal is 17,5 two pieces is lower than the value foreseen by the Manufac-
mm). turer by a value not exceeding 5%, a third piece is to be
tested. In such case, the mean breaking load over the three
2.5.2 Such arrangement is, in general, permitted only for a tests is to be not lower than the theoretical value foreseen
single container or containers in one tier. by the Manufacturer.
For containers in more than one tier, such arrangement may 3.2.5 The breaking test may be stopped when the piece
only be accepted if the total mass of the containers above does not break with an applied load exceeding the breaking
the first tier does not exceed 24 t. load declared by the Manufacturer.
2.5.3 Containers are to be adequately secured to avoid 3.2.6 The breaking load is to be equal to at least twice the
transverse sliding and tipping. safe working load (SWL) indicated by the Manufacturer.

Pt E, Ch 10, Sec 5
3.2.7 A test report is to be issued with the following infor- It is also to be checked that the identification number and
mation: the safe working load (SWL) declared by the Manufacturer
• identification of the Manufacturer and of the manufac- are indicated on the pieces examined.
turing factory
3.3.6 The Surveyor from the Society may require tests to be
• type of piece and quantity of tested pieces repeated or carried out on a greater number of samples, if
• identification number of the piece considered necessary.
• materials, with mechanical characteristics
3.3.7 If the test proves satisfactory and after examination of
• measured breaking loads and comments on the tests, if the documents describing the batch, an Inspection Certifi-
any cate is issued, the equipment is identified by the Manufac-
• safe working load. turer and each piece is stamped by the Surveyor. The
reference to the Type Approval Certificate and the quantity
3.2.8 When the tests are considered satisfactory, a Type of tested pieces are indicated on the Inspection Certificate.
Approval Certificate is issued by the Society.
The following information is to be indicated on the Type 3.4 Reception on board of the mobile lashing
Approval Certificate: equipment
• identification of the Manufacturer and of the manufac-
turing factory 3.4.1 The mobile lashing equipment on board is to have an
• type of piece Inspection Certificate (see [3.3]).
• identification number of the piece Tests of mounting of mobile lashing equipment in accord-
ance with the conditions of operation and the lashing plan
• breaking load and safe working load arrangement are to be carried out.
• reference to the test report (see [3.2.7]), which is to be
attached to the Type Approval Certificate.
4 Forces applied to containers
3.2.9 Each sample is to be clearly identified in the docu-
ments kept on board, as required in [1.2.1]. 4.1 General
3.3 Inspection at works of the mobile 4.1.1 The devices constituting the lashing system are to be
capable of withstanding the specified loading condition
lashing equipment
declared for the ship.
3.3.1 Lashing equipment is to be tested and inspected at
4.1.2 The loads to be considered in lashing system calcula-
the production works with the attendance of a Surveyor
tions are the following:
from the Society.
• still water and inertial forces (see [4.3])
3.3.2 Tests are to be carried out under load conditions (i.e. • wind loads (see [4.4])
tensile, shear, compression or tangential load) as close as
• forces imposed by lashing and securing arrangements
possible to the actual conditions of loading in operation.
(see [4.5])
Test to be carried out on the most common types of secur-
• buoyancy force (see [4.6]).
ing and lashing elements are indicated in Tab 1 to Tab 3.
3.3.3 It is to be checked that a valid Type Approval Certifi- 4.2 Definitions

cate has been issued for the inspected pieces, and that the
specifications are identical to those described on the Type 4.2.1 Stack of containers
Approval Certificate. A stack of containers consists of “N” containers connected
vertically by securing devices.
3.3.4 Equipment is to be batch-surveyed. The batch
includes a maximum of 50 pieces. The container located at the level “i” within a stack is indi-
cated in Fig 5.
Two pieces per batch (three in the case of wire ropes with
their ends) are to be tested under a load equal to 1,3 times 4.2.2 Block of containers
the safe working load. If mass production does not exceed A block of containers consists of “M” stacks connected
50 pieces, the test is to be carried out on at least one piece. transversely by corner fittings.
When a lashing element consists of several components,
the test is to be carried out on the complete element. 4.3 Still water and inertial forces
The tested pieces are not to show cracks or permanent
deformation. 4.3.1 The still water and inertial forces applied to one con-
tainer located at the level “i”, as defined in [4.2.1], are to be
3.3.5 At least 10% of the pieces are to be examined visu- determined on the basis of the forces obtained, in kN, as
ally. specified in Tab 4.

Pt E, Ch 10, Sec 5
Table 1 : Test modes for lashing pieces
Test modes for lashing pieces

Lashing rod, chain and steel wire rope Penguin hook
Tensile load Tangential load

Turnbuckle
Hook
Tensile load
Tensile load
Table 2 : Test modes for connecting pieces between containers
Test modes of connecting pieces between containers

Twistlock Double twistlock
Bridge fitting
Tensile load
Shear and tensile loads Shear and tensile loads
Single stacker Double stacker Buttress
Shear load Shear and tensile loads Tensile load
Table 3 : Test modes for mobile securing pieces
Test modes for mobile securing pieces

Stacking cone with pin
Bottom twistlock
Stacking cone
Shear load
Shear and tensile load
Shear and tensile load
Intermediate pillar
Pillar on deck
Compression load
Shear, compression and tensile load

Pt E, Ch 10, Sec 5
Figure 5 : Container level in a stack Table 4 : Container at level “i”

Lashing at level N
Still water and inertial forces
Level N container Still water force FS and

Ship condition
inertial force FW , in kN
Still water condition FS,i = Mi g
Upright condition FW, X, i = 1,4 β Mi
Lashing at level i in x direction
aX1
in z direction
FW, Z, i = 1,4 Mi aZ1
Level i container
Inclined condition FW, Y, i = 1,4 Mi aY2 in y direction
(negative roll angle) FW, Z, i = 1,4 Mi aZ2 in z direction
Lashing at level i - 1
Note 1:
g : Gravity acceleration, in m/s2:
Lashing at level 2 g = 9,81 m/s2
Mi : Mass, in t, of the container considered at the
level “i” (see also [4.3.3])
Level 2 container
aX1, aZ1 : Accelerations, in m/s2, for the upright ship con-
dition, determined according to Pt B, Ch 5, Sec
Lashing at level 1
3, [3.4] at the centre of gravity of the stack (see
[4.3.2])
Level 1 container aY2, aZ2 : Accelerations, in m/s2, for the inclined ship con-
dition, determined according to Pt B, Ch 5, Sec
3, [3.4] at the centre of gravity of the stack (see
[4.3.2]) for GM of to the loading considered,
and without taking aY2 less than 0,35 g.
4.3.2 The distance from the base line of the ship to the cen- When GM is not known, it may be taken equal
tre of gravity of a stack may be obtained, in m, from the fol- to 0,07B
lowing formula: β : Coefficient equal to:
• β = 1,2 for containers of the foreward block,
z = zL + dCG when this block has its centre of gravity
where: located forward of 0,75L from the aft end
and is not protected by wave-screening
zL : Z co-ordinate, in m, at the stack bottom, with structures deemed effective by the Society
respect to the reference co-ordinate system • β = 1,0 in other cases.
defined in Pt B, Ch 1, Sec 2, [4]
dCG : Distance, in m, between the stack bottom and 4.4 Wind forces
the centre of gravity of the stack, to be taken not
greater than: 4.4.1 The forces due to the effect of the wind, applied to
one container stowed on deck at the level “i”, is to be
d CG = 0, 305α ∑ -------------
NH i
2
0i
- obtained, in kN, from the following formulae:
• in x direction:
α : Coefficient to be taken equal to: Fx, wind, i = 1,2 hC bC
• α = 1,0 for a stack in the hold • in y direction:
• α = 0,8 for a stack on deck Fy, wind, i = 1,2 hC lC
Ni : Number of containers in the stack, having the where:
same height H0i
hC : Height, in m, of a container
H0i : Height of a container, in feet.
lC, bC : Dimension, in m, of the container stack in the
ship longitudinal and transverse direction,
4.3.3 Where empty containers are stowed at the top of a
respectively.
stack, the still water and inertial forces are to be calculated
considering the mass of an empty container equal to: This force only acts on a stack exposed to wind. In the case
of M juxtaposed and connected stacks of the same height,
• 0,14 times the mass of a loaded container, in the case of the wind forces are to be distributed over the M stacks.
steel containers
• 0,08 times the mass of a loaded container, in the case of 4.4.2 In the case of juxtaposed and connected stacks of dif-
steel aluminium containers. ferent heights, the wind forces are to be distributed taking
into account the number of stacks at the level considered
(see example in Fig 6).

Pt E, Ch 10, Sec 5
Figure 6 : Distribution of wind forces in the case of stacks of different heights
F distributed over 3 stacks

y, wind

y, wind

y, wind

y, wind
4.5 Forces imposed by lashing and securing 5 Determination of loads in lashing

arrangements equipment and in container frames
4.5.1 The forces due to locking and/or pretensioning of
lashing and securing devices are only to be considered 5.1 Calculation hypothesis
where, in a single element, they exceed 5 kN, or where they
are necessary for the correct operation of the lashing sys- 5.1.1 The forces to be considered are the following:
tem. • for the check of lashing and securing devices and of
racking of containers: transverse forces determined
4.6 Buoyancy force according to [5.2.3] in the case of containers stowed
longitudinally and longitudinal forces determined
4.6.1 For a container stack having its centre of gravity according to [5.2.2] in the case of containers stowed
located at a distance from the ship side, measured along Y transversely
axis, less than 3,5 m, the lashing is to be checked by consid-
• for the check of vertical loads in container frames: verti-
ering the additionnal vertical buoyancy force due to waves
cal forces determined according to [5.2.4] for the
FB, obtained, in kN, from the following formula:
upright condition
FB = 10 kVVC
• for the check of tipping of containers: transverse and
where: vertical forces for the inclined condition, determined
kV : Coefficient defined inTab 5 according to [5.2.3] and [5.2.4], respectively.
VC : Volume of the lowest container of the stack, in
5.1.2 The calculations are based on the following assump-
m3.
tions:
Table 5 : Coefficient kV for buoyancy force • the loads due to ship motions (see [4.3]) are applied
only on one stack
Location of the lowest container kV • the wind loads are applied on one stack, taking account
z ≤ DFB + hS 1 of the number of containers exposed to wind and the
number of stacks constituting the block (see [4.4])
z – D FB
x ≤ 0,75 L DFB + hS < z < DFB + 2hS 2 – -----------------
- • the lashing of the block is schematised on one stack tak-
hS
ing account of the number of stacks and the type and
z ≥ DFB + 2hS 0 quantity of lashing devices at each securing level.
z ≤ DFB + 2hS 1
5.1.3 If the “M” stacks of containers are connected trans-
z – D FB versely at each securing level, the determination of forces is
x > 0,75 L DFB + 2hS < z < DFB + 3hS 3 – -----------------
-
hS to be carried out considering the block of containers.
z ≥ DFB + 3hS 0
5.1.4 If the “M” stacks of containers are not connected
Note 1: transversely at each securing level, the determination of
x : X co-ordinate, in m, of the container centre of forces is to be carried out stack by stack.
gravity, with respect to the reference co-ordinate
system defined in Pt B, Ch 1, Sec 2, [4] In such case, the gaps between stacks are to be large
z : Z co-ordinate, in m, at the container bottom, enough to avoid contacts between container corners after
with respect to the reference co-ordinate system deformation.
defined in Pt B, Ch 1, Sec 2, [4]
DFB : Depth, in m, measured vertically from the base 5.1.5 Interaction between closed-end and door-end frames
line to the freeboard deck at side of the same container is not taken into account.
hS : Standard height of superstructure, in m, defined Pretensioning of lashing equipment, when applicable, is
in Pt B, Ch 1, Sec 2, [3.20]. also not taken into account.

Pt E, Ch 10, Sec 5
5.2 Distribution of forces 5.4 Containers secured by means of

lashings or buttresses
5.2.1 General
For the purpose of the calculation of the lashing and secur- 5.4.1 When securing of containers of a stack is carried out
ing devices, longitudinal, transverse and vertical forces are by means of lashings, the stiffness both of the lashings (see
considered as uniformly distributed on the container walls. [5.5.1]) and of the container (see [5.5.2]) are to be taken
into account.
5.2.2 Longitudinal force
The longitudinal force applied to one container is to be 5.4.2 The tension in each lashing may be calculated by
obtained, in kN, from the following formula: imposing the equality of the displacement of the corner of
FXi = FW, X, i + Fx, wind ,i the container to which the lashing end is secured and the
lashing elongation.
where:
FW, X, i : Inertial force defined in [4.3.1] for the upright 5.4.3 The loads resulting on containers and securing
condition. devices are not to exceed the permissible loads defined in
The longitudinal force is considered as subdivided on the [6].
four side longitudinal frames of the container.
5.5 Stiffnesses
5.2.3 Transverse force
The transverse force applied to one container is to be 5.5.1 Lashing stiffness
obtained, in kN, from the following formula: The stiffness of a lashing is to be obtained, in kN/mm, from
FYi = FW, Y, i + Fy, wind, i the following formula:
where: Al E –4
K = -----------a 10
FW, Y, i : Inertial force defined in [4.3.1] for the inclined l
condition where:
Fy, wind : Wind force, if any, defined in [4.4]. Al : Cross-section of the lashing, in cm2
The transverse force is considered as subdivided on the four Ea : Modulus of elasticity of the lashing, in N/mm2,
end transverse frames of the container.
which may be obtained from Tab 6 in the
5.2.4 Vertical forces absence of data on the actual value
The vertical force applied to one container is to be l : Total length of the lashing including tensioning
obtained, in kN, from the following formula: devices, in m.
Fzi =FS, i + FW, Z, i
5.5.2 Stiffness of containers
where: For the purpose of the calculation, in the absence of data on
FS, i : Still water force defined in [4.3.1] the actual values, the stiffness of containers may be
FW, Z, i : Inertial force defined in [4.3.1], for the ship in obtained, in kN/mm, from Tab 7.
the upright or inclined condition, as applicable.
The vertical force is considered as subdivided on the four Table 6 : Modulus of elasticity of lashing
corners of the container.
Type Ea , in N/mm2
5.3 Containers only secured by locking Steel wire rope 90000

devices Steel chain 40000
Steel rod:
5.3.1 Where the containers of a stack are secured to each
other and to the base only by using locking devices fitted at • length < 4 m 140000
their corners, the reactions on the different supports are to • length ≥ 4 m 180000
be determined by applying the equilibrium equations of
rigid bodies, equalling to zero the sum of the forces and
moments applied to the system. Table 7 : Stiffness of containers
5.3.2 In particular, a calculation is to be carried out by con- Racking stiffness, in kN/mm

sidering the combination of vertical forces with vertical
reactions induced by transverse forces, to determine Closed end Door end Side
whether, on some supports, reactions have a negative sign, 128 / H0 32 / H0 320 / L0 (1)
which indicates the possibility of separation and tipping of
(1) The racking stiffness is given for only one container
containers. side.
5.3.3 The loads resulting on containers and securing Note 1:
devices are not to exceed the permissible loads defined in H0 : Height of the container, in feet,
[6]. L0 : Length of the container, in feet.

