Part5 - Specific Vessel Types (2000)

Rules for Building and Classing
Steel Vessels
2000
PART 5
Specific Vessel Types
American Bureau of Shipping

Incorporated by Act of the Legislature
of The State of New York, 1862
Copyright © 1999
American Bureau of Shipping
ABS Plaza
16855 Northchase Drive
Houston, TX 77060 USA
ourM I S S I O N
The mission of the American Bureau of
Shipping is to serve the public interest as
well as the needs of our clients by promoting
the security of life, property and the natural
environment primarily through the
development and verification of standards
for the design, construction and operational
maintenance of marine-related facilities.
quality & environmental

P O L I C Y
It is the policy of the American Bureau of
Shipping to be responsive to the individual
and collective needs of our clients as well
as those of the public at large, to provide
quality services in support of our mission,
and to provide our services consistent with
international standards developed to avoid,
reduce or control pollution to the
environment.
All of our client commitments, supporting

actions, and services delivered must be
recognized as expressions of Quality.
We pledge to monitor our performance
as an on-going activity and to strive for
continuous improvement.
We commit to operate consistent with

applicable environmental legislation and
regulations and to provide a framework
for establishing and reviewing environmental
objectives and targets.
PART
5
Specific Vessel Types
CONTENTS
CHAPTER 1 Vessels Intended to Carry Oil in Bulk
(150 meters (492 feet) or more in Length) ............ 1
CHAPTER 2 Vessels Intended to Carry Oil in Bulk
(Under 150 Meters (492 feet) in Length)............ 271
CHAPTER 3 Vessels Intended to Carry Ore or Bulk
Cargoes (150 meters (492 feet)
or more in Length) ............................................. 311
CHAPTER 4 Vessels Intended to Carry Ore or Bulk
Cargoes (Under 150 Meters
(492 feet) in Length) ........................................... 609
CHAPTER 5 Vessels Intended to Carry Containers
(130 meters (427 feet) to 350 meters
(1148 feet) in Length) ......................................... 629
CHAPTER 6 Vessels Intended to Carry Containers
(Under 130 Meters (427 feet) in Length)............ 923
CHAPTER 7 Vessels Intended to Carry Passengers............. 941
CHAPTER 8 Vessels Intended to Carry Liquefied Gases
in Bulk................................................................. 983
CHAPTER 9 Vessels Intended to Carry Chemical
Cargoes in Bulk................................................ 1221
CHAPTER 10 Vessels Intended to Carry Vehicles ............... 1453
ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000 i

PART
5
CHAPTER 1 Vessels Intended to Carry Oil in
Bulk (150 meters (492 feet) or
more in Length)
CONTENTS
SECTION 1 Introduction ............................................................... 3
1 General..................................................................... 5
3 Special Requirements for Deep Loading ................. 7
5 Arrangement............................................................. 8
SECTION 2 Design Considerations and General
Requirements .......................................................... 11
1 General Requirements ........................................... 13
3 Nominal Design Corrosion Values ......................... 14
SECTION 3 Load Criteria............................................................ 17
1 General................................................................... 19
3 Static Loads............................................................ 19
5 Wave-Induced Loads ............................................. 21
7 Nominal Design Loads ........................................... 38
9 Combined Load Cases........................................... 39
11 Sloshing Loads....................................................... 40
13 Impact Loads.......................................................... 50
SECTION 4 Initial Scantling Criteria .......................................... 57
1 General................................................................... 61
3 Hull Girder Strength................................................ 65
5 Shearing Strength .................................................. 65
7 Double Bottom Structures ...................................... 71
9 Side Shell and Deck – Plating and Longitudinals .. 83
11 Side Shell and Deck – Main Supporting Members 88
13 Longitudinal and Transverse Bulkheads ................ 97
15 Bulkheads – Main Supporting Members .............. 102
17 Corrugated bulkheads .......................................... 109
SECTION 5 Total Strength Assessment .................................. 119
1 General Requirements ......................................... 121
3 Failure Criteria – Yielding..................................... 122
ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000 1

5 Failure Criteria – Buckling and Ultimate Strength 124
7 Fatigue Life........................................................... 131
9 Calculation of Structural Responses .................... 134
SECTION 6 Hull Structure Beyond 0.4L Amidships................135
3 Forebody Side Shell Structure ............................. 137
5 Transition Zone .................................................... 148
7 Forebody Strengthening for Slamming ................ 148
SECTION 7 Cargo Oil and Associated Systems......................151
1 General................................................................. 155
3 Cargo oil, stripping and crude oil
washing systems .................................................. 159
5 Ballast system and oily water handling ................ 162
7 Bilge system ......................................................... 164
9 Cargo heating systems ........................................ 165
11 Cargo tank venting ............................................... 166
13 Cargo tank level gauging ..................................... 169
15 Cargo tank purging and/or gas-freeing ................ 169
17 Ventilation and gas detection ............................... 170
19 Double hull space inerting, ventilation
and gas measurement ......................................... 172
21 Cargo vapor emission control systems ................ 173
23 Cargo tank protection ........................................... 178
25 Inert gas system ................................................... 179
27 Fixed deck foam system ...................................... 189
29 Cargo pump room protection ............................... 191
31 Electrical installations ........................................... 191
APPENDIX 1 Guide for Fatigue Strength Assessment

of Tankers ..............................................................199
APPENDIX 2 Calculation of Critical Buckling Stresses ............231
APPENDIX 3 Application to Single Hull Tankers.......................247
2 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000

PART
5
more in Length)
SECTION 1 Introduction
CONTENTS
1 General..................................................................................... 5
1.1 Classification ............................................................................ 5
1.3 Application ................................................................................ 5
1.5 Detail Design of Internal Members ........................................... 6
1.7 Breaks ...................................................................................... 6
1.9 Variations.................................................................................. 6
1.11 Loading Guidance .................................................................... 6
1.13 Pressure-Vacuum Valve Setting .............................................. 6
1.15 Protection of Structure.............................................................. 6
1.17 Aluminum Paint ........................................................................ 7
3 Special Requirements for Deep Loading ............................... 7
3.1 General..................................................................................... 7
3.3 Machinery Casings ................................................................... 7
3.5 Access ...................................................................................... 7
3.7 Hatchways ................................................................................ 7
3.9 Freeing Arrangements.............................................................. 7
3.11 Flooding.................................................................................... 7
3.13 Ventilators................................................................................. 7
5 Arrangement ............................................................................ 8
5.1 General..................................................................................... 8
5.3 Subdivision ............................................................................... 8
5.5 Cofferdams ............................................................................... 8
5.7 Gastight Bulkheads .................................................................. 8
5.9 Cathodic Protection .................................................................. 8
5.11 Ports in Pump Room Bulkheads .............................................. 9
5.13 Location of Cargo Oil Tank Openings ...................................... 9

5.15 Structural Fire Protection.......................................................... 9
5.17 Allocation of Spaces ................................................................. 9
5.19 Access to Upper Parts of Ballast Tanks on Double Hull
Tankers..................................................................................... 9
5.21 Access to All Spaces in the Cargo Area ................................ 10
5.23 Duct Keels or Pipe Tunnels in Double Bottom ....................... 10
5.25 Ventilation............................................................................... 10
5.27 Pumping Arrangements.......................................................... 10
5.29 Electrical Equipment............................................................... 10
5.31 Testing.................................................................................... 10
5.33 Machinery Spaces .................................................................. 10

PART
5
more in Length)
SECTION 1 Introduction 5 - 1 - 1
1 General 5-1-1/1
1.1 Classification (1995) 5-1-1/1.1

In accordance with 1-1-3/3 and 1-1-3/21, the classification notation ✠A1 Oil Carrier, SH is to be
assigned to vessels designed for the carriage of oil cargoes in bulk, and built to the requirements of
this Chapter and other relevant sections of the Rules. As used in the Rules, the term ‘‘oil’’ refers to
petroleum products having flash points at or below 60C (140F), closed cup test, and specific gravity
of not over 1.05. Vessels intended to carry fuel oil having a flash point above 60C (140F), closed cup
test, and to receive classification ✠A1 Fuel Oil Carrier, SH are to comply with the requirements this
Chapter and other relevant sections of the Rules, with the exception that the requirements for
cofferdams, gastight bulkheads, and aluminum paint may be modified.
1.3 Application 5-1-1/1.3
1.3.1 Size and Proportion (1997) 5-1-1/1.3.1

The requirements contained in this Chapter are applicable to double hull tankers 150 meters
(492 feet) or more in length, having parameters within the range as specified in 3-2-1/1 and
are intended for unrestricted service.
1.3.2 Vessel Types 5-1-1/1.3.2

The equations and formulae for determining design load and strength requirements as
specified in Section 5-1-3 and Section 5-1-4 are applicable to double hull tankers. The
parameters used in these equations are to be adjusted according to the structural
configurations and loading patterns of mid-deck or single hull tankers as outlined in Appendix
5-1-A3 or Appendix 5-1-A4. In general, the strength assessment procedure and failure criteria
as specified in Section 5-1-5 are applicable to all types of tankers.
Double hull tanker: A tank vessel having full depth wing water ballast tanks or other non-
cargo spaces and full breadth double bottom water ballast tanks or other non-cargo spaces
within the cargo area to prevent liquid cargo outflow in stranding/collision. The size and
capacity of these wing/double bottom tanks or spaces are to comply with MARPOL 73/78
and national Regulations, as applicable.

Part 5
Chapter 1 Vessels Intended to Carry Oil in Bulk (150 meters (492 feet) or more in Length)
Section 1 Introduction 5-1-1
Mid-deck tanker: Refer to 5-1-A4/1.1, Design Concepts.

Single hull tanker: A tank vessel which does not fit the above definitions of Double hull
tanker and Mid-deck tanker.
1.3.3 Direct Calculations 5-1-1/1.3.3

Direct calculations with respect to the determination of design loads and the establishment of
alternative strength criteria based on first principles will be accepted for consideration,
provided that all the supporting data, analysis procedures and calculated results are fully
documented and submitted for review. In this regard, due consideration is to be given to the
environmental conditions, probability of occurrence, uncertainties in load and response
predictions, and reliability of the structure in service. For long term prediction of wave loads,
realistic wave spectra covering the North Atlantic Ocean and a probability level of 10-8 are to
be employed.
1.5 Detail Design of Internal Members 5-1-1/1.5

The detail design of internals is to follow the guidance given in 3-1-2/15 and 5-1-4/1.5.
See also Appendix 5-1-A1 ‘‘Guide for Fatigue Strength Assessment of Tankers’’.
1.7 Breaks 5-1-1/1.7

Special care is to be taken throughout the structure to provide against local stresses at the ends of the
oil spaces, superstructures, etc. The main longitudinal bulkheads are to be suitably tapered at their
ends and effective longitudinal bulkheads in the poop are to be located to provide effective continuity
between the structure in way of and beyond the main cargo spaces. Where the break of a
superstructure lies within the midship 0.5L, the required shell and deck scantlings for the midship
0.4L may be required to be extended to effect a gradual taper of structure, and the deck stringer plate
and sheerstrake are to be increased. See 5-1-4/9.1 and 5-1-4/9.3. Where the breaks of the forecastle or
poop are appreciably beyond the midship 0.5L, the requirements for the deck stringer plate and
sheerstrake as specified in 5-1-4/9.1 and 5-1-4/9.3 may be modified.
1.9 Variations 5-1-1/1.9

Tankers of special type or design differing from those described in the following Rules will be
specially considered on the basis of equivalent strength.
1.11 Loading Guidance (1997) 5-1-1/1.11

Loading guidance is to be as required by 3-2-1/7 except that 5-1-4/5 will apply for allowable shear
stress in in-port condition.
1.13 Pressure-Vacuum Valve Setting (1993) 5-1-1/1.13

Where pressure-vacuum valves of cargo oil tankers are set at a pressure in excess of the pressure
appropriate to the length of the vessel (see 5-1-7/11.11.2), the tank scantlings will be specially
considered.
Particular attention is to be given to a higher pressure setting of pressure-vacuum valves as may be
required for the efficient operation of cargo vapor emission control systems where installed.
1.15 Protection of Structure 5-1-1/1.15

For the protection of structure, see 3-2-18/5.

Part 5
1.17 Aluminum Paint 5-1-1/1.17
Paint containing aluminum is not to be used in cargo tanks, on tank decks in way of cargo tanks, in
pump rooms and cofferdams, or in any other area where cargo vapor may accumulate, unless it has
been shown by appropriate tests that the paint to be used does not increase the fire hazard.
3 Special Requirements for Deep Loading 5-1-1/3
3.1 General 5-1-1/3.1

Where a vessel is intended to operate at the freeboard allowed by the International Convention on
Load Lines, 1966 for Type-A vessels, the conditions in 5-1-1/3.3 through 5-1-1/3.13 are to be
complied with.
3.3 Machinery Casings 5-1-1/3.3

Machinery casings are normally to be protected by an enclosed poop or bridge, or by a deckhouse of
equivalent strength. The height of such structure is to be not less than 2.3 m (7.5 ft). The bulkheads at
the forward ends of these structures are to be of scantlings not less than required for bridge-front
bulkheads (See 3-2-11/3). Machinery casings may be exposed, provided that they are specially
stiffened and there are no openings giving direct access from the freeboard deck to the machinery
space. A door complying with the requirements of 3-2-11/5.3 may, however, be permitted in the
exposed machinery casing, provided that it leads to a space or passageway which is as strongly
constructed as the casing and is separated from the engine room by a second door complying with
3-2-11/5.3. The sill of the exterior door is not to be less than 600 mm (23.5 in.), and of the second
door not less than 230 mm (9 in.).
3.5 Access (1998) 5-1-1/3.5

Satisfactory arrangements are to be provided to safeguard the crew in reaching all areas used in the
necessary work of the ship. See 3-2-17/3.
3.7 Hatchways 5-1-1/3.7

Exposed hatchways on the freeboard and forecastle decks or on the tops of expansion trunks are to be
provided with efficient watertight covers of steel. The use of material other than steel will be subject
to special consideration.
3.9 Freeing Arrangements 5-1-1/3.9

Tankers with bulwarks are to have open rails fitted for at least half the length of the exposed parts of
the freeboard and superstructure deck or other effective freeing arrangements. The upper edge of the
sheerstrake is to be kept as low as practicable. Where superstructures are connected by trunks, open
rails are to be fitted for the whole length of the exposed parts of the freeboard deck.
3.11 Flooding 5-1-1/3.11

Attention is called to the requirement of the International Convention on Load Lines, 1966, that
tankers over 150 m (492 ft) in length to which freeboards are assigned as Type-A vessels must be able
to withstand the flooding of certain compartments.
3.13 Ventilators 5-1-1/3.13

Ventilators to spaces below the freeboard deck are to be specially stiffened or protected by
superstructures or other efficient means.

Part 5
5 Arrangement (1994) 5-1-1/5
5.1 General 5-1-1/5.1

The arrangements of the vessel are to comply with the requirements in Annex 1 to the International
Convention for the Prevention of Pollution from Ships with regard to segregated ballast tanks
(Regulation 13), their protective locations (Regulation 13E—where the option in Regulation 13F (4)
or (5) is exercised), collision or stranding considerations (Regulation 13F), hypothetical outflow of oil
(Regulation 23), limitations of size and arrangement of cargo tanks (Regulation 24) and slop tanks
(Regulation 15 (2) (c)). A valid International Oil Pollution Prevention Certificate issued by the
Administration may be accepted as an evidence for compliance with these requirements.
5.3 Subdivision 5-1-1/5.3

The length of the tanks, location of expansion trunks, and position of longitudinal bulkheads are to be
arranged to avoid excessive dynamic stresses in the hull structure.
5.5 Cofferdams 5-1-1/5.5

Cofferdams, thoroughly oiltight and vented, having widths as required for ready access are to be
provided for the separation of all cargo tanks from galleys and living quarters, general cargo spaces
which are below the uppermost continuous deck, boiler rooms and spaces containing propulsion
machinery or other machinery where sources of ignition are normally present. Pump rooms,
compartments arranged solely for ballast, and fuel oil tanks may be considered as cofferdams in
compliance with this requirement.
5.7 Gastight Bulkheads 5-1-1/5.7

Gastight bulkheads are to be provided for the isolation of all cargo pumps and piping from spaces
containing stoves, boilers, propelling machinery, electric apparatus, or machinery where sources of
ignition are normally present. These bulkheads are to comply with the requirements of Section 3-2-9.
5.9 Cathodic Protection (1996) 5-1-1/5.9
5.9.1 Anode Installation Plan 5-1-1/5.9.1

Where sacrificial anodes are fitted in cargo or adjacent ballast tanks, their material, their
disposition and details of their attachment are to be submitted for approval.
5.9.2 Magnesium and Magnesium Alloy Anodes 5-1-1/5.9.2

Magnesium and magnesium alloy anodes are not to be used.
5.9.3 Aluminum Anodes 5-1-1/5.9.3

Aluminum anodes may be used in cargo tanks of tankers only in locations where the potential
energy does not exceed 275 N-m (28 kgf-m, 200 ft-lb). The height of the anode is to be
measured from the bottom of the tank to the center of the anode, and its weight is to be taken
as the weight of the anode as fitted, including the fitting devices and inserts.
Where aluminum anodes are located on horizontal surfaces, such as bulkhead girders and
stringers, not less than 1 m (39 in.) wide and fitted with an upstanding flange or face flat
projecting not less than 75 mm (3 in.) above the horizontal surface, the height of the anode
may be measured from this surface.
Aluminum anodes are not to be located under tank hatches or Butterworth openings unless
protected from falling metal objects by adjacent tank structure.

Part 5
5.9.4 Anode Attachment 5-1-1/5.9.4

Anodes are to have steel cores sufficiently rigid to avoid resonance in the anode support and
be designed to retain the anode even when it is wasted.
The steel cores are to be attached to the structure by means of continuous welds at least 75
mm (3 in.) in length. Alternatively they may be attached to separate supports by bolting. A
minimum of two bolts with locknuts are to be used.
The supports at each end of an anode are not to be attached to items of structure which are
likely to move independently.
Anode inserts and supports welded directly to the structure are to be arranged so that the
welds are clear of stress raisers.
5.11 Ports in Pump Room Bulkheads 5-1-1/5.11

Where fixed ports are fitted in the bulkheads between a pump room and the machinery or other safe
space, they are to maintain the gastight and watertight integrity of the bulkhead. The ports are to be
effectively protected against the possibility of mechanical damage and are to be fire resistant. Hinged
port covers of steel, having non-corrosive hinge pins and secured from the safe space side, are to be
provided. The covers are to provide strength and integrity equivalent to the unpierced bulkhead.
Except where it may interfere with the function of the ports, the covers are to be secured in the closed
position. The use of material other than steel for the covers will be subject to special consideration.
Lighting fixtures providing strength and integrity equivalent to that of the port covers will be accepted
as an alternative.
5.13 Location of Cargo Oil Tank Openings 5-1-1/5.13

Cargo oil tank openings, including those for tank cleaning, which are not intended to be secured
gastight at all times during the normal operation of the vessel are not to be located in enclosed spaces.
For the purpose of this requirement, spaces open on one side only are to be considered enclosed. See
also 5-1-1/5.23.
5.15 Structural Fire Protection 5-1-1/5.15

The applicable requirements of Section 3-4-1 are to be complied with.
5.17 Allocation of Spaces (1994) 5-1-1/5.17
5.17.1 Tanks Forward of the Collision Bulkhead 5-1-1/5.17.1

Tanks forward of the collision bulkhead are not to be arranged for the carriage of oil or other
liquid substances that are flammable.
5.17.2 Double Bottom Spaces and Wing Tank Spaces 5-1-1/5.17.2

For vessels of 5000 tons deadweight and above, double bottom spaces or wing tanks adjacent
to cargo oil tanks are to be allocated for water ballast or spaces other than cargo and fuel oil
tanks.
5.19 Access to Upper Parts of Ballast Tanks on Double Hull Tankers (1993) 5-1-1/5.19
Where the structural configuration within the ballast tank is such that it will prevent access to upper
parts of tanks for required close-up examination (see 7-2-A1/3.7) by conventional means such as a
raft on partly filled tank, permanent means of safe access is to be provided. The details of access are
to be submitted for review.
Where horizontal girders or diaphragm plates are fitted, they may be considered as a part of
permanent access. Alternative arrangements to the above may be considered upon submission.

Part 5
5.21 Access to All Spaces in the Cargo Area (1 October 1994) 5-1-1/5.21
Access to cofferdams, ballast tanks, cargo tanks and other spaces in the cargo area is to be direct and
from the open deck. Access to double bottom spaces may be through a cargo pump room, deep
cofferdam, pipe tunnel or similar space, provided ventilation is suitable.
For access through horizontal openings, hatches, or manholes, the access is to be of a size such as to
allow a person wearing a self-contained, air-breathing apparatus and protective equipment
(see 4-7-3/15.5) to ascend or descend any ladder without obstruction and also to provide a clear
opening to facilitate the hoisting of an injured person from the bottom of the space. In general, the
minimum clear opening is not to be less than 600 mm (24 in.) by 600 mm (24 in.).
For access through vertical openings, or manholes providing passage through the length and breadth
of the space, the minimum clear opening is not to be less than 600 mm (24 in.) by 800 mm (32 in.) at
a height of not more than 600 mm (24 in.) from the bottom shell plating unless gratings or other
footholds are provided.
5.23 Duct Keels or Pipe Tunnels in Double Bottom (2000) 5-1-1/5.23

Duct keels or pipe tunnels are not to pass into machinery spaces. Provision is to be made for at least
two exits to the open deck arranged at a maximum distance from each other. One of these exits may
lead to the cargo pump room, provided that it is watertight and fitted with a watertight door
complying with the requirements of 3-2-9/9.1 and in addition with the following:
i) In addition to bridge operation, the watertight door is to be capable of being closed
from outside the main pump room entrance; and
ii) A notice is to be affixed at each operating position to the effect that the watertight
door is to be kept closed during normal operations of the ship, except when access to
the pipe tunnel is required.
For the requirements of ventilation and gas detection in duct keels or pipe tunnels, see 5-1-7/31.17.1.
5.25 Ventilation (1996) 5-1-1/5.25

Holes are to be cut in every part of the structure where otherwise there might be a chance of gases
being ‘‘pocketed’’. Special attention is to be paid to the effective ventilation of pump rooms and other
working spaces adjacent to the oil tanks. In general, floor plating is to be of an open type not to
restrict the flow of air. See 5-1-7/17.1 and 5-1-7/17.5. Efficient means are to be provided for clearing
the oil spaces of dangerous vapors by means of artificial ventilation or steam. For the venting of the
cargo tanks, see 5-1-7/11 and 5-1-7/21.
5.27 Pumping Arrangements 5-1-1/5.27

See applicable requirements in Section 5-1-7.
5.29 Electrical Equipment 5-1-1/5.29

See 5-1-7/31.
5.31 Testing 5-1-1/5.31

Requirements for testing are contained in Part 7, Chapter 1.
5.33 Machinery Spaces 5-1-1/5.33

Machinery spaces aft are to be specially stiffened transversely. Longitudinal material at the break is
also to be specially considered to reduce concentrated stresses in this region. Longitudinal wing
bulkheads are to be incorporated with the machinery casings or with substantial accommodation
bulkheads in the tween decks and within the poop.

PART
5
more in Length)
SECTION 2 Design Considerations and

General Requirements
CONTENTS
1 General Requirements .......................................................... 13
1.1 General................................................................................... 13
1.3. Initial Scantling Requirements................................................ 13
1.5 Strength Assessment—Failure Modes................................... 13
1.7 Structural Redundancy and Residual Strength ...................... 14
3 Nominal Design Corrosion Values ....................................... 14
3.1 General................................................................................... 14
TABLE 1 Nominal Design Corrosion Values............................ 16

FIGURE 1 Nominal Design Corrosion Values............................ 15

PART
5
more in Length)

General Requirements 5 - 1 - 2
1 General Requirements (1995) 5-1-2/1
1.1 General (1995) 5-1-2/1.1

The strength requirements specified in this Chapter are based on a ‘‘net’’ ship approach. In
determining the required scantlings and performing structural analyses and strength assessments, the
nominal design corrosion values given in 5-1-2/Table 1 are to be deducted.
1.3. Initial Scantling Requirements (1995) 5-1-2/1.3

The initial thickness of plating, section modulus of longitudinals/stiffeners, and the scantlings of the
main supporting structures are to be determined in accordance with Section 5-1-4 for the ‘‘net’’ ship
for further assessment as required in the following paragraph. The relevant nominal design corrosion
values are then added to obtain the full scantling requirements.
1.5 Strength Assessment—Failure Modes (1995) 5-1-2/1.5

A total assessment of the structures, determined on the basis of the initial strength criteria in
Section 5-1-4 is to be carried out against the following three failure modes.
1.5.1 Material Yielding 5-1-2/1.5.1

The calculated stress intensities are not to be greater than the yielding state limit given in
5-1-5/3.1 for all load cases specified in 5-1-3/9.
1.5.2 Buckling and Ultimate Strength 5-1-2/1.5.2

For each individual member, plate or stiffened panel, the buckling and ultimate strength are to
be in compliance with the requirements specified in 5-1-5/5. In addition, the hull girder
ultimate strength is to be in accordance with 5-1-5/5.11.

Part 5
Section 2 Design Considerations and General Requirements 5-1-2
1.5.3 Fatigue 5-1-2/1.5.3

The fatigue strength of structural details and welded joints in highly stressed regions, is to be
in accordance with 5-1-5/7.
1.7 Structural Redundancy and Residual Strength (1995) 5-1-2/1.7

Consideration should be given to structural redundancy and hull girder residual strength in the early
design stages.
Vessels which have been built in accordance with the procedure and criteria for calculating and
evaluating the residual strength of hull structures in the ABS ‘‘Guide for Assessing Hull girder
Residual Strength’’, in addition to other requirements of these Rules, will be classed and distinguished
in the Record by the symbol RES placed after the appropriate hull classification notation.
3 Nominal Design Corrosion Values (1995) 5-1-2/3
3.1 General 5-1-2/3.1

As indicated in 5-1-2/1.1, the strength criteria specified in this Chapter are based on a ‘‘net’’ ship
approach, wherein the nominal design corrosion values are deducted.
The ‘‘net’’ thickness or scantlings correspond to the minimum strength requirements acceptable for
classification, regardless of the design service life of the vessel. In addition to the coating protection
specified in the Rules for all ballast tanks, minimum corrosion values for plating and structural
members as given in 5-1-2/Table 1 and 5-1-2/Figure 1 are to be applied. These minimum values are
being introduced solely for the above purpose, and are not to be construed as renewal standards.
In view of the anticipated higher corrosion rates for structural members in some regions, such as
highly stressed areas, it is advisable to consider additional design margins for the primary and critical
structural members to minimize repairs and maintenance costs. The beneficial effects of these design
margins on reduction of stresses and increase of the effective hull girder section modulus can be
appropriately accounted for in the design evaluation.

Part 5
FIGURE 1
Nominal Design Corrosion Values (1995)
FLANGE
1.5m BELOW TANK TOP
WEB &
2.0mm 2.0mm
SPLASH ZONE
1.0mm
1.5mm
2.0mm WEB GE 1.5mm
FLAN
WE
FLANB 1.5mm
GE 1.5
mm
1.0mm
m
1.5m m
WEB E 1.5m
ANG
FL
WEB WEB
20mm FLAN 1.0mm
GE 1
m .0mm
2.0m
FLANGE
1.0mm
1.5m
m 1.5mm WEB
FLAN 1.5mm
GE 1
.0mm
WEB
1.0m FLAN 1.0mm
m GE 1
.0mm
m
1.5m
m
1.5m
m
1.5m
m
1.0m
2.0m
m m
2.0m
m
1.0m
WE
B2
FLA .0m
NG m
E2
.0m
m

Part 5
TABLE 1
Nominal Design Corrosion Values
in mm (in.)
Ballast Tank
Structural Element/Location Cargo Tank Effectively Coated
Deck Plating 1.0 (0.04) 2.0 (0.08)
Side Shell Plating NA 1.5 (0.06)
Bottom Plating NA 1.0 (0.04)
Inner Bottom Plating 1.5 (0.06)
Longitudinal Bulkhead Plating Between cargo tanks 1.0 (0.04) N.A.
Other Plating 1.5 (0.06)
Transverse Bulkhead Plating Between cargo tanks 1.0 (0.04) N.A.
Other Plating 1.5 (0.06)
Transverse & Longitudinal Deck Supporting Members 1.5 (0.06) 2.0 (0.08)
Double Bottom Tanks Internals (Stiffeners, Floors and Girders) N.A. 2.0 (0.08)
Vertical Stiffeners and Supporting Members Elsewhere 1.0 (0.04) 1.0 (0.04)
Non-vertical Longitudinals/Stiffeners and Supporting Members Elsewhere 1.5 (0.06) 2.0 (0.08)
Notes
1 It is recognized that corrosion rates depend on many factors including coating properties, cargo composition, inert
gas properties and temperature of carriage, and that actual wastage rates observed may be appreciably different
from those given here.
2 Pitting and grooving are regarded as localized phenomena and are not covered in this table.
3 For nominal design corrosion values for single hull and mid-deck type tankers see Appendix 5-1-A3 and Appendix
5-1-A4.

PART
5
more in Length)
SECTION 3 Load Criteria
CONTENTS
1 General................................................................................... 19
1.1 Load Components .................................................................. 19
3 Static Loads ........................................................................... 19
3.1 Still-water Bending Moment ................................................... 19
5 Wave-Induced Loads............................................................. 21
5.1 General................................................................................... 21
5.3 Horizontal Wave Bending Moment and Shear Force............. 21
5.5 External Pressures ................................................................. 21
5.7 Internal Pressures—Inertia Forces and Added
Pressure Heads...................................................................... 23
7 Nominal Design Loads .......................................................... 38
7.1 General................................................................................... 38
7.3 Hull girder Loads—Longitudinal Bending Moments and
Shear Forces .......................................................................... 38
7.5 Local Loads for Design of Supporting Structures................... 38
7.7 Local Pressures for Design of Plating and Longitudinals....... 39
9 Combined Load Cases .......................................................... 39
9.1 Combined Load Cases for Structural Analysis....................... 39
9.3 Combined Load Cases for Failure Assessment..................... 39
11 Sloshing Loads...................................................................... 40
11.1 General................................................................................... 40
11.3 Strength Assessment of Tank Boundary Structures .............. 40
11.5 Sloshing Pressures ................................................................ 41
13 Impact Loads ......................................................................... 50
13.1 Impact Loads on Bow............................................................. 50
13.3 Bottom Slamming ................................................................... 51
13.5 Bowflare Slamming ................................................................ 53

TABLE 1 Combined Load Cases...............................................32
TABLE 2 Load Cases for Sloshing ...........................................33
TABLE 3 Design Pressure for Local and Supporting
Members .....................................................................34
TABLE 4 Values of α .................................................................53
TABLE 5 Values of Ai and Bi .....................................................55
FIGURE 1 Loading Pattern ..........................................................20

FIGURE 2 Distribution Factor mh ...............................................27
FIGURE 3 Distribution Factor fh .................................................28
FIGURE 4 Distribution of hdi .......................................................28
FIGURE 5 Pressure Distribution Function klo............................29
FIGURE 6 Illustration of Determining Total External Pressure.29
FIGURE 7 Definition of Tank Geometry......................................30
FIGURE 8 Location of Tank for Nominal Pressure Calculation 31
FIGURE 9 Vertical Distribution of Equivalent Slosh
Pressure Head, he ......................................................45
FIGURE 10 Horizontal Distribution of Simultaneous Slosh
Pressure Heads, hc (φs θs) or ht (φs θs).....................46
FIGURE 11 Definitions for Opening Ratio, α ................................47
FIGURE 12 Opening Ratios...........................................................47
FIGURE 13 Dimensions of Internal Structures ............................48
FIGURE 14 Loading Patterns for Sloshing Loads Cases............49
FIGURE 15 Definition of Bow Geometry ......................................51
FIGURE 16 Distribution of Bottom Slamming Pressure
Along the Section Girth .............................................53
FIGURE 17 Definition of Bowflare Geometry for Bowflare
Shape Parameter ........................................................55
FIGURE 18 Ship Stem Angle, γ .....................................................56

PART
5
more in Length)
SECTION 3 Load Criteria 5 - 1 - 3
1 General 5-1-3/1
1.1 Load Components (1995) 5-1-3/1.1

In the design of the hull structure of tankers, all load components with respect to the hull girder and
local structure as specified in this Chapter and Section 3-2-1 are to be taken into account. These
include static loads in still water, wave-induced motions and loads, sloshing, slamming, dynamic,
thermal and ice loads where applicable.
3 Static Loads (1995) 5-1-3/3
3.1 Still-water Bending Moment 5-1-3/3.1

For still-water bending moment calculations see 3-2-1/3.3.
When a direct calculation of wave loads is not submitted, envelope curves are to be provided for the
still-water bending moments (hogging and sagging) and shear forces (positive and negative).
Except for special loading cases, the loading patterns shown in 5-1-3/Figure 1 are to be considered in
determining local static loads.

Part 5
Section 3 Load Criteria 5-1-3
FIGURE 1 Loading Pattern (1995)
a. Load Cases No. 1 and 3 b. Load Cases No. 2 and 4

2/3 Design Draft Design Draft
c. Load Cases No. 5 d. Load Cases No. 6*

2/3 Design Draft 2/3 Design Draft
e. Load Cases No. 7* f. Load Cases No. 8

2/3 Design Draft Design Draft
*For tankers with an oiltight longitudinal bulkhead on the centerline where both cargo tanks, port and starboard, are
anticipated to be loaded to the same filling level at all times, the calculated internal pressures on the longitudinal bulkhead
may be reduced by multiplying by a factor of 0.6.
For detailed loading information see 5-1-3/Table 1

Part 5
5 Wave-Induced Loads (1995) 5-1-3/5
5.1 General 5-1-3/5.1

Where a direct calculation of the wave-induced loads is not available, the approximation equations
given below and specified in 3-2-1/3.5 may be used to calculate the design loads.
When a direct calculation is performed, envelope curves for the combined wave and still-water
bending moments and shear forces, covering all the anticipated loading conditions are to be submitted
for review.
5.3 Horizontal Wave Bending Moment and Shear Force (1995) 5-1-3/5.3
5.3.1 Horizontal Wave Bending Moment 5-1-3/5.3.1

The horizontal wave bending moment, expressed in kN-m (tf-m, Ltf-ft), positive (tension
port) or negative (tension starboard), may be obtained from the following equation:
MH = ± mh K3C1L2 DCb × 10-3
where
mh = distribution factor, as given by 5-1-3/Figure 2
K3 = 180 (18.34, 1.68)
C1, L, and Cb are as given in 3-2-1/3.5
D = depth of vessel, as defined in 3-1-1/7, in m (ft)
5.3.2 Horizontal Wave Shear Force 5-1-3/5.3.2

The envelope of horizontal wave shearing force, FH , expressed in kN (tf, Ltf), positive
(toward port forward) or negative (toward starboard aft), may be obtained from the following
equation:
FH = ± fh kC1LD (Cb + 0.7) × 10-2 in kN (tf, Ltf )
where
fh = distribution factor, as given in 5-1-3/Figure 3
k = 36 (3.67, 0.34)
C1, L, D and Cb are as defined in 5-1-3/5.3.1 above.
5.5 External Pressures 5-1-3/5.5
5.5.1 Pressure Distribution 5-1-3/5.5.1

The external pressures, Pe , positive toward inboard, imposed on the hull in seaways can be
expressed by the following equation at a given location:
Pe = ρ g( hs + ku hde ) ≥ 0 in N/cm2 (kgf/cm2, lbf/in2)
where
ρg = specific weight of sea water
= 1.005 N/cm2-m (0.1025 kgf/cm2-m, 0.4444 lbf/in2-ft)

Part 5
hs = hydrostatic pressure head in still water, in m (ft)

ku = load factor, and may be taken as unity unless otherwise specified.
hde = hydrodynamic pressure head induced by the wave, in m (ft), may be
calculated as follows
hde = kc hdi
where
kc = correlation factor for a specific combined load case, as given in 5-1-3/7.1
and 5-1-3/9
hdi = hydrodynamic pressure head, in m (ft), at location i (i =1, 2, 3, 4 or 5; see
5-1-3/Figure 4)
= k ! α i hdo in m (ft)
k! = distribution factor along the length of the vessel
= 1 + ( k!o − 1) cos µ , k!o is as given in 5-1-3/Figure 5

= 1.0 amidships
hdo = 1.36 kC1 in m (ft)
C1 = as defined in 3-2-1/3.5
k = 1 (1, 3.281)
αi = distribution factor around the girth of vessel at location i. Intermediate
location may be obtained by linear interpolation.
= 1.00 − 0.25 cos µ, for i = 1, at WL, starboard
= 0.40 − 0.10 cos µ for i = 2, at bilge, starboard
= 0.30 − 0.20 sin µ for i = 3, at bottom centerline
= 2α 3 − α 2 , for i = 4, at bilge, port
= 0.75 − 1.25 sin µ, for i = 5, at WL, port
µ = wave heading angle, to be taken from 0° to 90° (0° for head sea, 90° for
beam sea for wave coming from starboard)
The distribution of the total external pressure including static and hydrodynamic pressure is
illustrated in 5-1-3/Figure 6.
5.5.2 Extreme Pressures 5-1-3/5.5.2

In determining the required scantlings of local structural members, the extreme external
pressure, Pe , as defined in 5-1-3/5.5.1 with ku given in 5-1-3/7 and 5-1-3/9, is to be used.
5.5.3 Simultaneous Pressures 5-1-3/5.5.3

For performing 3D structural analysis, the simultaneous pressure along any portion of the hull
girder may be obtained from:
Pes = ρ g( hs + kf ku hde) ≥ 0 in N/cm2 (kgf/cm2, lbf/in2)

Part 5
where
kf is a factor denoting the phase relationship between the reference station and adjacent
stations considered along the ship’s length, and may be determined as follows:
2π ( x − xo )
kf = kfo { 1 − [ 1 − cos ] cos µ }
L
where
x = distance from A.P. to the station considered, in m (ft)
xo = distance from A.P. to the reference station, in m (ft).
The reference station is the point along the vessel’s length where the wave trough or crest is
located and may be taken as the mid-point of the mid-hold of the three hold model.
L = the ship length, as defined in 3-1-1/3, in m (ft)
µ = the wave heading angle, to be taken from 0° to 90°
kfo = ± 1.0, as specified in 5-1-3/Table 1.
The simultaneous pressure distribution around the girth of the vessel is to be determined
based on the wave heading angles specified in 5-1-3/7 and 5-1-3/9
5.7 Internal Pressures—Inertia Forces and Added Pressure Heads (1995) 5-1-3/5.7
5.7.1 Ship Motions and Accelerations 5-1-3/5.7.1

To determine the inertial forces and added pressure heads for a completely filled cargo or
ballast tank, the dominating ship motions, pitch and roll, and the resultant accelerations
induced by the wave are required. When a direct calculation is not available, the equations
given below may be used.
5.7.1(a) Pitch (1997) The pitch amplitude: (positive bow up)
φ = k1(V/Cb)1/4/L, in deg., but need not to be taken more than 10 deg.
The pitch natural period:
Tp = k2 Cb di in sec.
where
k1 = 1030 (3378) for L in m (ft)
k2 3.5 (1.932) for di in m (ft)
V = 75% of the design speed Vd, in knots. V is not to be taken less than 10
knots. Vd is defined in 3-2-14/3.
di = draft amidships for the relevant loading conditions.
L and Cb are defined in 3-1-1/3.1 and 3-1-1/11.3 respectively.
5.7.1(b) Roll The roll amplitude: (positive starboard down)
θ = CR (35 − kθ Cdi ∆ /1000) if Tr > 20 sec.
θ = CR (35 − kθ Cdi ∆ /1000) (1.5375 − 0.027Tr) if 12.5 ≤ Tr ≤ 20 sec
θ = CR (35 − kθ Cdi ∆ /1000) (0.8625 + 0.027Tr) if Tr ≤ 12.5 sec

Part 5
kθ = 0.005 (0.05, 0.051)

θ in degrees, need not to be taken more than 30 degrees.
CR = 1.3 − 0.025V
Cdi = 1.06 (di/df) − 0.06
di = draft amidships for the relevant loading conditions, m (ft)
df = draft, as defined in 3-1-1/9, m (ft)
∆ = kd LBdf Cb kN (tf, Ltf )
kd = 10.05 (1.025, 0.0286)
L and B are as defined in Section 3-1-1.
The roll natural motion period:
Tr = k4 kr / GM1/2 in sec
where
k4 = 2 (1.104) for kr, GM in m (ft)
kr = roll radius of gyration, in m (ft), and may be taken as 0.35B for full load
conditions and 0.45B for ballast conditions.
GM = metacentric height, to be taken as:
= GM (full) for full draft
= 1.5 GM (full) for 2/3 df
= 2.0 GM (full) for 1/2 df
GM (full) = metacentric height for fully loaded condition
If GM (full) is not available, GM (full) may be taken as 0.12B for the
purpose of estimation.
5.7.1(c) Accelerations The vertical, longitudinal and transverse accelerations of tank contents
(cargo or ballast), av, al and at may be obtained from the following formulae:
av = Cv kv ao g m/sec2 (ft/sec2) positive downward
a! = C! k! ao g m/sec2 (ft/sec2) positive forward
at = Ct kt ao g m/sec2 (ft/sec2) positive starboard

where
ao = ko (2.4/L1/2 + 34/L − 600/L2) for L in m
= ko (4.347/L1/2 + 111.55/L − 6458/L2) for L in ft.

ko = 0.86 + 0.048V − 0.47Cb
Cv = cos µ + (1 + 2.4 z/B) (sin µ )/kv
µ = wave heading angle in degrees, 0° for head sea, and 90° for beam sea for
wave coming from starboard

Part 5
kv = [1 + 0.65(5.3 − 45/L)2 (x/L − 0.45)2]1/2 for L in m
= [1 + 0.65(5.3 − 147.6/L)2 (x/L − 0.45)2]1/2 for L in ft.