Pt E, Ch 10, Sec 5
6 Strength criteria 6.1.3 For containers other than 20 and 40 foot containers,
the lashing arrangement is to be such that maximum loads
on each container frame, in kN, are less than:
6.1 Permissible loads on containers
• 2,25 R for the vertical compression
6.1.1 For 20 and 40 foot containers, the lashing arrange-
ment is to be such that maximum loads on each container • 0,50 R for the vertical traction,
frame, in kN, are less than the values indicated in:
where R is equal to the sum of maximum load in the con-
• Fig 7 for transverse and longitudinal racking tainer and own mass of container.
• Fig 8 for transverse and vertical compression (in this fig-
ure, ISO containers are identified with reference to ISO
1496-1)
6.2 Permissible loads induced by lashing on
container corners
• Fig 9 for transverse and vertical tension.
6.1.2 For open containers the permissible load in longitudi- 6.2.1 The maximum forces induced by lashing equipment
nal frames is to be less than 75 kN in the case of racking. and applied on container corner pieces are to be less than
the values indicated, in kN, in Fig 10.
Figure 7 : Permissible transverse and longitudinal
racking loads on frames of 20’ and 40’ containers 6.2.2 In the case of a combination of forces applied on
container corners, the resultant force is to be less than the
100 value obtained, in kN, from Fig 11.
150
6.3 Permissible loads on lashing equipment
100
6.3.1 The forces applied to each piece of lashing equip-
150 ment are to be less than the safe working load (SWL) indi-
cated by the Manufacturer.
Figure 8 : Permissible transverse and vertical compressions on frames of 20’ and 40’ containers
200 200
200
848 (ISO containers)

450 (20'non-ISO containers) 675 (40'non-ISO containers)
300
300 300
Figure 9 : Permissible transverse and vertical Figure 11 : Resultant permissible load

tensions on frames of 20’ and 40’ containers on container corners
150
200
250
300
250
300 6.4 Permissible stresses on cell guides
6.4.1 The local stresses in the elements of cell guides,

Figure 10 : Permissible loads induced transverse and longitudinal cross-ties, and connections with
by lashing on container corners the hull structure are to be less than the following values:
• normal stress: 150/k N/mm2
150 150 • shear stress: 100/k N/mm2

• Von Mises equivalent stress: 175/k N/mm2,
300 300 where k is the material factor defined in Pt B, Ch 4, Sec 1,

[2.3].

Pt E, Ch 10, Sec 6
SECTION 6 DYNAMIC POSITIONING (DYNAPOS)
1 General 1.2.7 Environment: environmental conditions include

wind, current and waves. Ice loads are not taken into
account.
1.1 Application
1.2.8 Alarm devices: visual and audible signals enabling
1.1.1 The additional class notation DYNAPOS is assigned,
the operator to immediately identify any failure of the posi-
in accordance with Pt A, Ch 1, Sec 2, [6.12.7], to ships fit-
tioning system.
ted with dynamic positioning installations complying with
the requirements of this Section.
1.2.9 Computer based system: system of one or more com-
This notation is completed by additional symbols defined in puters, associated software, peripherals and interfaces, and
[1.4], according to the operational mode of the installation. a computer network with its protocol.
1.1.2 These requirements are additional to those applicable

to the classification of the corresponding ships or mobile 1.3 Dynamic positioning sub-systems
offshore units. Attention is drawn to the fact that dynamic
positioning installations may be required to comply with 1.3.1 The installation necessary for dynamically position-
existing national regulations. ing a vessel comprises the following sub-systems:
• power system, i.e. all components and systems neces-
1.1.3 With reference to the Rules for the Classification of sary to supply the DP-system with power
Ships, the following requirements apply:
• thruster system, i.e. all components and systems neces-
• Pt C, Ch 1, Sec 2 when the thruster is driven by an
sary to supply the DP-system with thrust force and
internal combustion engine
direction
• Pt C, Ch 1, Sec 12 for azimuthal and transverse thrusters.
• DP-control system, i.e. all control components and sys-
tems, hardware and software necessary to dynamically
1.2 Definitions position the vessel.
1.2.1 Dynamically positioned vessel (DP-vessel): a unit or a
1.3.2 The power system includes:
vessel which automatically maintains a fixed position or fol-
lows a preset track exclusively by the action of its thrusters • prime movers with necessary auxiliary systems includ-
(including shaft lines); the dynamic positioning system (DP- ing piping
system) comprises all means necessary for this purpose. • generators
1.2.2 Active failure concerns all failures which have an • switchboards
immediate effect either on the operation of the installations • the distributing system (cabling and cable routing).
or on the monitoring circuits.
1.3.3 The thruster system includes:
1.2.3 Passive failure has no immediate effect on the operat-
ing conditions of the installations and is not detected by the • thrusters with drive units and necessary auxiliary sys-
monitoring circuits but could lead, in certain conditions, to tems including piping
a failure of the system. • main propellers and rudders if these are under the con-
trol of the DP-system
1.2.4 Position reference system: a system measuring the
position and/or heading of the unit. • thruster control electronics
• manual thruster controls
1.2.5 Position keeping: maintaining a desired position
within the normal operating range of the control system and • associated cabling and cable routing.
the environmental conditions.
Therefore, active compensation of the dynamic effects of 1.3.4 The DP-control system consists of the following:
environment (waves, wind, current) is considered. • computer system/joystick system, sensor system
1.2.6 Redundancy: the ability of a component or system to • display system (operator panels)
maintain or restore its function, when a single failure has • autopilot
occurred. Redundancy can be achieved, for instance, by
• position reference system
installation of multiple components, systems or alternative
means of performing a function. • associated cabling and cable routing.

Pt E, Ch 10, Sec 6
1.4 Additional and optional class notation 1.4.6 Association of DP system with position
mooring system
1.4.1 The notation DYNAPOS is completed by one or more These Rules do not cover the association of the dynamic
of the following optional additional symbols according to system with a position mooring system; in such case a spe-
the operational mode of the installation: cial examination of the installations is to be carried out by
• SAM (semi-automatic mode). The operator's manual the Society. Technical considerations concerning this type
intervention is necessary for position keeping: of installation are given in [4.1.4] for information.
- the control system of installations receiving the nota- 1.4.7 The practical choice of the dynamic positioning clas-
tion SAM is to achieve synthetic control of all the sification notation is governed by the following guidelines:
thrusters thanks to a simple single device (for • The notation DYNAPOS SAM is not granted to the fol-
instance a joystsick) lowing types of units:
- the control system is to indicate the position and - diving support vessel
heading of the unit to the operator. Control settings - cable and pipe laying ship.
are to be displayed
• Supply vessels fitted with installations intended for posi-
- the control device handle is to have a well-defined tion keeping alongside offshore work units may be
neutral position (no thrust) granted the notation DYNAPOS SAM or DYNAPOS
- any dynamic positioning installation provided with AM/AT.
an automatic control is to be additionally fitted with
a manual manoeuvring control complying with the 1.5 Installation survey during construction
requirements of the SAM notation.
1.5.1 Installations built under special survey are subject to:
• AM (automatic mode): position keeping is automatically
achieved. • examination of documents with consideration of those
specified in [1.6]
• AT (automatic tracking): the unit is maintained along a
• surveys during fabrication and component testing car-
predetermined path.
ried out at the supplier's works and at the yard
Note 1: The notation AM/AT used in the rest of this Section corre- • dock and sea trials with a Surveyor from the Society in
sponds to AM or AT. attendance.
1.4.2 Installations intended to be assigned the notation

1.6 List of documents to be submitted
DYNAPOS AM/AT are to be provided with a calculation unit
including, in addition to the computer, a reference clock and 1.6.1 In addition to the drawings and specifications
peripheral equipment for visualisation and printing. required by the Rules for the Classification of Ships, the
The computer type and features are to comply with the documents listed in Tab 1 are required.
requirements regarding performance in environmental con-
ditions to the satisfaction of the Society. 2 Performance analysis
Calculation cycle fulfilment is to be automatically moni-
tored. Any failure of the computer is to activate a visual and 2.1 General
audible alarm.
2.1.1 A performance analysis of the dynamic positioning
1.4.3 For the DYNAPOS AM/AT notation, the ship is to be installation is normally required in order to justify design
fitted with an automatic control and a standby manual con- options and limit allowable environmental conditions. This
trol, the latter being equivalent to the control system analysis is to consider the main features of the DP installation:
required for the SAM notation. • characteristics of control laws
• installed power
1.4.4 The optional additional notation DYNAPOS AM/AT
may be completed by the following symbols: • sizing and location of thrusters
• R, when the dynamic positioning is provided with with regard to the required station keeping stability and
redundancy means, as defined in [1.2.6]. In this case, accuracy in the specified environmental conditions.
class 2 equipment as per [3] is to be used
• RS, when in addition to symbol R, the redundancy is 2.2 Condition of analysis
achieved by using two systems or alternative means of
performing a function physically separated as defined in 2.2.1 The environmental conditions to be taken into
[4.8.6] below. Equipment class 3 as per [3] is to be used account in the analysis are normally defined by the Owner
for installations to be granted symbol RS. for the intended service of the unit. However, for symbol R
assignment, the following situations are to be considered:
1.4.5 The above-mentioned notations may be supplemented • normal environmental conditions: those environmental
with an environmental station keeping number ESKI which conditions in which nominal position holding perform-
indicates the station keeping capability of the vessel (as a ances are attained, while the unit is in the normal work-
percentage of time) under given environmental conditions. ing situation

Pt E, Ch 10, Sec 6
• safety environmental conditions: environmental condi- When symbol R assignment is not required, the analysis
tions such that any single failure of a thruster or genera- may be limited to normal environmental conditions, in any
tor unit occurring in service does not impair position event considering single failure of a generating set. The
keeping or operational safety required analysis may be performed either:
• limiting environmental conditions: those environmental • by a mathematical model of the behaviour of the unit,
conditions in which position keeping is possible with all possibly associated with tank test results, or
thrusters running, only installations essential for safety • on the basis of previous operational experience gained
being in service. on similar installations.
N° I/A (1) Documents to be submitted

1 A Capability plots (at least with all thrusters alive and the most critical failure)
2 A Documentation on the environment conditions long term distribution (see [9.4.1])
3 A Owner performace request, if any
4 A Diagram of the environmental limit conditions (also called foot prints, or environmental envelopes, or capability
plots) for the conditions defined in the specification (wind speed, current and waves)
5 A Functional block diagram of the sensor and reference systems (position/environmental conditions)
6 A Functional block diagram of the control unit
7 A One line diagram and specification of the cables between the different equipment units (power, control, display)
8 A Balance of power
9 A List of the equipment units with, for each one, Manufacturer's identification, type and model
10 A Type test reports of the sensors of the measurement systems, or equivalent
11 A Test report of the computer units; check of the behaviour of the installation when submitted to radiated and
conducted electromagnetic interference
12 A Estimation of reliability figures when required by the DYNAPOS classifications, especially for symbols R and RS
(see [2]). The document to be submitted is to demonstrate the reliability of the system. This is to be achieved with
appropriate analysis such as:
- a failure mode analysis describing the effects due to failures leading to the destruction of the automation sys-
tem. In addition, this document is to show the consequences on other systems, if any. It is to be detailed up to
a level which allows the Society to evaluate the necessity of redundancy. This analysis is to be presented in
accordance with IEC Standard 812, or any other recognised standard
- test report/life test
- MTBF calculation
- any other document which proves to the Society the reliability of the system
13 A For approval of propulsion, based on rotary azimuth thrusters:
- layout drawings of thrust units, thrust shafts and blocks
- arrangement of hull passages
- thrust curves of each propulsion unit
14 A Electrical power management layout drawings and specification if provided on board
15 A Internal communication system description
16 A Description of the control stations (layout on board, descriptive diagrams of the display consoles)
17 A Alarm list and parameter values displayed on the consoles
18 A Program of tests alongside quay and at sea
19 A (2) Simulation report of the behaviour of the unit
20 A (2) Failure Mode and Effect Analysis (FMEA) using, as far as possible, the fault tree method
21 A (2) Study of possible interaction between thrusters
22 I Technical specification of the positioning system
23 I operator’s manual of the positioning system including:
- description of the equipment
- maintenance guide
- emergency procedures.
(1) A : To be submitted for approval
I : To be submitted for information.
(2) For symbols R and RS only.

Pt E, Ch 10, Sec 6
2.3 Modelling and simulations 3.2.2 For DYNAPOS AM/AT R, equipment class 2 is
required. A loss of position is not to occur in the event of a
2.3.1 A simulation of the unit displacements in relation to single failure in any active component or system.
applied environmental forces is normally required for sym- Single failure criteria is to be applied to any active compo-
bol R assignment. nent or system (generators, thrusters, switchboards, remote
control valves, etc...).
2.3.2 The simulation required in [2.3.1] is notably to
include suitable modelling of the following: Static components (cables, pipes, manual valves, etc...) can
be excluded of this study under reserve that they are built
• environmental forces, wind and installed in accordance with the rules of classification
• hydrodynamic behaviour of the unit of the ship.
• dynamic action of thrusters 3.2.3 For DYNAPOS AM/AT RS, equipment class 3 is
• control loop. required. A loss of position is not to occur in the event of a
single failure in any active component or system, as speci-
Simulation results are to include displacements of the unit fied above for class 2. In this case a single failure includes:
as well as power determination for each case under consid-
• items listed above for class 2, and any normally static
eration.
component is assumed to fail
Note 1: The simulation is to take account of the response of the
unit to oscillating forces of positive average (waves, wind, possible
• all components in any one watertight compartment,
external links) likely to have a resonant action upon the dynamic from fire or flooding
system composed of the unit together with its DP-system. • all components in any one fire subdivision, from fire or
flooding. For cables, see [6.1.2].
2.4 Risk analysis
3.2.4 For equipment classes 2 and 3, a single inadvertent
act is to be considered as a single failure if such an act is
2.4.1 A qualitative risk analysis of the DP installation may
reasonably probable.
be required for symbol R or RS assignment. Analysis is to be
carried out according to the fault-tree method, the FMECA
(failure mode effect critical analysis), the RBD (reliability 4 Functional requirements
block diagram) or a similar method.
4.1 General
2.4.2 The risk analysis required for symbol R and RS assign-
ment is to take into account the frequency and duration of 4.1.1 All components in a DP-system are to comply with
planned maintenance tasks. the relevant Rules for the Classification of Ships.
2.4.3 The analysis is to show the level of redundancy of 4.1.2 In order to meet the single failure criteria given in
each sub-system as well as the consequences of possible [3.2], redundancy of components will normally be neces-
common mode failures. sary as follows:
• for equipment class 2 (for symbol R), redundancy of all
3 Equipment class active components
• for equipment class 3 (for symbol RS), redundancy of all
3.1 General components and physical separation of the components.
For equipment class 3, full redundancy may not always be

3.1.1 The DP-vessel is to be operated in such a way that the
possible (e.g., there may be a need for a single change-over
worst case failure, as determined in [3.2], can occur at any
system from the main computer system to the backup com-
time without causing a significant loss of position.
puter system). Non-redundant connections between other-
wise redundant and separated systems may be accepted
3.1.2 Based on the single failure definitions in [3.2], the
provided that it is documented that they give clear safety
worst case failure is to be determined and used as the crite-
advantages, and that their reliability can be demonstrated
rion for the consequence analysis; see [4.8.4].
and documented to the satisfaction of the Society. Such
3.1.3 When a DP-vessel is assigned an equipment class, connections are to be kept to the absolute minimum and
this means that the DP-vessel is suitable for all types of DP- made to fail to the safest condition. Failure in one system is
operations within the assigned and lower equipment in no case to be transferred to the other redundant system.
classes.
4.1.3 Redundant components and systems are to be imme-
diately available and with such capacity that the DP opera-
3.2 Equipment class according to single tion can be continued for such a period that the work in
failure progress can be terminated safely. The transfer to redundant
component or system is to be automatic, as far as possible,
3.2.1 For DYNAPOS AM/AT, equipment class 1 is and operator intervention is to be kept to a minimum. The
required. In this case loss of position may occur in the event transfer is to be smooth and within acceptable limitations of
of a single failure. operation.

Pt E, Ch 10, Sec 6
4.1.4 When associated with position mooring equipment 4.2.6 For equipment classes 2 and 3, the following applies:
and used to assist the main dynamic positioning in special • The power available for position keeping is to be suffi-
circumstances of operation, for instance in the vicinity of an cient to maintain the vessel in position after worst case
offshore platform, this system is to be designed in such a failure as per [3.2.1]. The automatic management sys-
way as to remote control the length and tension of individ- tem is to be capable of:
ual anchor lines.
- enabling quick supply of active power to consumers
The analysis of the consequences of anchor line breaks or in all operating conditions including generator fail-
thruster failure is to be carried out according to the opera- ure or change of thruster configuration
tional situation.
- monitoring power sources and informing the opera-
tor about desirable configuration changes such as
4.2 Power system starting or stopping of generators
- providing automatic change-over of a generating set
4.2.1 The electrical installations are to comply with the in case of detected failure; this required capability
applicable requirements of the Rules for the Classification mainly applies to normal operating conditions. It is
of Ships, in particular for the following items: to be possible to maintain a proper balance between
power demand and power generating configuration,
• general conditions
in view of achieving efficient operation with suffi-
• power supply systems cient reserve to avoid blackout
• rotating electrical machinery - limitation of absorbed power; appropriate devices
are to allow for automatic reduction of power
• transformers demands in case of emergency.
• switchboards • For symbols R or RS, adequate redundancy or suitable
reliability of the power management system is to be pro-
• electrical cables
vided.
• electrical batteries • In addition, the following may be required:
• rectifiers - assessment of priority criteria as regards load shedding
• electronic equipment - suitable automatic power limitations. For instance,
gradation may be required to allow safe achieve-
• electromagnetic clutches and brakes, with special con-
ment of essential functions before circuit-breaker
sideration for the Rules applicable to the electric pro-
opening. Proportional cutbacks may be adequately
pulsion system, see Pt C, Ch 2, Sec 14.
implemented: static rectifier tripping, thrust com-
mand limits, etc.
4.2.2 The power system is to have an adequate response
time to power demand changes. - any automatic limitation is to activate warning
devices. Override arrangements are to be fitted at
the operator's disposal
4.2.3 For equipment class 1, the power system need not be
redundant. - implementation of suitable delays in connecting
load consumers so as to enable switching on of
4.2.4 For equipment class 2, the power system (generators, additional power sources or load shedding.
main busbars, etc.) is to be divisible into two or more sys-
tems such that, in the event of failure of one system, at least 4.3 Monitoring of the electricity production
one other system will remain in operation. The power sys- and propulsion
tem may be run as one system during operation, but is to be
arranged with bus tie breakers to separate the systems auto- 4.3.1 As a general rule, the monitoring level of electric gen-
matically upon failures, to prevent the transfer of failure of erators, their prime movers and power supply equipment,
one system to the other. main propulsion diesel engines and electric propulsion are
to be in accordance at least with the requirements of the
4.2.5 For equipment class 3, the power system (generators, additional classification notation AUT CCS. For installations
main busbars, etc.) is to be divisible into two or more sys- assigned the DYNAPOS AM/AT RS class notation, the
tems such that in the event of failure of one system, at least requirements of AUT UMS or AUT IMS may be considered.
one other system will remain in operation. The divided
power system is to be located in different spaces separated 4.3.2 The possibility of integrating the dynamic positioning
by A-60 class divisions, or equivalent. Where the power system and the automation system could be considered; the
systems are located below the operational waterline, the computerised system configuration used in such case is to
separation is also to be watertight. Bus tie breakers are to be be submitted to the Society. In addition, the consequences
open during equipment class 3 operations unless equivalent of a failure of the communication network and programma-
integrity of power operation can be accepted according to ble controller units included in the systems are to be docu-
Ch 3, Sec 2, [1.1.2]. mented and included in the FMEA analysis.

Pt E, Ch 10, Sec 6
Table 2 : System configuration for main power supply and propulsion systems
Equipment class 1 2 3
Class Notation DYNAPOS SAM or AM/AT AM/AT R AM/AT RS
Distribution system non-redundant redundant redundant in separate rooms
Electic generators minimum number of redundant redundant in separate rooms
generators; see (1)
Main switchboard 1 1 with bus tie 2 busbar circuit-breakers normally
2 circuits equally distributed open located in separate rooms
Electric propulsion at least 1 thruster driven by 1 redundant redundant in separate rooms
electric motor
Thruster driven by diesel at least one thruster redundant redundant in separate rooms
engines
Power management system non-redundant redundant redundant in separate rooms
(1) Concerning the electrical production for the minimum number of generators, it is to be considered that a spare generator is to
be provided in order to maintain the electrical supply continuity in the event of failure of the generator on duty.
4.4 Thruster system 4.5.3 Controllers are to incorporate features for avoiding
commands likely to overload mechanical gearing or prime
4.4.1 The thruster design and construction are to comply movers. Control is preferably to be performed using active
with the applicable requirements of the Rules for the Classi- power measurements.
fication of Ships.
4.5.4 Thrusters are to be capable of being easily stopped.
4.4.2 The provisions of this Section apply to fixed axis or
orientable thrusters using fixed or orientable pitch propel-
lers installed below the hull and tunnel thrusters. The use of 4.6 Thruster monitoring and protection
other thruster types (for example cycloidal propellers) is
subject to a special examination. 4.6.1 Thruster monitoring is to be provided by the control-
ler unit. Thruster monitoring is to enable:
4.4.3 The electric motors driving the thrusters are to be
approved. The use of other types of thruster prime mover • detection of equipment failures
such as direct coupling to diesel engines or hydraulic • monitoring of the correlation between set and achieved
motors is specially examined by the Society. values of control parameters.
4.4.4 Electric propulsion installations are to comply with The following parameters are to be regularly monitored:
the requirements of Pt C, Ch 2, Sec 14.
• status of thrusters (on-line/off-line)
4.4.5 For symbol R assigment, attention is drawn to the
• pitch, RPM, azimuth
requirements stated in [3.2.2].
• thruster load level
4.4.6 Uninterruptible power supply (U.P.S.)
• electric motor stator winding temperature
For DYNAPOS SAM and DYNAPOS AM/AT, a U.P.S. is to
be provided for the control of power and propulsion system • temperature of main bearings (except roller type)
defined above. To this end, for a system granted symbols R
and RS, the number of U.P.S.s is to be in accordance with • lube oil and hydraulic fluid pressure and temperature.
the result of the FMEA analysis. Unless otherwise justified,
2 U.P.S.s are to be provided for symbol R . For symbol RS, 4.6.2 Failure of thruster system including pitch, azimuth or
speed control is to trigger an alarm, and is not to make the
2 U.P.S.s are to be installed, one being located in a separate
thruster rotate or go to uncontrolled full pitch and speed.
room.
4.6.3 Provision for automatic stop of a thruster is to be
4.5 Thruster control restricted to circumstances liable to bring about immediate
plant damage and is to be submitted for approval.
4.5.1 General
The following requirements apply to the thruster control.
4.7 DP Control system
4.5.2 Closed loop command of thruster pitch, azimuth and
RPM is to be provided from the controller. Feedback signals 4.7.1 In general, the DP-control system is to be arranged in
are to be provided by independent sensors connected to the a DP-control station where the operator has a good view of
controlled device. the vessel's exterior limits and the surrounding area.

Pt E, Ch 10, Sec 6
4.7.2 The DP-control station is to display information from 4.8 Computers

the power system, thruster system and DP-control system to
ensure that these systems are functioning correctly. Informa-
4.8.1 For equipment class 1, the DP-control system need
tion necessary to operate the DP-system safely is to be visi-
not be redundant.
ble at all times. Other information is to be available at the
request of the operator.
4.8.2 For equipment class 2 (symbol R), the DP-control sys-
4.7.3 Display systems, and the DP-control station in partic- tem is to consist of at least two independent computer sys-
ular, are to be based on ergonomic principles. The DP-con- tems. Common facilities such as self-checking routines,
trol system is to arranged for easy selection of control mode, data transfer arrangements and plant interfaces are not to be
i.e. manual, joystick, or computer control of thrusters, and capable of causing the failure of both/all systems.
the active mode is to be clearly displayed. The following
principles apply to the display system:
4.8.3 For equipment class 3 (symbol RS), the DP-control
• segregation of redundant equipment to reduce the pos-
system is to consist of at least two independent computer
sibility of common mode failure occurrence
systems with self-checking facilities. Common facilities
• ease of access for maintenance purposes
such as self-checking routines, data transfer arrangements
• protection against adverse effects from environment and and plant interfaces are not to be capable of causing failure
from electrical and electromagnetic disturbances.
of both/all systems. In addition, one backup DP-control sys-
4.7.4 For equipment classes 2 and 3, operator controls are tem should be arranged. An alarm should be initiated if any
to be designed so that no single inadvertent act on the oper- computer fails or is not ready to take control.
ator's panel can lead to a critical condition.
4.8.4 For equipment classes 2 (symbol R) and 3 (symbol
4.7.5 Alarms and warnings for failures in systems inter-
RS), the DP-control system is to include a software function,
faced to and/or controlled by the DP-control system are to
normally known as "consequence analysis", which continu-
be audible and visual. A permanent record of their occur-
rence and of status changes is to be provided together with ously verifies that the vessel will remain in position even if
any necessary explanations. The alarm list is given for infor- the worst case failure occurs. This analysis is to verify that
mation in Tab 4. the thrusters remaining in operation after the worst case fail-
ure can generate the same resultant thruster force and
4.7.6 The DP-control system is to prevent failures being moment as required before the failure. The consequence
transferred from one system to another. The redundant com- analysis is to provide an alarm if the occurrence of a worst
ponents are to be so arranged that a failure of one compo-
case failure would lead to a loss of position due to insuffi-
nent can be isolated, and the other component activated.
cient thrust for the prevailing environmental conditions.
4.7.7 It is to be possible to control the thrusters manually, Manual input of weather trend or forecast might be possi-
by individual levers and by a common joystick, in the event ble, in order to integrate relevant meteorological data in the
of failure of the DP-control system. system, if available.
4.7.8 The software is to be produced in accordance with an