C! = 0.35 − 0.0005(L − 200) for L in m
= 0.35 − 0.00015 (L − 656) for L in ft
k! = 0.5 + 8y/L
Ct = 1.27[1 + 1.52(x/L − 0.45)2]1/2

kt = 0.35 + y/B
L and Β are the length and breadth of the vessel respectively, as defined in Section 3-1-1, in m
(ft).
x = longitudinal distance from the A.P. to the station considered, in m (ft)
y = vertical distance from the waterline to the point considered, in m (ft),
positive upward
z = transverse distance from the centerline to the point considered, in m (ft),
positive starboard
g = acceleration of gravity = 9.8 m/sec2 (32.2 ft/sec2)
5.7.2 Internal Pressures 5-1-3/5.7.2

5.7.2(a) Distribution of Internal Pressures The internal pressure, Pi (positive toward tank
boundaries) for a completely filled tank may be obtained from the following formula:
Pi = ρ g(η + ku hd) + Po ≥ 0 in N/cm2 (kgf/cm2, lbf/in2)
Po = (Pvp − Pn) ≥ 0 in N/cm2 (kgf/cm2, lbf/in2)

where
Pvp = pressure setting on pressure/vacuum relief valve ≤ 6.90 N/cm2 (0.71
kgf/cm2, 10.00 lbf/in2) for integral-gravity tanks
Pn = 2.07 N/cm2 (0.21 kgf/cm2, 3.00 lbf/in2)
ρg = specific weight of the liquid, in N/cm2-m (kgf/cm2-m, lbf/in2-ft)

η = local coordinate in vertical direction for tank boundaries measuring from
the top of the tanks, as shown 5-1-3/Figure 7, in m (ft)
For the lower ballast tank, a distance equivalent to 2/3 of the distance from the top of the tank
to the top of the overflow (minimum 760 mm above deck) is to be added to η.
ku = load factor and may be taken as unity unless otherwise specified
hd = wave-induced internal pressure head, including inertial force and added
pressure head.
= kc(η ai /g + ∆ hi ), in m (ft)
kc = correlation factor and may be taken as unity unless otherwise specified

Part 5
ai = effective resultant acceleration, in m/sec2 (ft/sec2), at the point considered

and may be approximated by
ai = 0.71Cdp[wv av + w! ( ! /h) a! + wt(b/h) at]
Cdp = 1.0 for rectangular tank
= 0.7 for J-shaped ballast tanks
= 0.5 for U-shaped ballast tanks, but hd for U-shaped is not to be taken less
than that calculated for J-shaped ballast tanks
av, a! and at are as given in 5-1-3/5.7.1(c).
wv, w! and wt are weighted coefficients, showing directions, as specified in 5-1-3/Table 1 and
5-1-3/Table 3.
∆hi = added pressure head due to pitch and roll motions at the point considered,
in m (ft), may be calculated as follows
i) for bow down and starboard down (φe < 0, θe > 0)
∆hi = ξ sin(−φe) + Cru (ζe sin θe cos φe + ηe cos θe cos φe − η)
ζe = b−ζ
ηe = η
ii) for bow up and starboard up (φe > 0, θe < 0)
∆hi = ( ! − ξ ) sin φe + Cru (ζe sin(−θe) cos φe + ηe cos θe cos φe − η)
ζe = ζ − δb
ηe = η − δh
ξ , ζ , η are the local coordinates, in m (ft), for the point considered with respect to the origin
in 5-1-3/Figure 7.
Cru = 1.0 for rectangular tanks and J-shaped ballast tanks
= 0.7 for U-shaped ballast tanks
δb and δh are local coordinates adjustments, in m (ft), for the point considered with respect to
the origin shown in 5-1-3/Figure 7.
where
θe = 0.71 Cθ θ
φe = 0.71 Cφ φ
! = length of the tank, in m (ft)
h = depth of the tank, in m (ft)
b = breadth of the tank considered, in m (ft)
φ and θ are pitch and roll amplitudes, as given in 5-1-3/5.7.1(a) and 5-1-3/5.7.1(b)
Cφ and Cθ are weighted coefficients, showing directions as given in 5-1-3/Table 1 and
5-1-3/Table 3

Part 5
Where pressure-vacuum valves of cargo tanks are set at greater than 0.0206 N/cm2 (0.21
kgf/cm2, 3 lbf/in2), the value of Pi is to be increased appropriately.
5.7.2(b) Extreme Internal Pressure For assessing local structures at a tank boundary, the
extreme internal pressure with ku as specified in 5-1-3/7 is to be considered.
5.7.2(c) Simultaneous Internal Pressures In performing a 3D structural analysis, the internal
pressures may be calculated in accordance with 5-1-3/5.7.2(a) and 5-1-3/5.7.2(b) above for
tanks in the mid-body. For tanks in the fore or aft body, the pressures should be determined
based on linear distributions of accelerations and ship motions along the length of the vessel.
FIGURE 2
Distribution Factor mh (1995)

Part 5
FIGURE 3
Distribution Factor fh (1995)
FIGURE 4
Distribution of hdi (1995)
h = freeboard to W.L.
Freeboard Deck
h d5 h d1 W.L.
h or h d1
whichever is lesser
h hd3 hd2
d4
View from the Stern

Part 5
FIGURE 5
Pressure Distribution Function klo (1995)
FIGURE 6
Illustration of Determining Total External Pressure (1997)
h
h d1
h or h d1
whichever is lesser
h d : Hydrodynamic Pressure Head (indicates negative)
h s : Hydrostatic Pressure Head in Still Water
: Total External Pressure Head

Part 5
FIGURE 7
Definition of Tank Geometry (1995)
ξ
F.P.
l
δ ξ
b
l δh
ζ 0
ζ 0 b
B/2
L
C
h a. Plan View
b δh
δb
B/2 0
L
C ζ
η
b. Elevation
For the lower ballast tanks, η is to be measured from a point located at 2/3 the distance from the top
of the tank to the top of the overflow (minimum 760 mm above deck).

Part 5
FIGURE 8 (1997)
Location of Tank for Nominal Pressure Calculation
Tanks Considered
5 4 3 2 1
AP
FP
0.4L

Part 5
TABLE 1
Combined Load Cases* (1995)
L.C. 1 L.C. 2 L.C. 3 L.C. 4 L.C. 5 L.C. 6 L.C. 7 L.C. 8
A. Hull Girder Loads (See 5-1-3/5)**
Vertical B.M. Sag (−) Hog (+) Sag (−) Hog (+) Sag (−) Hog (+) Sag (−) Hog (+)
kc 1.0 1.0 0.7 0.7 0.3 0.3 0.4 0.4
Vertical S.F. (+) (−) (+) (−) (+) (−) (+) (−)
kc 0.5 0.5 1.0 1.0 0.3 0.3 0.4 0.4
Horizontal B.M. (−) (+) (−) (+)
kc 0.0 0.0 0.0 0.0 0.3 0.3 1.0 1.0
Horizontal S.F. (+) (−) (+) (−)
kc 0.0 0.0 0.0 0.0 0.3 0.3 0.5 0.5
B. External Pressure (See 5-1-3/5.5)
kc 0.5 0.5 0.5 1.0 0.5 1.0 0.5 1.0
kf 0 -1.0 1.0 -1.0 1.0 -1.0 1.0 -1.0 1.0

C. Internal Tank Pressure (See 5-1-3/5.7)
kc 0.4 0.4 1.0 0.5 1.0 0.5 1.0 0.5
wv 0.75 -0.75 0.75 -0.75 0.25 -0.25 0.4 -0.4
wl Fwd Bhd Fwd Bhd Fwd Bhd Fwd Bhd — — Fwd Bhd Fwd Bhd
0.25 -0.25 0.25 -0.25 0.2 -0.2
Aft Bhd Aft Bhd Aft Bhd Aft Bhd — — Aft Bhd Aft Bhd
-0.25 0.25 -0.25 0.25 -0.2 0.2
wt — — — — Port Bhd Port Bhd Port Bhd Port Bhd
-0.75 0.75 -0.4 0.4
— — — — Stbd Bhd Stbd Bhd Stbd Bhd Stbd Bhd
0.75 -0.75 0.4 -0.4
cφ , Pitch -1.0 1.0 -1.0 1.0 0.0 0.0 -0.7 0.7
cθ , Roll 0.0 0.0 0.0 0.0 1.0 -1.0 0.7 -0.7

D. Reference Wave Heading and Motion of Ship
Heading Angle 0 0 0 0 90 90 60 60
Heave Down Up Down Up Down Up Down Up
Pitch Bow Down Bow Up Bow Down Bow Up — — Bow Down Bow Up
Roll — — — — Stbd Down Stbd Up Stbd Down Stbd Up
* ku = 1.0 for all load components.

** Boundary forces should be applied to produce the above specified hull girder bending moment at the middle of the structural
model and the specified hull girder shear force at one end of the middle hold of the model. The sign convention for the shear
force corresponds to the forward end of the middle hold.

Part 5
TABLE 2
Load Cases for Sloshing (1997)
Type A: For Horizontal Girder on the Aft Side of Transverse Bulkhead
Sloshing
Hull girder Loads* External Pressures Pressures** Reference Wave Heading and Motions
V.B.M. V.S.F. ku , kc
Heading
[H.B.M. H.S.F. ku , kc ] ku kc kfo ku kc Angle Heave Pitch Roll
LC S - 1 (−) (+) 1.0 0.4 1.0 0.5 -1.0 1.0 1.0 60° Down Bow Stbd
Down Down
[(−) (+) 1.0 0.7]
LC S - 2 (+) (−) 1.0 0.4 1.0 1.0 1.0 1.0 1.0 60° Up Bow Up Stbd Up
[(+) (−) 1.0 0.7]
Type B: For Horizontal Girder on the Forward Side of Transverse Bulkhead

Sloshing
Hull girder Loads* External Pressures Pressures** Reference Wave Heading and Motions
V.B.M. V.S.F. ku , kc
Heading
[H.B.M. H.S.F. ku , kc ] ku kc kfo ku kc Angle Heave Pitch Roll
LC S - 1 (−) (+) 1.0 0.4 1.0 0.5 1.0 1.0 1.0 60° Up Bow Up Stbd Up
[(−) (+) 1.0 0.7]
LC S - 2 (+) (−) 1.0 0.4 1.0 1.0 -1.0 1.0 1.0 60° Down Bow Stbd
Down Down
[(+) (−) 1.0 0.7]
Notes:
* For determining the total vertical bending moment for the above two load cases, 70% of the maximum designed still water
bending moment may be used at the specified wave vertical bending moment station.
where:
V.B.M. is vertical wave bending moment
V.S.F. is vertical wave shear force
H.B.M. is horizontal wave bending moment
H.S.F. is horizontal wave shear force
** The vertical distribution of the sloshing pressure Pis is shown in 5-1-3/Figure 9.

Part 5
TABLE 3
Design Pressure for Local and Supporting Members
A. Plating & Longitudinals/Stiffeners. (1997)
The nominal pressure, P = |Pi − Pe|, is to be determined from load cases
‘‘a’’ & ‘‘b’’ below, whichever is greater, with ku = 1.10 and kc = 1.0 unless otherwise specified in the table
Case ‘‘a’’ - At fwd end of the tank Case ‘‘b’’ - At mid tank/fwd end of tank
Location and Coefficients Draft/Wave Coefficients
Structural Members/ Draft/Wave Loading Heading Location and
Components Heading Angle Pattern pi pe Angle Loading Pattern pi pe
1. Bottom Plating 2/3 design Full ballast tank Ai Ae Design Midtank of — Be

& Long’l draft/0° draft/0° empty ballast
tanks
2. Inner Bottom 2/3 design Full ballast tank, Ai — design Fwd end of full Ai —
Plating & draft/0° cargo tanks empty draft/0° cargo tank,
Long’l ballast tanks
empty
3. Side Shell 2/3 design Starboard side of Bi Ae design Midtank of — Be
Plating & draft/60° full ballast tank draft/60° empty ballast
Long’l tanks
4. * Deck Plating & Design draft/0° Full cargo tank Di —
Long’l (Cargo
Tank)
5. Deck Plating & 2/3 design Full ballast tank Di —
Long’l (Ballast draft/0°
Tank)
6. * Inner Skin design draft/ Starboard side of Bi — 2/3 design Fwd. end and Bi —
Long’l Bhd. 60° full cargo tank, draft/60° starboard side of
Plating & ballast tank empty full ballast tank,
Long’l cargo tank
empty
7. * Center Line design draft/ Full starboard Ei —
Long’l Bhd. 60° cargo and ballast
Plating & tanks, adjacent
Long’l tank empty
8. * Other Long’l design draft/ Starboard side of Bi — design Fwd. end and Bi —
Bhd. Plating & 60° full inward cargo draft/60° starboard side of
Long’l tanks, adjacent (1997) full outboard
tank empty cargo tanks,
adjacent tank
empty
9. * Trans. Bhd. design draft/0° Fwd. bhd. of full Ai —
Plating & cargo tank,
Stiffener adjacent tanks
(Cargo Tank) empty
10. * Trans. Bhd. 2/3 design Fwd. bhd. of full Ai —
Plating & draft/0° ballast tank,
Stiffener adjacent tanks
(Ballast Tank) empty
*See note 4

Part 5
TABLE 3
Continued
B. Main Supporting Members
The nominal pressure, P = |Pi − Pe|, is to be determined at the mid-span of the structural member at starboard side of vessel
from load cases ‘‘a’’ & ‘‘b’’ below, whichever is greater, with ku = 1.0 and kc = 1.0 unless otherwise specified in the table
Case ‘‘a’’ Mid-tank for Transverses Case ‘‘b’’ Mid-tank for Transverses
Structural Members/ Draft/Wave Loading pi pe Heading Location and pi pe
Components Heading Angle Pattern Angle Loading Pattern
11. Double Bottom 2/3 design Full cargo tank, Ai Ae Design Mid-tank, cargo — Be
Floor & Girder draft/0° ballast tanks empty draft/0° and ballast tanks
empty
12. Side Transverse 2/3 design Wing cargo tanks Bi — Design Center cargo — Be
draft/60° full draft/60° tank full, wing
cargo tanks
empty
13. Transverse on
Long’l. Bhd.:
Tanker with C.L. 2/3 design Starboard cargo Fi —
Long’l, Bhd., draft/60° tank full, port-
without Struts, empty
(5-1-4/Figure 2b,
5-1-4/Figure 2c):
Tanker with four
Long’l. Bhds.
with Struts:
Struts in wing 2/3 design Center cargo tank Ci — 2/3 design Center cargo Gi —
cargo tanks draft/90° full, wing cargo draft/90° tank empty,
(5-1-4/Figure tanks empty wing cargo
2d) tanks full
Strut in center 2/3 design Wing cargo tanks Fi — 2/3 design Center cargo Bi —
cargo tank, (5- draft/60° full, center cargo draft/60° tank full, wing
1-4/Figure 2e) tank empty cargo tanks
empty
Tanker with four 2/3 design Wing cargo tanks Fi — 2/3 design Center cargo Ci —
Long’l. Bhds. draft/60° full, center cargo draft/60° tank full, wing
Without struts, tank empty cargo tanks
(5-1-4/Figure 2f) empty
14. Horizontal 2/3 design Fwd Bhd. of full Bi —
Girder and draft/60° cargo tank,
Vertical Web on adjacent tanks
Transverse empty
Bulkhead
15. Struts: 2/3 design Center cargo tank Ci — Design Wing cargo — Be
Struts in wing draft/90° full, wing cargo draft/60° tanks empty,
cargo tanks (5-1- tanks empty center cargo
4/Figure 2d) tank
full(starboard)
Strut in center 2/3 design Wing cargo tanks Fi —
cargo tank (5-1- draft/60° full, center cargo
4/Figure 2e) tank empty

Part 5
TABLE 3
Continued
The nominal pressure, P = |Pi − Pe|, is to be determined at the mid-span of the structural member at starboard side of vessel
from load cases ‘‘a’’ & ‘‘b’’ below, whichever is greater, with ku = 1.0 and kc = 1.0 unless otherwise specified in the table
Case ‘‘a’’ Mid-tank for Transverses Case ‘‘b’’ Mid-tank for Transverses
Structural Members/ Draft/Wave Loading Heading Location and
Components Heading Angle Pattern pi pe Angle Loading Pattern pi pe
16. Deck 2/3 design Cargo tank full, Bi —

Transverses: draft/60° adjacent tanks
Tanker without empty
struts (5-1-
4/Figure 2a, 5-
1-4/Figure 2b,
5-1-4/Figure 2c
and 5-1-
4/Figure 2f)
and, tankers
with strut in
center cargo
tanks, (5-1-
4/Figure 2e)
Tanker with 2/3 design Cargo tank full, Ci —
struts in wing draft/90° adjacent tanks
cargo tanks (5- empty
1-4/Figure 2d)
17. Deck girders 2/3 design Cargo tank full, Ai — 2/3 design Cargo tank full, Bi —
draft/0° adjacent tanks draft/60° adjacent tanks
empty empty

Part 5
TABLE 3
Continued
Notes
1 For calculating pi and pe, the necessary coefficients are to be determined based on the following
designated groups:
a) For pi
Ai: wv = 0.75, w! (fwd bhd) = 0.25, w! (aft bhd) = −0.25, wt = 0.0, cφ= −1.0, cθ = 0.0
Bi: wv = 0.4, w! (fwd bhd) = 0.2, w! (aft bhd) = −0.2, wt (starboard) = 0.4, wt (port) = −0.4,
cφ= −0.7, cθ = 0.7
Ci: wv = 0.25, w! = 0, wl (starboard) = 0.75, wt (port) = −0.75, cφ= 0.0, cθ = 1.0
Di: wv = -0.75, w! (fwd bhd) = 0.25, wt = 0.0, cφ = −1.0, cθ = 0.0
Ei: wv = 0.4, w! (fwd bhd) = 0.2, wt (centerline) = 0.4, cφ= −0.7, cθ = −0.7
Fi: wv = 0.4, w! (fwd bhd) = 0.2, wl (aft bhd) = -0.2, wt (starboard) = −0.4, wt(port) = 0.4,
cφ = −0.7, cθ = −0.7
Gi: wv = 0.25, w! = 0, wt (starboard) = −0.75, wt (port) = 0.75, cφ = 0.0, cθ = −1.0
b) For pe
Ae: k!o = 1.0, ku = 1.0, kc = −0.5
Be: k!o = 1.0
2 For structures within 0.4L amidships, the nominal pressure is to be calculated for a tank located
amidships. Each cargo tank or ballast tank in the region should be considered as located amidships as
shown in 5-1-3/Figure 8. (1997)
3 In calculation of the nominal pressure, ρ g of the fluid cargoes is not to be taken less than 0.1025
kgf/cm2-m (0.4444 lbf/in2-ft) for structural members 1 to 10 and is not to be taken less than 0.09
kgf/cm2-m (0.3902 lbf/in2-ft) for structural members 11 to 17.
4 For structural members 4 and 6 to 10, sloshing pressures are to be considered in accordance with
5-1-3/11.3. For calculation of sloshing pressures refer to 5-1-3/11.5 with ρ g not less than 0.1025
kgf/cm2-m (0.4444 lbf/in2-ft).

Part 5
7 Nominal Design Loads (1995) 5-1-3/7
7.1 General 5-1-3/7.1

The nominal design loads specified below are to be used for determining the required scantlings of
hull structures in conjunction with the specified permissible stresses given in Section 5-1-4.
7.3 Hull girder Loads—Longitudinal Bending Moments and Shear Forces (1995) 5-1-
3/7.3
7.3.1 Total Vertical Bending Moment and Shear Force 5-1-3/7.3.1

The total longitudinal vertical bending moments and shear forces may be obtained from the
following equations:
Mt = Msw + ku kcMw kN-m (tf-m, Ltf-ft)
Ft = Fsw + ku kcFw kN (tf, Ltf )
where
Msw and Mw are the still-water bending moment and wave-induced bending moment
respectively, as specified in 3-2-1/3.7 for either hogging or sagging conditions.
Fsw and Fw are the still-water and wave-induced shear forces respectively, as specified in
3-2-1/3.9 for either positive or negative shears.
ku is a load factor and may be taken as unity unless otherwise specified
kc is a correlation factor and may be taken as unity unless otherwise specified.
For determining the hull girder section modulus for 0.4L amidships as specified in 5-1-4/3,
the maximum still-water bending moments, either hogging or sagging are to be added to the
hogging or sagging wave bending moments respectively. Elsewhere, the total bending
moment may be directly obtained based on the envelope curves as specified in 5-1-3/3.1 and
5-1-3/5.1.
For this purpose, ku = 1.0, and kc = 1.0
7.3.2 Horizontal Wave Bending Moment and Shear Force 5-1-3/7.3.2

For non-head sea conditions, the horizontal wave bending moment and the horizontal shear
force as specified in 5-1-3/5.3 are to be considered as additional hull girder loads, especially
for the design of the side shell and inner skin structures. The effective horizontal bending
moment and shear force, MHE and FHE, may be determined by the following equations:
MHE = ku kc MH kN-m (tf-m, Ltf-ft)
FHE = ku kc FH kN (tf, Ltf )
where ku and kc are a load factor and a correlation factor, respectively, which may be taken as
unity unless otherwise specified.
7.5 Local Loads for Design of Supporting Structures (1995) 5-1-3/7.5

In determining the required scantlings of the main supporting structures, such as girders, transverses,
stringers, floors and deep webs, the nominal loads induced by the liquid pressures distributed over
both sides of the structural panel within the tank boundaries should be considered for the worst

Part 5
possible load combinations. In general, considerations should be given to the following two loading
cases accounting for the worst effects of the dynamic load components.
i) Maximum internal pressures for a fully filled tank with the adjacent tanks empty and
minimum external pressures, where applicable.
ii) Empty tank with the surrounding tanks full and maximum external pressures, where
applicable.
Taking the side shell supporting structure as an example, the nominal loads can be determined from
either:
i) Pi = ρ g (η + ku hd) max. and
Pe = ρ g (hs + ku hde) min.
ii) Pi = 0 and
Pe = ρ g (hs + ku hde) max.
where
ku = 1.0
ρ g, η, hd, hs, hde are as defined in 5-1-3/5.5 and 5-1-3/5.7.
Specific information required for calculating the nominal loads are given in 5-1-3/Table 3 for
various structural members and configurations.
7.7 Local Pressures for Design of Plating and Longitudinals (1995) 5-1-3/7.7
In calculating the required scantlings of plating, longitudinals and stiffeners, the nominal pressures
should be considered for the two load cases given in 5-1-3/7.5, using ku = 1.1 for Pi and Pe instead of
ku = 1.0 as shown above.
The necessary details for calculating Pi and Pe are given in 5-1-3/Table 3.
9 Combined Load Cases 5-1-3/9
9.1 Combined Load Cases for Structural Analysis (1995) 5-1-3/9.1

For assessing the strength of the hull girder structure and in performing a structural analysis as
outlined in Section 5-1-5, the eight combined load cases specified in 5-1-3/Table 1 are to be
considered. Additional combined load cases may be required as warranted. The loading patterns are
shown in 5-1-3/Figure 1 for three cargo tank lengths. The necessary correlation factors and relevant
coefficients for the loaded tanks are also given in 5-1-3/Table 1. The total external pressure
distribution including static and hydrodynamic pressure is illustrated in 5-1-3/Figure 6.
9.3 Combined Load Cases for Failure Assessment (1995) 5-1-3/9.3

For assessing the failure modes with respect to material yielding, buckling and ultimate strength, the
following combined load cases shall be considered.
9.3.1 Ultimate Strength of Hull girder 5-1-3/9.3.1

For assessing ultimate strength of the hull girder, the combined effects of the following
primary and local loads are to be considered.

Part 5
9.3.1(a) Primary Loads, Longitudinal Bending Moments in Head Sea Conditions

(MH = 0, FH = 0)
Mt = Ms + kukc Mw , ku = 1.15, kc = 1.0 hogging and sagging
Ft = Fs + ku kc Fw , ku = 1.15, kc = 1.0 positive and negative
9.3.1(b) Local Loads for Large Stiffened Panels Internal and external pressure loads as given
for L.C. No. 1 and L.C. No. 2 in 5-1-3/Table 1.
9.3.2 Yielding, Buckling and Ultimate Strength of Local Structures 5-1-3/9.3.2

For assessing the yielding, buckling and ultimate strength of local structures, the eight
combined load cases as given in 5-3-1/Table 1 are to be considered.
9.3.3 Fatigue Strength 5-1-3/9.3.3

For assessing the fatigue strength of structural joints, the eight combined load cases given in
5-1-3/9.1 are to be used for a first level fatigue strength assessment as outlined in
Appendix 5-1-A1 ‘‘Guide for the Fatigue Assessment of Tankers.’’
11 Sloshing Loads 5-1-3/11
11.1 General (1995) 5-1-3/11.1
11.1.1 5-1-3/11.1.1
Except for tanks that are situated wholly within the double side or double bottom, the natural
periods of liquid motions and sloshing loads are to be examined in assessing the strength of
boundary structures for all cargo or ballast tanks which will be partially filled between 20%
and 90% of tank capacity. The sloshing pressure heads given in this subsection may be used
for determining the strength requirements for the tank structures. Alternatively, sloshing loads
may be determined by model experiments. Methodology and procedures of tests and
measurements are to be fully documented and referenced. They are to be submitted for
review.
11.1.2 5-1-3/11.1.2
The effects of impulsive sloshing pressures on the design of the main supporting structures of
tank transverse and longitudinal bulkheads will be subject to special consideration.
11.3 Strength Assessment of Tank Boundary Structures 5-1-3/11.3

If either of the preventive measures given below is not satisfied, tank boundary structures are to be
designed in accordance with 5-1-4/13 to withstand the sloshing pressures specified in 5-1-3/11.5.
11.3.1 (1997) 5-1-3/11.3.1

For long or wide cargo tanks, non-tight bulkheads or ring webs or both are to be designed and
fitted to eliminate the possibility of resonance at all filling levels.
Long tanks have length, ! , exceeding 0.1L. Wide tanks have width, b, exceeding 0.6B.
11.3.2 5-1-3/11.3.2
For each of the anticipated loading conditions, the ‘‘critical’’ filling levels of the tank should
be avoided so that the natural periods of fluid motions in the longitudinal and transverse
directions will not synchronize with the natural periods of the ship’s pitch and roll motions,
respectively. It is further recommended that the natural periods of the fluid motions in the

Part 5
tank, for each of the anticipated filling levels, are at least 20% greater or smaller than that of
the relevant ship’s motion.
The natural period of the fluid motion, in seconds, may be approximated by the following
equations:
Tx = (βT ! e )1/2/k in the longitudinal direction
Ty = (βL be)1/2/k in the transverse direction

where
!e = effective length of the tank, as defined in 5-1-3/11.5.1, in m (ft)
be = effective breadth of the tank, as defined in 5-1-3/11.5.1 in m (ft)
k = [(tan h H1)/(4π /g)]1/2
H1 = π d ! /βT ! e or π db /βLbe
βT, βL, d ! and db are as defined in 5-1-3/11.5.1. The natural periods given in 5-1-3/5.7 for
pitch and roll of the vessel, Tp and Tr, using the actual GM value, if available, may be used for
this purpose.
11.5 Sloshing Pressures (1995) 5-1-3/11.5
11.5.1 Nominal Sloshing Pressure (1999) 5-1-3/11.5.1

For cargo tanks with filling levels within the critical range specified in 5-1-3/11.3.2, the
internal pressures Pis, including static and sloshing pressures, positive toward tank
boundaries, may be expressed in terms of equivalent liquid pressure head, he, as given below:
Pis = ρ ghe ≥ 0
where
Pis = internal pressures induced by static head and sloshing, in N/cm2
(kgf/cm2, lbf/in2)
he = cmhm + ku hc for y below filling level dm (cmhm need not exceed h and he
need not exceed he calculated at y = 0.15 for y below 0.15h)
= ku[hc + (ht − hc)(y − dm)/(h − dm) ] for y above dm
cm = coefficient in accordance with 5-1-3/Figure 10
hm = static head, taken as the vertical distance, in m (ft), measured from the
filling level, dm, down to the point considered. dm, the filling level for
maximum hc calculated with Cφs and Cθs equal to 1.0, should not be taken
less than 0.55h.
dm = filling level, in m (ft), as shown in 5-1-3/Figure 9
hc = maximum average sloshing pressure heads, in m (ft), to be obtained from
calculations as specified below for at least two filling levels, 0.55h and
the one closest to the resonant period of ships motions, between 0.2h and

Part 5
0.9h. hc may be taken as constant over the tank depth, h

(See 5-1-3/Figure 9)
ht = sloshing pressure heads for upper bulkhead, in m (ft), to be obtained from
calculation below
h = depth of tank, in m (ft)
y = distance, in m (ft), measured from the tank bottom to the point considered
ρ g is as defined in 5-1-3/5.7.2.
The values of hc and ht may be obtained from the following equations:
hc = kc (Cφs hl2 + Cθs h b2 )1/2 in m (ft)
ht = kc (Cφs h tl2 + Cθs h tb

2 1/2
) in m (ft)
where
kc = correlation factor for combined load cases, and may be taken as unity
unless otherwise specified.
Cφs and Cθs are the weighted coefficients as given in 5-1-3/Figure 10.
h! = φes ! e Ct! βT [0.018 + C f! (1.0 − d ! / H ! )/φes] d ! / H ! m (ft)
hb = θesbe Ctb βL [0.016 + Cfb (1.0 − db/Hb)/θes]db/Hb m (ft)

where
βT represents β for transverse bulkheads and βL represents β for the longitudinal bulkheads.
φes = 0.71φ
θes = 0.71θ
φ and θ are as defined in 5-1-3/5.7.1
!e = effective tank length that accounts for the effect of deep ring-web frames,
in m (ft)
= βT* 2 !
be = effective tank width that accounts for the effect of deep ring-web frames,
in m (ft)
= β L* 2 b
β* = 1.0 for tanks without deep ring webs,

= 0.25[4.0 − (1 − α*) − (1 − α*)2] for α* to be determined at do,
β *T represents β * for transverse bulkheads
β *L represents β * for longitudinal bulkheads

β = (βo)(βs) ≥ 0.5
βT represents β for transverse bulkheads

Part 5
βL represents β for longitudinal bulkheads

βo = 1.0 for tanks without a swash bulkhead
= 0.25[4.0 − (1 − αo) − (1 − αo)2] for tanks with a swash bulkhead

βs = 1.0 for boundary bulkheads that:
i) do not contain any deep horizontal girder; or
ii) do contain deep horizontal girders but with an opening ratio, αs,
less than 0.2 or greater than 0.4
= 0.25[4.0 − (1 − αs) − (1 − αs)2] for bulkheads with deep horizontal
girders having an opening ratio, αs, between 0.2 and 0.4
α = opening ratio (see 5-1-3/Figure 11)
For αo, 5-1-3/Figure 12(1), opening ratios of swash bulkheads, shall be used for all filling
levels considered. Also 5-1-3/Figure 12(2), local opening ratio for do = 0.7h, bounded by the
range between 0.6h and 0.9h, shall be considered for openings within the range. The smaller
of the two opening ratios calculated, based on 5-1-3/Figure 12(1) and 5-1-3/Figure 12(2) for
this filling level, shall be used as the opening ratio.
For α*, 5-1-3/Figure 12(3), opening ratio of deep ring-webs, filling level do shall be used.
For αs, 5-1-3/Figure 12(4), opening ratio of a deep horizontal girder on a boundary bulkhead,
is applicable to a filling level just above the horizontal girder in the zones illustrated in the
figure. Not to be considered for do = 0.7h, unless a sizable girder is installed between 0.7h and
h. Also not to be considered if opening area in the girder is less than 20%, or greater than
40%, of the area of the girder (i.e., αs = 1)
C f! = 0.792[ d ! /(βT ! e )]1/2 + 1.98
Cfb = 0.704[db/(βL be)]1/2 + 1.76
Ct! = 0.9 xo1/[1 + 9(1 − xo)2] ≥ 0.25

xo = Tx /Tp
xo1 = xo if xo ≤ 1.0
= 1/xo if xo > 1.0
Ctb = 0.9 yo1/[1 + 9(1 − yo)2] ≥ 0.25
yo = Ty /Tr If roll radius of gyration is not known, 0.39B may be used in the
calculation of Tr
yo1 = yo if yo ≤ 1.0
= 1/yo if yo > 1.0
Tx and Ty are as defined in 5-1-3/11.5.
Tp and Tr are as defined in 5-1-3/5.7.
do = filling depth, in m (ft)

Part 5
d! = do − d ! 1 [(n/(n + 4)]1/2 − 0.45 d ! 2 , and ≥ 0.0
db = do − db1[m/(m + 4)]1/2 − 0.45db2, and ≥ 0.0
H! = h − d ! 1 [n/(n + 4)]1/2 − 0.45 d ! 2
Hb = h − db1[m/(m + 4)]1/2 − 0.45db2
d! 1 = height of deep bottom transverses measured from the tank bottom,

(5-1-3/Figure 13), in m (ft)
d! 2 = bottom height of the lowest openings in non-tight transverse bulkhead
measured above the tank bottom or top of bottom transverses
(5-1-3/Figure 13), in m (ft)
n = number of deep bottom transverses in the tank
db1 = height of deep bottom longitudinal girders measured from the tank
bottom (5-1-3/Figure 13), in m (ft)
db2 = bottom height of the lowest openings in non-tight longitudinal bulkhead
measured above the tank bottom, or top of bottom longitudinal girders
(5-1-3/Figure 13), in m (ft)
m = number of deep bottom longitudinal girders in the tank
! s (bs) shall be used in place of ! e (be) for a filling level below the completely solid portion of
the nontight bulkhead, i.e. the region below the lowest opening, (5-1-3/Figure 13), where
! s (bs) is taken as the distance bounded by the solid portion of the nontight bulkhead below
the lowest opening and the tight bulkhead. d ! , H ! and db, Hb need not consider the effect of
d ! 2 and db2, respectively.
htl = 0.0068 βT' ! e Ct'! (φes + 40) (φes)1/2 m (ft)
htb = 0.0055 β L' be Ctb' (θes + 35) (θes)1/2 m (ft)

where
'
Ct'! and Ctb' are Ct! and Ctb for hm = 0.70h; βT' and β L correspond to β for do = 0.7h; φes
and θes are as defined previously.
Cφs and Cθs are weighted coefficients, as given in 5-1-3/Figure 10.
htl shall not be less than hp; htb shall not be less than hr
hp = ! sin (φes)
hr = b sin (θes)
11.5.2 Sloshing Loads for Assessing Strength of Structures at Tank Boundaries 5-1-3/11.5.2
11.5.2(a) In assessing the strength of tank boundary supporting structures, the two combined
load cases with loading pattern shown in 5-1-3/Figure 14, with the specified sloshing loads
shown in 5-1-3/Table 2 for the respective side on which the horizontal girder is located, are to
be considered when performing a 3D structural analysis.
11.5.2(b) In assessing the strength of plating and stiffeners at tank boundaries, local bending
of the plating and stiffeners with respect to the local sloshing pressures for structural

Part 5
members/elements is to be considered, in addition to the nominal loadings specified for the

3D analysis in 5-1-3/11.5.2(a) above. In this regard, ku should be taken as 1.15 instead of 1.0,
shown in 5-1-3/11.5.2(a) above for the combined load cases, to account for the maximum
pressures due to possible non-uniform distribution.
11.5.3 Sloshing Loads Normal to the Web Plates of Horizontal and Vertical Girders 5-1-3/11.5.3
In addition to the sloshing loads acting on the bulkhead plating, the sloshing loads normal to
the web plates of horizontal and vertical girders are to be also considered for assessing the
strength of the girders. The magnitude of the normal sloshing loads may be approximated by
taking 25% of hc or ht for ku = 1.0, whichever is greater, at the location considered.
FIGURE 9
Vertical Distribution of Equivalent
Slosh Pressure Head, he (1995)
Kuht
Kuhc +
[ Ku (ht - hc) (y - dm) / (h - dm) ]
dm he y
Kuhc Cmhm

Part 5
FIGURE 10
Horizontal Distribution of Simultaneous Slosh Pressure
Heads, hc (φs θs) or ht (φs θs) (1995)
CΦ s = 0.0
AFT BHD Cm = 0.5 Cm = 1.0 Cθ s = 0.0
CΦ s = 1.0
Cm = 1.25
Cθ s = 0.0
CΦ s = 0.0
Cθ s = 1.0
Cm = 1.0 Cm = 1.25 Cm = 1.5
CΦ s = 0.0 CΦ s = 1.0
Cθ s = 0.0 Cθ s = 1.0
L.C. S-1
CΦ s = 1.0 CΦ s = 0.0
Cθ s = 1.0 Cθ s = 0.0
Cm = 1.5 Cm = 1.25 Cm = 1.0
CΦ s = 0.0
Cθ s = 1.0
FWD BHD
CΦ s = 1.0 Cm = 1.25
Cθ s = 0.0
Cm = 1.0 Cm = 0.5
CΦ s = 0.0
L.C. S-2
Cθ s = 0.0
Note: hc may be taken as zero for the deck and inner bottom

Part 5
FIGURE 11
Definitions for Opening Ratio, α (1995)
α =
A1 + A2
A1 + A2 + B
α =A1A1+ +A2A2+ +A3A3+ B
A3 A4
A3
A1 A2
do
A1 A2
B B
B: wetted portion of swash bulkhead
FIGURE 12
Opening Ratios (1995)
h
do
Deep Horizontal
Grider
Full
L - Type
Swash
(1) dw
A
affected
zones
0.6h - 0.9h Deep Ring-Web Frame

B
dw
C
A+B
αs = A+B+C
dw
0.7h do
(2) (3)
(1) – (3) Opening Ratios of Nontight Bulkheads on (4) Opening Ratio of Deep Horizontal Girders Boundary
and Deep Ring-Webs Bulkheads

Part 5
FIGURE 13
Dimensions of Internal Structures (1995)
h
d! 2
d!1
!s
h
db2
db1
bs

Part 5
FIGURE 14
Loading Patterns for Sloshing Loads Cases (1997)
Type A: Where the Horizontal Girder is on the Aft Side of Transverse Bulkhead
a. Load Case S-1; 1/2 Design Draft b. Load Case S-2; 1/2 Design Draft
Type B: Where the Horizontal Girder is on the Forward Side of Transverse Bulkhead
a. Load Case S-1; 1/2 Design Draft b. Load Case S-2; 1/2 Design Draft

Part 5
13 Impact Loads (2000) 5-1-3/13
13.1 Impact Loads on Bow (2000) 5-1-3/13.1

For tankers possessing significant bowflare or with a heavy weather ballast draft forward less than
0.04L, the bowflare and/or bottom slamming loads are to be considered for assessing the strength of
the side and bottom plating and associated stiffening system in the forebody region.
13.1.1 Bow Pressure 5-1-3/13.1.1

When experimental data or direct calculation are not available, nominal wave-induced bow
pressures above LWL in the region from the forward end to the collision bulkhead may be
obtained from the following equation.
Pbij = kCkCijV ij2 sinγij kN/m2 (tf/m2, Ltf/ft2)
where
k = 1.025(0.1045, 0.000888)
Cij = {1 + cos2 [90(Fbi − 2αij) /Fbi]} 1/2
Vij = ω1V sin αij + ω2(L)1/2

ω1 = 0.515 (1.68) for m (ft)
ω2 = 1.0 (1.8)
V = 75% of the design speed, Vd, in knots. V is not to be taken less than 10
γij = local bow angle measured from the horizontal, not to be taken less than
50°
= tan-1 (tan βij/cos αij)
αij = local waterline angle measured from the centerline, see 5-1-3/Figure 15,
not to be taken less than 35°
βij = local body plan angle measure from the horizontal, see 5-1-3/Figure 15,
Fbi = freeboard from the highest deck at side to the load waterline (LWL) at
station i, see 5-1-3/Figure 15
αj = vertical distance from the LWL to WL-j, see 5-1-3/Figure 15
Ck = 0.7 at collision bulkhead and 0.9 at 0.0125L, linear interpolation for in
between
= 0.9 between 0.0125L and FP
= 1.0 at and forward of FP
i, j = station and waterline, to be taken to correspond to the locations as
required by 5-1-6/1.5

Part 5
FIGURE 15
Definition of Bow Geometry (2000)
13.3 Bottom Slamming (2000) 5-1-3/13.3

For tankers with heavy weather ballast draft forward less than 0.04L but greater than 0.025L, bottom
slamming loads are to be considered for assessing strength of the flat bottom plating forward and the
associated stiffening system in the fore body region.
13.3.1 Bottom Slamming Pressure 5-1-3/13.3.1

The equivalent bottom slamming pressure for strength formulation and assessment should be
determined based on well documented experimental data or analytical studies. When these
direct calculations are not available, nominal bottom slamming pressures may be determined
by the following equations:
Psi = kki [ν o2 + MViEni]Ef kN/m2 (tf/m2, Ltf/ft2)

where
Psi = equivalent bottom slamming pressure for section i
k = 1.025(0.1045, 0.000888)
ki = 2.2 b*/do + α ≤ 40
b* = half width of flat bottom at the i-th ship station, see 5-1-3/Figure 16
do = 1/10th of the section draft at the heavy ballast condition,
see 5-1-3/Figure 16

Part 5
α = a constant as given in 5-1-3/Table 4

Ef = f1 ω1 (L)1/2
f1 = 0.004(0.0022) for m (ft)
where b represents the half breadth at the 1/10th draft of the section, see 5-1-3/Figure 16.
Linear interpolation may be used for intermediate values.
V = 75% of the design speed Vd in knots. V is not to be taken less than 10
knots.
vo = co(L)1/2, in m/s (ft/s)
co = 0.29(0.525) for m (ft)
L = ship’s length as defined in 3/1.1.1
MRi = c1Ai(VL/Cb)1/2
c1 = 0.44(2.615) for m (ft)
MVi = BiMRi
Ai and Bi are as given in 5-1-3/Table 4.
Gei = e [− (v 2
u / M Vi + d i2 / M Ri )]
di = local section draft, in m

Eni = natural log of ni
ni = 5730(MVi/MRi)1/2 Gei, if ni < 1 then Psi = 0
ω1 = natural angular frequency of the hull girder 2-node vertical vibration of
the vessel in the wet mode and the heavy weather ballast draft condition,
in rad/second. If not known, the following equation may be used.
ω1 = µ [B D3/(∆SC 3b L3)]1/2 + co ≥ 3.7

where
µ = 7475 (4094)
∆S = ∆b[1.2 +B/(3db)]
∆b = ship displacement at the heavy ballast condition, in tonnes (long tons)
db = mean draft of ship at the heavy ballast condition, in m(ft)
co = 1.0 for heavy ballast draft
L, B and D are as defined in Section 3-1-1.
Cb is as defined in 3-2-1/3.5.