4.8.5 Redundant computer systems are to be arranged with
appropriate international quality standard recognised by the
Society. automatic transfer of control after a detected failure in one
of the computer systems. The automatic transfer of control
4.7.9 As far as concerns control stations, the following from one computer system to another is to be smooth and
requirements are to be met: within the acceptable limitations of the operation.
• where several control stations are provided, control is
only to be possible from one station at a time, adequate 4.8.6 For equipment class 3 (symbol RS), the backup DP-
interlocking devices are to be fitted and indication of control system is to be in a room, separated by an A-60 class
the station in control is to be displayed at each control division from the main DP-control station. During DP-opera-
station
tion, this backup control system is to be continuously
• alarm and control systems concerning the same func- updated by input from the sensors, position reference system,
tion are to be grouped together (position reference sys-
thruster feedback, etc., and to be ready to take over control.
tem, propulsion, power generation)
The switch-over of control to the backup system is to be man-
• where inadvertent activation of commands may jeop-
ual, and may be operated from either the main or backup
ardise the unit's safety, these commands are to be pro-
systems. This occurs when the main system is affected by fail-
tected (light cover, double triggering or other equivalent
ure, fire or explosion at the main DP-control system.
devices or procedures)
• a two-way voice communication facility, independent of
the unit’s general system, is to be provided between the 4.8.7 An uninterruptible power supply (U.P.S.) is to be pro-
main control station and the following spaces: navigating vided for each DP-computer system to ensure that any
bridge, engine room and engine control station, other power failure will not affect more than one computer. U.P.S.
control stations, responsible officer's accommodation, battery capacity is to provide a minimum of 30 minutes’
other control locations specific to the task of the unit. operation following a main supply failure.

Pt E, Ch 10, Sec 6
4.8.8 For dynamic positioning control systems based on 5.3 Type of position reference system
computer, it is to be demonstrated that the control systems
work properly in the environmental conditions prevailing
5.3.1 When an acoustical reference system is used, a
on board ships and offshore platforms. To this end, the DP-
hydrophone is to be chosen to minimise the influence of
control systems are to be submitted to the environmental
mechanical and acoustical disturbance on the transmission
tests defined in Pt C, Ch 3, Sec 6, with special consideration
channels, such as propeller noise, spurious reflection on the
for E.M.I. (Electromagnetic interference).
hull, interference of riser, bubble or mud cluster on the
acoustic path.
5 Position reference system
The directivity of transponders and hydrophones is to be
compatible with the availability of the transmission channels
5.1 General in all foreseeable operational conditions. It is to be possible
to select the frequency range and the rate of interrogation
5.1.1 As a general rule, a dynamic positioning installation according to prevailing acoustical conditions, including
is to include at least two independent reference systems: other acoustical systems possibly in service in the area.
• for SAM notation assignment, only one reference system
is required 5.3.2 When a taut wire system is used, materials used for
• for equipment classes 2 and 3, at least three position ref- wire rope, tensioning and auxiliary equipment are to be
erence systems are to be installed and simultaneously appropriate for marine service. The anchor weight is to be
available to the DP-control system during operation designed to avoid dragging on the sea floor and is not to
induce, on recovery, a wire tension exceeding 60% of its
• position reference systems are to be selected with due
breaking strength. The capacity of the tensioner is to be
regard to operational requirements, in relation both to
adapted to the expected movement amplitude of the unit.
restrictions caused by the manner of deployment and
expected performance in the working situation
5.3.3 When the signals from the position reference system
• when two or more position reference systems are are likely to be altered by the movement of the unit (rolling,
required, they are not to be of the same type. Two of pitching), a correction of the position is to be made. For this
them, at least, are to be based on two different measure- purpose, a vertical reference unit of appropriate characteris-
ment techniques, in order to avoid external common tics with regard to the expected accuracy of position meas-
failure modes. urement is to be provided. The VRS is to be duplicated for
symbol R assignment.
5.1.2 As a general rule, the system is to allow for smooth-
ing and mutual adjustment of the inputs originating from
various position reference systems and transfer between ref- 5.4 Other reference systems
erence is to be bumpless. Other arrangements are subject to
special examination by the Society. Change-over is prefera-
5.4.1 Other reference systems such as short to medium
bly to take place automatically in the event of failure of the
range radio positioning systems and global positioning sys-
reference system in use.
tems may be used. Whatever the chosen principle (for
example, hyperbolic or polar determination), the accuracy
5.1.3 Meteorological reports suitable for the operation of
the unit are to be made available to the personel on board. of the position measurement is to be satisfactory in the
whole operational area.
5.2 Arrangement and performance of refer-

5.4.2 When a GPS or DGPS is used, interested parties are
ence systems reminded that this equipment is to be designed in accord-
ance with IMO Resolutions A525 (13), A 694 (17) and A
5.2.1 The position reference systems are to produce data
813 (19). Such equipment is to be approved, at least by a
with adequate accuracy for the intended DP-operation.
competent national authority, and the relevant certificate is
to be submitted to the Society. For other reference systems
5.2.2 Visual and audible alarms are to be activated when
the same procedure is to be applied as when the system is
the unit deviates from the set heading or from the working
covered by an IMO resolution and this document is to be
area determined by the operator. The performance of posi-
considered.
tion reference systems is to be monitored and warnings pro-
vided when the signals from such systems are either
incorrect or substantially degraded. 5.4.3 The location of the receiving equipment is to be cho-
sen so as to minimise as far as practicable masking effects
5.2.3 Indication of the reference system in operation is to and interference.
be given to the operator.
5.2.4 For equipment class 3, at least one of the position ref- 5.5 Vessel sensors
erence systems is to be connected directly to the backup
control system and separated by an A-60 class division from 5.5.1 Vessel sensors are to measure at least vessel heading,
other position reference systems. vessel motion, wind speed and direction.

Pt E, Ch 10, Sec 6
5.5.2 Arrangement of sensors and monitoring 6 Installation requirements

Sensors are to be as far as possible provided with failure
monitors (overheating, power loss):
• inputs from sensors are to be monitored in order to 6.1 Cables and piping systems
detect possible faults, notably relative to temporal evo-
lution of the signal. As regards the analogue sensors, an 6.1.1 For equipment class 2, the piping systems for fuel,
alarm is to be triggered in the event of connecting line lubrication, hydraulic oil, cooling water and pneumatic cir-
wire break, short-circuit or low insulation cuits and the cabling of the electric circuits essential for the
• inputs from sensors simultaneously in use are to be proper running of the DP-system are to be located with due
compared in order to detect significant discrepancy regard to fire hazards and mechanical damages.
between them
• any failure of automatic change-over between sensors is 6.1.2 For equipment class 3:
to activate visual and audible alarms at the control room
• sensors for equipment classes 2 and 3 and sensors used • Redundant piping systems (i.e., piping for fuel, cooling
for the same purpose connected to redundant systems water, lubrication oil, hydraulic oil and pneumatic cir-
are to be arranged independently so that failure of one cuits etc...) are not to be routed together through the
does not affect the others. same compartments. Where this is unavoidable, such
pipes may run together in ducts of A-60 class.
5.5.3 For equipment class 3 (symbol RS), one of each type
of sensor is to be connected directly to the backup control • Cables for redundant equipment or systems are not to
system and separated by an A-60 class division from the be routed together through the same compartments.
other sensors. Where this is unavoidable, such cables may run
together in cable ducts of A-60 class. Cable connection
5.5.4 When an equipment class 2 or 3 (for symbols R and boxes are not allowed in such ducts.
RS), DP-control system is fully dependent on correct signals
from vessel sensors, then such signals are to be based on 6.1.3 For equipment classes 2 and 3, systems not directly
three systems serving the same purpose (i.e., this will result
part of the DP-system but which, in the event of failure,
in at least three gyrocompasses being installed).
could cause failure of the DP-system (common fire suppres-
5.5.5 Heading sion systems, engine ventilation systems, shutdown systems,
For DYNAPOS SAM, one gyrocompass or another heading etc.) are also to comply with the relevant requirements of
measurement unit of equivalent accuracy is to be provided. these Rules.
For the assignment of the notation DYNAPOS AM/AT, two
gyrocompasses or other sensors of equivalent accuracy are
6.2 Thruster location
required. For DYNAPOS AM/AT R or RS, see [5.5.4] and
Tab 3.
6.2.1 The thruster location, operational modes and design
5.5.6 Wind speed and direction are to be measured by suit- are to comply with the following requirements.
ably located wind sensors, due consideration being given to
superstructure influence. 6.2.2 The thruster location and operational modes are to be
5.5.7 The alarms to be triggered and indication to be dis- chosen so as to minimise interference between thrusters as
played are detailed in Tab 4. This list is given for informa- well as disturbance caused to the proper operation of sen-
tion and can be completed by taking into consideration the sor systems or specific equipment the unit is provided with.
installation configuration. This list does not include the
alarms which are required by the automated notation 6.2.3 Thruster intake depth is to be sufficient to reduce the
assigned to the unit. probability of ingesting floating debris and of vortex formation.
Table 3 : Configuration for reference systems, vessel sensors and computers
Equipment class 1 1 2 3
DYNAPOS class notations SAM AM/AT AM/AT R AM/AT RS
Number of control computers 1 1 2 3, 1 of them connected to backup control station
Manual control: joystick, with may be fitted Yes Yes Yes
automatic heading
One man operating the DP system Yes Yes Yes Yes
Position reference system 1 2 3 3, 1 of them connected to backup control station
Vertical reference system 1 2 2 2, 1 of them connected to backup control station
Wind sensor 1 2 2 2, 1 of them connected to backup control station
Gyro 1 2 3 3, 1 of them connected to backup control station

Pt E, Ch 10, Sec 6
Table 4 : Alarm and warning system
Parameters and equipment Alarms or group of alarms Signalling

Ship coodinates and desired position x
Actual position x
Maximum deviation required x
Deviation from the desired operating area outside the a.m. x
limits
Thruster availability ready for operation x
Thruster in operation x
Thruster failure x
Vectorial thrust ouput outside limit x
Total output of all thrusters x
for class 2 and class 3 equipment
Thrust limitation by available power x
Power supply failure x
Power management failure x
Desired heading x
Actual heading x
Deviation from desired heading outside limit x
Status of heading reference system connected or not x
Failure of any heading reference system x
Automatic switching to standby heading reference system x
Failure of the vertical reference sensor measuring the x
pitching and rolling of the unit
Operational status of each vertical reference sensor x
Automatic switching to vertical standby reference sensor x
Indication of wind speed and direction sensor x
Operational status of wind sensors, speed and direction x
Wind sensor failure, speed and direction x
Automatic switching of wind speed and direction sensor x
Computer failures x
Automatic switching to standby computer x
Abnormal input signals to the computer, analogue input x
failures
Number of generators available x
Sea state conditions x
Note 1: Depending on the DP classification notation required, the above-mentioned list may be simplified.
Note 2: Instead of an individual alarm, when it is possible to discriminate the cause of the alarm, an alarm group may be displayed.
6.2.4 The integrity of the hull is not to be adversly affected 6.2.6 As regards the notation AM/AT, transverse fixed axis
by thruster installation, particularly where retractable or thrusters, if used, are to be capable of providing sufficient
tunnel thrusters are provided. thrust in the contemplated range of speed of the unit.
6.2.7 The values of the thruster forces used in the conse-

6.2.5 The thruster system is to provide adequate thrust in quence analysis (see [4.8.4]) are to be corrected for interfer-
longitudinal and lateral directions and provide yawing ence between thrusters and other effects which will reduce
moment for heading control. the effective force.

Pt E, Ch 10, Sec 6
6.2.8 For equipment classes 2 and 3, the thruster system is 8.1.2 Thruster and electrical installation tests are to be con-
to be connected to the power system in such way that the ducted in accordance with the requirements for electric
requirement in [6.2.5] can be complied with, even after propulsion in Pt C, Ch 2, Sec 14.
failure of one of the constituent power systems and one of
the thrusters connected to that system.
8.2 Trials
7 Operational requirements 8.2.1 Before a new installation is put into service and after
modification of an existing installation, port and sea trials
7.1 General are to be carried out to check the proper functioning and
performances of the DP-system.
7.1.1 The following operational conditions are to be ful-
filled. 8.2.2 The program of these trials is to be submitted in
advance to the Society.
7.1.2 Before every DP-operation, the DP-system is to be
checked according to a vessel specific "location" checklist 8.2.3 Such trials are to verify:
to make sure that the system is functioning correctly and • equipment and ship behaviour
that it has been set up for the appropriate equipment class.
• shielding efficiency of sources of electrical and electro-
7.1.3 During DP-operations, the system should be checked magnetic interference
at regular intervals according to a vessel specific watch- • alarms
keeping checklist.
• change-over arrangements.
7.1.4 DP-operations necessitating equipment classes 2 or 3
should be terminated when the environmental conditions 8.2.4 Tests are to be performed in order to assess the sys-
are such that the DP-vessel would no longer be able to keep tem behaviour in the event of single failure (controller, posi-
position if the single failure criterion applicable to the tion reference system, gyrocompass, alternator, thruster, etc)
equipment class occurred. In this context, deterioration of and in the event of worst case failure.
environmental conditions and the necessary time to safely
terminate the operation are also to be taken into considera- 8.2.5 Sea trials are to be of sufficient duration to confirm
tion. This should be checked by way of environmental satisfactory operation.
envelopes if operating in equipment class 1 and by way of
an automatic consequence analysis if operating with equip- 8.2.6 The final report of dock and sea trials is to be submit-
ment classes 2 or 3. The necessary operating instructions, ted for information.
etc., are to be placed on board as far as practicable.
9 Environmental station keeping index
7.1.5 The following checklist, test procedures and instruc-
tions are to be incorporated into the DP-operating manuals ESKI
for the vessel:
• location checklist, see [7.1.2] 9.1 Definition
• watch-keeping checklist, see [7.1.3]
9.1.1 An environmental station keeping index (ESKI) may
• DP-operation instructions, see [7.1.3] be associated with each of the class notations defined in
• initial and periodical (5-year) tests and procedures, see [1.4.2] and [1.4.4].
IMO MSC/Circ.645 § 5
9.1.2 The ESKI indicates the station keeping capability of
• annual tests and procedures, see IMO MSC/Circ.645 § 5
the vessel (as a percentage of time) under given environ-
• example of tests and procedures after modifications and mental conditions.
non-conformities, see IMO MSC/Circ.645 § 5.
7.1.6 Reports of tests and records of modifications or 9.2 Environmental conditions

equivalent are to be kept on board and made available dur-
ing periodical inspections. 9.2.1 The ESKI is based on environmental conditions con-
sistent with the geographical area of vessel operation. It is a
two numbers vector (xx ; xx).
8 Tests and trials
9.2.2 For unlimited service, a set of standard North Sea
8.1 Inspection at works Environmental Conditions is to be used (see Tab 5).
8.1.1 Inspections at the works of items subject to classifica- 9.2.3 For restricted service, a long-term distribution of envi-
tion are to be carried out to the attending Surveyor's satis- ronmental conditions prevailing where the vessel is in oper-
faction, in accordance with a previously agreed program. ation is to be considered.

Pt E, Ch 10, Sec 6
Table 5 : ESKI / Mean wind speed
Corresponding mean wind Annual frequency, ESKI,

Significant wave height, in m
speed (kts) in % in %
0-1 0 - 4,8 25,2 25
1-2 4,8 - 11,6 32,2 57
2-3 11,6 - 17,5 20,9 78
3-4 17,5 - 24,3 11,1 89
4-5 24,3 - 29,1 5,4 95
5-6 29,1 - 34,0 2,5 97
6-7 34,0 - 37,9 1,2 98
7-8 37,9 - 41,8 0,6 99
8-9 41,8 - 46,3 0,3 99
9 and more More than 46,3 0,3 99
For the calculations, a constant current of 1.5 kts is assumed, in the same direction as the wind and the waves (to sum up all the
environmental forces effects).
9.3 Condition of ESKI estimation 9.4.2 For unlimited service, North sea area conditions are
to be considered. The wind and wave statistics are indicated
9.3.1 The ESKI indicates the allowable environmental con- in Tab 5.
ditions for two system configurations:
• with all thrusters operating 9.4.3 Example of calculation
• with the most critical single failure. According to [9.2], the ESKI can be calculated with various
Note 1: The most critical failure of any component in the ship is to environmental data, depending on the service area of the
be considered, which sometimes can lead to the loss of several ship. As an example, the calculation for unlimited service
thrusters at the same time. Taking into account only the failure of (North sea conditions being the reference) is given hereafter.
the most efficient thrusters would be in some particular cases not
relevant. For this example, the following results are extracted from
the capability plots (see Tab 6. The ESKI is directly read in
9.3.2 The ESKI reflects the capability to maintain position Tab 5.
with the most unfavourable heading.
• 41 kts corresponds to an ESKI of 99
9.3.3 Environmental forces (wind, wave drift and current
loads) and thrust are to be evaluated through calculations, • 25.8 kts correspond to an ESKI of 95
model tests or other method, in agreement with the Society. For this vessel, the ESKI number is (99 ; 95).
Note 1: Attention is drawn on the fact that the ESKI should always
9.4 Documentation to be submitted and be read together with the associated capability plots.
example
9.4.1 The ESKI calculation is to be documented in order to Table 6 : Example
justify the results. Generally the relevant documents are as
follows:
Condition of Maximum allowable
• capability plots for two considered configurations for Plot
operation (1) wind speed (kt)
the calculation: all thrusters alive, most critical single
1 All thrustesr available 41.0
failure
• documentation on the environment conditions long 2 Most critical single 25.8
term distribution (any area for restrictive service, north failure
sea (see Tab 5 for unlimited service) (1) On most ships this corresponding incident angle is
• owner performance request, if any. directly abeam.

Pt E, Ch 10, Sec 7
SECTION 7 VAPOUR CONTROL SYSTEM (VCS)
1 General 1.2.7 Service ship

Service ship is a ship which receives and transports liquid
cargoes between a facility and another ship and vice versa.
1.1 Application
1.2.8 Ship vapour connection
1.1.1 The additional class notation VCS is assigned, in
The ship vapour connection is the point of interface
accordance with Pt A, Ch 1, Sec 2, [6.12.8], to ships fitted
between the ship’s fixed vapour collection system and the
with systems for control of vapour emission from cargo
collection system of a facility or another ship. Hoses or
tanks complying with the requirements of this Section.
loading arms on board, carried for the purpose of these
The notation TRANSFER is added to the notation VCS for Rules, are considered part of the vapour control system of
ships fitted with systems for control of vapour emission from the ship.
cargo tanks to another ship and vice versa. Additional
requirements for the additional notation TRANSFER are 1.2.9 Terminal vapour connection
given in Article [6]. The terminal vapour connection is that point at which the
terminal vapour collection system is connected to a vapour
1.1.2 As a rule, this notation is applicable to ships which collection hose or arm.
are assigned one or more of the following class notations:
• oil tanker 1.2.10 Topping-off operation
Topping-off is the operation of transfer of liquid cargo from
• chemical tanker
a service ship to another ship in order to load the receiving
• FLS tanker ship at a deeper draft.
• liquefied gas carrier
1.2.11 Vapour balancing
• combination carrier/OOC
Vapour balancing is the transfer of vapour displaced by
• combination carrier/OBO. incoming cargo from the tank of a ship receiving cargo into
a tank of a facility delivering cargo via a vapour collection
1.2 Definitions system.
1.2.1 Diluted 1.2.12 Vapour collection system

The vapour collection system is an arrangement of piping
A flammable gas or mixture is defined as diluted when its
and hoses used to collect vapour emitted from a ship’s
concentration in air is less than 50% of its lower explosive
cargo tank and to transport the vapour to a vapour process-
limit.
ing unit.
1.2.2 Flammable cargoes
1.2.13 Vapour processing unit
Flammable cargoes are crude oils, petroleum products and Vapour processing unit is that component of a vapour con-
chemicals having a flashpoint not exceeding 60 °C (closed trol system that recovers or destroys vapour collected from a
cup test) and other substances having equivalent fire risk. ship.
1.2.3 Inerted
Inerted is the condition in which the oxygen content in a
flammable gas/air mixture is 8% or less by volume. 1.3.1 Tab 1 lists the documents which are to be submitted.
1.2.4 Independent
Two electrical systems are considered independent when
2 Vapour system
any one system may continue to operate with a failure of
any part of the other system, except the power source and 2.1 General
electrical feeder panels.
2.1.1 Installation of vapour collection system
1.2.5 Lightering operation a) Each ship is to have vapour collection piping perma-
Lightering operation is the operation of transferring liquid nently installed, with the tanker vapour connection
cargo from one ship to one service ship. located as close as practical to the loading manifolds.
b) In lieu of permanent piping, chemical tankers may have
1.2.6 Maximum allowable transfer rate vapour connections located in the vicinity of each cargo
Maximum allowable transfer rate is the maximum volumet- tank in order to preserve segregation of the cargo sys-
ric rate at which a ship may receive cargo or ballast. tems.

Pt E, Ch 10, Sec 7
No A/I Document
1 A Diagrammatic plan of the vapour piping system including:
• material specifications
• dimensions, scantlings and sizes
• ratings (temperature/pressure)
• joining details
• fittings and standards used
2 A Diagrammatic drawing of the gauging system and overfill protection including:
• Manufacturer and type of the instruments
• plan of hazardous area locations
• location of electrical equipment in gas-dangerous spaces and safe certificates of the electrical instruments
intended to be used in hazardous locations
• electrical schemes concerning the alarm system supply
• electrical schemes concerning the intrinsically safe circuits
3 A Diagrammatic drawings of the venting system, including necessary data for verifying the venting capacity of the
pressure/vacuum valves
4 I Pressure drop calculations comparing cargo transfer rates versus pressure drops from the farthest tanks to the
vapour connection, including any possible hoses
5 I Calculations showing the time available between alarm setting and overfill at maximum loading rate for each tank
6 A Instruction manual
7 I Information on the anti-detonation devices, including Manufacturer and type of the device employed as well as
documentation on any acceptance tests carried out, only for ships for which the notation TRANSFER is requested
A = to be submitted for approval in four copies;
I = to be submitted for information in duplicate.
2.1.2 Incompatible cargoes 2.1.7 Flanges

If a tanker simultaneously collects vapour from incompati- a) Bolt hole arrangement of vapour connection flanges to
ble cargoes, it is to keep these incompatible vapours sepa- the terminal is to be in accordance with Tab 2.
rate throughout the entire vapour collection system.
b) Each vapour connection flange is to have permanently
attached 12,7 mm diameter studs protruding out of the
2.1.3 Liquid condensate disposal
flange face for at least 25,4 mm.
Means are to be provided to eliminate liquid condensate
which may collect in the system. c) The studs are to be located at the top of the flange, mid-
way between bolt holes and in line with bolt hole pat-
2.1.4 Electrical bonding terns.
Vapour collection piping is to be electrically bonded to the
hull and is to be electrically continuous. 2.2 Vapour manifold
2.1.5 Inert gas supply isolation 2.2.1 Isolation valve

When inert gas distribution piping is used for vapour collec- a) An isolation valve capable of manual operation is to be
tion piping, means to isolate the inert gas supply from the provided at the ship vapour connection.
vapour collection system are to be provided. The inert gas b) The valve is to have an indictor to show clearly whether
main isolating valve required in Pt D, Ch 7, Sec 6, [5.4.2] or the valve is in the open or closed position, unless the
Pt D, Ch 8, Sec 9, [2.3.1] may be used to satisfy this require- valve position can be readily determined from the valve
ment. handle or valve stem.
2.1.6 Prevention of interference between vapour 2.2.2 Labelling
collection and inert gas systems
The vapour manifold is to be:
The vapour collection system is not to interfere with the
proper operation of the cargo tank venting system. How- • for the last 1 m painted red/yellow/red, with the red
ever, vapour collection piping may be partly common with bands 0,1 m wide and the yellow band 0,8 m wide
the vent piping and/or the inert gas system piping. • labelled “VAPOUR” in black letters at least 50 mm high.

Pt E, Ch 10, Sec 7
Table 2 : Bolting arrangement of connecting flanges
Pipe nominal Outside diameter Bolt circle Bolt hole diameter Bolt diameter
Number of bolts
diameter (mm) of flange (mm) diameter (mm) (mm) (mm)
≤ 12,70 88,90 60,45 15,75 12,70 4
≤ 19,05 98,55 69,85 15,75 12,70 4
≤ 25,40 107,95 79,25 15,75 12,70 4
≤ 31,75 117,35 88,90 15,75 12,70 4
≤ 38,10 127,00 98,55 15,75 12,70 4
≤ 50,80 152,40 120,65 19,05 15,87 4
≤ 63,50 177,80 139,70 19,05 15,87 4
≤ 76,20 190,50 152,40 19,05 15,87 4
≤ 88,90 215,90 177,80 19,05 15,87 8
≤ 101,60 228,60 190,50 19,05 15,87 8
≤ 127,00 254,00 215,90 22,35 19,05 8
≤ 152,40 279,40 241,30 22,35 19,05 8
≤ 203,20 342,90 298,45 22,35 19,05 8
≤ 254,00 406,40 361,95 25,40 22,22 12
≤ 304,80 482,60 431,80 25,40 22,22 12
≤ 355,60 533,40 476,25 28,45 25,40 12
≤ 406,40 596,90 539,75 28,45 25,40 16
≤ 457,20 635,00 577,85 31,75 28,54 16
≤ 508,00 698,50 635,00 31,75 28,57 20
≤ 609,60 749,30 749,30 35,05 31,75 20
2.3 Vapour hoses a) to be capable of discharging cargo vapour at 1,25 times

the maximum transfer rate in such a way that the pres-
2.3.1 Hoses sure in the vapour space of each tank connected to the
Each hose used for transferring vapour is to have: vapour collection system does not exceed:
• a design burst pressure of at least 0,175 MPa 1) the maximum working pressure of the tank
• a maximum working pressure of at least 0,035 MPa 2) the operating pressure of a safety valve or rupture
• the capability of withstanding at least 0,014 MPa vac- disk, if fitted
uum without collapsing or constricting b) not to relieve at a pressure corresponding to a pressure
• electrical continuity with a maximum resistance of in the cargo tank vapour space of less than 0,007 MPa
10000 Ω
c) to prevent a vacuum in the cargo tank vapour space that
• resistance to abrasion and kinking exceeds the maximum design vacuum for any tank
• the last 1 m of each end of the hose marked in accord- which is connected to the vapour collection system,
ance with [2.2.2]. when the tank is discharged at the maximum rate
For hose flanges see [2.1.7]. d) not to relieve at a vacuum corresponding to a vacuum
in the cargo tank vapour space less than 0,0035 MPa
2.3.2 Handling equipment below the atmospheric pressure.
Vapour hose handling equipment is to be provided with
hose saddles which provide adequate support to prevent 2.4.2 Pressure/vacuum safety valves
kinking or collapse of hoses. a) Pressure/vacuum safety valves are to be fitted with
means to check that the device operates freely and does
2.4 Vapour overpressure and vacuum pro- not remain in the open position.
tection b) Pressure relief valves are to be fitted with a flame screen
at their outlets, unless the valves are designed in such a
2.4.1 General way as to ensure a vapour discharge velocity of not less
The cargo tank venting system is: than 30 m/second.