Part 5
TABLE 4
Values of α (2000)
b/do α b/do α
1.00 0.00 4.00 20.25
1.50 9.00 5.00 22.00
2.00 11.75 6.00 23.75
2.50 14.25 7.00 24.50
3.00 16.50 7.50 24.75
3.50 18.50 25.0 24.75
FIGURE 16
Distribution of Bottom Slamming Pressure
Along the Section Girth (2000)
13.5 Bowflare Slamming (2000) 5-1-3/13.5

For vessels possessing bowflare and having a shape parameter Ar greater than 21 m (68.9 ft), in the
forebody region, bowflare slamming loads are to be considered for assessing the strength of the side
plating and the associated stiffening system in the forebody region of the vessel at its scantling draft.
Ar = the maximum value of Ari in the forebody region
Ari = Bowflare shape parameter at a station i forward of the quarter length, up
to the FP of the vessel, to be determined between the LWL and the upper
deck/forecastle as follows:
(bT/H)2 ∑bj[1 + (sj /bj)2]1/2, j = 1, n; n ≥ 3

Part 5
where
n = number of segments
bT = Σ bj
H = Σ sj
bj = local change (increase) in beam for the j-th segment at station i
(see 5-1-3/Figure 17)
sj = local change (increase) in freeboard up to the highest deck for the j-th
segment at station i forward (see 5-1-3/Figure 17).
13.5.1 Nominal Bowflare Slamming 5-1-3/13.5.1

When experimental data or direct calculation is not available, nominal bowflare slamming
pressures may be determined by the following equations:
Pij = Poij or Pbij as defined below whichever is greater
Poij = k1(9MRi − h ij2 ) ½ kN/m2 (tf/m2, Ltf/ft2)
Pbij = k2{C2 + KijMVi[1 + Eni]} kN/m2 (tf/m2, Ltf/ft2)

where
k1 = 9.807 (1, 0.0278)
k2 = 1.025 (0.1045, 0.000888)
C2 = 39.2 (422.46) for m (ft)
nij = 5730(MV i/MRi)1/2 Gij ≥ 1.0
Eni = natural log of nij
Gij = e
(−h 2
ij / M Ri )
MRi = see in 5-1-3/13.3.1

MVi = BiMRi, where Bi is given in 5-1-3/Table 5 .
hij = vertical distance measured from the load waterline (LWL) at station i to
WL-j on the bowflare. The value of hij is not to be taken less than 2.0 m
(6.56 ft)
Kij = fij[rj /(bij + 0.5hij)]3/2 [ ! ij /rj]
rj = (MRi) 1/2
bij = local half beam of WL-j at station i. The value of bij is not to be taken less
than 2.0 m (6.56 ft).
! ij = longitudinal distance of WL-j at station i measured from amidships.
fij = [90/βij − 1]2 [tan(βij)/3.14]2 cos γ

βij = local body plan angle measured from the horizontal, in degrees, need not
be taken less than 35 degrees, see 5-1-3/Figure 17

Part 5
γ = ship stem angle at the centerline measured from the horizontal,

5-1-3/Figure 18, in degrees, not to be taken greater than 75 degrees.
TABLE 5
Values of Ai and Bi* (2000)
Ai Bi
-0.05L 1.25 0.3600
FP 1.00 0.4000
0.05L 0.80 0.4375
0.10L 0.62 0.4838
0.15L 0.47 0.5532
0.20L 0.33 0.6666
0.25L 0.22 0.8182
0.30L 0.22 0.8182
* Linear interpolation may be used for intermediate values.
FIGURE 17
Definition of Bowflare Geometry for Bowflare Shape Parameter (2000)

Part 5
FIGURE 18
Ship Stem Angle, γ (2000)
13.5.2 Simultaneous Bowflare Slamming Pressure5-1-3/13.5.2

For performing structural analyses to determine overall responses of the hull structures, the
spatial distribution of instantaneous bowflare slamming pressures on the fore body region of
the hull may be expressed by multiplying the calculated maximum bowflare slamming
pressures, Pij, at forward ship stations by a factor of 0.71 for the region between the stem and
0.3L from the FP.

PART
5
more in Length)
SECTION 4 Initial Scantling Criteria
CONTENTS
1 General................................................................................... 61
1.1 Strength Requirement ............................................................ 61
1.3 Calculation of Load Effects..................................................... 61
1.5 Structural Details .................................................................... 61
3 Hull Girder Strength .............................................................. 65
3.1 Hull Girder Section ................................................................. 65
3.3 Hull girder Moment of Inertia .................................................. 65
5 Shearing Strength ................................................................. 65
5.1 General................................................................................... 65
5.3 Net Thickness of Side Shell Plating ....................................... 66
5.5 Thickness of Longitudinal Bulkheads ..................................... 67
5.7 Calculation of local loads........................................................ 69
5.9 Three Dimensional Analysis................................................... 70
7 Double Bottom Structures .................................................... 71
7.1 General................................................................................... 71
7.3 Bottom Shell and Inner Bottom Plating .................................. 72
7.5 Bottom and Inner Bottom Longitudinals ................................. 75
7.7 Bottom Girders/Floors ............................................................ 76
9 Side Shell and Deck – Plating and Longitudinals ............... 83
9.1 Side Shell Plating ................................................................... 83
9.3 Deck Plating ........................................................................... 85
9.5 Deck and Side Longitudinals.................................................. 86
11 Side Shell and Deck – Main Supporting Members .............. 88
11.1 General................................................................................... 88
11.3 Deck Transverses .................................................................. 88
11.5 Deck Girders .......................................................................... 91

Part 5
11.7 Web Sectional Area of Side Transverses .............................. 92

11.9 Minimum Thickness for Web Portion of Main Supporting
Members................................................................................. 93
11.11 Proportions ............................................................................. 94
11.13 Brackets.................................................................................. 95
11.15 Web Stiffeners and Tripping Brackets.................................... 95
11.17 Slots and Lightening Holes..................................................... 95
13 Longitudinal and Transverse Bulkheads .............................97
13.1 Longitudinal Bulkhead Plating ................................................ 97
13.3 Transverse Bulkhead Plating ................................................. 99
13.5 Longitudinals and Vertical/Horizontal ................................... 100
15 Bulkheads – Main Supporting Members ............................102
15.1 General................................................................................. 102
15.3 Vertical Web on Longitudinal Bulkhead ............................... 102
15.5 Horizontal Girder on Transverse Bulkhead .......................... 104
15.7 Vertical Web on Transverse Bulkhead ................................. 106
15.9 Minimum Web Thickness, Proportions, Brackets, Stiffeners,
Tripping Brackets, Slots and Lightening Holes .................... 107
15.11 Strut ...................................................................................... 108
15.13 Nontight Bulkheads .............................................................. 108
17 Corrugated bulkheads .........................................................109
17.1 General................................................................................. 109
17.3 Plating................................................................................... 109
17.5 Stiffness of Corrugation........................................................ 110
17.7 Bulkhead Stools.................................................................... 113
17.9 End Connections .................................................................. 114
TABLE 1 Coefficient c2 For Deck Transverses ........................96

TABLE 2 Coefficients KU and KL for Side Transverses ...........96
TABLE 3 Coefficient c for Vertical Web on Longitudinal
Bulkheads .................................................................104
TABLE 4 Coefficients KU and KL for Vertical Web on
Longitudinal Bulkhead.............................................104
FIGURE 1 Scantling Requirement Reference by Sub-Section..62

FIGURE 2 Definitions of Spans (A) .............................................63
FIGURE 3 Definitions of Spans (B).............................................64
FIGURE 4 Center Tank Region ...................................................71
FIGURE 5 Unsupported Span of Longitudinal...........................80
FIGURE 6 Effective Breadth of Plating be ..................................81
FIGURE 7 Definitions of α 3, ! s, and bs .....................................82

FIGURE 8 Effectiveness of Brackets..........................................96

FIGURE 9 Definition of Parameters for Corrugated Bulkhead
(Tankers without Longitudinal Bulkhead at
Centerline)................................................................ 115
FIGURE 10 Definition of Parameters for Corrugated Bulkhead
(Tankers with Longitudinal Bulkhead
at Centerline)............................................................ 116
FIGURE 11 Corrugated Bulkhead End Connections ................ 117

PART
5
more in Length)
SECTION 4 Initial Scantling Criteria 5 - 1 - 4
1 General 5-1-4/1
1.1 Strength Requirement (1995) 5-1-4/1.1

This section specifies the minimum strength requirements for hull structure with respect to the
determination of initial scantlings, including the hull girder, shell and bulkhead plating,
longitudinals/stiffeners and main supporting members. Once the minimum scantlings are determined,
the strength of the resulting design is to be assessed in accordance with Section 5-1-5. The assessment
is to be carried out by means of an appropriate structural analysis as per 5-1-5/9, in order to establish
compliance with the failure criteria in 5-1-5/3. Structural details are to comply with 5-1-4/1.5.
The requirements for hull girder strength are specified in 5-1-4/3. The required scantlings of double
bottom structures, side shell and deck, and longitudinal and transverse bulkheads are specified in
5-1-4/7 through 5-1-4/17 below. 5-1-4/Figure 1 shows the appropriate subsections giving scantling
requirements for the various structural components of typical double hull tankers. For hull structures
beyond 0.4L amidships the initial scantlings are determined in accordance with Section 5-1-6.
1.3 Calculation of Load Effects (1995) 5-1-4/1.3

Approximate equations are given in 5-1-4/7 through 5-1-4/13 for calculating the maximum bending
moments and shear forces for main supporting members clear of the end brackets, and axial loads for
struts for typical structural arrangements and configurations (5-1-4/Figure 2 and 5-1-4/Figure 3). For
designs with different structural configurations, these local load effects may be determined from a 3D
structural analysis at the early design stages, as outlined in 5-1-5/9, for the combined load cases
specified in 5-1-3/9, excluding the hull girder load components. In this regard, the detailed analysis
results are to be submitted for review.
1.5 Structural Details (1995) 5-1-4/1.5

The strength criteria specified in this Section and Section 5-1-6 are based on assumptions that all
structural joints and welded details are properly designed and fabricated and are compatible with the
anticipated working stress levels at the locations considered. It is critical to closely examine the
loading patterns, stress concentrations and potential failure modes of structural joints and details
during the design of highly stressed regions. In this exercise failure criteria specified in 5-1-5/3 may
be used to assess the adequacy of structural details.

Part 5
Section 4 Initial Scantling Criteria 5-1-4
FIGURE 1
Scantling Requirement Reference by Sub-Section (1995)
5-1-4/3.1 5-1-4/11.3.1 & 5-1-4/11.5.2
5-1-4/9.5
5-1-4/9.3
L
C
5-1-4/11.5.1 & 5-1-4/11.5.2

5-1-4/11.7
5-1-4/5.3
5-1-4/9.1
5-1-4/13.3 (plate)
5-1-4/17 (corrugated)
5-1-4/15.7.1
5-1-4/15.5.1
5-1-4/11.9
5-1-4/13.5
5-1-4/9.5 5-1-4/13.5
5-1-4/5.5 5-1-4/13.3
5-1-4/13.1 5-1-4/7.3.2
5-1-4/7.7.4
5-1-4/7.7.2 L
C
5-1-4/7.5
5-1-4/7.3.1 5-1-4/7.7.3 & 5-1-4/7.7.4
5-1-4/7.7.3
For main supporting members also see
5-1-4/11.9 & 5-1-4/11.11 for minimum
web depth and thickness requirements.

Part 5
FIGURE 2
Definitions of Spans (A) (1995)
= = = =
= =
Sg Sg
!t !s !b !s
!t
!
!
L
C L
C
a. b.
! !
!t
he
!t he
!t !b
!b !s !s
!
L
C L
C
c. d.
! ! ! !t
!t !
!b !t !t
!s !b !s
CL L
C
e. f

Part 5
FIGURE 3
Definitions of Spans (B) (1995)
hu
hu
!b
! !
hL
hL
L
C
a. Side Transverve and Vertical
Web on Longitudinal Bulkhead
!
!b
he
L
C
b. Horizontal Girder on
Transverse Bulkhead
he
hu
ha
!g
!st !
!
hL
c. Deck Girder and Vertical Web

on Transverse Bulkhead

Part 5
3 Hull Girder Strength 5-1-4/3
3.1 Hull Girder Section Modulus (1995) 5-1-4/3.1
3.1.1 Hull Girder Section Modulus Amidships 5-1-4/3.1.1

The required hull girder section modulus amidships is to be calculated in accordance with
3-2-1/3.7, 3-2-1/5 and 3-2-1/9. For the assessment of ultimate strength as specified in
Section 5-1-5 and the determination of initial net structural scantlings, the net hull girder
section modulus amidships, SMn, is to be calculated in accordance with 5-1-4/3.1.2 below.
3.1.2 Effective Longitudinal Members 5-1-4/3.1.2

The hull girder section modulus calculation is to be carried out in accordance with 3-2-1/9, as
modified below. To suit the strength criteria based on a ‘‘net’’ ship concept, the nominal
design corrosion values specified in 5-1-2/Table 1 are to be deducted in calculating the net
section modulus, SMn.
3.3 Hull girder Moment of Inertia (1995) 5-1-4/3.3

The hull girder moment of inertia is to be not less than required by 3-2-1/3.7.2.
5 Shearing Strength (1997) 5-1-4/5
5.1 General 5-1-4/5.1

The net thickness of the side shell and longitudinal bulkhead plating is to be determined based on the
total vertical shear force, Ft, and the permissible shear stress fs given below, where the outer
longitudinal bulkheads (inner skin) are located no further than 0.075B from the side shell.
The nominal design corrosion values as given in 5-1-2/Table 1 for the side shell and longitudinal
bulkhead plating are to be added to the ‘‘net’’ thickness thus obtained.
Ft = FS + FW kN (tf, Ltf )
t = Fm/I fs cm (in.)
where
FS = still-water shear force based on the still-water shear force envelope curve for all
anticipated loading conditions in accordance with 3-2-1/3.3, at location
considered, in kN (tf, Ltf).
FW = vertical wave shear force, as given in 3-2-1/3.5.3, in kN (tf, Ltf). FW for in-port
condition may be taken as zero.
t = ts or ti (see 5-1-4/5.3 and 5-1-4/5.5)
F = FtDs or (Ft + Ri)Di (see 5-1-4/5.3 and 5-1-4/5.5 below)
fs = 11.96/Q kN/cm2 (1.220/Q tf/cm2, 7.741/Q Ltf/in2) at sea
= 10.87/Q kN/cm2 (1.114/Q tf/cm2, 7.065/Q Ltf/in2) in port

Part 5
Q = material conversion factor

= 1.0 for ordinary strength steel
= 0.78 for Grade H32 steel
For the purpose of calculating required thickness for hull girder shear, the sign of Ft may be
disregarded unless algebraic sum with other shear forces, such as local load components, is
appropriate.
5.3 Net Thickness of Side Shell Plating: 5-1-4/5.3

ts ≥ Ft Ds m/I fs cm (in.)
where
I = moment of inertia of the ‘‘net’’ hull girder section at the position considered, in
cm4 (in4)
m = first moment of the ‘‘net’’ hull girder section, in cm3 (in3), about the neutral axis,
of the area between the vertical level at which the shear stress is being
determined and the vertical extremity of the section under consideration.
Ft is as defined in 5-1-4/5.1 above.
Ds = shear distribution factor for side shell, as defined in 5-1-4/5.3.1, 5-1-4/5.3.2 or
5-1-4/5.3.3 below.
5.3.1 Shear Distribution Factor for Tankers with Two Outer Longitudinal Bulkheads (inner
skin only) 5-1-4/5.3.1
Ds = 0.384 − 0.167Aob/As − 0.190 bs/B
where
Aob = total projected area of the net outer longitudinal bulkhead (inner skin)
plating above inner bottom (one side), in cm2 (in2)
As = total projected area of the net side shell plating (one side), in cm2 (in2)
bs = distance between outer side longitudinal bulkhead (inner skin) and side
shell, in m (ft)
Β = breadth of the vessel, in m (ft), as defined in 3-1-1/5.
5.3.2 Shear Distribution Factor for Tankers with Two Outer Longitudinal Bulkheads and a
Centerline Swash or Oil-tight Longitudinal Bulkhead 5-1-4/5.3.2
Ds = 0.347 − 0.057Acb /As − 0.137 Aob /As − 0.070bs /B
where
Acb = total area of the net centerline longitudinal bulkhead plating above inner
bottom, in cm2 (in2)
As, Aob, bs and Β are as defined in 5-1-4/5.3.1 above.

Part 5
5.3.3 Shear Distribution Factor for Tankers with Two Outer and Two Inner Longitudinal
Bulkheads 5-1-4/5.3.3
Ds = 0.330 − 0.218Aob /As − 0.043 bs /Β
where
As, Aob, bs and B are as defined in 5-1-4/5.3.1 above.
5.5 Thickness of Longitudinal Bulkheads 5-1-4/5.5

ti ≥ (Ft + Ri)Di m/I fs cm (in.)
where
Di = shear distribution factor
Ri = local load correction
i = ob for outer longitudinal bulkhead (inner skin)
= ib for inner longitudinal bulkhead
= cb for centerline longitudinal bulkhead
Ft, I, m, and fs are as defined above.
The other parameters, depending on the configuration of the tanker, are defined in 5-1-4/5.5.1,
5-1-4/5.5.2 and 5-1-4/5.5.3 below.
5.5.1 Tankers with two outer longitudinal bulkheads (inner skin only) 5-1-4/5.5.1
The net thickness of the outer longitudinal bulkhead plating at the position considered:
tob ≥ FtDobm/I fs cm (in.)
where
Dob = 0.105 + 0.156Aob/As + 0.190bs/Β
As, Aob, bs, B, Ft, I, m and fs are defined above.
5.5.2 Tankers with two outer longitudinal bulkheads and a centerline swash or oil-tight
longitudinal bulkhead. 5-1-4/5.5.2
5.5.2(a) (1999) The net thickness of the centerline longitudinal bulkhead plating at the
position considered:
tcb ≥ (Ft + Rcb)Dcbm/I fs cm (in.)
where
Rcb = Wc[(2Nwcb kcbI/3Hcb Dcbm) − 1] ≥ 0
kcb = 1 + A *cb /Acb ≤ 1.9

Dcb = 0.229 + 0.152Acb/As − 0.10Aob/As − 0.198 bs/Β
Wc = local load, in kN (tf, Ltf), calculated according to 5-1-4/5.7 and
5-1-4/Figure 4(a)
Nwcb = local load distribution factor for the centerline longitudinal bulkhead
= (0.66Dcb + 0.25) (n − 1)/n

Part 5
n = total number of transverse frame spaces in the center tank

Hcb = depth of the centerline longitudinal bulkhead above inner bottom, in cm
(in.)
A *cb = total area of the net centerline longitudinal bulkhead plating above the
lower edge of the strake under consideration, in cm2 (in2)
All other parameters are as defined in 5-1-4/5.3.
5.5.2(b) The net thickness of the outer longitudinal bulkhead plating at the position
considered:
tob ≥ Ft Dobm/I fs cm (in.)
where
Dob = 0.106 − 0.093Acb/As + 0.164Aob/As + 0.202bs/B
All other parameters are as defined in 5-1-4/5.3 and 5-1-4/5.5.
5.5.3 Tankers with two outer and two inner longitudinal bulkheads 5-1-4/5.5.3
5.5.3(a) The Net thickness of the inner longitudinal bulkhead plating at the position
considered:
tib ≥ (Ft + Rib)Dibm/I fs cm (in.)
where
Rib = Wc1[(2Nwib1kibI / 3HibDibm) − 1] + Wc2[(2Nwib2kibI / 3HibDibm ) − 1] ≥ 0
kib = 1 + A *ib /Aib ≤ 1.9

Dib = 0.058 + 0.173Aib/As − 0.043bs/B
Wc1, Wc2 = local load, in kN (tf, Ltf), calculated according to 5-1-4/5.7 and
5-1-4/Figure 4(b)
Aib = total area of the net inner longitudinal bulkhead plating above inner
bottom, in cm2 (in2)
A *ib = total area of the net inner longitudinal bulkhead plating above the lower
edge of the strake under consideration, in cm2 (in2)
Nwib1, Nwib2 = local load distribution factor for inner longitudinal bulkhead
Nwib1 = (0.49Dib + 0.18)(n − 1)/n for local load Wc1
Nwib2 = (0.60Dib + 0.10)(n − 1)/n for local load Wc2
Hib = depth of the inner longitudinal bulkhead above inner bottom, in cm (in.)
All other parameters are as defined above.
5.5.3(b) The net thickness of the outer longitudinal bulkhead plating at the position
considered:
tob ≥ Ft Dobm/I fs cm (in.)

Part 5
where
Dob = 0.013 + 0.153Aob/As + 0.172 bs/B
5.7 Calculation of local loads (1995) 5-1-4/5.7

In determining the shear forces at the ends of cargo tanks, the local loads are to be calculated as
shown in the following example. The tank arrangement for this example is as shown in
5-1-4/Figure 4. The ballast tanks within double bottom and double side are to be considered as being
empty in calculating excess liquid head.
5.7.1 Tankers with two outer longitudinal bulkheads and a centerline swash or oil-tight
longitudinal bulkhead (1999) 5-1-4/5.7.1
Local load Wc may be denoted by Wc(f ) and Wc(a) at the fore and aft ends of the center tank,
respectively, in kN (tf, Ltf ).
Wc (f) = Wc (a) = 0.5ρ gbc ! c [Hc + 0.71(av/g)Hc + 0.47 ! c sin φ – 0.55(ρo /ρ )df +
0.2(ρo /ρ )C1] ≥ 0
but need not be taken greater than 0.5ρ gbc ! c Hc
where
ρg = specific weight of the liquid, in kN/m3 (tf/m3, Ltf/ft3).
ρog = specific weight of sea water, 10.05 kN/m3 (1.025 tf/m3, 0.0286 Ltf/ft3).
! c , bc = length and breadth, respectively, of the center tanks, in m (ft), as shown
in 5-1-4/Figure 4(a)
Hc = liquid head in the center tank, in m (ft)
av = vertical acceleration amidships with a wave heading angle of 0 degrees,
in m/sec2 (ft/sec2), as defined in 5-1-3/5.7.1(c)
φ = pitch amplitude in degrees, as defined in 5-1-3/5.7.1(a)
df = draft, as defined in 3-1-1/9, in m (ft)
5.7.2 Tankers with two outer and two inner longitudinal bulkheads 5-1-4/5.7.2
Local loads Wc1, Wc2 may be denoted by Wc1( f ), Wc2( f ) and, Wc1(a), Wc2(a) at the fore and
aft ends of the center tank, respectively, in kN (tf, Ltf ).
ρ gbc1 ! !2
Wc1( f ) = [hc1 !1 ( ! 2 + 1 ) + hc2 2 ]
!c 2 2
ρ gbc1 !2 !
Wc1(a) = [hc1 1 + hc2 ! 2 ( !1 + 2 )]
!c 2 2
ρ gbc 2 ! !2
Wc2( f ) = [hc3 !1 ( ! 2 + 1 ) + hc4 2 ]
!c 2 2

Part 5
ρ gbc 2 !2 !
Wc2(a) = [hc3 1 + hc4 ! 2 ( ! 1 + 2 )]
!c 2 2
ρg = specific weight of the liquid, in kN/m3 (tf/m3, Ltf/ft3)

!c = length of the center tank, in m (ft), as shown in 5-1-4/Figure 4(b)
!1 , ! 2 = longitudinal distances from the respective center tank ends to the
intermediate wing tank transverse bulkheads, in m (ft), as shown in
5-1-4/Figure 4(b)
bc1 = breadth of the center tank, in m (ft), as shown in 5-1-4/Figure 4(b)
bc2 = breadth of the center and wing tanks, in m (ft), as shown in
5-1-4/Figure 4(b)
H1, H2 = liquid heads in the wing tanks, in m (ft), as shown in 5-1-4/Figure 4(b)
hc1 = Hc − H1 but not to be taken less than zero
hc2 = Hc − H2 but not to be taken less than zero
hc3 = Hc or H1 whichever is lesser
hc4 = Hc or H2 whichever is lesser
Where adjacent tanks are loaded with cargoes of different densities, the heads are to be
adjusted to account for the difference in density. For locations away from the ends of the
tanks, Rcb and Rib may be determined using the calculated values of Wc at the locations
considered.
5.9 Three Dimensional Analysis (1995) 5-1-4/5.9

The total shear stresses in the side shell and longitudinal bulkhead plating (net thickness) may be
calculated using a 3D structural analysis to determine the general shear distribution and local load
effects for the critical shear strength conditions among all the anticipated loading conditions.

Part 5
FIGURE 4
Center Tank Region (1995)
a Tankers with Double Hull and Centerlilne Swash or Oil-tight Longitudinal Bulkhead .
!c
bs
Hc
bs
Hc
bs
b Tankers with Four Longitudinal Bulkheads

!c
!1 !2
H2 H1
b c2 b c1 Hc
H2 H1
7 Double Bottom Structures 5-1-4/7
7.1 General (1995) 5-1-4/7.1
7.1.1 5-1-4/7.1.1
The depth of the double bottom and arrangement of access openings are to be in compliance
with 5-1-1/5. Centerline and side girders are to be fitted as necessary to provide sufficient
stiffness and strength for docking loads as well as those specified in Section 5-1-3.
Struts connecting the bottom and inner bottom longitudinals are not to be fitted.
7.1.2 5-1-4/7.1.2
The net thickness of the flat plate keel is to be not less than that required for the bottom shell
plating at that location by 5-1-4/7.3.1 increased by 1.5 mm (0.06 in.), except where the
submitted docking plan (see 3-1-2/11) specifies all docking blocks be arranged away from the
keel.

Part 5
7.1.3 5-1-4/7.1.3
The term ‘‘bottom shell plating’’ refers to the plating from the keel to the upper turn of the
bilge for 0.4L amidships.
7.1.4 5-1-4/7.1.4
Longitudinals around the bilge are to be graded in size from that required for the lowest side
longitudinal to that required for the bottom longitudinals.
7.3 Bottom Shell and Inner Bottom Plating (1997) 5-1-4/7.3

The thickness of the bottom shell and inner bottom plating, over the midship 0.4L, is to satisfy the hull
girder section modulus requirements in 3-2-1/3.7. The buckling and ultimate strength are to be in
accordance with the requirements in 5-1-5/5. In addition, the net thickness of the bottom shell and
inner bottom plating is to be not less than the following.
7.3.1 Bottom Shell Plating (1999) 5-1-4/7.3.1

The net thickness of the bottom shell plating, tn, is to be not less than t1, t2 and t3 specified as
follows:
t1 = 0.73s(k1p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)
t3 = cs(Sm fy /E)1/2 mm (in.)

where
s = spacing of bottom longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.500
p = pa − puh or pb, whichever is greater, in N/cm2 (kgf/cm2, lbf/in2)
puh = 0.12γ(h ! wt tan φe)1/2 where ! wt ≥ 0.20L

= 0 where ! wt ≤ 0.15L
Linear interpolation is to be used for intermediate values of ! wt .
pa and pb are nominal pressures, in N/cm2 (kgf/cm2, lbf/in2), as defined in load case ‘‘a’’ and
‘‘b’’ in 5-1-3/Table 3 for bottom plating, respectively.
γ = specific weight of the ballast water, 1.005 N/cm2-m (0.1025 kgf/cm2-m,
0.444 lbf/in2-ft)
h = height of double side ballast tank at vessel’s side, in m (ft)
! wt = length at tank top of double side ballast tank, in m (ft)
L = vessel length, as defined in 3-1-1/3.1, in m (ft)
φe = effective pitch amplitude, as defined in 5-1-3/5.7.2 with Cφ = 1.0
f1 = permissible bending stress, in the longitudinal direction, in N/cm2
(kgf/cm2, lbf/in2)
= (1 − 0.70α1SMRB/SMB)Sm fy ≤ 0.40 Sm fy

Part 5
= (1 − 0.70α1SMRB/SMB)Sm fy ≤ (0.40 + 0.1(190 − L)/40) Sm fy for L <

190m
α1 = Sm1fy1/Smfy
SMRB = reference net hull girder section modulus based on the material factor of
the bottom flange of the hull girder, in cm2-m (in2-ft)
= 0.92SM
SMB = net design hull girder section modulus to the bottom, in cm2-m (in2-ft)
SM = required hull girder section modulus in accordance with 3-2-1/3.7 and
3-2-1/5.5 based on the material factor of the bottom flange of the hull
girder, in cm2-m (in2-ft)
f2 = permissible bending stress, in the transverse direction, in N/cm2 (kgf/cm2,
lbf/in2)
= 0.80Sm fy
Sm = strength reduction factor
= 1 for Ordinary Strength Steel as specified in 2-1-2/Table 2
= 0.95 for Grade H32 as specified in 2-1-3/Table 2
Sm1 = strength reduction factor for the bottom flange of the hull girder
fy = minimum specified yield point of the material, in N/cm2 (kgf/cm2,
lbf/in2)
fy1 = minimum specified yield point of the bottom flange of the hull girder, in
N/cm2 (kgf/cm2, lbf/in2)
E = modulus of elasticity of the material, may be taken as 2.06 × 107 N/cm2
(2.1 × 106 kgf/cm2, 30 × 106 lbf/in2) for steel
c = 0.7N2 − 0.2, not to be less than 0.4Q1/2
N = Rb(Q/Qb)1/2
Rb = (SMRBH /SMB)1/2
SMRBH = reference net hull girder section modulus for hogging bending moment
based on the material factor of the bottom flange of the hull girder, in
cm2-m (in2-ft)
= 0.92SMH
SMH = required hull girder section modulus in accordance with 3-2-1/3.7.1(a)
and 3-2-1/5.5 for hogging total bending moment based on the material
factor of the bottom flange of the hull girder, in cm2-m (in2-ft)
Q, Qb = material conversion factor in 5-1-4/5.1 for the bottom shell plating under
consideration and the bottom flange of the hull girder, respectively.

Part 5
The net thickness, t3, need not be greater than that plate thickness calculated to meet hull
girder strength required at the location under consideration with the same material properties.
In addition to the foregoing, the net thickness of the bottom shell plating, outboard of 0.3B
from the centerline of the vessel, is to be not less than that of the lowest side shell plating
required by 5-1-4/9.1 adjusted for the spacing of the longitudinals and the material factors.
7.3.2 Inner Bottom Plating (1999) 5-1-4/7.3.2

The net thickness of the inner bottom plating, tn, is to be not less than t1, t2 and t3 specified as
follows:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)

where
s = spacing of inner bottom longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.50
p = pa − puh or pb, whichever is greater, in N/cm2 (kgf/cm2, lbf/in2)
pa and pb are nominal pressures, in N/cm2 (kgf/cm2, lbf/in2), as defined in load case ‘‘a’’ and
‘‘b’’ in 5-1-3/Table 3 for inner bottom plating, respectively.
puh is also defined in 5-1-4/7.3.1.
The net thickness, t3, may be determined based on Sm and fy of the hull girder strength
material required at the location under consideration.
(kgf/cm2, lbf/in2)
= (1 − 0.52α1SMRB/SMB)Sm fy ≤ 0.57 Sm fy, where SMB/ SMRB is not to be
taken more than 1.4
lbf/in2)
= 0.85Sm fy
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor obtained from 5-1-4/7.3.1 for the steel grade of
inner bottom material
Sm1 = strength reduction factor obtained from 5-1-4/7.3.1 for the steel grade of
bottom flange material.
fy = minimum specified yield point of the inner bottom material, in N/cm2
(kgf/cm2, lbf/in2)
fy1 = minimum specified yield point of the bottom flange material, in N/cm2
(kgf/cm2, lbf/in2)

Part 5

N = Rb [Q/Qb)(y/yn)] 1/2
Q = material conversion factor in 5-1-4/5.1 for the inner bottom plating
y = vertical distance, in m (ft), measured from the inner bottom to the neutral
axis of the hull girder section
yn = vertical distance, in m (ft), measured from the bottom to the neutral axis
of the hull girder section
SMRB, SMB, Rb, Qb and E are as defined in 5-1-4/7.3.1.
Where the breadth of the center tank exceeds 0.6B, or the wing ballast tanks are U-shaped, the
net thickness of the inner bottom plating in the center tank, outboard of 0.3B from the
centerline of the tank, is also to be not less than that of the adjacent strake on the outer
longitudinal bulkhead (inner skin) required by 5-1-4/13.1, adjusted for the spacing of the
longitudinals and the material factors.
7.5 Bottom and Inner Bottom Longitudinals (1999) 5-1-4/7.5

The net section modulus of each bottom or inner bottom longitudinal, in association with the effective
plating to which it is attached, is to be not less than obtained from the following equations:
SM = M/fb cm3 (in3)
M = 1000ps ! 2 /k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
s = spacing of longitudinals, in mm (in.)
! = span of the longitudinal between effective supports, as shown in 5-1-4/Figure 5,
in m (ft)
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in 5-1-4/7.3.1 and
5-1-4/7.3.2 for bottom and inner bottom longitudinals, respectively.
fb = permissible bending stresses, in N/cm2 (kgf/cm2, lbf/in2)
= (1.0 − 0.65α1SMRB/SMB)Sm fy ≤ 0.55 Sm fy for bottom longitudinals
= (1.0 − 0.50α1SMRB/SMB)Sm fy ≤ 0.65 Sm fy for inner bottom longitudinals
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor, as defined in 5-1-4/7.3.1, for the material of
longitudinals considered.
Sm1 = strength reduction factor, as defined in 5-1-4/7.3.1, for the bottom flange
material.
fy = minimum specified yield point for the material of longitudinals considered, in
fy1 = minimum specified yield point of the bottom flange material, in N/cm2 (kgf/cm2,
lbf/in2)
SMRB and SMB are as defined in 5-1-4/7.3.1.

Part 5
The net section modulus of the bottom longitudinals, outboard of 0.3B from the centerline of the
vessel, is also to be not less than that of the lowest side longitudinal required by 5-1-4/9.5, adjusted
for the span and spacing of the longitudinals and the material factors.
Where the breadth of center tank exceeds 0.6B, or the wing ballast tanks are U-shaped, the net section
modulus of the inner bottom longitudinals in the center tank, outboard of 0.3B from the centerline of
the tank, is also to be not less than that of the lowest outer longitudinal bulkhead longitudinal required
by 5-1-4/13.5, adjusted for the span and spacing of the longitudinals and the material factors.
In determining compliance with the foregoing, an effective breadth, be, of attached plating is to be
used in calculation of the section modulus of the design longitudinal. be is to be obtained from line b)
of 5-1-4/Figure 6.
7.7 Bottom Girders/Floors (1997) 5-1-4/7.7

The minimum scantlings for bottom girders/floors are to be determined from 5-1-4/7.7.1, 5-1-4/7.7.2,
5-1-4/7.7.3 and 5-1-4/7.7.4 as follows:
7.7.1 Bottom Centerline Girder (1999) 5-1-4/7.7.1

The net thickness of the centerline girder amidships, where no centerline bulkhead is fitted, is
to be not less than t1 and t2 as defined below:
t1 = (0.045L + 4.5)R mm
= (0.00054L + 0.177)R in.
t2 = 10F1/(db fs) mm
= F1/(db fs) in.
t3 = cs(Smfy /E)1/2 mm (in.)
where F1 is the maximum shear force in the center girder, as obtained from the approximate
equation given below (see also 5-1-4/1.3). Alternatively, F1 may be determined from finite
element analyses as specified in 5-1-5/9 with the combined load cases in 5-1-5/9.9. However,
in no case should F1 be taken less than 85% of that determined from the approximate equation
below:
F1 = 1000kα1γ n1n2 p !s s1 N (kgf, lbf ), for λ ≤ 1.5
F1 = 414kγ n1n2 pbs s1 N (kgf, lbf ), for λ > 1.5
where
k = 1.0 (1.0, 2.24)
α1 = 0.606 − 0.22λ
λ = !s /bs
γ = 2x/( !s − s3), ≤ 1.0
n1 = 0.0374(s1/s3)2 − 0.326(s1/s3) + 1.289

Part 5
n2 = 1.3 − (s3/12) for SI or MKS Units

= 1.3 − (s3/39.37) for U.S. Units
!s = unsupported length of the double bottom structures under consideration,
in m (ft), as shown in 5-1-4/Figure 7
bs = unsupported width of the double bottom structures under consideration,
in m (ft), as shown in 5-1-4/Figure 7.
s1 = sum of one-half of girder spacings on both sides of the center girder, in m
(ft)
s3 = spacing of floors, in m (ft)
x = longitudinal distance from the mid-span of unsupported length ( !s ) of the
double bottom to the section of the girder under consideration, in m (ft).
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), as specified in 5-1-3/Table 3.
db = depth of double bottom, in cm (in.)
fs = permissible shear stresses, in N/cm2 (kgf/cm2, lbf/in2)
= 0.45Sm fy
c = 0.7N 2 − 0.2, not to be less than 0.4Q 1/2 but need not be greater than
0.45(Q/Qb) 1/2
N = Rb (Q/Qb)1/2
Q = material conversion factor in 5-1-4/5 for the bottom girder
s = spacing of longitudinal stiffeners on the girder, in mm (in.)
R = 1.0 for ordinary mild steel
= fym/Sm fyh for higher strength material
fym = specified minimum yield point for ordinary strength steel, in N/cm2
(kgf/cm2, lbf/in2)
fyh = specified minimum yield point for higher tensile steel, in N/cm2
(kgf/cm2, lbf/in2)
L = length of vessel, in m (ft), as defined in 3-1-1/3.1.
Sm, E, Rb, Qb and fy are as defined in 5-1-4/7.3.1.
7.7.2 Bottom Side Girder (1999) 5-1-4/7.7.2

The net thickness of the bottom side girders is to be not less than t1 and t2 as defined below:
t1 = (0.026L + 4.5)R mm
= (0.00031L + 0.177)R in.
t2 = 10 F2 /(db fs) mm
= F2/(db fs) in.