Pt E, Ch 10, Sec 7
3 Instrumentation 3.3.2 Alarm characteristics

The overfill alarm is:
3.1 Cargo tank gauging equipment • to be independent of both the high level alarm (see
[3.2.1]) and the cargo gauging system (see [3.1])
3.1.1 Each cargo tank that is connected to a vapour collec-
• to alarm in the event of loss of power to the alarm system
tion system is to be equipped with a cargo gauging device
or failure of the electric circuits to the tank level sensors
which:
• to be able to be checked at the tank for proper operation
• provides a closed gauging arrangement which does not prior to each transfer or contain an electronic self-test-
require opening the tank to the atmosphere during ing feature which monitors the condition of the alarm
cargo transfer circuits and sensors.
• allows the operator to determine the liquid level in the
tank for the full range of liquid levels in the tank 3.4 High and low vapour pressure alarms
• indicates the liquid level in the tank, at the position
where cargo transfer is located 3.4.1 Pressure alarms
• if portable, is installed on tank during the entire transfer Each vapour collection system is to be fitted with one or
operation. more pressure sensing devices that sense the pressure in the
main collection line, and which:
• have a pressure indicator located where the cargo trans-
3.2 Cargo tank high level alarms
fer is controlled
3.2.1 General • alarm the high pressure at not more than 90% of the
lowest relief valve setting in the tank venting system
a) Each cargo tank that is connected to a vapour collection
system is to be equipped with an intrinsically safe high • alarm at a low pressure of not less than 100 mm WG for
level alarm system which alarms before the tank overfill an inerted tank, or the lowest vacuum relief valve setting
alarm, but not lower than 95% of the tank capacity. in the cargo venting system for a non-inerted tank.
b) The high level alarm is to be identified with the legend 3.4.2 Equivalence
“HIGH LEVEL ALARM” and have audible and visible
alarm indications that can be seen and heard where the Pressure sensors fitted in each cargo tank are acceptable as
cargo transfer is controlled. equivalent to pressure sensors fitted in each main vapour
collection line.
3.2.2 Alarm characteristics
The high level alarm is: 4 Instruction manual
• to be independent of the overfill alarm
4.1 General
• to alarm in the event of loss of power to the alarm sys-
tem or failure of the electric circuits to the tank level 4.1.1
sensors
a) Each ship utilising a vapour emission control system is
• to be able to be checked at the tank for proper operation to be provided with written operational instructions
prior to each transfer or contain an electronic self-test- covering the specific system installed on the ship.
ing feature which monitors the condition of the alarm
circuits and sensors. b) Instructions are to encompass the purpose and principles
of operation of the vapour emission control system and
provide an understanding of the equipment involved and
3.3 Cargo tank overfill alarms associated hazards. In addition, the instructions are to
provide an understanding of the operating procedures,
3.3.1 General piping connection sequence, start-up procedures, nor-
mal operations and emergency procedures.
a) Each cargo tank that is connected to a vapour collection
system is to be equipped with an intrinsically safe over-
fill alarm which alarms early enough to allow the person 4.2 Content
in charge of transfer operation to stop such operation
before the cargo tank overflows. 4.2.1 The instructions are to contain:
b) The overfill alarm is to be identified with the legend a) a line diagram of the tanker’s vapour collection piping
“OVERFILL ALARM” and have audible and visible alarm including the location of all valves, control devices,
indications that can be seen and heard where the cargo pressure-vacuum safety valves, pressure indicators,
transfer is controlled and in the deck cargo area. flame arresters and detonation arresters, if fitted

Pt E, Ch 10, Sec 7
b) the maximum allowable transfer rate for each group of 5.1.3 Pressure/vacuum valves
cargo tanks having the same venting line, determined as Pressure/vacuum valves are to be tested for venting capac-
the lowest of the following: ity. The test is to be carried out with the flame screen
installed if contemplated in accordance with [2.4.2].
1) 80% of the total venting capacity of the pressure
relief valves in the cargo tank venting system
5.2 Shipboard trials
2) the total vacuum relieving capacity of the vacuum
relief valves in the cargo tank venting system 5.2.1 Upon completion of construction, in addition to con-
ventional sea trials, specific tests may be required at the
3) the rate based on pressure drop calculations at Society’s discretion in relation to the characteristics of the
which, for a given pressure at the facility vapour plant fitted on board.
connection, or, if lightering, at the vapour connec-
tion of the service ship, the pressure in any cargo
tank connected to the vapour collection system
6 Additional requirements for notation
exceeds 80% of the setting of any pressure relief “TRANSFER”
valve in the cargo tank venting system
6.1 Application
c) the initial loading rate for each cargo tank, to be deter-
mined in such a way as to minimise the development of 6.1.1 These requirements are applicable to service ships.
a static electrical charge, when applicable
d) tables or graphs of transfer rates (and corresponding 6.2 Equipment
vapour collection system pressure drops through the
vapour hoses, if foreseen) determined from the most 6.2.1 Ships with inerted cargo tanks
remote cargo tanks to the ship vapour connection as fol- If the cargo tanks on a ship discharging cargo and a ship
lows: receiving cargo are inerted, the service ship is to have
means to inert the vapour transfer hose prior to transferring
1) for each cargo handled by the vapour collection sys- cargo vapour and an oxygen analyser with a sensor or sam-
tem at the maximum and the lowest transfer rates pling connection fitted within 3 m of the ship vapour con-
nection which:
2) based on 50% cargo vapour and air mixture, and a
vapour growth rate appropriate for the cargo being • activates an audible and visual alarm at a location on
loaded the service ship where cargo transfer is controlled when
the oxygen content in the vapour collection system
e) the safety valve setting at each pressure-vacuum safety exceeds 8% by volume
valve. • has an oxygen concentration indicator located on the
service ship where the cargo transfer is controlled
5 Testing and trials • has a connection for injecting a span gas of known con-
centration for calibration and testing of the oxygen ana-
lyser.
5.1
6.2.2 Ships with cargo tanks not inerted
5.1.1 General If the cargo tanks on a ship discharging cargo are not
Machinery and equipment which are part of the vapour col- inerted, the vapour collection line on the service ship is to
lection system are to be tested in compliance with the be fitted with a detonation arrester located within 3 m of the
applicable requirements of the various Sections of the ship vapour connection.
Rules. 6.2.3 Electrical insulating flange
An electrical insulating flange or one length of non-electri-
5.1.2 Hydrostatic tests
cally conductive hose is to be provided between the ship
Pressure parts are to be subjected to hydrostatic tests in vapour connection on the service ship and the vapour con-
accordance with the applicable requirements. nection on the ship being lightered.

Pt E, Ch 10, Sec 8
SECTION 8 COFFERDAM VENTILATION (COVENT)
1 General riers, chemical carriers and gas carriers, the minimum

number of air changes per hour is to be increased to 8.
1.1 Application 2.1.2 Type of ventilation

The ventilation is to be of the negative pressure type for cof-
1.1.1 The additional class notation COVENT is assigned, in ferdams adjacent to dangerous spaces, as indicated in
accordance with Pt A, Ch 1, Sec 2, [6.12.9], to ships having [2.1.1] b). Other cofferdams may have ventilation of the
all cofferdams in the cargo area provided with fixed ventila- positive pressure type.
tion systems complying with the requirements of this Sec-
tion. 2.1.3 Avoidance of stagnation zones
In order to avoid air stagnation zones, air exhaust ports
1.1.2 For the purpose of this Section, the cargo area is that inside the cofferdam are to be adequately distributed and
portion of the ship included between the forward bulkhead the various landings are to consist of grates or perforated
of the machinery space and the collision bulkhead. flats; inlet ducts are generally to end at the top of the coffer-
In the case of ships with machinery spaces located amid- dam and outlet ducts are to extend below the floor plates,
ships, the cargo area is also to include that portion of the with suction ports at the level of the upper edge of ordinary
ship between the aft bulkhead of the engine space and the floors or bottom longitudinals.
after peak bulkhead, excluding the shafting tunnel. Particular attention is to be paid to the arrangement of inlet
and outlet ducts in cofferdams surrounding cargo tanks of
1.2 Documents to be submitted double hull tankers, where, due to the particular shape of
the cofferdams and the presence of stiffening inside, the for-
1.2.1 The documents listed in Tab 1 are to be submitted to mation of stagnant zones is likely.
the Society for approval.
2.1.4 Cofferdams that may be used as ballast tanks
The Society reserves the right to require additional plans or
Provision is to be made to blank the inlet and outlet ventila-
information in relation to the specific characteristics of the
tion ducts when cofferdams are used for the carriage of bal-
installations.
last.
2 Design and construction 2.2 Other technical requirements

2.2.1 Ventilation inlets and outlets
2.1 Arrangement
Ventilation inlets and outlets leading to the open air from
2.1.1 Number of air changes cofferdams adjacent to dangerous spaces are to be fitted
with wire net flame arresters and protective screens recog-
a) The ventilation system is be capable of supplying at
nised as suitable by the Society. The spacing between them
least 4 complete air changes per hour, based on the cof-
and from ignition sources, openings into spaces where igni-
ferdam gross volume.
tion sources are present, openings into cargo tanks and air
b) For cofferdams adjacent to spaces where dangerous inlets and outlets of different spaces is to be not less than
mixtures may be present, such as cargo tanks of oil car- 3m.
No. A/I (1) Item

1 I Schematic drawing of the installations
2 A Calculation of number of air changes per hour for each cofferdam in cargo area
3 A Line diagram of power supply circuits of control and monitoring systems, including circuit table
4 A List and type of equipment and in particular type of fans and their arrangement in ducts
3 I Plan of the location and arrangement of the control station, if any
3 A List of remote control devices, if any
4 A List of alarms
(1) A = to be submitted for approval in four copies;

Pt E, Ch 10, Sec 8
2.2.2 Fans 2.2.5 Additional requirements

For chemical tankers and gas carriers the requirements in Pt
a) Ventilation fans are to be of non-sparking construction D, Ch 8, Sec 12 and Pt D, Ch 9, Sec 12, respectively, are
of a type approved by the Society. also to be applied.
b) Where ventilated cofferdams are adjacent to a danger-
ous space, the electric motors driving the ventilation 3 Inspection and testing
fans are not to be located in the ventilation ducts.
2.2.3 Lighting
3.1.1 Equipment and systems are to be inspected and
Where cofferdams are provided with electric lighting appli- tested in accordance with the applicable requirements of
ances, the ventilation system is to be interlocked with the the Rules relative to each piece of equipment of the system
lighting such that the ventilation needs to be in operation to used for the ventilation of the cofferdams.
energise the lighting.
2.2.4 Alarms
3.2.1 Following installation on board, the ventilation sys-
An audible and visual alarm is to be activated in the event tems are to be subjected to operational tests in the presence
of failure of the ventilation. of the Surveyor.

Pt E, Ch 10, Sec 9
SECTION 9 CENTRALISED CARGO AND BALLAST WATER

HANDLING INSTALLATIONS (CARGOCONTROL)
1 General station is to be bounded by A-60 class fire-resisting

bulkheads and provided with two escapes.
1.1 Application
2.1.2 Communications
1.1.1 The additional class notation CARGOCONTROL is It is be possible from the control station to convey orders to
assigned, in accordance with Pt A, Ch 1, Sec 2, [6.12.10], crew members on deck and to communicate with the navi-
to ships carrying liquid cargo in bulk fitted with a central- gating bridge, with cargo handling spaces, with the engine
ised system for handling liquid cargo and ballast and com- room and with the propulsion control room, where the lat-
plying with the requirements of this Section. ter is foreseen.
1.1.2 Compliance with these Rules does not exempt the 2.1.3 Safety equipment
Owner from the obligation of fulfilling any additional
requirements issued by the Administration of the State Where the control station is located in the cargo area, two
whose flag the ship is entitled to fly. complete sets of protective clothing in order to protect the
skin from the heat radiating from a fire are always to be
readily available together with three breathing apparatuses.
1.2.1 The documents listed in Tab 1 are to be submitted to 2.2 Remote control, indication and alarm
the Society for approval. systems
The Society reserves the right to require additional plans or
information in relation to the specific characteristics of the 2.2.1 Remote control system
installations.
It is to be possible to carry out the following operations
from the control station:
2 Design and construction
a) opening and closing of valves normally required to be
requirements operated for loading, unloading and transfer of cargo
and ballast (however, the opening and closing of valves
2.1 Control station is not required for the ends of cargo loading and
unloading arrangements)
2.1.1 Location of control station
a) The control station is to be located such as to allow visi- b) starting and stopping of cargo pumps, stripping pumps
bility of the cargo tank deck area, and in particular of and ballast pumps (alternative solutions may be consid-
the cargo loading and unloading ramps. ered in the case of pumps powered by turbines)
b) The station is preferably to be situated in the accommo- c) regulation, if foreseen, of the number of revolutions of
dation area; should this be impracticable, the control cargo pumps, stripping pumps and ballast pumps.
No. A/I (1) Item