Part 5
t3 = cs(Smfy/E) 1/2 mm (in.)
where F2 is the maximum shear force in the side girders under consideration, as obtained
from the approximate equations given below (see also 5-1-4/1.3). Alternatively, F2 may be
determined from finite element analyses, as specified in 5-1-5/9, with the combined load
cases in 5-1-5/9.9. However, in no case should F2 be taken less than 85% of that determined
from the approximate equation below:
F2 = 1000 kα2β1γ n3n4 p !s s2 N (kgf, lbf ), for λ ≤ 1.5
F2 = 285kβ1γ n3n4 pbss2 N (kgf, lbf ), for λ > 1.5
where
k = 1.0 (1.0, 2.24)
α2 = 0.445 − 0.17λ
β1 = 1.25 − (2z1/bs) for tankers with inner skin only (5-1-4/Figure 7(d))
= 1.0 for all other tankers
n3 = 1.072 − 0.0715(s2/s3)
n4 = 1.2 − (s3/18) for SI or MKS Units
= 1.2 − (s3/59.1) for U.S. Units
s2 = sum of one-half of girder spacings on both sides of the side girders, in m
(ft)
z1 = transverse distance from the centerline of the unsupported width bs of the
double bottom to the girder under consideration, in m (ft)
c = 0.7N2 − 0.2, not to be less than 0.4Q1/2, but need not be greater than
0.45(Q/Qb) 1/2
N = Rb (Q/Qb)1/2
γ, !s , bs, λ, s3, p, db, fs, L, R, Sm and fy are as defined above.
7.7.3 Floors (1997) 5-1-4/7.7.3

The net thickness of the floors is to be not less than t1 and t2 as specified below:
t1 = (0.026L + 4.50) R mm
= (0.00031L + 0.177)R in.
t2 = 10F3/(db fs) mm
= F3/(db fs) in.

Part 5
where
F3 is the maximum shear force in the floors under consideration, as obtained from the
approximate equation given below (see also 5-1-4/1.3). Alternatively, F3 may be determined
from finite element analyses, as specified in 5-1-5/9, with the combined load cases in
5-1-5/9.9. However, in no case should F3 be taken less than 85% of that determined from the
approximate equation below.
F3 = 1000kα3β2 pbs s3 N (kgf, lbf )
where
k = 1.0 (1.0, 2.24)
α3 as shown in 5-1-4/Figure 7.
ρ0 = η(0.66 − 0.08η), for η ≤ 2.0
= 1.0, for η > 2.0, or for structures without longitudinal
girders
β2 = 1.05(2z2/bs)2 ≤ 1.0 for tankers with inner skin only (5-1-4/Figure 7(d))
= 2z2/bs for all other tankers
η = ( !s /bs)(s0/s3)1/4
s0 = average spacing of girders, in m (ft)
z2 = transverse distance from the centerline of the unsupported width bs of the
double bottom to the section of the floor under consideration, in m (ft)
fs = 0.45Sm fy in N/cm2 (kgf/cm2, lbf/in2)
!s , bs, s3, R, p, db, L, Sm and fy are as defined above.
7.7.4 Bottom Girders under Longitudinal Bulkhead (1999) 5-1-4/7.7.4

The net thickness of the bottom centerline and side girders under longitudinal bulkheads is to
be not less than t1 and t2 as defined below:
t1 = (0.045L + 4.5)R mm
= (0.00054L + 0.177)R in.
t2 = cs(Sm fy/E)1/2 mm (in.)
where
c = 0.7N 2 − 0.2, not to be less than 0.4Q1/2
N = Rb (Q/Qb)1/2
L, R, Sm and fy are as defined above.
E, Rb and Qb are as defined in 5-1-4/7.3.1.

Part 5
FIGURE 5
Unsupported Span of Longitudinal (1995)
Trans. Trans.
a) Supported by transverses
F.B. F.B.
Trans. Trans.
b) Supported by transverses
and flat bar stiffeners
F.B. F.B.
d/2
Trans. Trans.
c)
Supported by transverses,
flat bar stiffeners
and brackets

Part 5
FIGURE 6
Effective Breadth of Plating be (1995)
Longitudinal
Mx
Μ
c! c !o
For bending For bending
at ends at midspan s = spacing of longitudinals
i) For bending at midspan

c !o /s 1.5 2 2.5 3 3.5 4 4.5 and greater
be/s 0.58 0.73 0.83 0.90 0.95 0.98 1.0
ii) For bending at ends

c ! /s 1 1.5 2 2.5 3 3.5 4.0
be/s 0.25 0.35 0.43 0.5 0.55 0.6 0.67
Alternatively, be for bending at ends may be approximated as being 10% of the span as defined in 5-1-4/Figure 5.

Part 5
FIGURE 7
Definitions of α 3, ! s, and bs (1995)
!s
T. Bhd T. Bhd
(a)
bs
bs bs
α3 = 0.35 po α3 = 0.55 po
α3 = 0.5 po α3 = 0.5 po
L
C
(outboard)
L
C (inboard)
(outboard)
α3 = 0.5 po
(inboard)
(b) (c)
bs
α3 = 0.5 po
(d) L
C

Part 5
9 Side Shell and Deck – Plating and Longitudinals 5-1-4/9
9.1 Side Shell Plating (1999) 5-1-4/9.1

The net thickness of the side shell plating, in addition to compliance with 5-1-4/5.3, is to be not less
than t1, t2, and t3, as specified below for the midship 0.4L:
t1 = 0.73s(k1p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)

where
s = spacing of side longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.50
p = pa − puo or pb, whichever is greater, in N/cm2 (kgf/cm2, lbf/in2)
puo = 0.24γ(h ! wt bwt tan φe tan θe)1/3 where ! wt ≥ 0.20L

= 0 where ! wt ≤ 0.15L
pa and pb are nominal pressures at the upper turn of bilge, in N/cm2 (kgf/cm2, lbf/in2), as defined in
load case ‘‘a’’ and ‘‘b’’ 5-1-3/Table 3 for side shell plating, respectively. Where the wing ballast
tanks are U-shaped, the nominal pressure may be taken at the lower edge of each plate, but is not to be
less than that calculated at upper turn of bilge for J-shaped ballast tanks.
bwt = breadth at tank top of double side ballast tank, in m (ft)
φe = effective pitch amplitude, as defined in 5-1-3/5.7.2, with Cφ = 0.7

θe = effective roll amplitude, as defined in 5-1-3/5.7.2, with Cθ = 0.7
L is vessel length, as defined in 3-1-1/3.1, in m (ft).
γ, h, and ! wt are also defined in 5-1-4-/7.3.1.
The net thickness, t3, may be determined based on Sm and fy of the hull girder strength material
required at the location under consideration.
f1 = permissible bending stress, in the longitudinal direction, in N/cm2 (kgf/cm2,
lbf/in2)
= [0.86 − 0.50α1(SMRB/SMB)(y/yb)]Sm fy
≤ 0.43 Smfy, for L ≥ 190m (623 ft), below neutral axis
≤ [0.43 + 0.17(190 − L)/40] Sm fy, for L <190m (623 ft) below neutral axis.
SMB/SMRB is not to be taken more than 1.4.
= 0.43 Sm fy, for L ≥ 190m (623 ft) above neutral axis

Part 5
= [0.43 + 0.17 (190 − L)/40] Sm fy for L < 190m (623ft), above neutral axis
f2 = permissible bending stress, in the vertical direction, in N/cm2 (kgf/cm2, lbf/in2)

= 0.80Sm fy
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor obtained from 5-1-4/7.3.1 for the steel grade of side
shell plating material
Sm1 = strength reduction factor obtained from 5-1-4/7.3.1 for the steel grade of bottom
flange material
fy = minimum specified yield point of the side shell material, in N/cm2 (kgf/cm2,
lbf/in2)
fy1 = minimum specified yield point of the bottom flange material, in N/cm2 (kgf/cm2,
lbf/in2)
yb = vertical distance, in m (ft), measured from the upper turn of bilge to the neutral
axis of the section.
c = 0.7N2 − 0.2, not to be less than 0.4Q 1/2
N = Rd (Q/Qd)1/2 for the sheerstrake
= Rd [(Q/Qd)(y/yn)]1/2 for other locations above neutral axis
= Rb [(Q/Qb)(y/yn)]1/2 for locations below neutral axis
Rd = (SMRDS/SMD)1/2
y = vertical distance, in m (ft), measured from the neutral axis of the hull girder
transverse section to the lower edge (upper edge) of the side shell strake, when
the strake under consideration is below (above) the neutral axis for N.
= vertical distance, in m (ft), measured from the neutral axis of the hull girder
transverse section to the lower edge of the side shell strake under consideration
for f1.
SMRDS = reference net hull girder section modulus for sagging bending moment, based on
the material factor of the deck flange of the hull girder, in cm2-m (in2-ft)
= 0.92SMS
SMS = required hull girder section modulus, in accordance with 3-2-1/3.7.1(a) and
3-2-1/5.5, for sagging total bending moment, based on the material factor of the
deck flange of the hull girder, in cm2-m (in2-ft)
Q, Qd = material conversion factor in 5-1-4/5 for the side shell plating under consideration
and the deck flange of the hull girder, respectively.
yn = vertical distance, in m (ft), measured from the bottom (deck) to the neutral axis of
the section, when the strake under consideration is below (above) the neutral axis.
SMRB, SMB, Rb, Qb and E are as defined in 5-1-4/7.3.1. SMD is as defined in 5-1-4/9.5.
The minimum width of the sheerstrake for the midship 0.4L is to be in accordance with 3-2-2/3.11.

Part 5
The thickness of the sheerstrake is to be increased 25% in way of breaks of superstructures, but this
increase need not exceed 6.5 mm (0.26 in.).
9.3 Deck Plating (1999) 5-1-4/9.3

The thickness of the strength deck plating is to be not less than that needed to meet the hull girder
section modulus requirement in 3-2-1/3.7. The buckling and ultimate strength are to be in accordance
with the requirements in 5-1-5/5. In addition, the net thickness of deck plating is to be not less than t1,
t2 and t3 as specified below for the midship 0.4L:
t1 = 0.73s(k1p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)

where
s = spacing of deck longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.50
p = pn in cargo tank, in N/cm2 (kgf/cm2, lbf/in2)
= pn − puh in ballast tank, in N/cm2 (kgf/cm2, lbf/in2)
In no case is p to be taken less than 2.06 N/cm2 (0.21 kgf/cm2, 2.987 lbf/in2).
pn is nominal pressure, in N/cm2 (kgf/cm2 lbf/in2), as defined in 5-1-3/Table 3 for deck plating.
puh in defined in 5-1-4/7.3.1.
lbf/in2)
= 0.15Sm fy
f2 = permissible bending stress, in the transverse direction, in N/cm2 (kgf/cm2, lbf/in2)
= 0.80Sm fy
c = 0.5 (0.6 + 0.0015L) for SI or MKS Units
= 0.5 (0.6 + 0.00046L) for U.S. Units
c is not to be taken less than (0.7N2 − 0.2) for vessels having length less than 267 m (876 ft)
L = length of vessel, in m (ft), as defined in 3-1-1/3.1
N = Rd (Q/Qd)1/2
Rd = (SMRDS/SMD)1/2
Q = material conversion factor in 5-1-4/5 for the deck plating
Sm, fy and E are as defined in 5-1-4/7.3.1.
SMRDS and Qd are as defined in 5-1-4/9.1.

Part 5
SMD is as defined in 5-1-4/9.5.

The thickness of the stringer plate is to be increased 25% in way of breaks of superstructures, but this
increase need not to exceed 6.5 mm (0.25 in.). The required deck area is to be maintained throughout
the midship 0.4L of the vessel or beyond the end of a superstructure at or near the midship 0.4L point.
From these locations to the ends of the vessel the deck area may be gradually reduced in accordance
with 3-2-1/11.3. Where bending moment envelope curves are used to determine the required hull
girder section modulus, the foregoing requirements for strength deck area may be modified in
accordance with 3-2-1/11.3. Where so modified, the strength deck area is to be maintained a suitable
distance from superstructure breaks and is to be extended into the superstructure to provide adequate
structural continuity.
9.5 Deck and Side Longitudinals (1999) 5-1-4/9.5

The net section modulus of each individual side or deck longitudinal, in association with the effective
plating to which it is attached, is to be not less than obtained from the following equation:
SM = M/fb cm3 (in3)

where
k = 12 (12, 83.33)
p = pai − puo or pb, whichever is greater, for side longitudinals, in N/cm2 (kgf/cm2,
lbf/in2)
= pn for deck longitudinals in cargo tank, in N/cm2 (kgf/cm2, lbf/in2)
= pn − puh for deck longitudinals in ballast tank, N/cm2 (kgf/cm2, lbf/in2)
pa and pb are nominal pressures, in N/cm2 (kgf/cm2, lbf/in2), as defined in load case ‘‘a’’ and ‘‘b’’, at
the side longitudinal considered, in 5-1-3/Table 3 for side longitudinals, respectively.
pn is nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as defined in 5-1-3/Table 3 for deck longitudinals.
puoand puh are defined in 5-1-4/9.1 and 5-1-4/7.3.1, respectively.
s and ! are as defined in 5-1-4/7.5.
= (1.0 − 0.60α2SMRD/SMD)Sm fy for deck longitudinals
= 1.0[0.86 − 0.52α1(SMRB/SMB)(y/yn)] Sm fy ≤ 0.75 Sm fy
for side longitudinals below neutral axis
= 2.0[0.86 − 0.52α2(SMRD/SMD)(y/yn)] Sm fy ≤ 0.75Sm fy
for side longitudinals above neutral axis
α2 = Sm2 fy2/Sm fy
Sm, fy and α1 are as defined in 5-1-4/7.5.
Sm2 = strength reduction factor as obtained from 5-1-4/7.3.1 for the steel grade of top
flange material of the hull girder.

Part 5
fy2 = minimum specified yield point of the top flange material of the hull girder, in
SMRD = reference net hull girder section modulus based on the material factor of the top
flange of the hull girder, in cm2-m (in2-ft)
= 0.92 SM
SMD = net design hull girder section modulus at the deck, in cm2-m (in2-ft)
y = vertical distance in m (ft) measured from the neutral axis of the section to the
longitudinal under consideration at its connection to the associated plate
SM = required hull girder section modulus in accordance with 3-2-1/3.7 and 3-2-1/5.5
based on the material factor of the top flange of the hull girder, in cm2-m (in2-ft).
yn = vertical distance, in m (ft), measured from the deck (bottom) to the neutral axis of
the section, when the longitudinal under consideration is above (below) the
neutral axis.
Where the wing ballast tanks are U-shaped, the net section modulus of deck longitudinals in the wing
ballast tanks is to be not less than that of the uppermost side longitudinal, adjusted for the span and
spacing of the longitudinal and the material factors.
Where the breadth of center tank exceeds 0.6B, the net section modulus of deck longitudinals in the
center tank, located outboard of 0.3B from the centerline of the tank, is also to be not less than that of
the uppermost boundary longitudinal bulkhead longitudinal required by 5-1-4/13.5 of this Section,
adjusted for the span and spacing of the longitudinal and the material factors.
In determining compliance with the foregoing, an effective breadth, be, of attached plating is to be
used in the calculation of the section modulus of the design longitudinal. be is to be obtained from line
b) of 5-1-4/Figure 6.
The net moment of inertia about the neutral axis of deck longitudinals and side longitudinals within
the region of 0.1D from the deck, in association with the effective plating (bwLtn), is to be not less than
obtained from the following equation:
io = kAe ! 2 fy/E cm4 (in4)

where
k = 1220 (1220, 17.57)
Ae = net sectional area of the longitudinal with the associated effective plating bwL tn,
in cm2 (in2)
bwL = cs
c = 2.25/β − 1.25β 2 for β ≥ 1.25
= 1.0 for β < 1.25
β = (fy/E)1/2 s/tn
tn = net thickness of the plate, in mm (in.)
D = depth of vessel, in m (ft), as defined in 3-1-1/7.
! , s, and fy are as defined in 5-1-4/7.5.
E is as defined in 5-1-4/7.3.1.

Part 5
11 Side Shell and Deck – Main Supporting Members (1995) 5-1-4/11
11.1 General (1997) 5-1-4/11.1

The main supporting members, such as transverses and girders, are to be arranged and designed with
sufficient stiffness to provide support to the vessel’s hull structures. In general, the deck transverses,
side transverses and bottom floors are to be arranged in one plane to form continuous transverse rings.
Deck girders, where fitted, are to extend throughout the cargo tank spaces and are to be effectively
supported at the transverse bulkheads.
Generous transitions are to be provided at the intersections of main supporting members to provide
smooth transmission of loads and to minimize the stress concentrations. Abrupt changes in sectional
properties and sharp re-entrant corners are to be avoided. It is recommended that the intersection of
the inner skin and inner bottom be accomplished by using generous sloping or large radiused
bulkheads. Stool structures, where fitted, are to have sloping bulkheads on both sides.
The net section modulus and sectional area of the main supporting members required by Part 5,
Chapter 1 apply to those portions of the member clear of the end brackets. They are considered as the
requirements of initial scantlings for deck transverses, side transverses, vertical webs on longitudinal
bulkheads and horizontal girders and vertical webs on transverse bulkheads, and may be reduced
provided that the strength of the resultant design is verified with the subsequent total strength
assessment in Section 5-1-5. However, in no case should they be taken less than 85% of those
determined from 5-1-4/11 or 5-1-4/15. (See also 5-1-5/9.1). The structural properties of the main
supporting members and end brackets are to comply with the failure criteria specified in 5-1-5/3.
The section modulus of the main supporting members is to be determined in association with the
effective plating to which they are attached as specified in 3-1-2/13.
In calculation of the nominal pressure, ρ g of the liquid cargoes is not to be taken less than 0.09
kgf/cm2-m (0.3902 lbf/in2-ft) for main supporting members.
11.3 Deck Transverses 5-1-4/11.3
11.3.1 Section Modulus of Deck Transverses 5-1-4/11.3.1

The net section modulus of deck transverses is to be not less than obtained from the following
equation (see also 5-1-4/1.3):
SM = M/fb cm3 (in3)
For deck transverses in wing cargo tanks (See 5-1-4/Figure 2a, b, c, d, e, and f):
M = k(10,000 c1ϕ ps ! 2t + βs Ms) ≥ Mo N-cm (kgf-cm, lbf-in.)

For deck transverses in center cargo tanks (see 5-1-4/Figure 2d, e and f)
M = k(10,000 c1ϕ ps ! 2t + βb Mb) ≥ Mo N-cm (kgf-cm, lbf-in.)

where
Ms = 10,000c2 ps s ! 2s
Mb = 10,000c2 pb s ! 2b
Mo = 10,000kc3 ps ! 2t
k = 1.0 (1.0, 0.269)

Part 5
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid span of the deck
transverse under consideration, as specified in 5-1-3/Table 3, item 16
ps = corresponding nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span
of the side transverse (5-1-3/Table 3, item 16)
pb = corresponding nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span
of the vertical web on longitudinal bulkhead (5-1-3/Table 3 , item 16)
c1 for tanks without deck girders
= 0.30 for 5-1-4/Figure 2c with non-tight centerline bulkhead
= 0.42 for all other cases
c1 for tanks with deck girders
= 0.30α 2 for 5-1-4/Figure 2b with a non-tight centerline bulkhead, 0.05
min. and 0.30 max.
= 0.42α 2 for 5-1-4/Figure 2a or 5-1-4/Figure 2b with an oil-tight centerline
bulkhead, 0.05 min. and 0.42 max.
α = ( ! g / ! t)[(sg/s)(It /Ig)]1/4
!g = span of the deck girder, in m (ft), as indicated in 5-1-4/Figure 3c
!t = span of the deck transverse, in m (ft), as indicated in 5-1-4/Figure 2, but
is not to be taken as less than 60% of the breadth of the tank, except for
tankers with a non-tight centerline bulkhead (5-1-4/Figure 2b), for which
the span is not to be taken as less than 30% of the breadth of the tank.
Ig , It = moments of inertia, in cm4 (in4), of the deck girder and deck transverse,
clear of the brackets, respectively
sg = spacing of the deck girder, in m (ft)
s = spacing of the deck transverses, in m (ft)
When calculating α, if more than one deck girder is fitted, average values of sg, ! g and Ig are
to be used when the girders are not identical.
ϕ = 1 − [5(ha/α ! t)], for cargo tanks with deck girders, 0.6 minimum
= 1 − 5(ha/ ! t), for cargo tanks without deck girders, 0.6 minimum
ha = distance, in m (ft), from the end of the span to the toe of the end bracket
of the deck transverse, as indicated in 5-1-4/Figure 8
βs = 0.9[( ! s / ! t)(It /Is)], 0.10 min. and 0.65 max.
βb = 0.9[( ! b / ! t)(It /Ib)], 0.10 min. and 0.50 max.
! s and ! b = spans, in m (ft), of side transverse and vertical web on longitudinal
bulkhead, respectively, as indicated in 5-1-4/Figure 2. Where a strut is
fitted and is located at a distance greater than 0.7 ! s or 0.7 ! b from the
deck transverse, the effective span of the side transverse or the vertical
web may be taken as that measured from the deck transverse to the strut
and all coefficients determined as if there were no strut.

Part 5
Is and Ib = moments of inertia, in cm4 (in4), clear of the brackets, of side transverse
and vertical web on longitudinal bulkhead, respectively
fb = permissible bending stress, in N/cm2 (kgf/cm2, lbf/in2)
= 0.70Sm fy
Sm and fy as defined in 5-1-4/7.3.1.
c2 is given in 5-1-4/Table 1.
c3 = 2.0c1 for tankers with oil-tight longitudinal bulkheads and without deck
girders (5-1-4/Figure 2c, d, e and f)
= 1.6c1 for tankers with non-tight centerline longitudinal bulkhead and
without deck girders (5-1-4/Figure 2c)
= 1.1c1 for cargo tanks with deck girders
The section modulus of the deck transverse in the wing cargo tank is to be not less than that of
the deck transverse in the center tank.
11.3.2 Sectional Area of Deck Transverses 5-1-4/11.3.2

The net sectional area of the web portion of deck transverses is to be not less than obtained
from the following equation:
A = F/fs cm2 (in2)
F = 1000k[c1ps(0.50 ! − he) + c2DBc s] N (kgf, lbf )
where
k = 1.0 (1.0, 2.24)
c2 = 0.05 for wing cargo tanks of tankers with four longitudinal bulkheads (5-
1-4/Figure 2d, e and f)
= 0 for other tanks (5-1-4/Figure 2a, b, c, d, e and f)
c1 for tanks with deck girders:
= 0.90α1/2 for 5-1-4/Figure 2a without longitudinal bulkhead and for
5-1-4/Figure 2b with an oil-tight centerline bulkhead, 0.50 min. and 1.0
max.
= 0.60α1/2 for 5-1-4/Figure 2b with a non-tight centerline bulkhead, 0.45
min. and 0.85 max.
c1 for tanks without deck girders:
= 1.10 for 5-1-4/Figure 2c, with a nontight centerline longitudinal bulkhead
= 1.30 for all other cases (5-1-4/Figure 2c, d, e and f)
! = span of the deck transverse, in m (ft), as indicated in 5-1-4/Figure 2
he = length of the bracket, in m (ft), as indicated in 5-1-4/Figure 2c and
5-1-4/Figure 2d and 5-1-4/Figure 8
D = depth of the vessel, in m (ft), as defined in 3-1-1/7.
Bc = breadth of the center tank, in m (ft)

Part 5
p, s and α as defined in 5-1-4/11.3.1

fs = permissible shear stress, in N/cm2 (kgf/cm2, lbf/in2)
= 0.45Sm fy
11.5 Deck Girders 5-1-4/11.5
11.5.1 Section Modulus of Deck Girders 5-1-4/11.5.1

The net section modulus of deck girders is to be not less than obtained from the following
SM = M/fb cm3 (in3)
M equals M1 or M2 whichever is greater, as given below:
M1 = 4200kpsg ! 2g N-cm (kgf-cm, lbf-in.)
M2 = k(3000ϕpsg ! 2g + 0.15Mb) N-cm (kgf-cm, lbf-in.)
Mb = 10,000pst sg ! 2st N-cm (kgf-cm, lbf-in.)

where
k = 1.0 (1.0, 0.269)
!g = span, in m (ft), of the deck girder, as indicated in 5-1-4/Figure 3c
! st = span, in m (ft), of the vertical web on transverse bulkhead, as indicated in
5-1-4/Figure 3c
sg = spacing, in m (ft), of the deck girder considered, as indicated in
5-1-4/Figure 2
ϕ = 1 − 5(ha/ ! g), 0.6 min.
of the deck girder, as indicated in 5-1-4/Figure 3c and 5-1-4/Figure 8
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), as specified in 5-1-3/Table 3,
item 17 for the girder considered. Where three or more deck girders are
fitted in the cargo tank, p is to be not less than its value determined for
the outermost girder clear of the end bracket of the deck transverse.
pst = corresponding nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span
of the vertical web on the forward transverse bulkhead of cargo tank
under consideration (5-1-3/Table 3, item 17)
= 0.45Sm fy
= (1.0 − 0.55α2SMRD/SMD)Sm fy ≤ 0.52 Sm fy for L < 190m

Part 5
11.5.2 Sectional Area of Deck Girder 5-1-4/11.5.2

The net sectional area of the web portion of deck girders is to be not less than obtained from
the following equation:
A = F/fs cm2 (in2)
F = 1000kcpsg(0.5 ! − he) N (kgf, lbf )
where
k = 1.0 (1.0, 2.24)
c = 0.55 for one or two girders in the tank
= 0.67 for three or more girders in the tank
! = span of the deck girder, in m (ft), as indicated in 5-1-4/Figure 3c
5-1-4/Figure 8.
p and sg are defined in 5-1-4/11.5.1.
= 0.30Sm fy
11.7 Web Sectional Area of Side Transverses 5-1-4/11.7

The net sectional area of the web portion of side transverses is to be not less than obtained from the
following equation:
A = F/fs cm2 (in2)
The shear force F, in N (kgf, lbf ), for the side transverse can be obtained from the following
equations (see also 5-1-4/1.3):
F = 1000ks[KU ! (PU + PL) − hUPU] for upper part of transverse
F = 1000ks[KL ! (PU + PL) − hLPL] or 350ksKL ! (PU + PL) whichever is greater
for lower part of transverse
In no case is the shear force for the lower part of the transverse to be less than 120% of that for the
upper part of the transverse.
where
k = 1.0 (1.0, 2.24)
! = span, in m (ft), of the side transverse, as indicated in 5-1-4/Figure 3a. Where one
strut is fitted in the wing tank and is located at a distance of more than 0.7 ! from
the deck transverse, the effective span of the side transverse may be measured
from the deck transverse to the strut and all coefficients determined as if there
were no strut.
s = spacing, in m (ft), of the side transverses
PU = nominal pressure, p, in kN/m2(tf/m2, Ltf/ft2), at the mid-length of upper bracket,
as specified in 5-1-3/Table 3

Part 5
PL = nominal pressure, p, in kN/m2 (tf/m2, Ltf/ft2), at the mid-length of lower bracket,

as specified in 5-1-3/Table 3.
hU = length of the upper bracket, in m (ft), as indicated in 5-1-4/Figure 3a
hL = length of the lower bracket, in m (ft), as indicated in 5-1-4/Figure 3a
= 0.45Sm fy
KU and KL are given in 5-1-4/Table 2.
For tankers without struts in the wing cargo tank, the required sectional area of the lower side
transverse is to extend to 0.15 ! from the toe of the lower bracket or 0.33 ! from the lower end of the
span, whichever is greater.
For tankers with one strut, the sectional area required for the lower portion of the transverse is to be
maintained up to the strut.
11.9 Minimum Thickness for Web Portion of Main Supporting Members (1997) 5-1-4/11.9
In general, the net thickness of the web plate of the main supporting members, except stringers in
double side structures, is to be not less than t as obtained below:
t = 0.012L + 7.7 mm
= 0.144L × 10-3 + 0.303 in.
but t need not be taken greater than 11.0 mm (0.433 in.)
The net thickness of side stringers in double side structures is not to be less than t1 and t2 as specified
below:
t1 = 0.012L + 6.7 mm
= 0.144L × 10-3 + 0.264 in.

but t1 need not be taken greater than 10.0 mm (0.394 in.)
where,
L = the length of the vessel, in m (ft), as defined in 3-1-1/3.1
c = 0.7N2 − 0.2, not to be less than 0.33
Sm = strength reduction factor, obtained from 5-1-4/7.3.1 for the steel grade of the side
stringer
fy = minimum specified yield point of the side stringer material, in N/cm2 (kgf/cm2,
lbf/in2)
N = Rd [(Q/Qd)(y/yn)]1/2 for side stringers above neutral axis
= Rb [(Q/Qb)(y/yn)]1/2 for side stringers below neutral axis

Q = material conversion factor 5-1-4/5 for the side stringer under consideration

Part 5
transverse section to the side stringer under consideration
E, Rb and Qb are as defined in 5-1-4/7.3.1. Rd, Qd and yn are as defined in 5-1-4/9.1.
11.11 Proportions 5-1-4/11.11

In general, webs, girders and transverses are not to be less in depth than specified below as, a
percentage of the span, ! t, ! b or ! g, where applicable (see 5-1-4/Figure 2 and 5-1-4/Figure 3).
Alternative designs with stiffness equivalent to the specified depth/length ratio and the required
section modulus may be considered provided that the calculated results are submitted for review.
11.11.1 Deck Transverse 5-1-4/11.11.1

23% for deck transverses in wing cargo tanks of tankers with four side longitudinal
bulkheads where no deck girders are fitted (see 5-1-4/Figure 2d, e and f).
12.5% for deck transverses in center cargo tanks of tankers with four side longitudinal
bulkheads where no deck girders are fitted (see 5-1-4/Figure 2d, e and f). In this case
the depth is also to be not less than that of the transverse in the wing tank.
12.5% for deck transverses without deck girders for tankers with centerline longitudinal
bulkhead (See 5-1-4/Figure 2c).
8.5% for deck transverses in cargo tanks with one deck girder.
5.5% for deck transverses in cargo tanks with two deck girders.
3.5% for deck transverse in cargo tanks with three or more deck girders.
11.11.2 Deck Girder 5-1-4/11.11.2

20% for deck girders where only one is fitted in a tank.
12.5% for deck girders where two are fitted in a tank.
9.0% for deck girders where three or more are fitted in a tank.
11.11.3 Longitudinal Bulkhead Webs/Girders 5-1-4/11.11.3

14% for vertical webs and horizontal girders of longitudinal bulkheads.
11.11.4 Transverse Bulkhead Webs/Girders 5-1-4/11.11.4

20.0% for vertical webs of transverse bulkheads where only one is fitted in a tank.
12.5% for vertical webs of transverse bulkheads where two are fitted in a tank.
9.0% for vertical webs of transverse bulkheads where three or more are fitted in a tank.
28% for horizontal girders of transverse bulkheads in wing tanks for tankers with four side
longitudinal bulkheads (See 5-1-4/Figure 2d, e and f).
20% for horizontal girders of transverse bulkheads in center tanks for tankers with four
side longitudinal bulkheads (See 5-1-4/Figure 2d, e and f), but not less in depth than
horizontal girders in wing tanks
20% for horizontal girders of transverse bulkheads without vertical webs for tankers with
centerline longitudinal bulkhead (See 5-1-4/Figure 2c)
10% for horizontal girders of transverse bulkhead with one vertical web in the cargo tank
7% for horizontal girders of transverse bulkhead with two or more vertical webs in the
cargo tank, except the case where more than two vertical webs are fitted for tankers
with centerline longitudinal bulkheads (See 5-1-4/Figure 2b), or more than five

Part 5
vertical webs are fitted for tankers with outer longitudinal bulkheads only (See
5-1-4/Figure 2a). In that case, horizontal girders are not to be less in depth than 15%
of the maximum distance between two adjacent vertical webs or the end of span ! b
of the horizontal girder and next vertical web.
In no case are the depths of supporting members to be less than three times the depth of the
slots for longitudinals. The thickness of the webs is to be not less than required by 5-1-4/11.9.
11.13 Brackets 5-1-4/11.13

Generally, brackets are to have a thickness not less than that of the member supported, are to have
flanges or face plates at their edges and are to be suitably stiffened.
11.15 Web Stiffeners and Tripping Brackets 5-1-4/11.15
11.15.1 Web Stiffeners 5-1-4/11.15.1

Stiffeners are to be fitted for the full depth of the webs of the main supporting member at the
following intervals:
Floor every longitudinal
Side every longitudinal
Bulkhead every second stiffener
Deck every third longitudinal
Special attention is to be given to the stiffening of web plate panels close to change in contour
of the web or where higher strength steel is used.
Web stiffener attachment to the deep webs, longitudinals, and stiffeners is to be effected by
continuous welds.
Where depth/thickness ratio of the web plating exceeds 200, a stiffener is to be fitted parallel
to the flange or face plate at approximately one-quarter depth of the web from the flange or
face plate.
Alternative system of web-stiffening of the main supporting members may be considered
based on the structural stability of the web and satisfactory levels of the shear stresses in the
welds of the longitudinals to the web plates.
11.15.2 Tripping Bracket 5-1-4/11.15.2

Tripping brackets, arranged to support the flanges, are to be fitted at intervals of about 3 m
(9.84 ft), close to any changes of section, and in line with the flanges of struts.
11.17 Slots and Lightening Holes 5-1-4/11.17

When slots and lightening holes are cut in transverses, webs, floors, stringers and girders, they are to
be kept well clear of other openings. The slots are to be neatly cut and well rounded. Lightening holes
are to be located midway between the slots and at about one-third of the depth of the web from the
shell, deck or bulkhead. Their diameters are not to exceed one-third the depth of the web. In general,
lightening holes are not to be cut in those areas of webs, floors, stringers, girders, and transverses
where the shear stresses are high. Similarly, slots for longitudinals are to be provided with filler plates
or other reinforcement in these same areas. Where it is necessary to cut openings in highly stressed
areas, they are to be effectively compensated. Continuous fillet welds are to be provided at the
connection of the filler plates to the web and at the connection of the filler plate to the longitudinals.

Part 5
FIGURE 8
Effectiveness of Brackets (1995)
Span
Span
d/2
d/4
ha ha
d
d length length
of bracket of bracket
Where face plate area on the member is Where face plate area on the member is not
carried along the face of the bracket. carried along the face of the bracket, and where
the face plate area on the bracket is at least one-
half the face plate area on the member.
Brackets are not to be considered effective beyond the point where the arm of the girder or web is 1.5 times the arm on
the bulkhead or base.
TABLE 1 (1995)
Coefficient c2 For Deck Transverses
No struts Struts in wing cargo tank Struts in center cargo tank

Structural Arrangement (5-1-4/Figure 2a, b, c and f) (5-1-4/Figure 2d) (5-1-4/Figure 2e)
Location of Deck Transverse All cargo tanks Wing tank Center tank Wing tank Center tank
c2 0.40(1) 0.37 0.13 0.40 0.14
Note (1)
c2 = 0.50 for tankers with an oil-tight centerline bulkhead which will be loaded from one side only.
TABLE 2 (1995)
Coefficients KU and KL for Side Transverses
(1) (1)
Arrangement of Struts KU KL
No struts
(5-1-4/Figure 2a, b, c and f)
0.13 0.30
One strut in center cargo tank
(5-1-4/Figure 2e)
One strut in wing cargo tank 0.09 0.21
(5-1-4/Figure 2d)
Notes:
(1) For tankers without struts in wing cargo tank (5-1-4/Figure 2a, b, c, e and
f) and having three or more side stringers, KU = 0.10 and KL = 0.22

Part 5
13 Longitudinal and Transverse Bulkheads 5-1-4/13
13.1 Longitudinal Bulkhead Plating (1999) 5-1-4/13.1

The net thickness of the longitudinal bulkhead plating, in addition to complying with 5-1-4/5.5, is to
be not less than t1, t2 and t3 as specified below:
t1 = 0.73s(k1 p/f1)1/ 2 mm (in.)
t2 = 0.73s(k2 p/f2)1/ 2 mm (in.)
t3 = cs(Sm fy /E)1/ 2 mm (in.)

but not less than 9.5 mm (0.37 in.) where
s = spacing of longitudinal bulkhead longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.5
p = pressure at the lower edge of each plate, pi, or maximum slosh pressure, ps,
whichever is greater, in N/cm2 (kgf/cm2, lbf/in2).
In no case is p to be taken less than 2.06 N/cm2 (0.21kgf/cm2, 2.987 lbf/in2).
pi = pn in cargo tank, in N/cm2 (kgf/cm2, lbf/in2)
= pn − puo in ballast tank, in N/cm2 (kgf/cm2, lbf/in2)
pn is nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower edge of each plate, as defined in
5-1-3/Table 3 for longitudinal bulkhead plating.
puo is also defined in 5-1-4/9.1.
ps = ks pis, not to be taken less than ks pis(mid)
pis = nominal slosh pressure, as specified in 5-1-3/11.5.1
pis(mid) = nominal slosh pressure at the mid-tank of the bulkhead at the same height as the
point under consideration
ks = bt / ! t, 0.9 ≥ ks ≥ 0.65 (ks = 0.9 for p is(mid))

lbf/in2)
= [1 − 0.28z/B − 0.52α1(SMRB /SMB)(y/yn)]Sm fy, below neutral axis
= [1 − 0.28z/B − 0.52α2(SMRD /SMD)(y/yn)]Sm fy, above neutral axis
bt and ! t are the width and length respectively of the cargo tank being considered.
SMB/SMRB is not to be taken more than 1.2α1 or 1.4, whichever is lesser.
α1 = Sm1 fy1/Sm fy
α2 = Sm2 fy2/Sm fy

Part 5
Sm = strength reduction factor of the steel grade for the longitudinal bulkhead plating
obtained from 5-1-4/7.3.1
fy = minimum specified yield point of the longitudinal bulkhead plating, in N/cm2
(kgf/cm2, lbf/in2)
z = transverse distance, in m (ft), measured from the centerline of the section to the
bulkhead strake under consideration
the section, when the strake under consideration is above (below) the neutral axis.
= Sm f y
c = 0.7N 2 − 0.2
c for the top strake is not to be taken less than 0.4Q1/2, but need not be greater than 0.45. c for other
strakes is not to be taken less than 0.33, but need not be greater than 0.45(Q/Qd)1/2 for the strake
above the neutral axis nor 0.45(Q/Qb)1/2 for the strake below the neutral axis.
N = Rd[(Q/Qd)(y/yn)]1/2, for strake above the neutral axis
= Rb[(Q/Qb)(y/yn)]1/2, for strake below the neutral axis

transverse section to the upper edge (lower edge) of the bulkhead strake, when
the strake under consideration is above (below) the neutral axis for N
transverse section to the lower edge of the bulkhead strake under consideration
for f1.
Q = material conversion factor in 5-1-4/5.1 for the longitudinal bulkhead plating
B = vessel’s breadth, in m (ft), as defined in 3-1-1/5.
Sm1 and fy1 are as defined in 5-1-4/7.5.
Rd and Qd are as defined in 5-1-4/9.1.
SMRD, SMD, Sm2 and fy2 are as defined in 5-1-4/9.5.
The minimum width of the top strake for the midship 0.4L is to be obtained from the following
equation:
b = 5L + 800 mm, for L ≤ 200 m
= 0.06L + 31.5 in., for L ≤ 656 ft
b = 1800 mm, for 200 < L ≤ 500 m
= 70.87 in., for 656 < L ≤ 1640 ft
L = length of vessel, as defined in 3-1-1/3.1, in m (ft)
b = width of top strake, in mm (in.)