1 I Schematic drawing of the installation
2 I Plan of the location and arrangement of the control station
3 A List of remote control devices
4 A List of alarms
5 I List of the equipment (sensors, transducers, etc.) and automation systems (alarm systems, etc.)
envisaged with indication of the Manufacturer and of the type of equipment or system
6 A Line diagram of power supply circuits of control and monitoring systems, including:
• circuit table, in the case of electrical power supply
• specification of service pressures, diameter and thickness of piping, materials used, etc. in the
case of hydraulic or pneumatic power supply
(1) A = to be submitted for approval in four copies;

Pt E, Ch 10, Sec 9
2.2.2 Indication system • low delivery pressure of the hydraulic plant for the oper-
The control station is to be fitted with indicators showing: ation of pumps and valves
• (open/closed) position of valves operated by remote • high vacuum in cargo tanks, if required by the Rules
control • high pressure in the cargo and ballast lines
• state (off/on) of cargo pumps, stripping pumps and bal- • high and low temperature for cargo tanks fitted with
last pumps heating and refrigerating systems
• number of revolutions of cargo pumps, stripping pumps • high oxygen level, high temperature, and high and low
and ballast pumps where they may be operated at pressure of inert gas, if foreseen
adjustable speeds • high level in a bilge well in cargo and ballast pump
rooms
• delivery pressure of the hydraulic plant for the operation
of cargo pumps, stripping pumps and ballast pumps • high concentration of explosive vapours (exceeding
30% of the lower flammable limit) in spaces where
• delivery and suction pressure of cargo pumps, stripping cargo is handled
pumps and ballast pumps
• high temperature of gas-tight seals with oil glands for
• pressure of the ends of cargo loading and unloading runs of shafts, where these are foreseen through bulk-
arrangements heads or decks, for the operation of cargo and ballast
• oxygen level, temperature and pressure of the inert gas, pumps.
where the operation of the inert gas system is required
or envisaged at the same time as loading/unloading 3 Inspection and testing
• level in cargo and ballast tanks (relaxation of this
requirement may be permitted for double bottom ballast 3.1 Equipment and systems
tanks of reduced capacity and limited depth)
• temperature in cargo tanks provided with heating or 3.1.1 Equipment and systems are to be inspected and
refrigeration. tested in accordance with the applicable requirements of
the Rules relative to each piece of equipment of the system
2.2.3 Alarm systems used for the centralised control.
The cargo control station is to be fitted with visual and audi-
ble alarms signalling the following: 3.2 Testing on board
• high level, and where requested very high level, in 3.2.1 Following installation on board, remote control, indi-
cargo tanks cation and alarm systems are to be subjected to operational
• high pressure in cargo tanks, if required by the Rules tests in the presence of the Surveyor.

Pt E, Ch 10, Sec 10
SECTION 10 SHIP MANOEUVRABILITY (MANOVR)
1 General 2.1.5 Mean draught TM

The mean draught TM is defined as TM = (TA + TF)/2.
1.1 Application
2.2 Standard manoeuvres and associated
1.1.1 The additional class notation MANOVR is assigned, terminology
in accordance with Pt A, Ch 1, Sec 2, [6.12.11], to ships
whose manoeuvring capability standards comply with the 2.2.1 Test speed
requirements of this Section. The test speed (V) used in the requirements is a speed of at
1.1.2 The requirements of this Section reproduce the provi- least 90% of the ship’s speed corresponding to 85% of the
maximum engine output.
sions of IMO Resolution A751(18) “Interim Standards for
Ship Manoeuvrability”.
2.2.2 Turning circle manoeuvre
Note 1: According to circular MSC/644, these provisions are appli-
The turning circle manoeuvre is the manoeuvre to be per-
cable to ships of all rudder and propulsion types, of 100m in length
and over, and to chemical tankers and gas carriers regardless of
formed to both starboard and port with 35° rudder angle or
their length, which were constructed on or after 1 July 1994. the maximum rudder angle permissible at the test speed,
following a steady approach with zero yaw rate.
1.2 Manoeuvre evaluation 2.2.3 Advance
1.2.1 Conventional trials Advance is the distance travelled in the direction of the
original course by the midship point of a ship from the posi-
The requirements in this Section are based on the under-
tion at which the rudder order is given to the position at
standing that the manoeuvrability of ships can be evaluated
which the heading has changed 90° from the original
from the characteristics of conventional trial manoeuvres.
course.
1.2.2 Compliance with the requirements
2.2.4 Tactical diameter
The following two methods can be used to demonstrate
Tactical diameter is the distance travelled by the midship
compliance with these requirements:
point of a ship from the position at which the rudder order
a) Scale model tests and/or predictions using computer is given to the position at which the heading has changed
programs with mathematical models can be performed 180° from the original course. It is measured in a direction
to predict compliance at the design stage. perpendicular to the original heading of the ship.
Results of the models test and/or computer simulations
will be confirmed by full scale trials, as necessary. 2.2.5 Zig-zag test
b) Compliance can be demonstrated based on the results Zig-zag test is the manoeuvre where a known amount of
of full scale trials conducted in accordance with these helm is applied alternately to either side when a known
requirements. heading deviation from the original heading is reached.
2.2.6 10°/10° zig-zag test

2 Definitions 10°/10° zig-zag test is performed by turning the rudder
alternately by 10° either side following a heading deviation
2.1 Geometry of the ship of 10° from the original heading in accordance with the fol-
lowing procedure.
2.1.1 Length (L)
a) after a steady approach with zero yaw rate, the rudder is
Length (L) is the length measured between the aft and for- put over 10° to starboard/port (first run)
ward perpendiculars.
b) when the heading has changed to 10° off the original
2.1.2 Midship point heading, the rudder is reversed to 10° to port/starboard
Midship point is the point on the centreline of a ship mid- (second run)
way between the aft and forward perpendiculars. c) after the rudder has been turned to port/starboard, the
ship will continue turning in the original direction with
2.1.3 Draught TA decreasing turning rate. In response to the rudder, the
The draught TA is the draught at the aft perpendicular. ship is then to turn to port/starboard. When the ship has
reached a heading of 10° to port/starboard off the origi-
2.1.4 Draught TF nal course, the rudder is again reversed to 10° to star-
The draught TF is the draught at the forward perpendicular. board/port (third run).

Pt E, Ch 10, Sec 10
2.2.7 First overshoot angle 3.3 Criteria for manoeuvrability evaluation

The first overshoot angle is the additional heading deviation
3.3.1 Turning ability
experienced in the zig-zag test following the second run.
The advance is not to exceed 4,5 ship lengths (L) and the
tactical diameter is not to exceed 5 ship lengths in the turn-
2.2.8 Second overshoot angle
ing circle manoeuvre.
The second overshoot angle is the additional heading devia-
tion experienced in the zig-zag test following the third run. 3.3.2 Initial turning ability
With the application of 10° rudder angle to port/starboard,
2.2.9 20°/20° zig-zag test the ship is not to have travelled more than 2,5 ship lengths
by the time the heading has changed by 10° from the origi-
20°/20° zig-zag test is performed using the same procedure
nal heading.
given in [2.2.6] above using 20° rudder angle and 20°
change of heading, instead of 10° rudder angle and 10° 3.3.3 Yaw checking and course keeping ability
change of heading, respectively. a) The value of the first overshoot angle in the 10°/10° zig-
zag test is not to exceed:
2.2.10 Full astern stopping test
1) 10°, if L/V is less than 10 seconds,
Full astern stopping test determines the track reach of ship
2) 20°, if L/V is 30 seconds or more, and
from the time an order for full astern is given until the ship
stops in water. 3) (5 + 1/2 (L/V)) degrees, if L/V is 10 seconds or more,
but less than 30seconds,
2.2.11 Track reach where L and V are expressed in m and m/second,
respectively.
Track reach is the distance along the path described by the
midship point of a ship measured from the position at b) The value of the second overshoot angle in the 10°/10°
which an order for full astern is given to the position at zig-zag test is not to exceed the above criterion values
which the ship stops in the water. for the first overshoot by more than 15°.
c) The value of the first overshoot angle in the 20°/20° zig-
zag test is not to exceed 25°.
3 Requirements
3.3.4 Stopping ability
The track reach in the full astern stopping test is not to
3.1 Foreword
exceed 15 ship lengths. However, this value may be
increased at the discretion of the Society for large ships.
3.1.1 The standard manoeuvres are to be performed with-
out the use of any manoeuvring aids which are not continu-
ously and readily available in normal operations. 4 Additional considerations
4.1 Trials in different conditions

3.2 Conditions in which the requirements
apply 4.1.1 Where the standard trials are conducted in condi-
tions different from those specified in [3.2.1]c, the correc-
3.2.1 In order to evaluate the performance of a ship, tions deemed necessary by the Society are to be made in
manoeuvring trials are to be conducted to both port and each case.
starboard and in the conditions specified below:
• deep, unrestricted water 4.2 Dynamic instability
• calm environment 4.2.1 Where standard manoeuvres indicate dynamic insta-
bility, the Society may require additional tests to be con-
• full load, even keel condition
ducted to define the degree of instability, such as spiral tests
• steady approach at test speed. or the pull out manoeuvre.

Pt E, Ch 10, Sec 11
SECTION 11 COLD WEATHER CONDITIONS (COLD)
1 General Table 1 : Plans and documents

to be submitted for approval
1.1 Application Plan or document
1.1.1 The additional class notation COLD is assigned, in Distribution of steel qualities in structures exposed to low air
accordance with Pt A, Ch 1, Sec 2, [6.12.13], to ships oper- temperatures
ating in cold weather conditions, as defined in [1.1.2], built Trim and stability booklet including the additional loading
and fitted with systems and equipment for de-icing comply- conditions with ice accretion
ing with the requirements of this Section.
Damage stability calculations when applicable for the
1.1.2 Cold weather conditions loading conditions with ice accretion
The requirements of this Section apply to ships intended for Compartments containing internal combustion engines,
operation in conditions normally not below: auxiliary systems, HVAC systems:
• air temperature: −29°C • heat balance for ventilation / air supply to engine
turbo-blowers
• sea water temperature: −2°C • heat balance for sea water / fresh water cooling circuits
• wind speed: 30 knots. • minimum temperatures required for ambient air to ensure
satisfactory operation of the concerned equipment
1.1.3 The requirements for the additional class notation
COLD concern mainly the following functions of the ship De-icing systems including heating systems:
and its equipments under cold weather conditions: • diagrams of the steam, hot water, thermal oil piping or
other systems used for de-icing purposes
• decks and superstructures
• arrangement of the heat tracing systems
• stability • de-icing arrangements of ballast tanks, sea chests,
• propulsion overboard discharges
• other essential services, as defined in [3] • de-icing arrangements for air intakes
• electricity production De-icing devices distribution board
• navigation Wheelhouse and cargo control room de-icing system
• crew protection. arrangement
Deck machinery arrangement( windlasses, winches and deck
They cover also: cranes) including their remote control system
• the elimination of ice where necessary for safe access.
1.2 Documentation to be submitted Table 2 : Plans and documents

to be submitted for information
1.2.1 Plans and documents to be submitted for
approval Plan or document
The plans and documents listed in Tab 1 are to be submitted Plan showing the detail of the location of the accumulated
to the Society for approval. ice, the detail of the area calculation and the total weight of
ice for each area
1.2.2 Plans and documents to be submitted for
information De-icing arrangements for gangways, access, working areas,
etc.
The plans and documents listed in Tab 2 are to be submitted
to the Society for information. List of tools for ice removal
Electrical load balance, including "de-icing case"
1.2.3 Plans and documents to be kept on board
The Owner is to keep on board the ship the plans and doc- De-icing system layout (electrical heat tracing)
uments listed here-after and they are to be made available Procedure for de-icing the sea chests
to the Surveyor:
• stability manual including loading conditions with ice 1.3 Testing
accretion,
• manual for de-icing procedures. 1.3.1 Following installation on board, the systems are to be
subjected to operational tests to the satisfaction of the Sur-
veyor.