Part 5
13.3 Transverse Bulkhead Plating (1999) 5-1-4/13.3

The net thickness of transverse bulkhead plating is to be not less than t as specified below:
t = 0.73s(k2 p/f2)1/2 mm (in.)
but not less than 9.5 mm (0.37 in.)
where
s = spacing of transverse bulkhead stiffeners, in mm (in.)
k2 = 0.50
p = pi or maximum slosh pressure, ps, whichever is greater, in N/cm2 (kgf/cm2,
lbf/in2)
pi = pn in cargo tank, in N/cm2 (kgf/cm2, lbf/in2)
= pn − puh in ballast tank, in N/cm2 (kgf/cm2, lbf/in2)
5-1-3/Table 3 for transverse bulkhead plating.
ps = ks pis, not to be taken less than ks pis(mid)
pis(mid)= nominal slosh pressure at the mid-tank of the bulkhead at the same height as the
point under consideration.
ks = ! t,/bt, 0.9 ≥ ks ≥ 0.65 (ks = 0.9 for pis(mid))
f2 = permissible bending stress, in N/cm2 (kgf/cm2, lbf/in2)

= 0.85Sm fy
Sm and fy are as defined in 5-1-4/7.3.1.
! t, bt are defined in 5-1-4/13.1.
Where the wing ballast tanks are U-shaped, the net thickness of transverse bulkhead plating in the
wing ballast tanks is also to be not less than as obtained from the above equation with the following
substituted for p and f2.
where
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified for side shell structure
(item 3 case a) in 5-1-3/Table 3, at the lower edge level of each transverse
bulkhead plate.
f2 = Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
where the breadth of center tank exceeds 0.6B, the net thickness of transverse bulkhead plating in the
center tank ,outboard of 0.3B from the centerline of the tank, is also to be not less than as obtained
from the above equation with the following substituted for p and f2:

Part 5
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2) as specified for inner skin

longitudinal bulkhead structure (item 6 case a) in 5-1-3/Table 3, at the lower edge
level of each transverse bulkhead plate.
f2 = Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
13.5 Longitudinals and Vertical/Horizontal Stiffeners (1999) 5-1-4/13.5

The net section modulus of each individual longitudinal or vertical/horizontal stiffener on longitudinal
and transverse bulkheads, in association with the effective plating to which it is attached, is to be not
less than obtained from the following equation:
SM = M/fb cm3 (in3)
M = 1000c1c2 ps ! 2/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
c1 = 1.0 for longitudinals and horizontal stiffeners
= 1 + γ ! /10p for vertical stiffeners
c2 = [0.5 + h/(2H)] ≥ 0.67, for longitudinals on centerline longitudinal bulkheads
where both cargo tanks (port and starboard) are designated as equally loaded
= 1.0 for all other cases, including partially filled conditions
γ = specific weight of the liquid, ≥ 1.005 N/cm2-m (0.1025 kgf/cm2-m, 0.444 lbf/in2-
ft).
s = spacing of longitudinals or vertical/horizontal stiffeners, in mm (in.)
! = span of longitudinals or stiffeners between effective supports, in m (ft)
p = pressure, pi, in N/cm2 (kgf/cm2, lbf/in2), at the longitudinal or stiffener
considered, as specified in 5-1-4/13.1 and 5-1-4/13.3, or maximum slosh
pressure, ps, whichever is greater. For vertical stiffeners, pressure is to be taken at
the middle of span of each stiffener.
ps = c3 pis, not to be taken less than c3 pis(mid)
pis(mid) = nominal slosh pressure at the mid-tank of the bulkhead at the same height as the
point under consideration
c3 = as specified below:
for transverse bulkheads
0.60 for angle or T-bar, 0.68 for bulb plate or flat bar, and 0.73 for corrugation, if tank
length ! t is greater than 1.4 times tank width bt and no transverse swash bulkheads in the
tank.
Otherwise c3 = cst (cst = 1.0 for pis(mid))
cst = ! t/bt, 1.0 ≥ cst ≥ 0.71
Part 5
for longitudinal bulkheads

0.60 for angle or T-bar, 0.68 for bulb plate or flat bar and 0.73 for corrugation, if tank width bt
is greater than 1.4 times tank length ! t and no longitudinal swash bulkheads in the tank.
Otherwise c3 = csl (csl = 1.0 for pis(mid))
csl = bt / ! t, 1.0 ≥ csl ≥ 0.71
fb = permissible bending stresses, in N/cm2 (kgf/cm2, lbf/in2).

= 0.70Sm fy for transverse bulkhead stiffeners
= 1.4[1.0 − 0.28(z/B) − 0.52α1(SMRB/SMB)(y/yn)] Sm fy ≤ 0.90 Sm fy for longitudinal
bulkhead longitudinals below neutral axis
= 2.2[1.0 − 0.28(z/B) − 0.52α2(SMRD/SMD)(y/yn)]Sm fb ≤ 0.90 Sm fy for longitudinal
bulkhead longitudinals above neutral axis
z = transverse distance, in m (ft), measured from the centerline of the vessel to the
h = vertical distance, in m (ft), measured from the tank bottom to the longitudinal
under consideration
H = depth of the tank, in m (ft)
Β = vessel’s breadth, in m (ft), as defined in 3-1-1/5.
α2, y, yn, SMRD and SMD are as defined in 5-1-4/9.5.
The effective breadth of plating, be, is as defined in line b) of 5-1-4/Figure 6.
Where the wing ballast tanks are U-shaped, the net section modulus of transverse bulkhead stiffeners
in the wing ballast tanks is also to be not less than as obtained from the above equation with the
following substituted for p and f2:
p = nominal pressure, in N/cm2(kgf/cm2, lbf/in2), as specified for side shell structure

(item 3 case a) in 5-1-3/Table 3 at each transverse bulkhead stiffener level.
fb = Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
Where the breadth of center tank exceeds 0.6B, the net section modulus of transverse bulkhead
stiffeners in the center tank, located outboard of 0.3B from the centerline of the tank, is also to be not
less than as obtained from the above equation with the following substituted for p and f2:
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified for inner skin
longitudinal bulkhead structure (item 6 case a) in 5-1-3/Table 3 at each transverse
bulkhead stiffener level.
fb = Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
The net moment of inertia of longitudinals on the longitudinal bulkhead, with the associated effective
plating, within the region of 0.1D from the deck is to be not less than io, as specified in 5-1-4/9.5.
Part 5
15 Bulkheads – Main Supporting Members (1995) 5-1-4/15
15.1 General 5-1-4/15.1

The main supporting members of longitudinal and transverse bulkheads are to be arranged and
designed as indicated in 5-1-4/11.1.
15.3 Vertical Web on Longitudinal Bulkhead 5-1-4/15.3
15.3.1 Section Modulus of Vertical Web on Longitudinal Bulkhead (1997) 5-1-4/15.3.1

The net section modulus of the vertical web is to be not less than obtained from the following
equation (see also 5-1-4/1.3).
SM = M/fb cm3 (in3)
M = 10,000kcps ! 2b N-cm (kgf-m, lbf-in.)

where
k = 1.0 (1.0, 0.269)
!b = span of member, in m (ft), as indicated in 5-1-4/Figure 3a. Where a strut
(in wing or center tank) is fitted and is located at a distance greater than
0.7 ! b from the deck transverse, the effective span of the vertical web
may be measured from the deck transverse to the strut and all
coefficients determined as if there were no struts. Where an oil-tight
bulkhead is loaded from one side only, and both the lower and upper ends
of the vertical web are fitted with a bracket of the same or larger size on
the opposite side, the span ! b may be taken between the toes of the
effective lower and upper brackets.
s = spacing of vertical webs, in m (ft)
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span of the vertical
web, as specified in 5-1-3/Table 3.
fb = permissible bending stress, in N/cm2 (kgf/cm2 lbf/in2)
= 0.70Sm fy
c is given in 5-1-4/Table 3.
For tankers without struts, and fitted with an oil-tight centerline bulkhead, the required section
modulus of the web is to be maintained for 0.6 ! b, measured from the lower end of the web.
The value of the bending moment, M, used for calculation of the required section modulus of
the remainder of the web may be appropriately reduced, but by not more than 20%. Where the
centerline bulkhead is non-tight, the required section modulus is to be maintained throughout.
15.3.2 Web Sectional Area of Vertical Webs on Longitudinal Bulkheads 5-1-4/15.3.2

The net sectional area of the web portion of vertical members is to be not less than obtained
A = F/fs cm2 (in2)
Part 5
The shear force F in N (kgf, lbf) may be obtained from the following equations (see also
5-1-4/1.3).
F = 1000ks[KU ! (PU + PL) − hUPU] for upper part of vertical web
= 1000ks[KL ! (PU + PL) − hLPL] or
= 1000γ ksKL ! (PU + PL) whichever is greater, for lower part
of vertical web
where
k = 1.0 (1.0, 2.24)
PU = nominal pressure, p, in kN/m2 (tf/m2, Ltf/ft2), at the mid-length of upper
bracket, as specified in 5-1-3/Table 3.
PL = nominal pressure, p, in kN/m2 (tf/m2, Ltf/ft2), at the mid-length of lower
bracket, as specified in 5-1-3/Table 3.
! = span of the vertical web, in m (ft), as indicated in 5-1-4/Figure 3a. Where
a strut (in wing or center tank) is fitted and is located at a distance greater
than 0.7 ! from the deck transverse, the effective span of the vertical web
may be measured from the deck transverse to the strut and all coefficients
determined as if there were no struts.
s = spacing of the vertical webs, in m (ft)
hU = length, in m (ft), of the upper bracket of the vertical web, as indicated in
5-1-4/Figure 3a and 5-1-4/Figure 8
hL = length, in m (ft), of the lower bracket of the vertical web, as indicated in
5-1-4/Figure 3a and 5-1-4/Figure 8
γ = 0.57 for tankers without struts, (5-1-4/Figure 2b, c and f)
= 0.50 for tankers with one strut, (5-1-4/Figure 2d and 5-1-4/Figure 2e)
= 0.45Sm fy
Coefficients KU and KL are given in 5-1-4/Table 4.
For tankers without struts, the required sectional area of the lower part of the web is to be
maintained for 0.6 ! measured from the lower end of the web.
For tankers with one strut, the required sectional area of the lower part of the web is to be
maintained up to the strut.
In no case is the shear force for the lower part of the vertical web to be taken less than 120%
of that for the upper part of the vertical web.
Part 5
TABLE 3 (1995)
Coefficient c for Vertical Web on Longitudinal Bulkheads
Arrangement of Struts For upper part For lower part
No Struts(1)
(5-1-4/Figure 2b, c & f) 0.80
L. Bhd Loaded on One Side only
One Strut in Center Tank, 0.14 0.31
(5-1-4/Figure 2e)
One Strut in Wing Cargo Tank, 0.18 0.36
(5-1-4/Figure 2d)
Note:
(1) For tankers with an oil-tight centerline bulkhead where both sides of the bulkhead are equally loaded
c = 0.48
For tankers with a non-tight centerline bulkhead c = 0.28
TABLE 4 (1995)
Coefficients KU and KL for Vertical Web on Longitudinal Bulkhead
No Struts
(5-1-4/Figure 2b, c & f ) 0.18 0.28
1) L.Bhd. Loaded on One Side only
2) Oil-tight Centerline Bhd. Loaded on both sides 0.13 0.20
3) Non-tight Centerline Bhd. 0.09 0.14
One Strut in Center or Wing Cargo Tank, 0.08 0.18
(5-1-4/Figure 2d & 5-1-4/Figure 2e)
15.5 Horizontal Girder on Transverse Bulkhead 5-1-4/15.5
15.5.1 Section Modulus of Horizontal Girder on Transverse Bulkhead 5-1-4/15.5.1

The net section modulus of the horizontal girder is to be not less than obtained from the
following equation (see also 5-1-4/1.3).
SM = M/fb cm3 (in3)
M = 10,000kcps ! 2b N-cm (kgf-cm, lbf-in.)

where
k = 1.0 (1.0, 0.269)
!b = span of the horizontal girders, in m (ft), as indicated in 5-1-4/Figure 3b.
For tankers with four longitudinal bulkheads, (5-1-4/Figure 2d, e and f), ! b is to be taken not
less than 60% of the breadth of the wing cargo tanks.
s = sum of the half lengths, in m (ft), of the frames supported on each side of
the horizontal girder.
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), calculated at the mid-span of
the horizontal girder under consideration, as specified in 5-1-3/Table 3.
Part 5

= 0.70Sm fy
c for transverse bulkheads without vertical webs
= 0.73 for tankers with an oil-tight centerline bulkhead (5-1-4/Figure 2c)
= 0.55 for tankers with a non-tight centerline bulkhead (5-1-4/Figure 2c)
= 0.83 in wing cargo tanks of vessels with four longitudinal bulkheads
(5-1-4/Figure 2d, e and f)
= 0.63 in the center tanks of vessels with four longitudinal bulkheads
(5-1-4/Figure 2d, e and f)
c for transverse bulkheads with vertical webs
For 5-1-4/Figure 2b, tankers with oil-tight centerline bulkhead and 5-1-4/Figure 2a
= 0.73α 2 for α < 0.5
= 0.467α 2 + 0.0657 for 0.5 ≤ α ≤ 1.0
= 0.1973α + 0.3354 for α > 1.0
c is not to be taken less than 0.013 and need not be greater than 0.73.
For 5-1-4/Figure 2b, tankers with a non-tight centerline bulkhead
= 0.55α 2 for α < 0.5
= 0.35α 2 + 0.05 for 0.5 ≤ α ≤ 1.0
= 0.15α + 0.25 for α > 1.0
c is not to be taken less than 0.013 and need not to be greater than 0.55.
α = 0.9( ! st / ! b)[(I/Iv)(sv/s)]1/ 4
if more than one vertical web is fitted on the bulkhead, average values of
! st, sv and Iv are to be used when these values are not the same for each
web.
! st = span of the vertical web, in m (ft) (5-1-4/Figure 3c)
sv = spacing of the vertical webs, in m (ft)
I, Iv = moments of inertia in cm4 (in4) of the horizontal girder and the vertical
web clear of the end brackets.
15.5.2 Web Sectional Area of the Horizontal Girder on Transverse Bulkhead 5-1-4/15.5.2
The net sectional area of the web portion of the horizontal girder is to be not less than
A = F/fs cm2 (in2)
F = 1000 kscp(0.5 ! − he) N (kgf, lbf)
where
k = 1.0 (1.0, 2.24)
Part 5
c = 0.80 for transverse bulkheads without vertical webs

= 0.72α1/2 for transverse bulkheads with vertical webs for α ≥ 0.70
= 0.887α − 0.02 for transverse bulkheads with vertical webs for α < 0.7,
0.1 min. and 0.8 max.
! = distance, in m (ft), between longitudinal bulkheads, as indicated in
5-1-4/Figure 3b
s = sum of the half lengths, in m (ft), on each side of the horizontal girder, of
the frames supported
he = length of the bracket, in m (ft), as indicated in 5-1-4/Figure 3b
p and α are as defined in 5-1-4/15.5.1.
= 0.45Sm fy
15.7 Vertical Web on Transverse Bulkhead 5-1-4/15.7
15.7.1 Section Modulus of Vertical Web on Transverse Bulkhead 5-1-4/15.7.1

The net section modulus of the vertical web is to be not less than obtained from the following
equation (see also 5-1-4/1.3).
SM = M/fb cm3 (in3)
M = 10,000kcps ! 2st N-cm (kgf-cm, lbf-in.)

where
k = 1.0 (1.0, 0.269)
c = 0.83 for bulkheads without horizontal girders
= 0.83 − 0.52α (but not less than 0.3) for transverse bulkheads with
horizontal girders.
! st = span of the vertical web, in m (ft), (5-1-4/Figure 3c )
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span of the vertical
web, as specified in 5-1-3/Table 3.
α = as defined in 5-1-4/15.5.1, except that the values of s, ! b and I are to be
averaged in the case that more than one horizontal girder is fitted on the
bulkhead.
= 0.70Sm fy
The required section modulus for the web is to be maintained for a distance of 0.60 ! st from
the lower end of the span. Above that point, the value of the bending moment, M, used for the
calculation of the required section modulus may be reduced by not more than 20%.
Part 5
15.7.2 Web Sectional Area of Vertical Web on Transverse Bulkheads 5-1-4/15.7.2

A = F/fs cm2 (in2)
The shear force F in N (kgf, lbf) may be obtained from the following equations (see also
5-1-4/1.3).
F = 1000ks[0.18c ! (PU + PL) − hUPU] for upper part of vertical web
F = 1000ks[0.30c ! (PU + PL) − hLPL] or
120ksc ! (PU + PL) whichever is greater, for lower
part of vertical web
where
k = 1.0 (1.0, 2.24)
c = 1.0 for transverse bulkheads without horizontal girders
= 1.13 − 0.6α for transverse bulkheads with horizontal girders, 0.6
min. and 1.0 max.
bracket, as specified in 5-1-3/Table 3
PL = nominal pressure, p, in kN/m2 (tf/m2, Ltf/ft2), at the mid-length of lower
bracket, as specified in 5-1-3/Table 3
! = span of the vertical web, in m (ft), as indicated in 5-1-4/Figure 3c
hU = length, in m (ft), of the upper bracket, as indicated in 5-1-4/Figure 3c and
5-1-4/Figure 8
hL = length, in m (ft), of the lower bracket, as indicated in 5-1-4/Figure 3c and
5-1-4/Figure 8
α is as defined in 5-1-4/15.7.1.
= 0.45Sm fy
The required sectional area of the lower portion of the web is to be maintained for a distance
of 0.15 ! from the toe of the lower bracket or 0.33 ! measured from the lower end of the
span, whichever is greater.
In no case is the shear force for the lower part of vertical web to be taken less than 120% of
that for the upper part of the vertical web.
15.9 Minimum Web Thickness, Proportions, Brackets, Stiffeners, Tripping Brackets,

Slots and Lightening Holes 5-1-4/15.9
Requirements for these items are given in 5-1-4/11.9, 5-1-4/11.11, 5-1-4/11.13, 5-1-4/11.15, and
5-1-4/11.17.
Part 5
15.11 Strut (1997) 5-1-4/15.11

Where struts are fitted as an effective support for the tank structural members, they are to be spaced so
as to divide the supported members into spans of approximately equal length. The axial load imposed
on struts, W, is to be not greater than the permissible load, Wa, both are as specified below (see also
5-1-4/1.3). Alternatively, W may be determined from finite element analyses, as specified in 5-1-5/9,
with the combined load cases in 5-1-3/9. However, in no case should W be taken less than 85% of that
determined from the approximate equation below. For this purpose, an additional load case is also to
be investigated modifying load case 5 (of 5-1-3/Table 1) with a full design draft and Kf 0 = 1.0 for
external pressure where struts are located in wing cargo tanks. (See also 5-1-5/9.1).
W = pbs kN (tf, Ltf )
Wa = 0.45fy[1 − 0.0254(fy/E)( ! /r)2] As kN (tf, Ltf ), when (r/ ! )2 (E/fy) > 0.0507
Wa = 4.44E(r/ ! )2 As kN (tf, Ltf ) when (r/ ! )2 (E/fy) ≤ 0.0507

where
b = mean breadth of the area supported, in m (ft)
s = spacing of transverses, in m (ft)
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the center of the area supported by
the strut as specified in 5-1-3/Table 3, item 15
! = unsupported span of the strut, in cm (in.)
r = least radius of gyration of the strut, in cm (in.)
As = net cross section area of the strut, in cm2 (in2)
fy = minimum specified yield point of the material, in kN/cm2 (tf/cm2, Ltf/in2)
E = 2.06 × 104 kN/cm2 (2.1 × 103 tf/cm2, 13.4 × 103 Ltf/in2)

Special attention is to be paid to the adequacy of the welded connections for transmission of the
tensile forces and also to the stiffening arrangements at the ends, in order to provide effective means
for transmission of the compressive forces into the webs. In addition, horizontal stiffeners are to be
located in line with and attached to the first longitudinal above and below the ends of the struts.
15.13 Nontight Bulkheads 5-1-4/15.13

Nontight bulkheads referred to in 5-1-3/11.3.1 are to be fitted in line with transverse webs, bulkheads
or other structures with equivalent rigidity. They are to be suitably stiffened. Openings in the nontight
bulkhead are to have generous radii and their aggregate area is not to exceed 33%, nor to be less than
10% of the area of the nontight bulkhead. The net thickness of nontight bulkheads is to be not less
than 11.0 mm (0.433 in.). Section moduli of stiffeners and webs may be half of those required for
watertight bulkheads in 3-2-9/5.3 and 3-2-9/5.7.
Alternatively, the opening ratio and scantlings may be determined by an acceptable method of
engineering analysis.
Part 5
17 Corrugated bulkheads (1997) 5-1-4/17
17.1 General 5-1-4/17.1

All vertically corrugated transverse and longitudinal bulkheads in cargo tanks are to be designed in
compliance with the requirements specified in this subsection and the strength assessment criteria
with respect to yielding, buckling and ultimate strength, and fatigue as specified in Section 5-1-5.
In general, the approximation equations given below are applicable to vertical corrugations with
corrugation angles, φ (5-1-4/Figure 10 or 5-1-4/Figure 9), within the range between 60 and 90
degrees. For corrugation angles less than 60 degrees and corrugation in the horizontal direction, direct
calculations may be required.
17.3 Plating (1999) 5-1-4/17.3

The net thickness of the vertically corrugated plating is not to be less than t1, t2, t3 and t4 obtained
from the following equations:
t1 = 0.516k1a(p ! /f1)1/2 in mm (in.) for flange and web plating
t2 = 0.42k2a(fy/E)1/2 in mm (in.) for flange plating
t3 = k(a/k3)(f3)1/2 10–3 in mm (in.) for flange plating

t4 = 100F/(df4) in mm (in.) for web plating
where
k = 0.728 (2.28, 0.605)
a = width of flange plating, in mm (in.) (5-1-4/Figure 10 or 5-1-4/Figure 9)
c = width of web plating, in mm (in.) (5-1-4/Figure 10 or 5-1-4/Figure 9)
d = depth of corrugation, in mm (in.) (5-1-4/Figure 10 or 5-1-4/Figure 9)
φ = corrugation angle, (5-1-4/Figure 10 or 5-1-4/Figure 9)
k1 = (1 − c/a + c2/a2)1/2
k2 = f2/(0.73fy)
k3 = 7.65 − 0.26(c/a)2
F = shear force, in N (kgf, lbf), imposed on the web plating at the lower end of
corrugation span
= k4s ! (0.375p ! + 0.125pu)
k4 = 10 (10,12)
s = spacing of corrugation, in mm (in.), i.e. a + ccos φ, (5-1-4/Figure 10 or
5-1-4/Figure 9)
! = span of corrugation, in m (ft), taken as the distance between lower and upper
stools at centerline
p ! , pu = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower and upper ends of
span, respectively, as specified in 5-1-3/Table 3
Part 5

= 0.90Smfy
f2 = maximum vertical bending stress in the flange at the mid-depth of corrugation
span to be calculated from 5-1-4/17.5 below, in N/cm2 (kgf/cm2, lbf/in2)
f3 = maximum vertical bending stress in the flange at the lower end of corrugation
f4 = permissible shear stress, in N/cm2 (kgf/cm2, lbf/in2)
= 0.40Smfy
E, Sm and fy are as defined in 5-1-4/7.3.1.
The plate thickness, as determined above based on the maximum anticipated pressures, is to be
generally maintained throughout the entire corrugated bulkhead, except that the net thickness of
plating above 2/3 of span, ! , from the top of the lower stool may be reduced by 20%.
17.5 Stiffness of Corrugation (1999) 5-1-4/17.5
17.5.1 Depth/Length Ratio 5-1-4/17.5.1

The depth/length ratio (d / ! ) of the corrugation is not to be less than 1/15 where d and ! are as
defined in 5-1-4/17.3 above.
17.5.2 Section Modulus 5-1-4/17.5.2

The net section modulus for any unit corrugation is not to be less than obtained from the
following equation for all anticipated service loading conditions.
SM = M/fb cm3 (in3)
M = 1000(Ci/Cj)ps ! o2 / k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
!o = nominal length of the corrugation, in m (ft.), measured from the mid-
depth of the lower stool to the mid-depth of the upper stool
p = (pu + p ! )/2, N/cm2 (kgf/cm2, lbf/in2)

= 0.90Smfy, for lower end of corrugation span !
= ce fy ≤ 0.90Smfy, for the mid ! /3 region of the corrugation
ce = 2.25/β − 1.25/β 2 for β ≥ 1.25

= 1.0 for β < 1.25
β = (fy /E)1/2 a/tf
tf = net thickness of the corrugation flange, in mm (in.)
Ci = the bending moment coefficients as given below
Part 5
Values of Ci (All Bulkheads with Lower and Upper Stools)
Bulkhead Lower End of Mid-depth Upper End of

Span ! Span !
Trans. Bhd:
(w/Long’l Bhd) C1 Cm1 0.80Cm1
(w/out Long’l Bhd) C2 Cm2 0.65Cm2
Long’l. Bhd. C3 Cm3 0.65Cm3
C1 = a1 + b1(kAdt /Bd)1/2 ≥ 0.6
where a1 = 0.95 − 0.26/Rb, b1 = −0.20 + 0.05/Rb
Cm1 = am1 + bm1(kAdt /Bd)1/2 ≥ 0.55

where am1 = 0.63 + 0.16/Rb, bm1 = −0.25 − 0.07/Rb
C2 = a2 + b2(kAdt /Bd)1/2 ≥ 0.6

where a2 = 0.84 − 0.07/Rb, b2 = −0.24 + 0.02/Rb
Cm2 = am2 + bm2(kAdt /Bd)1/2 ≥ 0.55

where am2 = 0.56 + 0.05/Rb, bm2 = −0.34 − 0.03/Rb
C3 = a3 + b3(kAd ! /Ld)1/2 ≥ 0.6

where a3 = 1.07 − 0.21/Rb, b3 = −0.21 + 0.04/Rb
Cm3 = am3 + bm3(kAd ! /Ld) 1/2 ≥ 0.55

where am3 = 0.30 + 0.07/Rb, bm3 = −0.12 − 0.03/Rb
Cj = the bending moment factors due to sloshing effect
Values of Cj (All Bulkheads with Lower and Upper Stools)
Bulkhead Mid-depth Upper End of

Span !
Trans. Bhd: Cmj1 Cmj2
Long’l. Bhd. Cmj3 Cmj4
P P
Cmj1 = 1.83 − 0.74 ≥ 0.40 if n < 0.95
Ps Ps
Pn
= 1.0 if ≥ 0.95
Ps
P Pn
Cmj2 = 3.73 − 2.36 ≥ 0.62 if < 0.90
Ps Ps
P
= 1.0 if ≥ 0.90
Ps
P P
Cmj3 = 4.14 − 3.14 ≥ 0.75 if < 1.00
Ps Ps
Part 5
P
= 1.0 if ≥ 1.00
Ps
P P
Cmj4 = 2.36 − 1.71 ≥ 0.72 if < 1.15
Ps Ps
P
= 1.0 if ≥ 1.15
Ps
Ps = (psu + ps ! )/2 N/cm2 (kgf/cm2, lbf/in2)
P = (pu + p ! )/2 N/cm2 (kgf/cm2, lbf/in2)
ps ! , psu = sloshing pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower and upper
ends of span, respectively, as specified in 5-1-3/11.5, calculated at the
same locations indicated for pn ! and pnu.
p ! , pu = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower and upper

ends of span, respectively, as specified in 5-1-3/Table 3, to be calculated
at a section located B/4 from the C.L. when the vessel has one or no
longitudinal bulkheads. For vessels with two longitudinal bulkheads, the
nominal pressure is to be calculated at a section located b/4 from the
outboard boundary of the center or the wing tank.
Rb = kHst(Bct + Bst)(1 + Lb/Bb + 0.5Hb/Lb)/(2Βb) for transverse bulkheads
= Hs ! (Bc ! + Bs ! )(1 + Bb/Lb + 0.5Hb/Bb)/(2Lb) for longitudinal bulkheads
Adt = cross sectional area, in m2 (ft2), enclosed by the outside lines of upper
stool of transverse bulkhead
Ad ! = cross sectional area, in m2 (ft2), enclosed by the outside lines of upper
stool of longitudinal bulkheads
Bct = width of the bottom stool of transverse bulkhead, in m (ft.), at the top
(5-1-4/Figure 10 or 5-1-4/Figure 9)
Bc ! = width of the bottom stool of longitudinal bulkhead, in m (ft.), at the top
(5-1-4/Figure 10)
Bst = width of the bottom stool of transverse bulkhead, in m (ft.), at the inner
bottom level (5-1-4/Figure 10)
Bs ! = width of the bottom stool of longitudinal bulkhead, in m (ft.), at the inner
bottom level (5-1-4/Figure 10)
Hb = double bottom height, in m (ft.)
Hst = height of the bottom stool of transverse bulkhead, in m (ft.), from the
inner bottom to the top (5-1-4/Figure 10 or 5-1-4/Figure 9)
Hsl = height of the bottom stool of longitudinal bulkhead, in m (ft.), from the
inner bottom to the top (5-1-4/Figure 10)
Bb = transverse distance, in m (ft.), between hopper tanks at the inner bottom
level (5-1-4/Figure 10 or 5-1-4/Figure 9)
Part 5
Bd = transverse distance, in m (ft.), between upper wing tanks or between

upper wing tank and centerline deck structure, at the deck level (see
5-1-4/Figure 10 or 5-1-4/Figure 9).
Lb = longitudinal distance, in m (ft.) between bottom stools in the loaded tanks
at the inner bottom level (5-1-4/Figure 10 or 5-1-4/Figure 9)
Ld = longitudinal distance, in m (ft.), between upper stools in the loaded tanks
at the deck level (5-1-4/Figure 10)
k = 1 (1, 3.2808)
B = breadth of vessel, as defined in 3-1-1/5, in m (ft.)
b = width of tank under consideration, in m (ft.)
a, ! , s, pu and p ! are as defined in 5-1-4/17.3 above.
E is as defined in 5-1-4/7.3.
Sm and fy are as defined in 5-1-4/7.5.
The developed net section modulus SM may be obtained from the following equation, where
a, c, d, tf (net), and tw (net), all in cm (in.), are as indicated in 5-1-4/Figure 9.
SM = d(3atf + ctw)/6 cm3 (in3)
17.7 Bulkhead Stools 5-1-4/17.7
17.7.1 Lower Stool 5-1-4/17.7.1

A lower stool is to be fitted having a depth generally not less than 3 times the minimum depth
of corrugation required by 5-1-4/17.5.1 above. The net thickness of the stool top plate is not
to be less than that required for the bulkhead plating in 5-1-4/17.3 above. The net thickness of
the upper portion of vertical or sloping stool side plate within the region of one meter from
the stool top is not to be less than the required flange plate thickness to meet the bulkhead
stiffness requirement at the lower end of the corrugation in 5-1-4/17.5 above. The net
thickness of the stool side plating and the net section modulus of the stool side stiffeners are
not to be less than those required for plane transverse or longitudinal bulkhead and stiffeners
in 5-1-4/13.1, 5-1-4/13.3 and 5-1-4/13.5, with the corresponding tank pressure specified in
5-1-3/Table 3. The ends of stool side vertical stiffeners are to be attached to brackets at the
upper and lower ends of the stool.
The width of the top plate is not to be less than the depth of corrugation plus 3 plate
thicknesses of the corrugation. The stool bottom is to be installed in line with double bottom
floors or girders, fitted with proper brackets and diaphragms to effectively support the panels
of the corrugated bulkhead and is to have a width not less than 2.5 times that of top plate.
Scallops in the brackets and diaphragms in way of the top and bottom connections to the top
plate and double bottom floors or girders are to be avoided.
17.7.2 Upper Stool 5-1-4/17.7.2

The upper stool is to have a depth generally not less than 2 times the minimum depth of
corrugation as specified in 5-1-4/17.5 above and is to be properly supported by girders or
deep brackets.
The width of the stool bottom plate should generally be the same as that of the lower stool top
plate. The net thickness of the stool bottom plate should generally be the same as that of the
bulkhead plating, and the net thickness of the lower portion of stool side plate is not to be less
than 80% of that required for the bulkhead plating in 5-1-4/17.3 above for the upper one-third
Part 5
portion of the bulkhead. The net thickness of the stool side plating and the net section
modulus of the stool side stiffeners are not to be less than those required for plane transverse
bulkhead and stiffeners in 5-1-4/13.1, 5-1-4/13.3 and 5-1-4/13.5, with the corresponding tank
pressure specified in 5-1-3/Table 3. The ends of stool side stiffeners are to be attached to
brackets at the upper and lower ends of the stool. Brackets or diaphragms are to be fitted to
effectively support the web panels of the corrugated bulkhead. Scallops in the brackets and
diaphragms in way of the connection to the stool bottom plate are to be avoided.
17.7.3 Alignment 5-1-4/17.7.3

Stool side vertical stiffeners and their brackets in the lower stool of the transverse bulkhead
should align with both the inner bottom longitudinal and the web panels of the corrugation to
provide appropriate load transmission between the stiffening members. When the web panels
of the corrugation are not aligned with the brackets or diaphragms within the stool, the stool
top plate is to be constructed of material class III as specified in 3-1-2/Table 1.
17.9 End Connections 5-1-4/17.9

The structural arrangements and size of the welding at the ends of corrugations are to be designed to
develop the required strength of the corrugated bulkhead. Shedder plates (slanting plates) are to be
fitted at the end connection of the corrugation to the lower stool. It is recommended that the upper end
of the corrugation be connected to the upper stool or the upper deck with brackets or gussets arranged
in line with the corrugation flanges.
Welding for all connections and joints is to be in compliance with the Rules. The welded connection
of the bulkhead to the stools within 10% of the depth of the corrugation from the outer surface of the
corrugation is to be double continuous with fillet size not less than 0.7 times the thickness of bulkhead
plating or penetration welds of equal strength (see 5-1-4/Figure 11).
Part 5
FIGURE 9
Definition of Parameters for Corrugated Bulkhead (1997)
(Tankers without Longitudinal Bulkhead at Centerline)
Bd
Bb
L
C
Adt
!o !
Bct
Hst
Hb Bst Lb
c
d tw
φ (NET)
s tf (NET)
Part 5
FIGURE 10
Definition of Parameters for Corrugated Bulkhead (1997)
(Tankers with Longitudinal Bulkhead at Centerline)
Ad !
Bd
!o !
Bc !
Hs !
Bb
Bs !
L
C
Adt
Ld
!o !
Bct
Hst
Hb Bst Lb
c
d tw
φ (NET)
s tf (NET)
Part 5
FIGURE 11
Corrugated Bulkhead End Connections
t (ACTUAL)
0.1d
d
0.7t (ACTUAL)
PART
5
more in Length)
SECTION 5 Total Strength Assessment
CONTENTS
1 General Requirements ........................................................ 121
1.1 General................................................................................. 121
1.3 Loads and Load Cases ........................................................ 121
1.5 Stress Components .............................................................. 121
3 Failure Criteria – Yielding ................................................... 122
3.1 General................................................................................. 122
3.3 Structural Members and Elements ....................................... 122
3.5 Plating................................................................................... 123
5 Failure Criteria – Buckling and Ultimate Strength............. 124
5.1 General................................................................................. 124
5.3 Plate Panels ......................................................................... 124
5.5 Longitudinals and Stiffeners ................................................. 126
5.7 Stiffened Panels ................................................................... 128
5.9 Deep Girders and Webs....................................................... 128
5.11 Corrugated Bulkheads.......................................................... 129
5.13 Hull girder Ultimate Strength ................................................ 130
7 Fatigue Life .......................................................................... 131
7.1 General................................................................................. 131
7.3 Procedures ........................................................................... 132
7.5 Spectral Analysis .................................................................. 133
9 Calculation of Structural Responses ................................. 134
9.1 Methods of Approach and Analysis Procedures .................. 134
9.3 3D Finite Element Models .................................................... 134
9.7 Local Structural Models........................................................ 134
9.9 Load Cases .......................................................................... 134
PART
5
more in Length)
SECTION 5 Total Strength Assessment 5 - 1 - 5
1 General Requirements 5-1-5/1
1.1 General (1995) 5-1-5/1.1

In assessing the adequacy of the structural configuration and the initially selected scantlings, the
strength of the hull girder and the individual structural member or element is to be in compliance with
the failure criteria specified in 5-1-5/3 below. In this regard, the structural response is to be calculated
by performing a structural analysis, as specified in 5-1-5/9, or by other equivalent and effective
means. Due consideration is to be given to structural details, as specified in 5-1-4/1.5.
1.3 Loads and Load Cases (1995) 5-1-5/1.3

In determination of the structural response, the combined load cases given in 5-1-3/9.3 are to be
considered together with sloshing loads specified in 5-1-3/11. Bowflare/bottom slamming and other
loads as specified in 5-1-3/13 are also to be considered as necessary.
1.5 Stress Components (1995) 5-1-5/1.5

The total stress in stiffened plate panels are divided into the following three categories.
1.5.1 Primary 5-1-5/1.5.1

Primary stresses are those resulting from hull girder bending. The primary bending stresses
may be determined by simple beam method using the specified total vertical and horizontal
bending moments and the effective net hull girder section modulus at the section considered.
These primary stresses, designated by fL1 (fL1V, fL1H for vertical and horizontal bending,
respectively), may be regarded as uniformly distributed across the thickness of plate elements,
at the same level measuring from the relevant neutral axis of the hull girder.
1.5.2 Secondary 5-1-5/1.5.2

Secondary stresses are those resulting from bending of large stiffened panels between
longitudinal and transverse bulkheads, due to local loads in an individual cargo or ballast
tank.
Part 5
Section 5 Total Strength Assessment 5-1-5
The secondary bending stresses, designated by fL2 or fT2, are to be determined by performing a
3D FEM analysis as outlined in this section.
For stiffened hull structures, there is another secondary stress due to the bending of
longitudinals or stiffeners with the associated plating between deep supporting members or
floors. The latter secondary stresses are designated by f L*2 or f T*2 , and may be approximated
by simple beam theory.
The secondary stresses, fL2, fT2, f L*2 or f T*2 , may be regarded as uniformly distributed in the
flange plating and face plates.
1.5.3 Tertiary 5-1-5/1.5.3

Tertiary stresses are those resulting from the local bending of plate panels between stiffeners.
The tertiary stresses, designated by fL3 or fT3, can be calculated from classic plate theory.
These stresses are referred to as point stresses at the surface of the plate.
3 Failure Criteria – Yielding 5-1-5/3
3.1 General 5-1-5/3.1

The calculated stresses in the hull structure are to be within the limits given below for all the
combined load cases specified in 5-1-3/9.3.
3.3 Structural Members and Elements (1999) 5-1-5/3.3

For all structural members and elements, such as longitudinals/stiffeners, web plates and flanges, the
combined effects of all the calculated stress components are to satisfy the following limits.
fi ≤ Sm fy
where
fi = stress intensity
= ( f L2 + fT2 − fL fT + 3 f LT
2 1/2
) N/cm2 (kgf/cm2, lbf/in2)
fL = calculated total in-plane stress in the longitudinal direction including primary and
secondary stresses
= fL1 + fL2 + f L*2 N/cm2 (kgf/cm2, lbf/in.2)
fL1 = direct stress due to the primary (hull girder) bending, N/cm2 (kgf/cm2, lbf/in2)
fL2 = direct stress due to the secondary bending between bulkheads in the longitudinal
direction, N/cm2 (kgf/cm2, lbf/in2)
f L*2 = direct stress due to local bending of longitudinal between transverses in the
longitudinal direction, N/cm2 (kgf/cm2, lbf/in2)
fT = calculated total direct stress in the transverse/vertical direction, including
secondary stresses
= fT1 + fT2 + fT*2 N/cm2 (kgf/cm2, lbf/in2)
fLT = calculated total in-plane shear stress, N/cm2 (kgf/cm2, lbf/in2)
Part 5
fT1 = direct stress due to sea and cargo load in the transverse/vertical direction, N/cm2
(kgf/cm2, lbf/in2)
fT2 = direct stress due to the secondary bending between bulkheads in the
transverse/vertical direction, N/cm2 (kgf/cm2, lbf/in2)
fT*2 = direct stress due to local bending of stiffeners in the transverse/vertical direction,
fy = specified minimum yield point, N/cm2 (kgf/cm2, lbf/in2)
Sm = strength reduction factor, as defined in 5-1-4/7.3.1
For this purpose, f L*2 and fT*2 in the flanges of longitudinal and stiffener, at the ends of span may be
f L*2 ( fT*2 ) = 0.071sp ! 2 /SML(SMT) N/cm2 (kgf/cm2, lbf/in2)

where
s = spacing of longitudinals (stiffeners), in cm (in.)
! = unsupported span of the longitudinal (stiffener), in cm (in.)
p = net pressure load, in N/cm2 (kgf/cm2, lbf/in2), for the longitudinal (stiffener)
SML (SMT) = net section modulus, in cm3 (in3), of the longitudinal (stiffener)
3.5 Plating 5-1-5/3.5