Pt E, Ch 10, Sec 11
2 Hull and stability and their auxiliary systems (such as fuel oil transfer, sup-
ply and return piping systems, lubricating oil systems,
cooling systems, etc.) and to other essential systems as
2.1 Hull
defined in Pt C, Ch 2, Sec 1.
2.1.1 Grades of steel b) The ventilation capacity can be adjusted so as to limit
The grades of steel for structures exposed to low air temper- the heat losses. It should however satisfy the engine
atures are given in Pt B, Ch 4, Sec 1. needs of combustion air while avoiding excessive vac-
uum in the compartment.
2.1.2 Large lugs are to be avoided. Note 1: The attention is drawn to any requirements which may
Shell plating and bow area are to be as smooth as possible impose a minimum number of air changes in the compartment,
to prevent the formation of spray. in particular to avoid flammable oil or gas accumulation.
Bow anchors are to be recessed as far as possible or in c) Arrangements are to be made to ensure that the machin-
pockets, with provision to ensure that they cannot freeze in ery can be brought into operation from the dead ship
place. condition assuming an air temperature as specified in
[1.1.2].
2.2 Stability d) A partial reduction in propulsion capability may be
accepted in cold weather conditions provided that the
2.2.1 General safety of the ship is not impaired.
The requirements of Pt B, Ch 3, Sec 2, [2] and Pt B, Ch 3, Note 2: The reduced power is not to be lower than the minimum
Sec 2, [3] and the applicable requirements of Part E for ships power required by the ice class notation, where applicable.
with the notation SDS are to be complied with for the load-
ing conditions described in Pt B, Ch 3, App 2, taking into 3.2.2 Sea inlet and overboard discharge de-icing
account the additional weight of ice indicated in [2.2.2]. Arrangements are to be made to avoid any blockage by ice
of:
2.2.2 Weight of ice accretion
• the sea inlets
The weight distribution of the ice is to be considered as fol-
lows: • the overboard discharges situated above the water line
as well as up to 1 m below the ballast water line.
• 140 kg/m2 for the horizontal exposed areas
• 70 kg/m2 for the vertical or oblique exposed areas. 3.2.3 Ballast tank de-icing
a) Arrangements are to be provided to prevent water bal-
3 Machinery installations last freezing in tanks adjacent to the shell and located
totally or partly above the ballast water line.
3.1 General b) The following systems will be accepted to prevent water
ballast freezing:
3.1.1 Application • heating systems
The requirements contained in the present Article cover: • internal circulating / pumping systems
• the ship propulsion system and other essential systems, • bubbling systems
which are to remain in operation in the temperature
• steam injection systems.
conditions defined in [1.1.2]
• the prevention of ice formation which could be detri- c) This also applies to other tanks subject to freezing (such
mental to the safety of the ship or of the passengers and as fresh water, fuel oil).
crew.
3.2.4 Prevention of ice build-up inside pipes and
associated fittings
3.1.2 Materials
The material of pipes located on open deck and not insu- a) Arrangements are to be made to avoid the build-up of
lated are to be suitable for the temperature mentioned in ice inside air pipes (in particular those connected to sea
[1.1.2]. chests, cooling water recirculation tanks and ballast
tanks) and inside their automatic closing devices, where
3.1.3 Prevention of cold bridge are to be considered for all fitted.
pipe or duct penetration from exposed decks or bulkheads. b) It also applies to:
• sounding pipes and overflow pipes serving cooling
3.2 Principles water recirculation tanks and water ballast tanks
3.2.1 Operation of the propulsion system and other • piping systems located in exposed areas, including
essential system RO-RO spaces, such as compressed air lines, steam
lines or steam drain lines when not in use
a) As a general rule, the temperature inside the machinery
compartments is to be kept above a minimum value • spray water lines
allowing the equipment located in those compartments • exposed deck scuppers, washing lines and discharge
to operate without restrictions. This applies in particular lines.
to the propulsion plant, the electricity generation plant, Note 1: The above mentioned systems are to be drained when not
the emergency generating set, the emergency fire pump in use

Pt E, Ch 10, Sec 11
3.2.5 Prevention of ice build-up in air intakes 3.3.3 Design of heating systems intended for
Arrangements are to be made to avoid ice accretion on the ballast tanks
fresh air intake components (ventilators, louvers, casings, a) Onboard ships where flammable cargo vapours may
scuppers, etc.), in particular on those serving the machinery enter the ballast tanks in case of structural damage, the
spaces, emergency generating set room and HVAC rooms. temperature of any part of the heating system is not to
This may be accomplished by means of closed-circuit venti- exceed the maximum temperature allowed for the
lation sequences or by electric or steam tracing of the said cargo.
components.
b) The heating lines including the return lines are to be
3.2.6 Fire main independent from those serving the cargo tanks.
At least one of the fire pumps is to be connected to the sea c) Heating coils which are not in use are to be drained.
inlet referred to in [3.3.1].
Refer also to Pt C, Ch 4, Sec 6, [1.2.1]. 3.3.4 Bubbling systems
3.2.7 Air vents heads are to be fitted with de-icing device. a) Bubbling systems are to be so designed as to avoid any
ice formation in the tank which may be detrimental to
the tank structure.
3.3 Design requirements
b) The bubbling system is to include a sufficient number of
3.3.1 Design of the sea inlets air nozzles distributed throughout the tank bottom.
a) The ship is to be provided with at least one sea bay from
c) The maximum pressure induced in the tank by the air
which pumps supplying cooling water to essential
supply system is not to exceed the design pressure of the
machinery draw.
tank.
b) The sea bay is to:
d) The bubbling system may be served:
1) be supplied with water from at least two sea chests,
and • either by a dedicated compressed air plant, or
2) be connected to the sea chests by pipes, valves and • by the general service air system provided its capac-
strainers with a cross sectional area equal to the total ity takes into account the air consumption of the
area of the suctions served by the sea bay. bubbling system.
c) The sea chests are to:
3.3.5 Prevention of tank over-pressurisation
1) be fitted on each side of the ship
Provisions are to be made to prevent over-pressurising the
2) be as deeply submerged as possible tanks and sea chests when the air or steam injection system
3) have an open area to the sea of at least five times the is operating. Pressure reduction devices are to be fitted
total area of the pump suctions served by the sea bay where deemed necessary.
4) be fitted with a strainer plate at the ship's side hav-
3.3.6 Instrumentation
ing perforations approximately 20 mm diameter to
prevent ingestion of large ice particles a) Provisions are to be made to ensure a satisfactory opera-
5) be fitted with a steam or compressed air connection tion of the level sensors and remote gauging indicators
for clearing the strainer complying with Pt C, Ch 1, in ballast tanks.
Sec 10, [2.8.4], item e). b) Temperature sensors are to be provided in each ballast
d) Diversion valves and piping are to be provided at over- tank, giving an alarm in case of low temperature in the
board cooling water discharges to permit warm water to tank.
be returned to the sea chests to prevent blockage. Note 1: The temperature alarms are to be inhibited when the bal-
e) Suction pipes are to be connected as low as possible to last capacities are not used.
the sea chest. c) Temperature and pressure sensors are to be fitted in sea
Note 1: Other arrangements affording equivalent availability of the bay, so as to generate an alarm.
cooling water supply can also be considered. Engine cooling sys-
tems served by water ballasts may be accepted subject to special d) Ballast pumps are to be fitted with alarm and shutdown,
consideration. in case of low pressure at the pump suction.
3.3.2 Arrangement of pipes subject to ice build-up 3.3.7 Supporting of pipes

a) The pipes subject to ice build-up (see [3.2.4]) are to be The design and arrangement of the pipe supports and col-
placed in unexposed locations, or protected by screen- lars are to take into account the weight of ice accretion,
ing, heat tracing or other suitable arrangement. which is calculated in accordance with the provisions of
b) Where provided, the insulation material is to be pro- [2.2.2].
tected by a suitable sheath so designed as to withstand
possible sea impacts. 3.3.8 P/V valves
c) Exposed scuppers and discharge pipes are to be Specific heating is to be provided for the cargo P/V valves,
arranged with heat tracing. so as to maintain their proper operation.

Pt E, Ch 10, Sec 11
4 Electrical installations 4.3.2 When heating cables are of the self regulated type,
the overload protection may be omitted.
4.1 General 4.3.3 The distribution boards dedicated to the de-icing
devices are to be arranged with indication of the devices in
4.1.1 The permanent electrical de-icing devices are to
service.
comply with the rules indicated in Part C, Chapter 2.
4.3.4 The distribution boards dedicated to the de-icing
4.1.2 Cableways supports
devices are to be arranged with insulation monitoring. A
Cableways supports are to be designed so as to take into specific alarm dedicated to this service is to be provided.
consideration the ice load.
4.3.5 Where electrical heat tracing is provided in danger-
4.1.3 Prevention of cold bridge is to be considered for all ous area, the temperature surface of the cable is not to
cable or cableduct penetration from exposed decks or bulk- exceed the maximum temperature allowed for the type of
heads. cargo, the ship is entitled to carry.
4.2 System design 5 Additional requirements

4.2.1 The electrical power necessary to supply the de-icing
devices is to be considered as a permanent load. A specific 5.1 Special equipment
case of load balance taking into account the load of these
de-icing devices is to be submitted. 5.1.1 De-icing of deck areas
A steam, high pressure hot water, or electrical heating sys-
4.2.2 Following services are to be considered for de-icing tem is to be provided on the exposed deck to allow the de-
arrangement: icing of the ship areas to which the crew may have access
• heated bridge windows and heated cargo control room during the normal operation of the ship, in particular:
windows, including arrangement for heating/isolating • manoeuvring area
the windows washing water system, which will avoid • loading / unloading area
formation of ice, or mist reducing the visibility through
• area around the access to the deckhouses
the windows
• passageways, gangways, walkways.
• installation of electrical de-icing system for all escape
doors and all main doors giving access to the deck area. The circulation on exposed decks is to be facilitated by the
The system is to be arranged so as to avoid formation of use of appropriate gratings and stairs (including escapes,
ice, which could block the door access to lifeboats, to winching areas). Where necessary,
• heating of bunker lines on deck, when electrical heat safety lines are to be provided on the exposed deck.
tracing is provided together with insulation
5.1.2 De-icing tools
• heating of scupper lines when electrical heat tracing is
De-icing tools, such as scrapers, lances, showels, etc., are
provided
to be provided on board to allow manual de-icing.
• sequence of ventilation in loop in the air inlet compart-
ment so as to avoid ice formation on air intakes for They are to be kept in stores of the main deck and at loca-
tions protected from accumulation of ice.
HVAC, machinery room, and emergency generator
room The quantity of equipment is to be sufficient for manual de-
icing operation.
• heating of wistle
• a socket outlet is to be provided close to each lifeboat so 5.1.3 Specific arrangement for protection of deck machin-
as to supply the heating system of lifeboat engine. ery (foam monitors, davits, lifeboats, lifejackets lockers,
winches, windlasses, cranes), helideck and its access, sup-
4.2.3 The electrical services as indicated in [4.2.2] are con- pressing the risk of ice formation, such as machinery
sidered as essential services. They may be activated manu- located in protected spaces, or specific protection arrange-
ally, when the outside temperature alarm is activated. ment is to be provided.
4.2.4 The heating power capacity for sizing the de-icing 5.1.4 Specific protection, such as tarpaulins is to be fitted
system is to be based on a minimum of 300 W/m 2. for cargo valves and associated instrumentation.
4.2.5 When the outside temperature is below −10°C during 5.1.5 Operation of deck machinery
more than 5 hours, an alarm is to be triggered, so as to The deck machinery is to be arranged so as to operate in the
inform the personnel that the de-icing system is to be put condition defined in [1.1.2]. Where necessary, hydraulic oil
into service. system is to be provided with heating arrangement
4.3 Protection 5.1.6 HVAC

The HVAC plant is to be designed so as to ensure 20°C in
4.3.1 The heating cables or electrical heating system are to the accomodation with outside temperature mentioned in
be protected against overload and short circuit. [1.1.2]. Arrangement is made to control humidity.

Pt E, Ch 10, Sec 11

Part EVol 02

Uploaded by

Document Information

Original Description:

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

Part EVol 02

Uploaded by

Copyright:

Available Formats

Go back to welcome

Rules for the Classification of

PART E – Additional Class Notations

NR 467.E2 DT R03 E April 2007

17 bis, Place des Reflets - La Défense 2 - 92400 Courbevoie

Chapter 1 VeriSTAR SYSTEM (STAR)

2 Bureau Veritas April 2007

Section 1 General Requirements

Section 2 Additional Requirements for Ships of less than 65 m in Length

Section 3 Additional Requirements for Cargo Ships greater than or equal to

April 2007 Bureau Veritas 3

Section 5 Additional Requirements for Yachts

4 Bureau Veritas April 2007

Section 1 General Requirements

April 2007 Bureau Veritas 5

Section 2 Additional Requirements for Notation REF-CARGO

Section 3 Additional Requirements for Notation REF-CONT

6 Bureau Veritas April 2007

Section 4 Additional Requirements for Notation REF-STORE

April 2007 Bureau Veritas 7

Section 2 Hull and Stability

8 Bureau Veritas April 2007

April 2007 Bureau Veritas 9

Section 1 General Requirements

Section 2 Design Requirements for Notations CLEANSHIP

Section 3 Additional Design Requirements for Notations CLEANSHIP SUPER

10 Bureau Veritas April 2007

Section 4 Additional Design Requirements for Notations CLEANSHIP AWT

Section 5 Onboard Surveys (CLEANSHIP, CLEANSHIP AWT,

Appendix 1 Guidelines for Performance Tests for Sewage Treatment Plants

April 2007 Bureau Veritas 11

Appendix 3 Standard Specifications for Shipboard Incinerators (IMO

12 Bureau Veritas April 2007

April 2007 Bureau Veritas 13

Section 1 Strengthened Bottom (STRENGTHBOTTOM)

Section 2 Grab Loading (GRABLOADING)

Section 3 In-Water Survey Arrangements (INWATERSURVEY)

Section 4 Single Point Mooring (SPM)

14 Bureau Veritas April 2007

Section 5 Container Lashing Equipment (LASHING)

April 2007 Bureau Veritas 15

16 Bureau Veritas April 2007

Section 8 Cofferdam Ventilation (COVENT)

Section 9 Centralised Cargo and Ballast Water Handling Installations

April 2007 Bureau Veritas 17

Section 10 Ship Manoeuvrability (MANOVR)

Section 11 Cold Weather Conditions (COLD)

18 Bureau Veritas April 2007

COMFORT ON BOARD (COMF)

SECTION 1 GENERAL REQUIREMENTS

SECTION 2 ADDITIONAL REQUIREMENTS FOR SHIPS OF LESS THAN 65 M IN

SECTION 3 ADDITIONAL REQUIREMENTS FOR CARGO SHIPS GREATER

SECTION 4 ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS GREATER

SECTION 5 ADDITIONAL REQUIREMENTS FOR YACHTS

NCR : Normal continuous rating of the propulsion

20 Bureau Veritas April 2007

SECTION 1 GENERAL REQUIREMENTS

1 General trials or in service. This Specialist is to be granted with the

April 2007 Bureau Veritas 21

1.4 Definitions 2 Conditions of attribution

22 Bureau Veritas April 2007

• air conditioning and machinery ventilation