For plating subject to both in-plane and lateral loads, the combined effects of all the calculated stress
components are to satisfy the limits specified in 5-1-5/3.3 with fL and fT modified as follows:
fL = fL1 + fL2 + f L*2 + fL3 N/cm2 (kgf/cm2, lbf/in2)
fT = fT1 + fT2 + fT*2 + fT3 N/cm2 (kgf/cm2, lbf/in2)

where
fL3, fT3 = plate bending stresses between stiffeners in the longitudinal and transverse
directions, respectively, and may be approximated as follows.
fL3 = 0.182p(s/tn)2 N/cm2 (kgf/cm2, lbf/in2)
fT3 = 0.266p(s/tn)2 N/cm2 (kgf/cm2, lbf/in.2)
p = lateral pressures for the combined load case considered (see 5-1-3/9 ), in N/cm2
(kgf/cm2, lbf/in2)
s = spacing of longitudinals or stiffeners, in mm (in.)
tn = net plate thickness, in mm (in.)
fL1, fL2, f L*2 , fT1, fT2 and fT*2 are as defined in 5-1-5/3.3.
Part 5
5 Failure Criteria – Buckling and Ultimate Strength (1995) 5-1-5/5
5.1 General 5-1-5/5.1
5.1.1 Approach 5-1-5/5.1.1

The strength criteria given here correspond to either serviceability (buckling) state limits or
ultimate state limits for structural members and panels, according to the intended functions
and buckling resistance capability of the structure. For plate panels between stiffeners,
buckling in the elastic range is acceptable provided that the ultimate strength of the structure
satisfies the specified design limits. The critical buckling stresses and ultimate strength of
structures may be determined based on either well-documented experimental data or a
calibrated analytical approach. When a detailed analysis is not available, the equations given
in Appendix 5-1-A2 may be used to assess the buckling strength.
5.1.2 Buckling Control Concepts 5-1-5/5.1.2

The strength criteria, in 5-1-5/5.3 through 5-1-5/5.11 are based on the following assumptions
and limitations with respect to buckling control in design.
5.1.2(a) The buckling strength of longitudinals and stiffeners is generally greater than that of
the plate panels they support.
5.1.2(b) All longitudinals with their associated effective plating are to have moments of
inertia not less than io given in 5-1-A2/11.1.
5.1.2(c) The main supporting members, including transverses, girders and floors, with their
associated effective plating are to have the moments of inertia not less than Is given in
5-1-A2/11.5.
In addition, tripping (e.g. torsional instability) is to be prevented as specified in 5-1-A2/9.5.
5.1.2(d) Face plates and flanges of girders, longitudinals and stiffeners are proportioned such
that local instability is prevented. (See 5-1-A2/11.7)
5.1.2(e) Webs of longitudinals and stiffeners are proportioned such that local instability is
prevented. (See 5-1-A2/11.9).
5.1.2(f) Webs of girders, floors and transverses are designed with proper proportions and
stiffening systems to prevent local instability. Critical buckling stresses of the webs may be
calculated from equations given in 5-1-A2/3.
For structures which do not satisfy these assumptions, a detailed analysis of buckling strength
using an acceptable method is to be submitted for review.
5.3 Plate Panels 5-1-5/5.3
5.3.1 Buckling State Limit 5-1-5/5.3.1

The buckling state limit for plate panels between stiffeners is defined by the following
equation.
(fLb/fcL)2 + (fTb/Rt fcT)2 + (fLT/fcLT)2 ≤ 1.0
where
fLb = fL1 + fL2 = calculated total compressive stress in the longitudinal direction for
the plate, in N/cm2 (kgf/cm2, lbf/ in2), induced by bending of the hull
girder and large stiffened panels between bulkheads
Part 5
fTb = fT1 + fT2 = calculated total compressive stress in the transverse/vertical direction,
in N/cm2 (kgf/cm2, lbf/in2)
fLT = calculated total in-plane shear stress, in N/cm2 (kgf/cm2, lbf/in2)
fcL, fcT and fcLT are the critical buckling stresses corresponding to uniaxial compression in the
longitudinal, transverse/vertical directions and edge shear, respectively, in N/cm2 (kgf/cm2,
lbf/in2), and may be determined from the equations given in 5-1-A2/3.
Rt = reduction factor accounting for lateral load effects, and may be
approximated by,
Rt = 1.0 − 0.45 (q − 0.5)
q = lateral load parameter
= pn(s/tn)4/π2E, 0.5 min.
pn = lateral pressure for the combined load case considered (see 5-1-3/9 ), in
s = longitudinal spacing, in mm (in.)
E = Young’s modulus, in N/cm2 (kgf/cm2, lbf/in2), for steel 2.06 × 107

(2.10 × 106, 30 × 106)
fL, fT and fLT are to be determined for the panel in question under the load cases specified in
5-1-3/9 including the primary and secondary stresses as defined in 5-1-5/3.1.
5.3.2 Effective Width 5-1-5/5.3.2

When the buckling state limit specified in 5-1-5/5.3.1 above is not satisfied, the effective
width bwL or bwT of the plating given below is to be used instead of the full width between
longitudinals, s, for determining the effective hull girder section modulus, SM e, specified in
5-1-5/5.11 and also for verifying the ultimate strength as specified in 5-1-5/5.3.3 below.
When the buckling state limit in 5-1-5/5.3.1 above is satisfied, the full width between
longitudinals, s, may be used as the effective width, bwL, for verifying the ultimate strength of
longitudinals and stiffeners specified in 5-1-5/5.5, and for determining the effective hull
girder section modulus SMe specified in 5-1-5/5.11 below.
5.3.2(a) For long plate
bwL /s= C
C = 2.25/β − 1.25/β 2 for β ≥ 1.25
= 1.0 for β < 1.25
β = ( fy/E)1/2s/tn
s, tn and E are as defined in 5-1-5/5.3.1 above.
fy = specified minimum yield point of the material, in N/cm2 (kgf/cm2,

lbf/in2)
5.3.2(b) (1999) For wide plate (compression in transverse direction)
bwT / ! = Cs/ ! + 0.115(1 − s/ ! )(1 + 1/β 2)2 ≤ 1.0
Part 5
where
! = spacing of transverses, in cm (in.)
s = longitudinal spacing, in cm (in.)
C, β are as defined in 5-1-5/5.3.2(a) above
5.3.3 Ultimate Strength 5-1-5/5.3.3

The ultimate strength of a plate panel between stiffeners is to satisfy all of the following
equations.
( fLb/fuL)2 + ( fLT /fuLT)2 ≤ Sm
( fTb/Rt fuT)2 + ( fLT /fuLT)2 ≤ Sm
( fLb/fuL)2 + ( fTb/Rt fuT)2 − η( fLb/fuL)( fTb/Rt fuT) + ( fLT /fuLT)2 ≤ Sm

where
fLb, fTb, fLT and Rt are as defined in 5-1-5/5.3.1 above.
Sm is as defined in 5-1-4/7.3.1.
η = 1.5 − β /2 ≥ 0
β is as defined in 5-1-5/5.3.2 above.
fuL, fuT and fuLT are the ultimate strengths with respect to uniaxial compression and edge shear,
respectively, and may be obtained from the following equations, except that they need not be
taken less than the corresponding critical buckling stresses specified in 5-1-5/5.3.1 above.
fuL = fybwL /s
fuT = fybwT / !
fwLT = fcLT + 0.5(fy − 3 fcLT)/(1 + α + α2)1/2

where
α = ! /s
fy, bwL, bwT, s, ! , and fcLT are as defined above.
For assessing the ultimate strength of plate panels between stiffeners, special attention is to be
paid to the longitudinal bulkhead plating in the regions of high hull girder shear forces and the
bottom and inner bottom plating in the mid portion of cargo tanks subject to bi-axial
compression.
5.5 Longitudinals and Stiffeners 5-1-5/5.5
5.5.1 Buckling State Limits and Ultimate Strength 5-1-5/5.5.1

The buckling state limits for longitudinals and stiffeners are considered as the ultimate state
limits for these members and are to be determined as follows:
fa/(fuaAe/A) + mfb/fy ≤ Sm
where
fa = nominal calculated compressive stress
= P/A, N/cm2 (kgf/cm2, lbf/in2)
Part 5
P = total compressive load, N (kgf, lbf )

fua = critical buckling stress, fca, as given in 5-1-A2/5.1 or fct, as given in
5-1-A2/5.3, whichever is lesser, N/cm2 (kgf/cm2, lbf/in2)
A = total net sectional area, cm2 (in2)
= As + stn
As = net sectional area of the longitudinal, excluding the associated plating,
cm2 (in2)
Ae = effective net sectional area, cm2 (in2)
= AS + bwLtn
bwL = effective width, as specified in 5-1-5/5.3.2 above
E = Young’s modulus, 2.06 × 107 N/cm2 (2.1 × 106 kgf/cm2, 30 × 106 lbf/in2)
for steel
fb = bending stress, N/cm2 (kgf/cm2, lbf/in2)
= M/SMe
M = maximum bending moment induced by lateral loads
= cm ps ! 2/12 N-cm (kgf-cm, lbf-in.)
cm = moment adjustment coefficient, and may be taken as 0.75
p = lateral pressure for the region considered, N/cm2 (kgf/cm2, lbf/in2)
s = spacing of the longitudinals, cm (in.)
SMe = effective section modulus of the longitudinal at flange, accounting for the
effective breadth, be, cm3 (in3)
be = effective breadth, as specified in 5-1-4/Figure 6, line b
m = amplification factor
= 1/[1 − fa/π 2E(r/ ! ) 2] ≥ 1.0
r and ! are as defined in 5-1-A2/5.1.
5.5.2 Torsional-Flexural Buckling 5-1-5/5.5.2

In general, the torsional-flexural buckling strength of longitudinals and stiffeners is to satisfy
the design limits given below:
fa ≤ fct N/cm2 (kgf/cm2, lbf/in2)
where
fa = nominal calculated compressive stress, as defined in 5-1-5/5.5.1 above
fct = critical torsional-flexural buckling stress, and may be determined by
equations given in 5-1-A2/5.3.
Part 5
5.7 Stiffened Panels 5-1-5/5.7
5.7.1 Large Stiffened Panels Between Bulkheads 5-1-5/5.7.1

For a double hull tanker, assessment of buckling state limit is not required for the large
stiffened panels of the bottom and inner bottom structures, side shell and inner skin.
Assessments of the buckling state limits are to be performed for large stiffened panels of the
deck structure and other longitudinal bulkheads. In this regard, the buckling strength is to
satisfy the following condition for uniaxially or orthogonally stiffened panels.
(fL1/fcL)2 + (fT1/fcT)2 ≤ Sm
where
fL1, fT1 = the calculated average compressive stresses in the longitudinal and
transverse/vertical directions respectively, as defined in 5-1-5/3.3 above
fcL, fcT = the critical buckling stresses for uniaxial compression in the longitudinal
and transverse direction, respectively, and may be determined in
accordance with 5-1-A2/7, in N/cm2 (kgf/cm2, lbf/in2)
5.7.2 Uniaxially Stiffened Panels between Transverses and Girders 5-1-5/5.7.2

The bucking strength of uniaxially stiffened panels between deep transverses and girders is
also to be examined in accordance with the specifications given in 5-1-5/5.7.1 above by
replacing fL1 and fT1 with fLb and fTb, respectively. fLb and fTb are as defined in 5-1-5/5.3.1
above.
5.9 Deep Girders and Webs 5-1-5/5.9
5.9.1 Buckling Criteria 5-1-5/5.9.1

In general, the stiffness of the web stiffeners along the depth of the web plating is to be in
compliance with the requirements of 5-1-A2/11.3. Web stiffeners which are oriented parallel
to and near the face plate, and thus subject to axial compression, are also to satisfy the limits
specified in 5-1-5/5.5, considering the combined effect of the compressive and bending
stresses in the web. In this case, the unsupported span of these parallel stiffeners may be taken
between tripping brackets, as applicable.
The buckling strength of the web plate between stiffeners and flange/face plate is to satisfy
the limits specified below.
5.9.1(a) For web plate
(fLb/fcL)2 + (fb/fcb)2 + (fLT /fcLT)2 ≤ Sm
where
fLb = calculated uniform compressive stress along the length of the girder,
fb = calculated ideal bending stresses, in N/cm2 (kgf/cm2, lbf/in2)

fLb, fb and fLT are to be calculated for the panel in question under the combined load cases
specified in 5-1-3/9.3.
Part 5
fcLb, fcb and fcLT are critical buckling stresses with respect to uniform compression, ideal
bending and shear, respectively, and may be determined in accordance with Appendix
5-1-A2. Sm is as defined in 5-1-4/7.3.1.
In the determination of fcL and fcLT the effects of openings are to be considered.
5.9.1(b) For Face Plate and Flange
The breadth to thickness ratio of face plate and flange is to satisfy the limits given in
5-1-A2/11.
5.9.1(c) For Large Brackets and Sloping Webs
The buckling strength is to satisfy the limits specified in 5-1-5/5.9.1(a) above for web plate.
5.9.2 Tripping 5-1-5/5.9.2

Tripping brackets are to be provided in accordance with 5-1-A2/9.5.
5.11 Corrugated Bulkheads (1997) 5-1-5/5.11
5.11.1 Local Plate Panels 5-1-5/5.11.1

5.11.1(a) Buckling Criteria. The buckling strength of the flange and web plate panels is not to
be less than that specified below.
( fLb/R ! fcL )2 + ( fTb/Rt fcT )2 + ( fLT /fcLT )2 ≤ Sm for flange panels
( fLb/R ! fcL )2 + ( fb/fcb )2 + ( fLT /fcLT )2 ≤ Sm for web panels

All the parameter definitions and calculations are as specified in 5-1-5/5.3.1 and
5-1-5/5.9.1(a), except that fLb is the average compressive stress at the upper and lower ends of
the corrugation, and an average value of fTb, fLT and fb, calculated along the entire length of
the panel should be used in the above equation.
5.11.1(b) Ultimate Strength. The ultimate strength of flange panels in the middle one-third of
the depth are to satisfy the following criteria, considering a portion of flange panel having a
length of three times the panel width, a, with the worst bending moments in the mid-depth
region for all load cases.
( fLb/fuL )2 + ( fTb/fuT )2 ≤ Sm
where
fLb = the calculated average compressive bending stress in the region within 3a
in length, N/cm2 (kgf/cm2, lbf/in2)
fTb = horizontal compressive stresses, as specified in 5-1-5/5.11.1(a) above
fuL and fuT may be calculated in accordance with 5-1-5/5.3.3 above.
5.11.2 Unit Corrugation 5-1-5/5.11.2

Any unit corrugation of the bulkhead may be treated as a beam column and is to satisfy the
buckling criteria (same as the ultimate strength) specified in 5-1-5/5.5.1. The ultimate bending
stress is to be determined in accordance with 5-1-A2/5.5.
5.11.3 Overall Buckling 5-1-5/5.11.3

The buckling strength of the entire corrugation is to satisfy the equation given in 5-1-5/5.7.1
with respect to the biaxial compression by replacing the subscripts ‘‘L’’ and ‘‘T’’ with ‘‘V’’
and ‘‘H’’ for the vertical and horizontal directions respectively.
Part 5
5.13 Hull girder Ultimate Strength 5-1-5/5.13

In addition to the strength requirements specified in 5-1-4/3.1, the maximum longitudinal bending
stresses in the deck and bottom plating for the combined load cases given in 5-1-3/9.3 are to be not
greater than that given in 5-1-5/5.13.1 below
5.13.1 5-1-5/5.13.1
f L ≤ Sm f y
where
fL = total direct stress in the longitudinal direction, N/cm2 (kgf/cm2, lbf/in2)
= fb1 + fb2
fb1 = effective longitudinal bending stress, N/cm2 (kgf/cm2, lbf/in2)

= Mt /SMe
Mt = Ms + ku kc Mw, ku = 1.15, kc = 1.0, N-cm (kgf-cm, lbf-in.)
SMe = the effective section modulus, as obtained from 5-1-5/5.13.2 below, cm3 (in3)
Sm = the strength reduction factor, as defined in 5-1-4/7.3.1
fy = minimum specified yield point of the material, N/cm2 (kgf/cm2, lbf/in2)
fb2 = secondary bending stress of large stiffened panel between longitudinal bulkheads
and transverse bulkheads, N/cm2 (kgf/cm2, lbf/in2)
5.13.2 Calculation of SMe 5-1-5/5.13.2
For assessing the hull girder ultimate strength, the effective section modulus is to be
calculated, accounting for the buckling of plate panels and shear lag effects as applicable.
5.13.2(a) Effective Width. The effective widths of the side, bottom shell, inner bottom plating
and longitudinal bulkhead plating are to be used instead of the full width between
longitudinals. The effective width, bwL is given in 5-1-5/5.3 above.
5.13.2(b) Shear Lag. For double hull tankers without longitudinal bulkheads (except the inner
skins), the effective breadths, Be, of the deck and inner and outer bottom plating, are to be
determined based on the cL/b ratio as defined below.
cL/b = 12 10 9 8 7 6 5 4
2Be/B = 0.98 0.96 0.95 0.93 0.91 0.88 0.84 0.78
where
cL is the length between two points of zero bending moment, away from the midship, and
may be taken as 60% of the ship length.
b is the distance from the centerline of the vessel to the center of the side ballast tank, as
shown in 5-1-5/Figure 1.
For tankers with a centerline swash or oil tight longitudinal bulkhead, b may be taken as 2/3
of that indicated in 5-1-5/Figure 1.
For cL/b > 12, no shear lag effects need to be considered.
The effective sectional areas of deck, inner bottom and bottom longitudinals are to be reduced
by the same ratio, 2Be/B, for calculating SMe.
Part 5
7 Fatigue Life (1995) 5-1-5/7
7.1 General 5-1-5/7.1

The fatigue strength of welded joints and details in highly stressed areas is to be analyzed, especially
where higher strength steel is used. Special attention is to be given to structural notches, cut-outs, and
bracket toes, and also to abrupt changes of structural sections. A simplified assessment of the fatigue
strength of structural details may be accepted when carried out in accordance with Appendix 5-1-A1.
The following subparagraphs are intended to emphasize the main points and to outline procedures
where refined spectral analysis techniques are used to establish fatigue strength.
7.1.1 Workmanship 5-1-5/7.1.1

Most fatigue data available were experimentally developed under controlled laboratory
conditions. Therefore, considerations are to be given to the workmanship expected during the
construction.
7.1.2 Fatigue Data 5-1-5/7.1.2

In the selection of S-N curves and the associated stress concentration factors, attention is to be
paid to the background of all design data and its validity for the details being considered. In
this regard, recognized design data, such as those by AWS (American Welding Society), API
(American Petroleum Institute), and DEN (Department of Energy), should be considered.
Sample fatigue data and their applications are shown in Appendix 5-1-A1 ‘‘Guide for Fatigue
Strength Assessment of Tankers’’.
If other fatigue data are to be used, the background and supporting data are to be submitted
for review.
In this regard, clarification is required whether or not the stress concentration due to the weld
profile, certain structural configurations and also the heat effects are accounted for in the
proposed S-N curve. Consideration is also to be given to the additional stress concentrations.
7.1.3 Total Stress Range 5-1-5/7.1.3

For determining total stress ranges, the fluctuating stress components resulting from the load
combinations specified in 5-1-A1/7.5 are to be considered.
7.1.4 Design Consideration 5-1-5/7.1.4

In design, consideration is to be given to the minimization of structural notches and stress
concentrations. Areas subject to highly concentrated forces are to be properly configured and
stiffened to dissipate the concentrated loads. See also 5-1-4/1.5.
Part 5
FIGURE 1
(1995)
B/2
A.P. cL F.P.
7.3 Procedures 5-1-5/7.3

The analysis of fatigue strength for a welded structural joint/detail may be performed in accordance
with the following procedures.
7.3.1 Step 1—Classification of Various Critical Locations 5-1-5/7.3.1

The class designations and associated load patterns are given in 5-1-A1/Table 1
7.3.2 Step 2—Permissible Stress Range Approach 5-1-5/7.3.2

Where deemed appropriate, the total applied stress range of the structural details classified in
Step 1 may be checked against the permissible stress ranges as shown in Appendix 5-1-A1.
Part 5
7.3.3 Step 3—Refined Analysis 5-1-5/7.3.3

For structural details for which the total applied stress ranges obtained from Step 2 are greater
than the permissible stress ranges, or for which the fatigue characteristics are not covered by
the classified details and associated S-N curves, refined analyses are to be performed as
outlined in 5-1-5/7.3.3(a) or 5-1-5/7.3.3(b) below.
The fatigue life of structures is generally not to be less than 20 years unless otherwise
specified.
7.3.3(a) Spectral Analysis
Alternatively, a spectral analysis may be performed as outlined in 5-1-5/7.5 below to directly
calculate fatigue lives for the structural details in question.
7.3.3(b) Refined Fatigue Data
For structural details which are not covered by the detail classifications, proposed S-N curves
and the associated SCF’s, when applicable, may be submitted for consideration. In this
regard, sufficient supporting data and background are also to be submitted for review. The
refined SCF’s may be determined by finite element analyses.
7.5 Spectral Analysis 5-1-5/7.5

Where the option in 5-1-5/7.3.3(a) is exercised, a spectral analysis is to be performed in accordance
with the following guidelines.
7.5.1 Representative Loading Patterns 5-1-5/7.5.1

Several representative loading patterns are to be considered to cover the worst scenarios
anticipated for the design service life of the vessel with respect to hull girder local loads.
7.5.2 Environmental Representation 5-1-5/7.5.2

Instead of the design wave loads specified in Section 5-1-3, a wave scatter diagram (such as
Walden’s Data) is to be employed to simulate a representative distribution of all the wave
conditions expected for the design service life of the vessel. In general, the wave data is to
cover a time period of not less than 20 years. The probability of occurrence for each
combination of significant wave height and mean period of the representative wave scatter
diagram is to be weighted based on the transit time of the vessel at each wave environment
within anticipated shipping routes. The representative environment (the wave scatter diagram)
is not to be taken less severe than North Atlantic Ocean in terms of fatigue damage.
7.5.3 Calculation of Wave Load RAO’s 5-1-5/7.5.3

The wave load RAO’s with respect to the wave-induced bending moments, shear forces,
motions, accelerations and hydrodynamic pressures can then be predicted by ship motion
calculation for a selected representative loading condition.
7.5.4 Generation of Stress Spectrum 5-1-5/7.5.4

The stress spectrum for each critical structural detail (spot) may be generated by performing a
structural analysis accounting for all the wave loads separately for each individual wave
group. For this purpose, the 3D structural model and 2D models specified in 5-1-5/9 may be
used for determining structural responses. The additional secondary and tertiary stresses are
also to be considered.
7.5.5 Cumulative Fatigue Damage and Fatigue Life 5-1-5/7.5.5

Based on the stress spectrum and wave scatter diagram established above, the cumulative
fatigue damage and the corresponding fatigue life can be estimated by the Palmgren-Miner
linear damage rule.
Part 5
9 Calculation of Structural Responses (1995) 5-1-5/9
9.1 Methods of Approach and Analysis Procedures (1997) 5-1-5/9.1

Maximum stresses in the structure are to be determined by performing structural analyses as outlined
below. Guidelines on structural idealization, load application, and structural analysis are given in ABS
‘‘Guidance for Finite Element Analysis of Tanker Structures’’.
In general, the strength assessment is to be focused on the results obtained from structures in the mid
hold of a three hold length model. However, the deck transverse, the side transverse, the vertical web
on longitudinal bulkheads, the horizontal girder and the vertical web on transverse bulkheads and the
strut are to be assessed using the end holds of a three hold length model as well.
9.3 3D Finite Element Models (1995) 5-1-5/9.3

To determine the load distribution in the structure, a simplified three-dimensional finite element
model, representing usually three bays of tanks within 0.4L amidships, is required.
For hull structures beyond 0.4L amidships, the same 3D model may be used with modifications to the
structural properties and the applied loads, provided that the structural configurations are considered
as representative of the location under consideration.

To determine the stress distribution in major supporting structures, particularly at intersections of two
or more structural members, two dimensional fine mesh finite element models are required.
9.7 Local Structural Models (1995) 5-1-5/9.7

To examine stress concentration, such as at intersections of longitudinals with transverses and at cut
outs, a 3D fine mesh model is to be used.
9.9 Load Cases (1995) 5-1-5/9.9

When performing structural analysis, the eight combined load cases specified in 5-1-3/9.1 are to be
considered. In general, the structural responses for the still-water conditions are to be calculated
separately to establish reference points for assessing the wave-induced responses. Additional load
cases may be required for special loading patterns and unusual design functions, such as sloshing
loads, as specified in 5-1-3/11. Additional load cases may also be required for hull structures beyond
the region of 0.4L amidships.
PART
5
more in Length)
SECTION 6 Hull Structure Beyond 0.4L

Amidships
CONTENTS
1.1 General................................................................................. 137
1.3 Structures within Cargo Spaces ........................................... 137
3 Forebody Side Shell Structure ........................................... 137
3.1 Side shell Plating .................................................................. 137
3.3 Side Frames and Longitudinals............................................ 139
3.5 Side Transverses and Stringers in Forebody....................... 140
5 Transition Zone ................................................................... 148
7 Forebody Strengthening for Slamming ............................. 148
7.1 Bottom Slamming ................................................................. 148
7.3 Bowflare Slamming .............................................................. 149
Figure 1 Transverse Distribution of pd .................................. 140

Figure 2 Definition of Spans .................................................. 147
PART
5
more in Length)

Amidships 5 - 1 - 6
1.1 General 5-1-6/1.1

The structural configurations, stiffening systems and design scantlings of the hull structures located
beyond 0.4L amidships, including the forebody, aft end and machinery spaces, are to be in compliance
with 5-2-2/17 and this Section of the Rules.
1.3 Structures within Cargo Spaces 5-1-6/1.3

The scantlings of longitudinal structural members and elements in way of cargo spaces beyond the
0.4L amidships may be gradually reduced toward 0.125L from the ends, provided that the hull girder
section modulus is in compliance with the specifications given in 3-2-1/3.7.1 and that the strength of
the structure satisfies the material yielding, buckling and ultimate strength criteria specified in 5-1-5/3
and 5-1-5/5.
3 Forebody Side Shell Structure (2000) 5-1-6/3

In addition to the requirements specified in other relevant sections of the Rules, the scantlings of the
structure forward of 0.4L amidships are also to satisfy the requirements in 5-1-6/3.1, 5-1-6/3.3 and
5-1-6/3.5 below.
The nominal design corrosion values in the forepeak tank may be taken as 1.5 mm in determining
design scantlings.
3.1 Side shell Plating5-1-6/3.1
3.1.1 Plating Forward of Forepeak Bulkhead5-1-6/3.1.1

The net thickness of the side shell plating forward of the forepeak bulkhead is to be not less
than t1, t2 and t3 specified below.
Part 5
Section 6 Hull Structure Beyond 0.4L Amidships 5-1-6
t1 = 0.73s(k1 p/f1)1/2 in mm (in.)
t2 = 0.73s(k2 p/f2)1/2 in mm (in.)
t3 = 0.73sk(k3 pb /f3)1/2 in mm (in).,

for side shell and bow plating above LWL in the region from the forward end to the forepeak
bulkhead
where
s = spacing of stiffeners, in mm (in.)
k1 = 0.342 for longitudinally and 0.50 for transversely stiffened plating
k3 = 0.50
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)

= 1.0 (α > 2)
α = aspect ratio of the panel (longer edge/shorter edge)
f1 = 0.45Sm fy , in N/cm2 (kgf/cm2, lbf/in2) in the longitudinal direction for
longitudinally stiffened plating
f1 = 0.60Sm fy , in N/cm2 (kgf/cm2, lbf/in2) in the longitudinal direction for
transversely stiffened plating
f2 = 0.80Sm fy , in N/cm2 (kgf/cm2, lbf/in2) in the transverse (vertical) direction
f3 = 0.85Sm fy , in N/cm2 (kgf/cm2, lbf/in2)
p = nominal pressure |pi − pe|, in N/cm2 (kgf/cm2, lbf/in2), as specified in

5-1-3/Table 3 at the upper turn of bilge level amidships with the
following modifications
i) Ati is to be calculated at the forward or aft end of the tank, whichever is greater
ii) Ae is to be calculated at the center of the panel in accordance with 5-1-3/5.5.3, using
L.C.7 with kfo = 1.0 and xo located amidships
iii) Be is to be calculated at 0.05L from FP in accordance with
5-1-3/5.5 (ps + ku pd , full draft, heading angle = 0, ku = 1.1)
pb = the maximum bow pressure = kupbij
ku = 1.1
pbij = nominal bow pressure as specified in 5-1-3/13.1.1 at the lowest point of
the panel, in N/cm2 (kgf/cm2, lbf/in2)
3.1.2 Plating between Forepeak Bulkhead and 0.125L from FP5-1-6/3.1.2

Aft of the forepeak bulkhead and forward of 0.125L from FP, the side shell plating is to be
not less than as given in 5-1-6/3.1.1 with Be calculated at 0.125L.
Part 5
3.1.3 Plating between 0.3L and 0.125L from FP 5-1-6/3.1.3

The net thickness of the side shell plating between 0.3L and 0.125L from FP is to be
determined from the equations in 5-1-4/5.3 and 5-1-6/3.1.2 above with Be calculated at the
longitudinal location under consideration. Between 0.3L and 0.25L from FP the internal
pressure need not be greater than that obtained amidships. The permissible stress f1 between
0.3L and 0.2L from FP is to be obtained by linear interpolation between midship region
(5-1-4/9.1) and the permissible stress f1 as specified in 5-1-6/3.1.
3.3 Side Frames and Longitudinals5-1-6/3.3
3.3.1 Side Frames and Longitudinals Forward of 0.3L from FP5-1-6/3.3.1

The net section modulus of side longitudinals and frames in association with the effective
plating to which they are attached, is to be not less than that obtained from the following
equation:
SM = M/fbi in cm3(in3)
M = 1000ps ! 2/k in N-cm (kgf-cm, lbf-in.)

where
k = 12(12, 83.33)
5-1-3/Table 3 with the following modifications.
i) Ati is to be calculated at the forward or aft end of the tank, whichever is greater.
Between 0.3L and 0.25L aft of the FP the internal pressure need not be greater than
that obtained amidships.
ii) Ae is to be calculated at the center of the panel in accordance with 5-1-3/5.5.3 using
L.C.7 with kfo = 1.0 and xo located amidships.
iii) Be is to be calculated at the center of the panel in accordance with 5-1-3/5.5 (ps + ku
pd , full draft, heading angle = 0, ku = 1.1), with the distribution of pd, as shown in 5-
1-6/Figure 1, at the side longitudinal and frame under consideration.
Longitudinal distribution of pd may be taken as constant from the FP to forepeak bulkhead as
per 5-1-6/3.1.1 and from 0.125L to the forepeak bulkhead as per 5-1-6/3.1.2. Pd is to be
calculated in accordance with 5-1-3/5.5 between 0.3L and 0.125L from FP as per 5-1-6/3.1.3.
fbi = 0.80Sm fy in N/cm2 (kgf/cm2, lbf/in2), for longitudinals between 0.125L
and 0.2L from FP
= 0.85Sm fy in N/cm2 (kgf/cm2, lbf/in2), for longitudinals forward 0.125L
from FP
= 0.85Sm fy in N/cm2 (kgf/cm2, lbf/in2), for vertical frames (other than hold
frames)
Between 0.3L and 0.2L from FP the permissible stress is to be obtained by linear interpolation
between midship region and 0.80Sm fy
Part 5
For side longitudinal/stiffener in the region forward of 0.0125L from FP and above LWL, the
section modulus is not to be less than obtained from the above equation based on p = pb ,
fb = 0.95Sm fy and k = 16(16, 111.1), where pb is as defined in 5-1-6/3.1 above.
Figure 1
Transverse Distribution of pd (2000)
3.5 Side Transverses and Stringers in Forebody5-1-6/3.5
3.5.1 Section Modulus5-1-6/3.5.1

The net section modulus of side transverse and stringer in association with the effective side
shell plating is not to be less than obtained from the following equation.
SM = M/fb in cm3 (in3)
3.5.1(a) Longitudinally Framed Side Shell
For side stringer
M = 1000c1c2 ps ! t ! s /k in N-cm (kgf-cm, lbf-in)
For side transverse, M is not to be less than M1 or M2, whichever is greater
M1 = 1000c3 ps ! 2t (1.0 − c4φ)/k in N-cm (kgf-cm, lbf-in.)
M2 = 850p1s ! 2t1 /k in N-cm (kgf-cm, lbf-in.)

where
k = 0.12 (0.12, 0.833)
c1 = 0.125 + 0.875φ, but not less than 0.3
Coefficients c2, c3 and c4 are given in the tables below.
Part 5
Coefficient c2
Number of Side Stringers No Stringer One Stringer More than one

Between Platforms (flats) Stringer
Top Stringer 0.70
Stringers Between Top and 0.0 0.90 0.75
Lowest Stringers
Lowest Stringer 0.80
Coefficient c3

Transverse above Top 0.55 0.55
Stringer
Transverse Between Top 0.85 — 0.64
and Lowest Stringers
Transverse Below Lowest 0.68 0.68
Stringer
Coefficient c4

Transverses 0.0 0.75 0.80
p = nominal pressure, |pi − pe|, in kN/m2 (tf/m2, Ltf/ft2), over the side
transverses using the same load cases as specified in 5-1-3/Table 3 for
side transverses in lower wing tank. Ati, Ae and Be may be taken at the
center of the side shell panel under consideration with the following
modifications
i) Ae is to be calculated in accordance with 5-1-3/5.5.3 using L.C.7
with kfo = 1.0 and xo located amidships
ii) Be is to be calculated in accordance with 5-1-3/5.5 (ps + ku pd ,
full draft, heading angle = 0, ku = 1) with the distribution of pd as
p1 = nominal pressure, |pi − pe|, in kN/m2 (tf/m2, Ltf/ft2), using the same load
cases as specified in 5-1-3/Table 3 for side transverses in lower wing
tank, with Ati, Ae and Be calculated at the midspan ! s1 (between side
stringers or between side stringer and platform, flat as shown in
5-1-6/Figure 2) of the side transverse under consideration, with the
following modifications
with kfo = 1.0 and xo located amidships.
Part 5
For side transverses

s = sum of half distances, in m (ft), between side transverse under
consideration and adjacent side transverses or transverse bulkhead
For side stringers
s = 0.45 ! s
φ = 1/(1 + α)
α = 1.33(It /Is)( ! s ! t)3
It = moment of inertia, in cm4 (in4) (with effective side plating), of side
transverse. It is to be taken as average of those at the middle of each span
! t1 between side stringers or side stringer and platform (flat), clear of the
bracket
Is = moment of inertia in cm4 (in4) (with effective side plating) of side
stringer at the middle of the span ! s, clear of the bracket
! t ,! s = spans, in m (ft), of the side transverse ( ! t) and side girder ( ! s) under
consideration as shown in 5-1-6/Figure 2
! t1 = span, in m (ft), of side transverse under consideration between stringers,
or stringer and platform (flat), as shown in 5-1-6/Figure 2b
When calculating α, if more than one side transverse or stringer is fitted and they are not
identical, average values of It and Is within side shell panel (panel between transverse
bulkheads and platforms, flats) are to be used.
fb = permissible bending stress in N/cm2 (kgf/cm2, lbf/in.2)
= 0.75Sm fy
The bending moment for side transverse below stringer (or below the platform if no stringer is
fitted) is not to be less than 80% of that for side transverse above stringer (or above platform
if no stringer is fitted).
3.5.1(b) Transversely Framed Side Shell
For side transverse
M = 1000c1ps ! t ! s /k in N-cm (kgf-cm, lbf-in)
For side stringer, M is not to be less than M1 or M2, whichever is greater
M1 = 1000c2 ps ! 2s (1.0 − c3φ1)/k in N-cm (kgf-cm, lbf-in.)

M2 = 1100p1s ! s1/k in N-cm (kgf-cm, lbf-in.)
where
k = 0.12 (0.12, 0.833)
c1 = 0.10 + 0.7φ1, but not to be taken less than 0.085
If no side transverses are fitted between transverse bulkheads
c2 = 1.1
c3 = 0
Part 5
If side transverses are fitted between transverse bulkheads

c2 = 0.8
c3 = 0.8
stringers using the same load cases as specified in 5-1-3/Table 3 for side
transverses in lower wing tank. Ati, Ae and Be may be taken at the center
of the side shell panel under consideration with the following
modifications
full draft, heading angle = 0, ku = 1), with the distribution of pd as
transverses or between side transverse and transverse bulkhead as shown
in 5-1-6/Figure 2a ) of the side stringer under consideration, with the
following modifications.
For side stringers
s = sum of half distances in m (ft) between side stringer under consideration
and adjacent side stringers or platforms (flats)
s = 0.45 ! t
φ1 = α/(1 + α)
! s1 = span, in m (ft), of the side stringer under consideration between side
transverses or side transverse and transverse bulkhead, as shown in
Figure 5/2A.4.10a
fb = permissible bending stress in N/cm2 (kgf/cm2, lbf/in2)
= 0.75Sm fy
! t, ! s and α are as defined in 5-1-6/3.5.1(a) above.
Part 5
3.5.2 Sectional Area of Web5-1-6/3.5.2

The net sectional area of the web portion of the side transverse and side stringer is not to be
less than obtained from the following equation.
A = F/fs
3.5.2(a) Longitudinally Framed Side Shell
For side stringer
F = 1000kc1p ! s in N (kgf, lbf)
For side transverse, F is not to be less than F1 or F2 whichever is greater
F1 = 850kc2p ! s(1.0 − c3φ − 2he / ! ) N (kgf, lbf)
F2 = 1700kc2p1s(0.5 ! 1 − he) N (kgf, lbf)

where
k = 0.5(0.5, 1.12)
Coefficient c1

Stringers 0.0 0.52 0.40
Coefficient c2

Transverses Above Top 0.9 0.9
Stringer
Stringer
Coefficient c3

! = span, in m (ft), of the side transverse under consideration between

platforms (flats), as shown in 5-1-6/Figure 2b
!1 = span, in m (ft), of the side transverse under consideration between side
stringers or side stringer and platform (flat), as shown in 5-1-6/Figure 2b
he = length, in m (ft), of the end bracket of the side transverse, as shown in
5-1-6/Figure 2b
Part 5
To obtain F1, he is equal to the length of the end bracket at the end of span ! of side
transverse, as shown in 5-1-6/Figure 2b.
To obtain F2, he is equal to the length of the end bracket at the end of span ! 1 of side
= 0.45Sm fy
p, p1, φ and s are as defined in 5-1-6/3.5.1(a) above.
The shear force for the side transverse below the lowest stringer (or below the platform if no
stringer is fitted), is not to be less than 110% of that for the side transverse above the top
stringer (or above the platform is no stringer is fitted).
For side transverse
For side stringer, F is not to be less than F1 or F2 whichever is greater
F1 = 1000kp ! s(1.0 − 0.6φ1 − 2he / ! ) in N (kgf, lbf)
F2 = 2000kp1s(0.5 ! 1 − he) in N (kgf, lbf)

where
k = 0.5 (0.5, 1.12)
! = span, in m (ft), of the side stringer under consideration between
transverse bulkheads as shown in 5-1-6/Figure 2a
!1 = span, in m (ft), of the side stringer under consideration between side
transverses or side transverse and bulkhead, as shown in 5-1-6/Figure 2a
he = length, in m (ft), of the end bracket of the side stringer under
consideration as shown in 5-1-6/Figure 2a
To obtain F1, he is equal to the length of the end bracket at the end of span ! of the side
stringer, as shown in 5-1-6/Figure 2a.
To obtain F2, he is equal to the length of the end bracket at the end of span ! 1 of the side
fs = permissible shear stress, in N/cm2 (kgf/cm2, lbf/ in2)
= 0.45Sm fy
Sm and fy are as defined in 5-1-4/7.3.1
p, p1, φ1 and s are as defined in 5-1-6/3.5.1(a) above.
3.5.3 Depth of Transverse/Stringer5-1-6/3.5.3

The depths of side transverses and stringers, dw, are neither to be less than obtained from the
following equations nor to be less than 2.5 times the depth of the slots respectively.
Part 5
3.5.3(a) Longitudinally Framed Shell

For side transverse
If side stringer is fitted between platforms (flats)
dw = (0.08 + 0.80α) ! t for α ≤ 0.05
= (0.116 + 0.084α) ! t for α > 0.05
and need not be greater than 0.2 ! t
If no side stringer is fitted between platforms (flats), dw is not to be less than 0.2 ! t or 0.06D,
whichever is greater.
For side stringer
dw = (0.42 − 0.9α) ! s for α ≤ 0.2
= (0.244 − 0.0207α) ! s for α > 0.2

α is not to be taken greater than 8.0 to determine the depth of the side stringer.
D is as defined in 3-1-1/7.
For side stringer
If side transverse is fitted between transverse bulkheads
dw = (0.08 + 0.80α1) ! s for α1 ≤ 0.05
= (0.116 + 0.084α1) ! s for α1 > 0.05
and need not be greater than 0.2 ! s
If no side transverse is fitted between transverse bulkheads
dw = 0.2 ! s
For side transverse
dw = (0.277 − 0.385α1) ! t for α1 ≤ 0.2
= (0.204 − 0.205α1) ! t for α1 > 0.2

α1 is not to be taken greater than 7.5 to determine the depth of the side transverse
where
α1 = 1/α
3.5.4 Thickness 5-1-6/3.5.4

The net thickness of side transverse and stringer is not to be less than 9.5 mm (0.374 in.)
Part 5
Figure 2
Definition of Spans (2000)
Part 5
5 Transition Zone (2000) 5-1-6/5

In the transition zone between the forepeak and the No.1 cargo tank region due consideration is to be
given to the proper tapering of major longitudinal members within the forepeak such as flats, decks,
horizontal ring frames or side stringers aft into the cargo hold. Where such structure is in line with
longitudinal members aft of the forward cargo tank bulkhead, this may be effected by fitting of large
tapering brackets. These brackets are to have a taper of 4:1.
7 Forebody Strengthening for Slamming (2000) 5-1-6/7

Where the hull structure is subject to slamming as specified in 5-1-3/13, proper strengthening may be
required as outlined below.
7.1 Bottom Slamming5-1-6/7.1
7.1.1 Bottom Plating5-1-6/7.1.1

When bottom slamming as specified in 5-1-3/13 is considered, the bottom structure in the
region of the flat bottom forward of 0.25L measured from the FP is to be in compliance with
the following requirement.
The net thickness of the flat bottom plating forward of 0.25L measured from the FP is not to
be less than t obtained from the following equation:
t = 0.73s(k2 k3 ps/f)1/2 in mm (in.)
where
s = spacing of longitudinal or transverse stiffeners, in mm (in.)
k2 = 0.5 k2 for longitudinally stiffened plating
= 0.342 for transversely stiffened plating
k3 = 0.74
k = (3.075 (α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)

= 1.0 (α > 2)
ps = the design slamming pressure = ku psi
For determination of t, the pressure ps is to be taken at the center of the supported
panel.
psi = nominal bottom slamming pressure as specified in 5-1-3/13.3.1 in N/cm2
(kgf/cm2, lbf/in2)
ku = slamming load factor = 1.1
The maximum nominal bottom slamming pressure occurring along the vessel is to be
applied to the bottom plating between the foremost extent of the flat of bottom and
0.125L from the FP. The pressure beyond this region may be gradually tapered to the
longitudinal location where the nominal slamming pressure is calculated as zero.
Part 5
f = permissible bending stress, in N/cm2 (kgf/cm2, lbf/in2)

= 0.85Sm fy
7.1.2 Bottom Longitudinals and Stiffeners5-1-6/7.1.2

The section modulus of the stiffener including the associated effective plating on the flat
bottom forward of 0.25L measured from FP is not to be less than obtained from the following
equation:
M = 1000pss ! 2/k in N-cm (kgf-cm, lbf-in.)

where
k = 16 (16, 111.1)
ps = the design slamming pressure = ku psi
For determination of M, the pressure ps is to be taken at the midpoint of the span !
psi = nominal bottom slamming pressure as specified in 5-1-3/13.3.1 in N/cm2
(kgf/cm2, lbf/in2)
The maximum nominal bottom slamming pressure occurring along the vessel is to be
applied to the bottom stiffeners between the foremost extent of the flat of bottom and
0.125L from the FP. The pressure beyond this region may be gradually tapered to the
longitudinal location where the nominal slamming pressure is calculated as zero.
! = the unsupported span of the stiffener, in m (ft)
fb = 0.9Sm fy for transverse and longitudinal stiffeners in the region forward of
0.125L measured from the FP
= 0.8Sm fy for longitudinal stiffeners in the region between 0.125L and
0.25L measured from the FP
The effective breadth of plating be is as defined in 5-1-4/7.5.
Struts connecting the bottom and inner bottom longitudinals are not to be fitted.
7.3 Bowflare Slamming 5-1-6/7.3

When bowflare slamming as specified in 5-1-3/13.5 is considered, the side shell structure above the
waterline in the region between 0.0125L and 0.25L from the FP is to be in compliance with the
following requirements.
7.3.1 Side Shell Plating5-1-6/7.3.1

The net thickness of the side shell plating between 0.0125L and 0.25L from the FP is not to be
less than t1 or t2, whichever is greater, obtained from the following equations:
t1= 0.73s(k1 ps/f1)1/2 in mm (in.)
t2 = 0.73s(k2 ps/f2)1/2 in mm (in.)
Part 5
where
ps = the maximum slamming pressure = ku pij
pij = nominal bowflare slamming pressure as specified in 5-1-3/13.5.1 at the
lowest point of the panel, in N/cm2 (kgf/cm2, lbf/in2)
f1 = 0.85Sm fy for side shell plating forward of 0.125L from the FP, in N/cm2
(kgf/cm2, lbf/in2)
= 0.75Sm fy for side shell plating in the region between 0.125L and 0.25L
from the FP, in N/cm2 (kgf/cm2, lbf/in2)
k1 = 0.342 for longitudinally stiffened plating
s, Sm and fy are as defined in 5-1-6/7.1.1 above.
7.3.2 Side Longitudinals and Stiffeners5-1-6/7.3.2

The section modulus of the stiffener, including the associated effective plating, is not to be
M = 1000pss ! 2/k, in N-cm (kgf-cm, lbf-in.)

where
k = 16 (16, 111.1)
! = unsupported span of the stiffener, in m (ft)
ps = the maximum slamming pressure, in N/cm2 (kgf/cm2, lbf/in2), as defined
in 5-1-6/7.3.1 at the midpoint of the span !
s and fb are as defined in 5-1-6/7.1 above
The effective breadth of plating, be, is as defined in 5-1-4/7.5.
7.3.3 Side Transverses and Side Stringers5-1-6/7.3.3

The net section modulus and sectional area requirements for side transverses and side
stringers as specified in 5-1-6/3.5 are to be met with the bow flare slamming pressure as
specified in 5-1-3/13.5.2 for the region between 0.0125L and 0.25L from FP.
PART
5
more in Length)
SECTION 7 Cargo Oil and Associated Systems
CONTENTS
1 General................................................................................. 155
1.1 Application ............................................................................ 155
1.3 Definitions............................................................................. 156
1.5 Plans and data to be submitted............................................ 157
1.7 Some general principles....................................................... 157
1.9 Cargo oil having a flash point exceeding 60°C .................... 158
3 Cargo oil, stripping and crude oil washing systems......... 159
3.1 General................................................................................. 159
3.3 Cargo oil system................................................................... 159
3.5 Remotely operated valves.................................................... 162
5 Ballast system and oily water handling ............................. 162
5.1 Segregated ballast ............................................................... 162
5.3 Ballast System...................................................................... 163
7 Bilge system ........................................................................ 164
7.1 General................................................................................. 164
7.3 Pump room and cofferdams bilge system............................ 164
7.5 Bilge alarms.......................................................................... 164
7.7 Discharge of machinery space bilges into slop tank ............ 165
9 Cargo heating systems ....................................................... 165
9.1 Temperature ......................................................................... 165
9.3 Steam heating system.......................................................... 165
9.5 Thermal oil heating system .................................................. 166
11 Cargo tank venting .............................................................. 166
11.1 General principles ................................................................ 166
11.3 Venting capacity ................................................................... 166
11.5 Vent piping............................................................................ 167
11.7 Self-draining of vent piping................................................... 167
11.9 Flame arresting devices ....................................................... 167
11.11 Protection for tank over-pressurization and vacuum............ 167
11.13 Position of pressure/vacuum valves..................................... 168
11.15 Pressure/vacuum valve by-pass .......................................... 168
11.17 Vent outlets for large flow volumes ...................................... 168
11.19 Arrangement for combination carriers .................................. 169
13 Cargo tank level gauging.....................................................169
13.1 Cargo tanks fitted with inert gas system .............................. 169
13.3 Cargo tanks not fitted with inert gas system ........................ 169
15 Cargo tank purging and/or gas-freeing ..............................169
15.1 General................................................................................. 169
15.3 Vessels fitted with inert gas system ..................................... 169
15.5 Vessels without inert gas system ......................................... 170
17 Ventilation and gas detection .............................................170
17.1 Cargo pump room ventilation ............................................... 170
17.3 Precautions for ventilation of accommodation and machinery
spaces .................................................................................. 171
17.5 Pipe tunnel or duct keel ventilation....................................... 171
17.7 Portable gas measuring instruments.................................... 171
17.9 Gas sampling system installation ......................................... 171
17.11 Ventilation for combination carriers ...................................... 172
19 Double hull space inerting, ventilation and gas
measurement .......................................................................172
19.1 Air supply.............................................................................. 172
19.3 Vessels fitted with inert gas system ..................................... 172
19.5 Provisions for gas measurement.......................................... 173
21 Cargo vapor emission control systems .............................173
21.1 Application ............................................................................ 173
21.3 Plans and data to be submitted............................................ 173
21.5 Cargo transfer rate ............................................................... 173
21.7 Vapor collection piping ......................................................... 175
21.9 Ship side vapor connection .................................................. 175
21.11 Pressure/vacuum protection of cargo tanks......................... 176
21.13 Gauging systems.................................................................. 176
21.15 Tank overfill protection ......................................................... 177
21.17 Electrical installations ........................................................... 177
21.19 Vapor collection for lightering operations ............................. 177
21.21 Instruction manual ................................................................ 178
23 Cargo tank protection..........................................................178
23.1 Inert gas system and deck foam system .............................. 178
23.3 Crude oil washing ................................................................. 179
23.5 Fire main isolation valve....................................................... 179
23.7 Fireman’s outfits ................................................................... 179
25 Inert gas system...................................................................179
25.1 General................................................................................. 179
25.3 Basic requirements............................................................... 179
25.5 System capacity and oxygen content................................... 180
25.7 Source of inert gas ............................................................... 180
25.9 Flue gas isolating valves ...................................................... 180
25.11 Flue gas scrubber................................................................. 180
25.13 Blowers................................................................................. 181
25.15 Flue gas leakage .................................................................. 181
25.17 Gas regulating valve............................................................. 181
25.19 Non-return devices ............................................................... 182
25.21 Branching of inert gas main.................................................. 183
25.23 Venting for large gas volumes.............................................. 183
25.25 Inerting, purging or gas-freeing of empty tanks.................... 183
25.27 Pressure/vacuum-breaking devices ..................................... 184
25.29 Instrumentation at gas blower outlets .................................. 185
25.31 Monitoring of inert gas.......................................................... 185
25.33 Portable instruments ............................................................ 185
25.35 Calibration of instruments..................................................... 185
25.37 Alarms and shutdowns ......................................................... 185
25.39 Instruction manuals .............................................................. 187
25.41 Nitrogen generator inert gas systems .................................. 187
27 Fixed deck foam system ..................................................... 189
27.1 General................................................................................. 189
27.3 Foam solution supply rate .................................................... 189
27.5 Foam concentrate quantity................................................... 190
27.7 Required foam monitor and foam applicator capacities ....... 190
27.9 Minimum foam monitor capacity........................................... 190
27.11 Installation at poop front ....................................................... 190
27.13 Use and minimum capacity of foam applicators................... 190
27.15 Foam main and fire main isolation valves ............................ 191
27.17 Simultaneous operation........................................................ 191
29 Cargo pump room protection ............................................. 191
29.1 Fixed fire extinguishing system ............................................ 191
29.3 Required quantity of fire-extinguishing medium ................... 191
31 Electrical installations......................................................... 191
31.1 Application ............................................................................ 191
31.3 Limited use of earthed distribution systems ......................... 191
31.5 Hazardous areas .................................................................. 192
31.7 Air locks ................................................................................ 194
31.9 Electrical equipment permitted in hazardous areas ............. 195
31.11 Cable installation in hazardous areas .................................. 195
31.13 Echo sounder; speed Log; impressed current system ......... 196
31.15 Cargo oil pump room............................................................ 196
31.17 Pipe tunnel or duct keel........................................................ 197
TABLE 1 Electrical equipment in hazardous areas of oil
carriers......................................................................195
FIGURE 1 Connection between inert gas main and

cargo piping..............................................................184
FIGURE 2 Hazardous areas on open deck...............................194
PART
5
more in Length)

5-1-7
1 General 5-1-7/1
1.1.1 Flash point 5-1-7/1.1.1

Provisions of Part 5 Chapter 1 Section 7 (referred to as Section 5-1-7) apply primarily to
vessels intended to carry in bulk oil or petroleum products having a flash point of 60°C
(140°F), closed cup test, or below. Vessels intended only to carry in bulk oil or petroleum
products having a flash point exceeding 60°C (140°F) may comply with the provisions of
5-1-7/1.9 hereunder.
1.1.2 Class notations 5-1-7/1.1.2

Provisions of Section 5-1-7 form a part of the necessary condition for assigning the
classification notation Oil Carrier. Vessels intended only to carry in bulk oil or petroleum
products having a flash point exceeding 60°C (140°F), the notation Fuel Oil Carrier is to be
assigned. See 5-1-1/1.1 and 5-2-1/1.1.
Where requested by the owner, vessels in which all cargo piping and valve control piping are
located above the double bottom will be assigned the notation CPP (Cargo Piping Protected).
CPP is not a condition of classification. See 5-1-7/3.3.4.
Where a cargo vapor emission control system is installed, provisions of 5-1-7/21 are
applicable. Systems satisfying these provisions will be assigned with the notation VEC.
Systems satisfying the additional provisions of 5-1-7/21.19 for lightering operation will be
assigned with the notation VEC-L.
1.1.3 AMS notation 5-1-7/1.1.3

Provisions of Part 4, pertaining to assigning the machinery class notation AMS, are applicable
to oil carriers and fuel oil carriers in addition to the provisions of this section. See Section
4-1-1.
Part 5
Section 7 Cargo Oil and Associated Systems 5-1-7
1.1.4 Combination carriers 5-1-7/1.1.4

Combination Carriers when engaged in the carriage of oil are to comply with these
requirements. In general, combination carriers are not permitted to carry oil and bulk cargoes
simultaneously.
1.3 Definitions 5-1-7/1.3
1.3.1 Crude oil carrier 5-1-7/1.3.1

Crude oil carrier is a vessel engaged in the trade of carrying crude oil. Crude oil means any
liquid hydrocarbon mixture occurring naturally in the earth whether or not treated to render it
suitable for transportation and includes:
crude oil from which certain distillate fractions may have been removed; and
crude oil to which certain distillate fractions may have been added.
1.3.2 Product carrier 5-1-7/1.3.2

Product carrier is a vessel engaged in the trade of carrying oil other than crude oil.
1.3.3 Oil carrier 5-1-7/1.3.3

As used throughout the Rules, oil carrier means any vessel engaged in the trade of carrying
crude oil or other oil products having a flash point of 60°C (140°F) or less.
1.3.4 Fuel oil carrier 5-1-7/1.3.4

As used throughout the Rules, fuel oil carrier means any vessel engaged in the trade of
carrying oil or oil products having a flash point above 60°C (140°F).
1.3.5 Combination carrier 5-1-7/1.3.5

Combination carrier is a vessel designed to carry either oil or solid cargoes in bulk.
1.3.6 Segregated ballast 5-1-7/1.3.6

Segregated ballast is the ballast water introduced into a tank which is completely separated
from the cargo oil and fuel oil systems and which is permanently allocated to the carriage of
ballast or to the carriage of ballast or cargoes other than oil.
1.3.7 Cargo area 5-1-7/1.3.7

Cargo area is that part of the vessel that contains cargo tanks, slop tanks and cargo pump
rooms including pump rooms, cofferdams, ballast and void spaces adjacent to cargo tanks and
also deck areas throughout the entire length and breadth of the part of the vessel over the
above mentioned spaces.
1.3.8 Hazardous areas 5-1-7/1.3.8

Areas where flammable or explosive gases or vapors are normally present or likely to be
present are known as hazardous areas. The flammable or explosive atmosphere may be
expected to exist continuously or intermittently. Typically the cargo area, spaces around cargo
tank openings, spaces around disconnectable cargo oil pipe joints, etc. are to be regarded as
hazardous areas. The word ‘hazardous’, where used in this section, means the presence of a
flammable atmosphere.
Part 5
1.5 Plans and data to be submitted 5-1-7/1.5

The following plans and data specific to oil carriers are to be submitted.
Booklet showing standard construction details for piping, see 4-6-1/9.5.
General arrangement showing the location of the cargo pump room, cargo pumps and cargo
tanks.
Cargo oil pumping and tank stripping system.
Cargo oil heating system.
Arrangement of cargo pumps, including drives and drive shaft bulkhead gland arrangements.
Cargo pump room ventilation.
Pipe tunnel/duct keel ventilation.
Gas detection systems for cargo pump room and pipe tunnel/duct keel.
Bilge pumping arrangements for cargo pump rooms and cofferdams.
Segregated ballast or ballast system, as applicable.
Cargo tanks venting and gas freeing systems including details of the pressure/vacuum valves.
Inert gas system, including inert gas generating plant, all control and monitoring devices, and
inert gas distribution piping.
Cargo vapor emission control system, see further details in 5-1-7/21.3.
Crude oil washing system and operational manual.
Oil discharge monitoring and control system and operational manual.
Fixed deck foam fire extinguishing system.
Fixed fire extinguishing system for cargo pump room.
Hazardous area plan and electrical equipment data, see 4-8-1/5.3.2.
Other electrical systems and installation, see 4-8-1/5.
1.7 Some general principles 5-1-7/1.7
1.7.1 Basic requirements 5-1-7/1.7.1

Provisions of Section 5-1-7 are intended to address flammable and pollution hazards of cargo
oil and are to be read in conjunction with requirements in Part 5, Chapter 1 and Part 5,
Chapter 2.
With respect to flammability hazards, these provisions (following the intent of SOLAS) seek
to:
segregate cargo oil from its ignition sources;
reduce the flammability of cargo oil vapor and air mixtures by means of:
cargo tank inerting,
effective dispersion of vapor released to the atmosphere, and
forced ventilation of enclosed spaces such as cargo pump room;
observe the safety of electrical equipment in hazardous areas; and
provide effective means of extinguishing fires should they break out.
Part 5
With respect to pollution hazards, these requirements (following the intent of MARPOL
Annex I) seek to:
provide segregated ballast;
separation of ballast piping from cargo piping, ballast piping from cargo tank, and
cargo piping from ballast tanks;
provide effective means for cargo tank cleaning;
provide means for processing and discharging contaminated waters.
1.7.2 Spaces adjacent to cargo tanks 5-1-7/1.7.2

Tanks and spaces separated from cargo tanks by a single deck or bulkhead may be
contaminated by cargo oil or vapor due to possible impairment of the common boundary.
These tanks and spaces are therefore, in principle, to be regarded as hazardous spaces. Piping
serving or having an opening into these tanks or spaces is likewise to be regarded as
contaminated and therefore is not permitted to enter machinery and other spaces normally
containing sources of ignition. Fuel oil bunker tanks adjacent to cargo oil tanks and associated
bunker fuel oil piping are specifically excluded from this consideration.
1.7.3 Piping passing through cargo tanks 5-1-7/1.7.3

Piping passes through cargo oil tanks, due to possible deterioration or leakage in the pipe or
pipe joints, may lead to contamination of liquid within the piping by cargo oil or vapor. Such
piping is therefore, in principle, not permitted to enter machinery and other spaces normally
containing sources of ignition. Steam systems used for heating cargo oil tanks, and hydraulic
systems used for operating valves located in cargo tanks are specifically excluded from this
consideration. See 5-1-7/9.3 and 5-1-7/3.5, respectively.
1.9 Cargo oil having a flash point exceeding 60°°C 5-1-7/1.9

For vessels intended only to carry in bulk oil or petroleum products having a flash point exceeding
60°C (140°F), provisions of Section 5-1-7 only apply where appropriate. In general, provisions
addressing flammable hazards of oil and vapor, such as that described in principle in 5-1-7/1.7, do not
apply; only provisions for oil pollution prevention apply. The following may be used as guidance for
applicability:
i) Cargo oil piping, tank level gauging, venting and heating systems: provisions of 4-6-4/13 for
fuel oil storage and transfer systems may apply in lieu of provisions in Section 5-1-7;
however, pollution prevention measures in Section 5-1-7 are applicable. Specifically, the
following provisions of Section 5-1-7 are applicable:
5-1-7/3.3.1, except 5-1-7/3.3.1(c), 5-1-7/3.3.1(d) and 5-1-7/3.3.1(e), for cargo pumps;
5-1-7/3.3.4, for cargo piping – pollution prevention measures;
5-1-7/3.5, for remotely operated valves;
5-1-7/11, cargo tank venting, only if pressure/vacuum valve controlled venting is
provided;
5-1-7/21, cargo vapor emission control system, where provided.
ii) Bilge and ballast systems: provisions of 4-6-4/5 and 4-6-4/7 may apply in lieu of provisions
of Section 5-1-7; however, pollution prevention measures in Section 5-1-7 are applicable.
Specifically, the following provisions of Section 5-1-7 are applicable:
5-1-7/5.3.1, except 5-1-7/5.3.1(b), for ballast pumps;
5-1-7/5.3.2(a) and 5-1-7/5.3.2(d) for ballast pipe routing;
Part 5
5-1-7/5.3.3 and 5-1-7/5.3.4 for discharge of segregated ballast water, dirty ballast
water, etc.,
5-1-7/7.1, 5-1-7/7.3.3 and 5-1-7/7.5 for bilge system of pump room, where a pump
room is provided.
iii) Cargo tank protection: a fixed deck foam system complying with 5-1-7/27 is to be provided.
iv) Electrical systems: provisions of Part 4, Chapter 8 will suffice; provisions of 5-1-7/31 need
not apply.
3 Cargo oil, stripping and crude oil washing systems 5-1-7/3
3.1 General 5-1-7/3.1

The following requirements are specific to cargo oil handling, cargo oil stripping and crude oil
washing systems. Requirements not specifically addressed in this section, such as piping material,
piping design, fabrication, testing, general installation details, and component certification, as given in
Section 4-6-1, Section 4-6-2, and Section 4-6-3, are to be complied with, as applicable.
3.3 Cargo oil system 5-1-7/3.3
3.3.1 Cargo pumps 5-1-7/3.3.1

3.3.1(a) Certification. Cargo pumps are to be certified in accordance with 4-6-1/7.3.
3.3.1(b) Alternative means of pumping. In general, should a cargo pump be inoperable, there
is to be an alternative means of pumping from the cargo tanks. This requirement may be met
by the provision of at least two cargo pumps. Where a single deep well or submerged pump
is installed in each cargo tank, an emergency means for pumping out the tank is to be
provided. For this purpose, a portable pump, which can be used safely, may be accepted.
3.3.1(c) Prime movers. Cargo and stripping pump prime movers that contain a source of
vapor ignition are not to be installed in the same space as the pumps and piping. Such prime
movers are to be separated from the pumps by a gastight bulkhead.
3.3.1(d) Cargo and stripping pump drive shaft. Where the pump prime mover is separated
from the pump by a gastight bulkhead, a flexible coupling is to be fitted in the drive shaft
passing through this gastight bulkhead. A stuffing box or a bulkhead gland is to be provided
in way of the shaft penetration at the gastight bulkhead.
Such stuffing box or bulkhead gland is to be gas tight and is to be designed to prevent any
leakage of gas from the pump room into the machinery space.
Means are to be provided for lubricating the stuffing boxes or bulkhead glands from outside
the pump room. The sealing part of these stuffing boxes or bulkhead glands is to be of non-
sparking construction. If a bellow piece is incorporated in the design, it is to be pressure tested
before being fitted.
3.3.1(e) Temperature alarm. Temperature sensing devices are to be provided for pump
bulkhead shaft glands, pump bearings and pump casings for pumps located in pump room
(see 5-1-7/3.3.1(b), 5-1-7/5.3.1(b) and 5-1-7/7.3.1). High temperature alarms are to be
provided at cargo control room or at pump control station.
3.3.1(f) Relief valve. A relief valve is to be installed in the discharge of each cargo and
stripping pump. The outlet from the relief valve is to be led to the suction side of the pump.
This relief valve need not be fitted in the case where centrifugal pumps are installed and the
piping is designed to withstand the shut-off head of the pumps.
Part 5
3.3.1(g) Cargo pump bypass. A by-pass is to be fitted around the cargo pump where cargo
loading is arranged through the riser or suction piping. The bypass may be omitted if the
cargo pump is of a type designed to allow flow through.
3.3.1(h) Pressure gauges. One pressure gauge for each pump is to be located at the pump
discharge. Where pumps are operated by prime movers external to the pump room, additional
pressure gauges are to be installed at either the cargo control room or at the pump prime
mover operating station.
3.3.2 Cargo oil piping – safety measures 5-1-7/3.3.2

3.3.2(a) Independence of cargo piping. Cargo piping systems are to be independent of all
other piping systems, except for emergency connection to ballast system, see 5-1-7/5.3.1(c),
and approved connection to inert gas main, see 5-1-7/25.25.4.
3.3.2(b) Routing. Cargo piping is not to be led outside of the cargo area except where permitted
for bow or stern loading and unloading in 5-1-7/3.3.3. Cargo piping is not to pass through fuel-oil
tanks or spaces containing machinery where sources of ignition are normally present. See also
5-1-7/3.3.4(a).
3.3.2(c) Provision for expansion. Provisions are to be made for the expansion of cargo
piping. This may be achieved by the use of expansion bellows, slip joints or pipe bends.
3.3.2(d) Static electricity. Cargo piping is be grounded in accordance with the requirements
of 4-6-2/9.15. Cargo loading lines inside the tanks are to be led as low as practicable to reduce
the risk of generating static electricity due to free fall of oil in the tank.
3.3.2(e) Ordinary cast iron. Ordinary cast iron may be used in cargo piping, except that in
cargo piping on weather decks it may be accepted for pressures up to 16 bar (16.3 kgf/cm2,
232 psi) only. Ordinary cast iron is not to be used for cargo manifolds and associated valves
and fittings for connection to cargo handling hoses. See also 4-6-2/3.1.3 for other limitations
for use of ordinary cast iron.
3.3.3 Bow or stern loading and unloading 5-1-7/3.3.3

Where bow or stern loading and unloading connections are provided, the arrangements are to
be as follows:
i) Cargo lines outside the cargo area are to be installed outside accommodation spaces,
service spaces, machinery spaces and control stations.
ii) Pipe joints outside of the cargo area are to be welded except for connections to the
manifold or the loading and unloading equipment.
iii) The cargo loading and unloading lines are to be clearly identified and provided with
means to segregate them from the cargo main line when not in use. The separation is
to be achieved by:
iv) two valves, located in the cargo area, which can be locked in the closed position, and
fitted with means to detect leakage past the valves; or
v) one valve together with another closing device providing an equivalent standard of
segregation, such as a removable spool piece or spectacle flange.
vi) The loading and unloading connection is to be fitted with shut-off valve and a blank
flange. The blank flange may be omitted if an equivalent means of closing is
incorporated in the connection to the hose coupling.
vii) Arrangements are to be provided for cargo lines outside the cargo area for easy
draining to a slop tank or cargo tank and for cleaning and inerting. Spill containment
is to be provided under the loading and unloading manifold. Space within 3 m (10 ft)
from the oil spill containment boundary and the manifold is considered to be
Part 5
hazardous. Accordingly, there is to be no source of ignition present within this space.

Electrical equipment, if installed in this space, is to be of the certified safe type, see
5-1-7/31.9.
viii) Means of communication (e.g. telephones, two-way portable radios, etc.) is to be
provided on board between the cargo control station and the location of the cargo
shore connection. See also 5-1-7/11.11.1 for measures for preventing liquid rising in
the vent pipes.
3.3.4 Cargo piping - pollution prevention measures 5-1-7/3.3.4

3.3.4(a) Routing. For oil carriers and fuel oil carriers of 5,000 tonnes deadweight and above,
cargo piping, including cargo tank vent and sounding pipes, is not to pass through ballast
tanks. Short runs of such pipes may be permitted provided they have all joints welded and are
of wall thickness not less than that in Column E of 4-6-2/Table 4 or equivalent construction.
See also 5-1-7/5.3.2(a) for ballast pipe routing.
For vessels less than 5000 tonnes deadweight, cargo piping passing through ballast tanks is to
be steel with a minimum thickness according to Column E of 4-6-2/Table 4, or equivalent
construction. In such cargo piping, all joints are to be welded or have extra heavy flanges; no
gland-type expansion joint is permitted. The number of flanged joints is to be kept to a
minimum.
Where at the request of the owner, cargo piping and the valve control piping are located
above the double bottom, the vessel will be assigned with the notation CPP (Cargo Piping
Protected). This applies also to cargo piping and valve control piping installed in pipe tunnel
or duct keel.
3.3.4(b) Stripping and small diameter lines. For crude oil carriers of 20,000 tonnes
deadweight and above and product carriers of 30,000 tonnes and above, means are to be
provided to drain all cargo tanks and all oil lines at completion of cargo discharge, where
necessary by connection to a stripping device. The line and pump drainings are to be capable
of being discharged either ashore and to a cargo tank or a slop tank. For discharge ashore a
special small diameter line is to be provided and is to be connected to the vessel’s deck
discharge manifold outboard of the manifold valves on both sides of the vessel. The cross
sectional area of the small diameter line is not to exceed 10% of that of the main cargo
discharge line
3.3.4(c) Sea chests. Where it is necessary to provide a sea connections to the cargo oil pumps
to enable ballasting of cargo tanks during severe weather conditions, tank cleaning, etc., a
means of isolating the pumps from the sea chests when they are not being used for this
operation is to be provided. This is to be achieved by a blank flange or a removable spool
piece. The spool piece, if used, is to be stowed as in 5-1-7/3.3.4(d) below. A shut-off valve is
to be fitted on each side of the blank flange or the removable spool piece.
Alternatively, two valves are to be installed at the sea chest connection. One of these valves is
to be capable of being locked in closed position and means – such as a test cock – is to be
provided for detecting leakage past these valves.
3.3.4(d) Connection to ballast system. Connection of the cargo system to the ballast system is
only permitted by a removable spool piece in an emergency. The arrangements of the spool
piece are to include a non-return valve to prevent cargo from entering the ballast system, and
shut-off valves and blind flanges on both the ballast end and the cargo end of the connection.
The spool piece is to be stowed in a conspicuous manner so that it may be readily available
whenever the need arise. A permanent notice is to be displayed to prohibit unauthorized use
of spool piece
3.3.4(e) Crude oil washing system. For crude oil carriers of 20,000 tonnes deadweight and
above, a crude oil washing system complying with:
Part 5
MARPOL 73/78, Annex I, Regulations 13B,

IMO Resolutions A.446 (XI) Revised specifications for the design, operation and
control of crude oil washing systems, and
IMO Resolution A.497 (XII) Amendments to the revised specifications for the design,
operation and control of crude oil washing systems
is to be installed. Where a crude oil washing system is fitted on a vessel of less than these
deadweight sizes, only requirements concerning safety need be complied with.
Crude oil washing system is to be operated only when the cargo tank is inerted with an inert
gas system complying with 5-1-7/25.
3.3.4(f) S l o p t a n k s . For oil and fuel oil carriers of 150 gross tonnage and above, slop
tanks of number and sizes complying with 5-1-1/5.1 and MARPOL 73/78, Annex I,
Regulation 15 (2) are to be provided to receive dirty ballast residues, tank washings and other
oil residues. Slop tanks are to be so designed in respect of the position of inlets, outlets,
baffles or weirs where fitted, so as to avoid excessive turbulence and entrainment of oil or
emulsion with water.
3.5 Remotely operated valves 5-1-7/3.5
3.5.1 Alternative means of operation 5-1-7/3.5.1

Remotely operated valves, if located on deck or in the pump room, are to be provided with
local manual means of operation. This may be a hand wheel or a connection to a portable
hand-pump. Where such valves are located in cargo tanks and such local manual means are
not practicable, alternative means are to be provided for pumping out the cargo tank in the
event of a valve actuator failure. The installation of two independent suctions will be
acceptable as an alternative means.
3.5.2 Valve actuators 5-1-7/3.5.2

Valve actuators are to be of a type that will prevent the valve from opening in the event of the
loss of pressure in the actuating system. Means are to be provided for indicating open/close
position of the valve.
3.5.3 Valve actuating system 5-1-7/3.5.3

Pneumatic system is not to be used for actuating valves installed in cargo tanks. Where
actuating system is hydraulic, arrangements are to be made to lead the hydraulic oil tank vent
to the weather and to fit the vent opening with a flame screen. Hydraulic piping is, in general,
to enter cargo tank through the highest part of the tank. System operating pressures, on both
the outflow and the return sides, are to be higher than the highest static head of the cargo tank.
5 Ballast system and oily water handling 5-1-7/5
5.1 Segregated ballast 5-1-7/5.1

For purposes of oil pollution prevention, every crude oil carrier of 20,000 tonnes deadweight and
above and every product carrier of 30,000 tonnes deadweight and above are to be provided with
segregated ballast tanks. The capacity of the segregated ballast tanks is to be such that the vessel may
operate safely on ballast voyages without recourse to the use of cargo tanks for water ballast.
However, ballast water may be carried in cargo tanks in case of severe weather or other emergency
conditions, provided that such cargo tanks have been previously crude oil washed. See 5-1-1/5 and
MARPOL 73/78, Annex I, Regulation 13.
Part 5
5.3 Ballast System 5-1-7/5.3
5.3.1 Ballast pumps 5-1-7/5.3.1

5.3.1(a) Certification. Ballast pumps are to be certified in accordance with 4-6-1/7.3.
5.3.1(b) Ballast pump prime movers. Ballast pumps are to be located in cargo pump room or
other similar spaces within the cargo area and are to comply with the same requirements as
cargo pumps in 5-1-7/3.3.1(c), 5-1-7/3.3.1(d) and 5-1-7/3.3.1(e).
5.3.1(c) Deballasting. Where only one ballast pump is provided, a second means of
deballasting is to be provided. This may be by means of an eductor or a temporary connection
between the ballast and cargo piping. The temporary connection may be a portable spool
piece arranged in accordance with 5-1-7/3.3.4(d).
5.3.2 Ballast piping 5-1-7/5.3.2

5.3.2(a) Routing. For purposes of minimizing oil contamination, oil carriers or fuel oil
carriers of 5,000 tonnes deadweight and above, ballast piping, including vents and sounding
piping for segregated ballast tanks, is not to pass through cargo tanks. However, short runs of
such pipe may be permitted provided they are all welded steel pipes with a minimum wall
thickness not less than that in Column E of 4-6-2/Table 4, or equivalent construction. See
5-1-7/3.3.4(a) for cargo pipe routing.
For vessels less than 5000 tonnes deadweight, ballast piping passing through cargo tanks is to
be steel with a minimum thickness according to Column E of 4-6-2/Table 4, or equivalent
construction. In such ballast piping, all joints are to be welded or have extra heavy flanges; no
gland-type expansion joint is permitted. The number of flanged joints is to be kept to a
minimum.
5.3.2(b) Hazards. Ballast piping passing through cargo tanks (where permitted) or connected
to ballast tanks adjacent to cargo tanks is not to lead into or pass through spaces where
sources of ignition are normally present. See 5-1-7/1.7.
5.3.2(c) Use of fire main. Fire main may be used for ballasting, or deballasting with eductors,
provided the branch pipe from the fire main used for this purpose is led from the upper deck
and fitted with a stop-check valve.
5.3.2(d) Provision for expansion. Provisions are to be made for the expansion of ballast
piping. This may be achieved by the use of expansion bellows, slip joints or pipe bends.
5.3.3 Discharge of segregated ballast 5-1-7/5.3.3

Provisions are to be made so that segregated ballast can be discharged above the waterline in
the deepest ballast condition. Alternatively discharge below the waterline is permitted if
discharge procedures in accordance with MARPOL 73/78 Annex I are adhered to.
5.3.4 Discharge of dirty ballast and oil contaminated water 5-1-7/5.3.4

5.3.4(a) Processing. Means are to be provided to allow dirty ballast or oil contaminated water
from cargo tanks areas to be processed prior to discharging. These means are to include slop
tanks (see 5-1-7/3.3.4(f)), oil/water interface detectors (see 5-1-7/5.3.4(c) ), and oil discharge
monitoring and control system (see 5-1-7/5.3.4(b) ).
5.3.4(b) Oil discharge monitoring and control system. Oil and fuel oil carriers of 150 gross
tonnage and above are to be provided with an oil discharge monitoring and control system
complying with MARPOL 73/78, Annex I, Regulation 15 (3) (a) and IMO Resolution A.586
(14).
5.3.4(c) Oil water interface detector. Oil carriers and fuel oil carriers of 150 gross tonnage
and above are to be provided with an effective oil/water interface detector complying with
Part 5
IMO Resolution MEPC.5(XIII) for determination of oil/water interface in slop tanks. It is to

be available for use in other tanks where the separation of oil and water is effected, and from
which effluent is intended to discharge directly to the sea.
5.3.4(d) Discharge to sea. Provisions are to be made for the discharge to be led to the open
deck or to either side of the vessel above the waterline in the deepest ballast condition.
Alternatively discharge below the waterline is permitted if discharge procedures in
accordance with MARPOL 73/78 Annex I are adhered to. The discharge is to be monitored by
the oil discharge monitoring and control system.
5.3.4(e) Discharge to shore. Means are to be provided to discharge dirty ballast water or oil
contaminated water to shore reception facilities. Discharge manifold for this purpose is to be
located on the open deck on both sides of the vessel. Cargo oil pump, through emergency
connection in 5-1-7/3.3.4(d), may be used for this purpose.
7 Bilge system 5-1-7/7
7.1 General 5-1-7/7.1

Provision is to be made for removing drainage from pump room bilges and cofferdams in the cargo
area. Bilge systems for machinery spaces and spaces outside the cargo area are not to be used for this
purpose.
Overboard discharge of oil or oil-contaminated water from cargo pump room bilges and cofferdams in
cargo area is to be prohibited unless processed in accordance with 5-1-7/5.3.4(a).
7.3 Pump room and cofferdams bilge system 5-1-7/7.3

The bilge system for cargo pump room and cofferdams are to be provided with a dedicated bilge
pump, an eductor or a connection to the suction of a cargo or stripping pump.
7.3.1 Dedicated bilge pump 5-1-7/7.3.1

Where a bilge pump or eductor is used it is not to be located, nor is the piping to pass through,
machinery space or other similar spaces where sources of vapor ignition is normally present.
Bilge pumps located in cargo pump room are to comply with the same requirements as cargo
pumps in 5-1-7/3.3.1(c), 5-1-7/3.3.1(d) and 5-1-7/3.3.1(e).
7.3.2 Cargo or stripping pumps as bilge pump 5-1-7/7.3.2

Where bilge suction is provided from a cargo or stripping pump, a stop-check valve is to be
fitted in the branch connection to the bilges. Where the bilge suction branch connection is
arranged such that it is subjected to the static head of oil from the filling line during loading, a
shut-off valve, in addition to the stop-check valve is to be provided in the bilge branch suction
connection.
7.3.3 Bilge pump and valve control 5-1-7/7.3.3

Pump-room bilge suction and discharge valves and the bilge-pump controls are to be so
arranged that they are operable from inside the pump room and either from an accessible
position outside the pump room or from the pump room casing above the freeboard deck.
7.5 Bilge alarms 5-1-7/7.5

High level of liquid in the pump room bilge is to activate an audible and visible alarm in the cargo
control room and on the navigating bridge.
Part 5
7.7 Discharge of machinery space bilges into slop tank 5-1-7/7.7

When bilge pumps in machinery space are arranged to discharge into a cargo slop tank, the discharge
piping is to be arranged as follows:
i) The discharge line is to enter the cargo slop tank from the weather deck through the tank top.
ii) The tank penetration is to be located as close to a vertical tank boundary as practicable.
iii) Within the tank, to prevent the free fall of liquid, the discharge line is to be as short as
practicable and the outlet is to be arranged to discharge against the vertical boundary.
iv) A stop-check valve is to be provided in the discharge line and is to be located within the
machinery space as close to the machinery space bulkhead as possible.
v) In order to prevent cargo vapor from entering the machinery spaces, a loop seal is to be
provided in the discharge line. This loop seal is to be located outside the machinery space, and
preferably, in the cargo pump room. The height of the loop seal is to provide a static head
greater than the pressure setting of the cargo slop tank pressure/vacuum valve, or a minimum
of 762 mm (30 in), whichever is greater. A means is to be provided to prevent the loop seal
from freezing.
vi) A non-return valve is to be located in the discharge line on deck as close to the tank
penetration as practicable.
9 Cargo heating systems 5-1-7/9
9.1 Temperature 5-1-7/9.1
The temperature of the heating medium is not to exceed 220°C (428°F).
9.3 Steam heating system 5-1-7/9.3
9.3.1 Cargo oil backflow 5-1-7/9.3.1

To minimize the risk of cargo oil or vapor from returning to the machinery space through the
steam heating system, the following arrangements are to be provided:
The steam supply and return lines are to be led into the cargo tanks from above the
main deck.
Means are to be fitted to determine whether the condensate return is contaminated
with oil.
All joints in the heating elements within cargo tanks are to be welded. Flanged joints
are permitted for installation purposes but are to be kept to a minimum.
9.3.2 Inspection tank 5-1-7/9.3.2

An inspection tank is to be provided for detection of oil contamination in the condensate
return. The tank is to be of the closed type, dedicated to cargo heating system only, with no
interconnection to any other system, and vented to the weather. The vent outlet is to be fitted
with a corrosion resistant flame screen. The inspection tank may be located within the
machinery space, in which case the vent is to terminate outside the cargo area and the area
within 3 m (10 ft) of the outlet is to be considered hazardous.
Part 5
9.5 Thermal oil heating system 5-1-7/9.5
9.5.1 General requirements 5-1-7/9.5.1

Fired and exhaust gas thermal oil heaters are to meet the requirements in 4-4-1/13. The
automatic burner and flow regulation control systems are to be capable of maintaining the
thermal oil at the desired temperature. In no case is the temperature to exceed that indicated in
5-1-7/9.1.
9.5.2 Indirect heating systems 5-1-7/9.5.2

Where heating of cargo oil is to be by means of secondary circuit, the secondary circuit
system is to be located entirely in the cargo area.
9.5.3 Direct heating system 5-1-7/9.5.3

Heating systems with single circuit may be used for heating cargo oil with flash point of 60°C
(140°F) or less provided that the following additional requirements are complied with.
i) The system is arranged so that a positive pressure is maintained in the heating coils of
at least 3 m (10 ft) water column above the static head of the cargo and vapor. This
pressure differential is to be maintained whether the thermal oil circulating pumps are
in operation or not.
ii) Valves which could isolate individual heating coils in cargo tanks are provided with
locking arrangements to ensure that the coils are under static pressure at all times
iii) The thermal oil expansion tank is fitted with high- and low-level alarms.
iv) A means is provided in the thermal oil expansion tank to detect the presence of cargo
oil vapor. Portable equipment may be acceptable provided that the use of this device
will not cause the escape of cargo oil vapor into the machinery space.
11 Cargo tank venting 5-1-7/11
11.1 General principles 5-1-7/11.1

The venting systems of cargo tanks are to be entirely distinct from the vent pipes of the other
compartments of the vessel. The arrangements and position of openings in the cargo tank deck from
which emission of flammable vapors can occur are to be such as to minimize the possibility of
flammable vapors being admitted to enclosed spaces containing a source of ignition, or collecting in
the vicinity of deck machinery and equipment which may constitute an ignition hazard. In accordance
with this general principle the criteria in 5-1-7/11.3 to 5-1-7/11.19 will apply.
11.3 Venting capacity 5-1-7/11.3

The venting arrangements are to be so designed and operated as to ensure that neither pressure nor
vacuum in cargo tanks is to exceed design parameters and be such as to provide for:
i) the flow of the small volumes of vapor, air or inert gas mixtures caused by thermal variations
in a cargo tank in all cases through pressure/vacuum valves;
ii) the passage of large volumes of vapor, air or inert gas mixtures during cargo loading and
ballasting, or during discharging; and
iii) a secondary means of allowing full flow relief of vapor, air or inert gas mixtures to prevent
over pressure or under pressure in the event of the failure of the arrangements in ii).
Alternatively, pressure sensors may be fitted in each tank protected by the arrangements
required in ii), with a monitoring system in the vessel’s cargo control room or the position
Part 5
from which cargo operations are normally carried out. Such monitoring system is also to
provide an alarm facility which is activated by detection of over pressure or under pressure
conditions within a tank.
11.5 Vent piping 5-1-7/11.5
11.5.1 Venting arrangement 5-1-7/11.5.1

The venting arrangements in each cargo tank may be independent or combined with other
cargo tanks and may be incorporated into the inert gas piping.
11.5.2 Combined venting system 5-1-7/11.5.2

Where the arrangements are combined with other cargo tanks, either stop valves or other
acceptable means are to be provided to isolate each cargo tank. Where stop valves are fitted,
they are to be provided with locking arrangements, which are to be under the control of the
responsible vessel’s officer. There is to be a clear visual indication of the operational status of
the valves or other acceptable means. Where tanks have been isolated, it is to be ensured that
relevant isolation valves are opened before cargo loading or ballasting or discharging of the
tanks is commenced. Any isolation must continue to permit the flow caused by thermal
variations in a cargo tank in accordance with 5-1-7/11.3i).
11.5.3 Isolation from common venting system 5-1-7/11.5.3

Where it is intended to load, ballast or discharge a cargo tank or a cargo tank group while it is
isolated from the common venting system, such cargo tank or cargo tank group is to be fitted
with means of over-pressure and under-pressure protection as in 5-1-7/11.3iii).
11.7 Self-draining of vent piping 5-1-7/11.7

The venting arrangements are to be connected to the top of each cargo tank and are to be self-draining
to the cargo tanks under all normal conditions of trim and list of the vessel. Where it may not be
possible to provide self-draining lines, permanent arrangements are to be provided to drain the vent
lines to a cargo tank.
11.9 Flame arresting devices 5-1-7/11.9

The venting system is to be provided with devices to prevent the passage of flame into the cargo
tanks. The design, testing and locating of these devices are to comply with the following IMO
documents:
MSC/Circ.677 Revised standards for the design, testing and locating of devices to prevent the
passage of flame into cargo tanks in tankers, and
MSC/Circ.450/Rev.1 Revised factors to be taken into consideration when designing cargo
tank venting and gas freeing arrangements.
Vent outlets from cofferdams and ballast tanks adjacent to cargo tanks are to be fitted with corrosion
resistant flame screens having a clear area through the mesh of not less than the area of the pipe, see
4-6-4/9.3.5 (b).
11.11 Protection for tank over-pressurization and vacuum 5-1-7/11.11
11.11.1 Liquid rising in vent pipes 5-1-7/11.11.1

Provision is to be made to guard against liquid rising in the venting system to a height which
would exceed the design head of cargo tanks. This is to be accomplished by:
i) high level alarms or overflow control systems or other equivalent means,
Part 5
ii) gauging devices, and

iii) cargo tank filling procedures.
In the event that protection is by means of an overflow control system, an analysis is to be
submitted to indicate that, in the worst overflowing condition, the tanks will not be over-
pressurized.
11.11.2 Pressure/vacuum valve setting 5-1-7/11.11.2

Where pressure/vacuum valves are installed, the pressure setting of these valves is to be in
accordance with the following table:
Vessel size Pressure/Vacuum setting

a) 103 m (337 ft) in length or more P ≤ 0.21 bar (0.21 kgf/cm2, 3 psi)
V ≥ − 0.07 bar ( − 0.07 kgf/ cm2, − 1 psi)
b) 61 m (200 ft) in length or less P ≤ 0.12 bar (0.12 kgf/cm2, 1.7psi)
V ≥ − 0.07 bar ( − 0.07 kgf/cm2, − 1 psi)
c) Vessels of intermediate lengths Interpolate between (a) and (b)
d) Vessels with specially designed P ≤ 0.69 bar (0.70 kg/cm2, 10 psi)
integral tanks (see 5-1-1/1.13 and
5-2-1/1.15 ).
P = Pressure above atmospheric; V = Pressure below atmospheric
In addition, calculations are to submitted to show that the cargo tanks will not be subjected to
a pressure or vacuum in excess of the P/V valve setting. See 5-1-7/21.5.2(d) for
pressure/vacuum valve capacity correction.
11.13 Position of pressure/vacuum valves 5-1-7/11.13

Openings for pressure release required by 5-1-7/11.3i) are to:
i) have as great a height as is practicable above the cargo tank deck to obtain maximum
dispersal of flammable vapors but in no case less than 2 m above the cargo tank deck;
ii) be arranged at the furthest distance practicable but not less than 5 m from the nearest air
intakes and openings to enclosed spaces containing a source of ignition and from deck
machinery and equipment which may constitute an ignition hazard.
11.15 Pressure/vacuum valve by-pass 5-1-7/11.15

Pressure/vacuum valves required by 5-1-7/11.3i) may be provided with a by-pass arrangement when
they are located in a vent main or masthead riser. Where such an arrangement is provided there are to
be suitable indicators to show whether the by-pass is open or closed.
11.17 Vent outlets for large flow volumes 5-1-7/11.17

Vent outlets for cargo loading, discharging and ballasting required by paragraph 5-1-7/11.3ii) are to:
i) permit the free flow of vapor mixtures; or permit the throttling of the discharge of the vapor
mixtures to achieve a velocity of not less than 30 m/s (100 ft/s);
ii) be so arranged that the vapor mixture is discharged vertically upwards;
iii) where the method is by free flow of vapor mixtures, be such that the outlet is to be not less
than 6 m above the cargo tank deck or fore and aft gangway if situated within 4 m (13.2 ft) of
the gangway and located not less than 10 m (33 ft) measured horizontally from the nearest air
Part 5
intakes and openings to enclosed spaces containing a source of ignition and from deck
machinery and equipment which may constitute an ignition hazard;
iv) where the method is by high velocity discharge, be located at a height not less than 2 m
(6.6 ft) above the cargo tank deck and not less than 10 m (33 ft) measured horizontally from
the nearest air intakes and openings to enclosed spaces containing a source of ignition and
from deck machinery and equipment which may constitute an ignition hazard. These outlets
are to be provided with high velocity devices of an approved type;
v) be designed on the basis of the maximum designed loading rate multiplied by a factor of at
least 1.25 to take account of gas evolution, in order to prevent the pressure in any cargo tank
from exceeding the design pressure. The master is to be provided with information regarding
the maximum permissible loading rate for each cargo tank and in the case of combined
venting systems, for each group of cargo tanks.
11.19 Arrangement for combination carriers 5-1-7/11.19

In combination carriers, the arrangement to isolate slop tanks containing oil or oil residues from other
cargo tanks are to consist of blank flanges which will remain in position at all times when cargoes
other than liquid cargoes having flash point of 60°C (140°F) or less are carried.
13 Cargo tank level gauging 5-1-7/13
Means are to be provided to measure the level of liquid in cargo tanks. Such means are to be as
specified below.
13.1 Cargo tanks fitted with inert gas system 5-1-7/13.1

Cargo tanks fitted with inert gas system are to be provided with approved closed level gauging
devices which will not permit the escape of cargo vapor to the atmosphere when being used. Such
devices may be of the fixed or portable type.
13.3 Cargo tanks not fitted with inert gas system 5-1-7/13.3
Cargo tanks not fitted with inert gas system may be provided with sounding pipes, ullage
measurement fittings, etc., which allow a limited amount of cargo vapor to escape into the atmosphere
when being used. Such devices are to be installed in the weather.
15 Cargo tank purging and/or gas-freeing 5-1-7/15
15.1 General 5-1-7/15.1

Arrangements for purging and/or gas freeing are to be such as to minimize the hazards due to the
dispersal of flammable vapors in the atmosphere and to flammable mixtures in a cargo tank.
Reference may be made to IMO documents MSC/Circ.677 and MSC/Circ.450/Rev.1 (see 5-1-7/11.9).
15.3 Vessels fitted with inert gas system 5-1-7/15.3

When the vessel is provided with an inert gas system, the cargo tanks are to first be purged in
accordance with the provisions of 5-1-7/25.25 until the concentration of hydrocarbon vapors in the
cargo tanks has been reduced to less than 2% by volume. Thereafter, venting may be at the cargo tank
deck level.
Part 5
15.5 Vessels without inert gas system 5-1-7/15.5

When the vessel is not provided with an inert gas system, the operation is to be such that the
flammable vapor is initially discharged:
i) through the vent outlets as specified in 5-1-7/11.17; or
ii) through outlets at least 2 m (6.6 ft) above the cargo tank deck level with vertical efflux
velocity of at least 30 m/s (100 ft/s) maintained during the gas-freeing operation; or
iii) through outlets at least 2 m (6.6 ft) above the cargo tank deck level with a vertical efflux
velocity of at least 20 m/s (66 ft/s) and which are protected by suitable devices to prevent the
passage of flame.
When the flammable vapor concentration at the outlet has been reduced to 30% of the lower
flammable limits, gas-freeing may thereafter be continued at cargo tank deck level.
17 Ventilation and gas detection 5-1-7/17
17.1 Cargo pump room ventilation 5-1-7/17.1
17.1.1 General 5-1-7/17.1.1

Cargo pump rooms are to be mechanically ventilated and discharges from the exhaust fans are
to be led to a place on the open deck where such discharges will not cause a fire or explosion
hazard. The ventilation of these rooms is to have sufficient capacity to minimize the
possibility of accumulation of flammable vapors. The number of changes of air is to be at
least 20 per hour, based upon the gross volume of the space. The air ducts are to be arranged
so that all of the space is effectively ventilated. In particular, the intakes are to be arranged as
per 5-1-7/17.1.2. The ventilation is to be of the suction type using fans of the non-sparking
construction, see 5-1-7/17.1.3.
17.1.2 Arrangements of air intakes 5-1-7/17.1.2

The ventilation trunking within the cargo pump room is to be arranged as follows:
17.1.2(a) Main intakes. The main intakes are to be located just above the lowest floor level
so that air in the bilge spaces can be extracted. Floors are to be open grating type to allow the
free flow of air.
17.1.2(b) Emergency intakes. Emergency intakes (or intake) are to be provided at
approximately 2 m (6.5 ft) above the lowest floor so that they can be used when the main
intakes, as stated in 5-1-7/17.1.2(a), are sealed off due to flooding in the bilges. The air
change, when only the emergency intakes is in use, is to be at least 15 air changes per hour.
17.1.2(c) Dampers. Where the emergency intakes share the main exhaust ducts with the main
intakes, the emergency intakes are to be provided with dampers capable of being opened or
closed from the exposed main deck and within the pump room. The dampers may be omitted
if the fan capacity and intakes dimensions are sized such that, with both main and emergency
intakes operating simultaneously, the main intakes are still capable of providing at least 20 air
changes per hour.
17.1.3 Fans and fan motors 5-1-7/17.1.3

Fan motors are to be located outside the pump room and outside the ventilation ducts. Fans
are to be of non-sparking construction in accordance with 4-8-3/11. Provision is to be made
for remote or automatic shutdown of the fan motors upon release of the fire-extinguishing
medium.
Part 5
17.1.4 Gas detection system 5-1-7/17.1.4

The cargo pump room is be fitted with a fixed gas detection system complying with the
following:
i) The system is to be arranged to continuously measure the concentration of
hydrocarbon gas. System using sequential sampling may be installed provided the
system is dedicated to pump room sampling only so as to optimize sampling cycle.
ii) Sampling points or detector heads are to be located in suitable positions in order that
potentially dangerous leakages are readily detected. Suitable positions may be the
exhaust ventilation duct and lower part of the pump room above the floor plate level.
iii) The system is to give a visual indication in the cargo control room of the level of
concentration of hydrocarbon and gases, and is to initiate a continuous visual and
audible alarm if the concentration exceeds 10% of the lower explosive limit. Such
alarm is to be provided in cargo control room and on the navigating bridge.
iv) Components of the system installed in the cargo pump room are to be of the
intrinsically safe type (Ex ia or ib). See 5-1-7/31.9.
17.3 Precautions for ventilation of accommodation and machinery spaces 5-1-7/17.3

The arrangement of ventilation inlets and outlets and other deckhouse and superstructure boundary
space openings are to be such as to complement the provisions of 5-1-7/17.1. Such vents especially
for machinery spaces are to be situated as far aft as practicable. Due consideration in this regard is to
be given when the vessel is equipped to load or discharge at the stern. Sources of ignition such as
electrical equipment are to be so arranged as to avoid an explosion hazard.
17.5 Pipe tunnel or duct keel ventilation 5-1-7/17.5
17.5.1 General 5-1-7/17.5.1

A permanent mechanical ventilating system is to be provided for pipe tunnel or duct keel.
Where a permanent lighting system is installed in such a space, the ventilation system is to be
capable of providing at least 8 changes of air per hour based on the gross volume of the space.
The system is to have mechanical exhaust, natural or mechanical supply, and ducting as
required to effectively purge this space and all connecting access trunks. Fan motors are to be
located outside the space in question and outside the ventilation ducts. Fans are to be of non-
sparking construction in accordance with 4-8-3/11.
17.5.2 Gas detection system 5-1-7/17.5.2

An approved gas detection system complying with 5-1-7/17.1.4 is to be provided to monitor
the pipe tunnel.
17.7 Portable gas measuring instruments 5-1-7/17.7

At least one portable instrument for measuring flammable vapor concentration, together with a
sufficient set of spares, is to be provided. Suitable means is to be provided for the calibration of such
instrument. See also 5-1-7/19.5.1 and 5-1-7/25.33 for provision of portable oxygen and flammable gas
measuring instruments. The total number of each type of such instruments, for oxygen and for
flammable gas, need not exceed two.
17.9 Gas sampling system installation 5-1-7/17.9

Gas sampling systems with gas-analyzing/measurement units not certified safe for installation in
hazardous area may have such units installed in a safe area, such as the cargo control room, or the
navigating bridge, provided that the following installation details are complied with.
Part 5
i) The gas-analyzing unit is to be mounted on the forward bulkhead of the safe space,
except as specially permitted in vi).
ii) The sampling lines are not to run through safe spaces, except where specially
permitted in vi).
iii) Bulkhead penetrations of sampling pipes, between safe and hazardous areas, are to be
of approved types and have the same fire integrity as the division penetrated. An
isolation valve is to be fitted in each of the sampling lines at the bulkhead on the safe
side.
iv) The gas sampling pipes are to be equipped with flame arresters. Sample gas is to be
exhausted to the atmosphere with outlets away from sources of ignition.
v) The gas detection equipment, including sampling piping, sampling pumps, solenoids,
analyzing units, etc., are to be located in a gas-tight steel cabinet being monitored by
its own sampling point. At gas concentration above 30% of lower flammable limit
inside the steel cabinet the entire analyzing unit is to be automatically shutdown.
Shutdown of the unit is to be alarmed at both the cargo control room and the
navigating bridge.
vi) Where the cabinet cannot be mounted directly on the forward bulkhead, sampling
pipes are to be of steel or other equivalent material and without detachable
connections, except for the connection points for isolating valves at the bulkhead and
for the analyzing units. Runs of the sampling pipes within the safe space are to be as
short as possible.
17.11 Ventilation for combination carriers 5-1-7/17.11

In combination carriers all cargo spaces and any enclosed spaces adjacent to cargo spaces are to be
capable of being mechanically ventilated. The mechanical ventilation may be provided by portable
fans. An approved fixed gas warning system capable of monitoring flammable vapors are to be
provided in cargo pump rooms and pipe ducts and cofferdams adjacent to slop tanks (see 5-1-7/17.1.4
and 5-1-7/17.5.2). Suitable arrangements are to be made to facilitate measurement of flammable
vapors in all other spaces within the cargo tank area. Such measurements are to be made possible
from open deck or easily accessible positions.
19 Double hull space inerting, ventilation and gas

measurement 5-1-7/19
19.1 Air supply 5-1-7/19.1

Double hull and double bottom spaces in way of cargo tanks are to be fitted with suitable connections
for the supply of air.
19.3 Vessels fitted with inert gas system 5-1-7/19.3

On oil carriers required to be fitted with inert gas systems:
i) double hull spaces are to be fitted with suitable connections for the supply of inert gas;
ii) where such spaces are connected to a permanently fitted inert gas distribution system, means
are to be provided to prevent hydrocarbon gases from the cargo tanks entering the double hull
spaces through the system;
iii) where such spaces are not permanently connected to an inert gas distribution system,
appropriate means are to be provided to allow connection to the inert gas main.
Part 5
19.5 Provisions for gas measurement 5-1-7/19.5
19.5.1 Portable gas measuring instruments 5-1-7/19.5.1

Suitable portable instruments for measuring oxygen and flammable vapor concentrations are
to be provided. In selecting these instruments, due attention is to be given for their use in
combination with the fixed gas-sampling-line systems referred to in 5-1-7/19.5.2.
19.5.2 Fixed gas-sampling system 5-1-7/19.5.2

Where atmosphere in double hull spaces cannot be reliably measured using flexible gas
sampling hoses, such spaces are to be fitted with permanent gas sampling lines. The
configurations of such line systems are to be adapted to the design of such spaces.
19.5.3 Piping of gas sampling lines 5-1-7/19.5.3

The materials of construction and the dimensions of gas sampling lines are to be such as to
prevent restriction. Where plastic materials are used, they are to be electrically conductive.
19.5.4 Gas sampling system installation 5-1-7/19.5.4

For gas sampling systems with gas-analyzing/measurement units not certified safe for
installation in hazardous area, see 5-1-7/17.9.
21 Cargo vapor emission control systems 5-1-4/21

While the installation of a cargo vapor control system is optional for classification purpose, where
installed, the provisions of 5-1-7/21 are applicable. These provisions cover systems employed to
collect cargo oil vapor, primarily during cargo loading operations, for disposal at shore facilities.
Systems satisfying these provisions will be assigned with the notation VEC. Systems satisfying the
additional provisions of 5-1-7/21.19 for lightering operation will be assigned with the notation VEC-
L.
21.3 Plans and data to be submitted 5-1-7/21.3

Where a cargo vapor emission control system is to be installed, the following plans and particulars are
to be submitted.
Cargo vapor emission control and collection piping; associated venting and inert gas systems;
drainage arrangements; bill of materials.
Maximum allowable cargo transfer rate; pressure/vacuum valve capacity test reports and
settings; associated calculations (see 5-1-7/21.5).
Tank gauging systems; overfill control, instrumentation and alarm systems; overfill settings.
Hazardous locations and certified safe electrical equipment in these locations.
21.5 Cargo transfer rate 5-1-7/21.5
21.5.1 Maximum allowable cargo transfer rate 5-1-7/21.5.1

Cargo vapor emission control system is to be designed for a predetermined maximum
allowable cargo transfer rate, which is not to exceed the least of the following:
i) The maximum designed loading rate used in determining the pressure setting of the
pressure/vacuum valves.
Part 5
ii) The maximum designed discharge rate used in determining the vacuum setting of the
pressure/vacuum valves.
iii) A rate determined by pressure drop calculations where, for a given pressure at the
vapor reception facility connection to the vessel, the pressure in any tank connected to
the system exceeds 80 percent of the pressure setting of any pressure/vacuum valve in
the cargo tank venting system.
21.5.2 Calculations 5-1-7/21.5.2

The following calculations are to be submitted to substantiate the adequacy of the proposed
cargo transfer rates. In these calculations, for tanks connected to the pressure/vacuum breaker,
the capacity of the pressure/vacuum breaker may be taken into account.
21.5.2(a) Pressure/vacuum valve pressure relief capacity. Calculations are to verify that, at
the set relief pressure, the valve can discharge vapor at a flow rate equal to 1.25 times
maximum design loading rate specified in 5-1-7/21.5.1i) while maintaining a pressure in the
tank not exceeding the design head of the tank. Where spill valve or rupture disks are fitted
(see 5-1-7/21.15.5), the pressure maintained in the tank is not to exceed the designed opening
pressures of these devices.
21.5.2(b) Pressure/vacuum valve vacuum relief capacity. Calculations are to verify that, at
the maximum designed discharge rate specified in 5-1-7/21.5.1ii), the vacuum relief setting
will not allow the tank to exceed its allowable designed vacuum.
21.5.2(c) System pressure drop. Calculations are to demonstrate that 5-1-7/21.5.1iii) are
satisfied for each cargo handled. The pressure drop through the system, from the most remote
cargo tank to the vessel shipside vapor connection, is to be determined. Hoses normally
carried on board the vessel are to be included in the calculation. The calculations are to be
performed at several transfer rates, including the maximum transfer rate, assuming a 50
percent cargo vapor and air mixture and a vapor growth rate appropriate for the specific cargo
being considered in the calculation.
21.5.2(d) Pressure/vacuum valve capacity correction. Where the capacities of a
pressure/vacuum valve are obtained by testing with air only, the following equations may be
used to correct the capacities for cargo oil vapor.
Q A = QL ⋅ R ⋅ F
Pv
R = 1 + 0.25 SI & MKS units
0.88
Pv
R = 1 + 0.25 US units
12.5
ρva
F=
ρa
where:
QA = required air equivalent volumetric flow rate; m3/h (m3/h, gpm) (or
consistent system of units)
QL = cargo transfer rate; m3/h (m3/h, gpm) (or consistent system of units)
R = vapor growth rate; to be as calculated above or 1.25, whichever is larger;
dimensionless
Part 5
F = density correction factor; dimensionless

Pv = saturated vapor pressure, absolute, at 46.1°C (115°F); barA (kgf/cm2A,
psiA)
ρva = vapor-air mixture density at 46.1°C (115°F) and pressure setting of
pressure/vacuum valve; kg/m3 (kg/m3, lb/ft3) (or consistent system of
units)
ρa = air density at 46.1°C (115°F) and pressure setting of pressure/vacuum
valve; kg/m3 (kg/m3, lb/ft3) (or consistent system of units)
21.7 Vapor collection piping 5-1-7/21.7

Vapor collection piping is not to interfere with the proper operation of cargo tank venting system.
Suitable means, located on deck, are to be provided to isolate the vapor collection system from the
inert gas system. This requirement maybe considered met if the vapor collection system is connected
to the inert gas main forward of the non-return devices and the positive means of closure required by
5-1-7/25.19.8. Means are to be provided to drain and collect condensate from each low point in the
vapor collection piping system.
Vessels collect vapors from incompatible cargoes simultaneously are to have a means of maintaining
separation of the vapors throughout the collection system.
21.9 Ship side vapor connection 5-1-7/21.9
21.9.1 Location and valve 5-1-7/21.9.1

The ship side vapor connection to shore facilities is to be installed as close to each cargo
transfer manifold as practicable in easily accessible position and is to be fitted with shutoff
valve capable of manual operation.
21.9.2 Connection flange 5-1-7/21.9.2

The ship side vapor connection flange, vapor hose flange, or vapor line adapter flange, as
applicable, for connection to shore facilities is to have dimensions meeting ANSI B16.5 Pipe
Flanges and Flanged Fitting for Class 150 flanges. The flange face of the ship side vapor
connection flange is to be fitted with a protruding stud, 12.7 mm (1/2 in.) in diameter and at
least 25.4 mm (1 in.) long. This is to facilitate its centering with the vapor hose flange, whose
flange face is to be drilled with a corresponding hole of 16 mm (5/8 in.) in diameter.
21.9.3 Color code and labeling 5-1-7/21.9.3

The last 1.0 m (3.3 ft) of vapor piping inboard of the vapor connection flange is to be painted
red/yellow/red with the red bands 0.1 meter (0.33 feet) wide, and the yellow band 0.8 meter
(2.64 feet) wide. The yellow band is to be labeled with ‘‘VAPOR’’ in black letters at least
50 mm (2 in.) high.
21.9.4 Hoses 5-1-7/21.9.4

Hoses, carried onboard for shore/lightering vapor connection, are to comply with the
following:
Maximum allowable working pressure is to be at least 0.34 bar (0.35 kgf/cm2, 5 psi).
Maximum allowable vacuum is to be at least 0.14 bar (0.14 kgf/cm2, 2 psi) below
atmospheric.
Burst pressure is not to be less than five times its maximum allowable working
pressure.
Part 5
Electrically continuous.
Abrasion resistant and non-kinking.
Provided with hose handling equipment, e.g. hose saddles.
21.11 Pressure/vacuum protection of cargo tanks 5-1-7/21.11
21.11.1 Pressure/vacuum valves 5-1-7/21.11.1

For vessels intended to operate with vapor emission control systems, the cargo tanks are to be
equipped with a venting system complying with 5-1-7/11. Each tank venting system is fitted
with a pressure/vacuum relief valve of suitable setting and capacity (see to be 5-1-7/21.11.2).
Pressure/vacuum breaker installed in inert gas main may also be considered for satisfying this
purpose.
21.11.2 Pressure/vacuum valve relief capacity and setting 5-1-7/21.11.2

21.11.2(a) Relief capacity. The pressure relief capacity of the pressure/vacuum valve (or
breaker) installed in the venting system is to be based on 1.25 times the designed loading rate.
The vacuum relief capacity is to be based on the maximum discharge rate. See 5-1-7/11.17
and 5-1-7/21.5. Relief capacities are to be verified by tests (e.g. in accordance with API
Standard 2000) or as in the case of pressure/vacuum breaker by calculations. Flame arrestors,
where fitted, are to be included in the tests or calculations. Test or calculation reports are to be
submitted for review.
21.11.2(b) Settings. The maximum pressure and vacuum settings are to be in accordance
with 5-1-7/11.11. Further, the pressure relief setting is not to cause the valve to open at a
pressure of less than 0.07 bar (0.07 kg/cm2, 1 psig). The vacuum relief setting is not to open at
less than 0.03 bar (0.03 kg/cm2, 0.5 psi) below atmospheric pressure in the tank vapor space.
21.11.3 Valve operational checks 5-1-7/21.11.3

The pressure/vacuum valve (or breaker) is to have a mechanical means to check its proper
operation and to ensure that it will not remain in the open position. Pressure/vacuum breaker
of the liquid filled type is to be fitted with a level gauge, complete with mechanical
protection, for determining its set pressure.
21.11.4 Pressure/vacuum displays and alarms 5-1-7/21.11.4

Displays of pressure/vacuum in the vapor collection piping are to be fitted at each cargo
transfer control station. In addition, high and low pressure (or vacuum) alarms, set as follows,
are also to be fitted:
For high-pressure alarm, no higher than 90% of the lowest pressure setting of
pressure/vacuum valves in the venting system.
For low-pressure alarm, no lower than 0.01 bar (0.01 kgf/cm2, 0.144 psi) for inerted
cargo tanks; and no lower than the lowest vacuum setting of the pressure/vacuum
valve in the venting system for non-inerted tanks.
Sensors for the displays and alarms are to be installed in the main vapor collection line and
are to be capable of being isolated for maintenance.
21.13 Gauging systems 5-1-7/21.13

Closed tank gauging system capable of measuring full height of the tank is to be fitted. If portable
gauging devices are used, the number of devices available is to be equal to the maximum number of
tanks that can be loaded simultaneously, plus two additional units. Tank level display is to be
provided at each cargo transfer control station.
Part 5
21.15 Tank overfill protection 5-1-7/21.15
21.15.1 High level and overfill alarms 5-1-7/21.15.1

Each cargo tank is to be fitted with a high level alarm and an overfill alarm, which are to be
independent of each other. At least the overfill alarm is to be independent of the tank gauging
system. The alarm systems are to be self-monitoring (or fitted with other means of testing)
and provided with alarms for failure of tank level sensor circuits and power supply. All alarms
are to have visual and audible signals and are to be given at each cargo transfer control
station. In addition, overfill alarms are to be given also in the cargo deck area in such a way
that they can be seen and heard from most locations.
21.15.2 Level alarm setting 5-1-7/21.15.2

The high level alarm is to be set at no less than that corresponding to 95% of tank capacity,
and before the overfill alarm level is reached. Overfill alarm is to be set so that it will activate
early enough to allow crew in charge of the transfer operations to stop the transfer before the
tank overflows.
21.15.3 Alarm labels 5-1-7/21.15.3

At each cargo transfer control station, the high level alarms and the overfill alarms are to be
identified with the labels ‘‘HIGH LEVEL ALARM’’ and ‘‘TANK OVERFILL ALARM’’,
respectively, in black letters at least 50 mm (2 inches) high on a white back ground.
21.15.4 Operational checks 5-1-7/21.15.4

Each alarm system is to have a means of checking, locally at the tank, to assure proper
operation prior to cargo transfer operation. This is not required if the system has self-
monitoring feature.
21.15.5 Mechanical overfill control devices 5-1-7/21.15.5

Installation of spill valves, rupture disks, and other such devices will not alleviate the alarm
requirements in 5-1-7/21.15.1 and 5-1-7/21.15.2. Where fitted they are to meet the following
provisions.
21.15.5(a) Spill Valves. Spill valve is to be designed to relieve cargo at a pressure higher
than the pressure setting of the pressure/vacuum valves at maximum cargo transfer rate and
vapor rate of 1.25 times maximum cargo transfer rate. At relieving, the tank is to be subjected
to a pressure no higher than the design head of the tank. Construction of spill valves is to meet
recognized standard such as ASTM F1271 Standard Specification for Spill Valves for Use in
Marine Tank Liquid Overpressure Protection Applications. Spill valves are to be so installed
as to preclude unwarranted opening due to sloshing.
21.15.5(b) Rupture Disks. Rupture disk installation is to meet intent of 5-1-7/21.15.5(a),
ASTM F1271 excepted.
21.17 Electrical installations 5-1-7/21.17

Electrical installations are to meet 5-1-7/31.
21.19 Vapor collection for lightering operations 5-1-7/21.19
21.19.1 General 5-1-7/21.19.1

Lightering is the transfer of cargo oil from one vessel to another. Provisions in 5-1-7/21.19
are intended for service vessels, which receives and transport cargo oil between a facility and
another vessel. The vapor collection system of such a vessel is to meet the requirements of
5-1-7/21.1 through 5-1-7/21.17 and the additional provisions of 5-1-7/21.19.
Part 5
21.19.2 Oxygen analyzer 5-1-7/21.19.2

Service vessels are to be fitted with an oxygen analyzer within 3 m (10 ft) of its vapor
connection flange. The analyzer is to provide display of oxygen content in the vapor
collection piping as well as alarm, when the oxygen content exceeds 8 percent by volume, at
the cargo transfer control station. Means for testing and calibrating the oxygen analyzer are to
be provided onboard.
21.19.3 Hose inerting 5-1-7/21.19.3

Means for inerting the transfer hose between vessels is to be provided on the service vessel.
21.19.4 Insulating Flange 5-1-7/21.19.4

A means of electrical insulation (i.e. an insulating flange or a length of non-conducting hose)
is to be provided at the vessel vapor connection flange.
21.19.5 Detonation arrestor 5-1-7/21.19.5

Where the cargo tanks of the lightered vessel are not inerted, a detonation arrestor is to be
installed in the vapor collection piping not more than 3 meters (10 feet) inboard of the vapor
connection flange on the service vessel. The detonation arrestor is to be capable of arresting a
detonation from either side of the device, and be built to a recognized standard.
21.19.6 Vapor balancing 5-1-7/21.19.6

Vapor balancing is not to be utilized when only the vessel to be lightered has inerted tanks.
21.21 Instruction manual 5-1-7/21.21

An instruction manual including procedures relating to vapor emission control operations is to be
submitted solely for verification that the information in the manual on cargo vapor emission control
system is consistent with design information considered in the review of the system. The instruction
manual is also to included:
cargo tanks to which cargo vapor emission control system applies; and
maximum cargo transfer rate and maximum specific weight of cargo vapor considered.
23 Cargo tank protection 5-1-7/23
23.1 Inert gas system and deck foam system 5-1-7/23.1

For oil carriers of 20,000 tonnes deadweight and upwards the protection of the cargo tanks deck area
and cargo tanks are to be achieved by a fixed deck foam system and a fixed inert gas system in
accordance with the requirements of 5-1-7/25 and 5-1-7/27, respectively, except that, in lieu of these
installations, alternative arrangements and equipment as indicated below may be accepted.
Oil carriers of less than 20,000 tonnes deadweight are to be provided with a deck foam system or
equivalent.
23.1.1 Alternative to deck foam system 5-1-7/23.1.1

To be considered equivalent, the system proposed in lieu of the deck foam system is to be:
i) capable of extinguishing spill fires and also preclude ignition of spilled oil not yet
ignited; and
ii) capable of combating fires in ruptured tanks.
Part 5
23.1.2 Alternative to inert gas system 5-1-7/23.1.2

To be considered equivalent, the system proposed in lieu of the fixed inert gas system is to be:
i) capable of preventing dangerous accumulations of explosive mixtures in intact cargo
tanks during normal service throughout the ballast voyage and necessary in-tank
operations; and
ii) so designed as to minimize the risk of ignition from the generation of static electricity
by the system itself.
23.3 Crude oil washing 5-1-7/23.3

All crude oil carriers, regardless of size, operating with a cargo tank cleaning procedure using crude
oil washing are to be fitted with an inert gas system complying with the requirements of 5-1-7/25 and
with fixed tank washing machines.
23.5 Fire main isolation valve 5-1-7/23.5

Isolation valves are to be fitted in the fire main at poop front in a protected position and on the tank
deck at intervals of not more than 40 m (131 ft), to preserve the integrity of the fire main system in
case of fire or explosion.
23.7 Fireman’s outfits 5-1-7/23.7

Oil carriers are to carry two fireman’s outfits in addition to those required in 4-7-3/15.5.2(a).
25 Inert gas system 5-1-7/25
25.1 General 5-1-7/25.1

The inert gas system is to be so designed and operated as to render and maintain the atmosphere of the
cargo tanks non-flammable at all times, except when such tanks are required to be gas free. In the
event that the inert gas system is unable to meet the operational requirement set out above and it has
been assessed that it is impractical to effect a repair, then cargo discharge, deballasting and necessary
tank cleaning should only be resumed when the ‘‘emergency conditions’’ laid down in the IMO
documents MSC/Circ.282, 353 and 387 Guidelines for Inert Gas Systems are complied with.
Throughout this subsection the term ‘‘cargo tank’’ includes also ‘‘slop tanks’’.
25.3 Basic requirements 5-1-7/25.3

The system is to be capable of:
i) inerting empty cargo tanks by reducing the oxygen content of the atmosphere in each tank to a
level at which combustion cannot be supported;
ii) maintaining the atmosphere in any part of any cargo tank with an oxygen content not
exceeding 8% by volume and at a positive pressure at all times in port and at sea except when
it is necessary for such a tank to be gas free;
iii) eliminating the need for air to enter a tank during normal operations except when it is
necessary for such a tank to be gas free;
iv) purging empty cargo tanks of hydrocarbon gas, so that subsequent gas freeing operations will
at no time create a flammable atmosphere within the tank.
Part 5
25.5 System capacity and oxygen content 5-1-7/25.5
25.5.1 Capacity 5-1-7/25.5.1

The system is to be capable of delivering inert gas to the cargo tanks at a rate of at least 125%
of the maximum rate of discharge capacity of the vessel expressed as a volume flow rate.
25.5.2 Oxygen content 5-1-7/25.5.2

The system is to be capable of delivering inert gas with an oxygen content of not more than
5% by volume in the inert gas supply main to the cargo tanks at any required rate of flow.
25.7 Source of inert gas 5-1-7/25.7
25.7.1 Acceptable sources 5-1-7/25.7.1

The inert gas supply may be treated flue gas from main or auxiliary boilers. Systems using
flue gases from one or more separate gas generators or other sources or any combination
thereof may be accepted, provided that an equivalent standard of safety is achieved. All flue
gas plants are to be fitted with automatic control so that inert gas of suitable volume and
quality can be delivered upon demand under all service conditions. Systems using stored
carbon dioxide are not permitted unless the risk of ignition from generation of static
electricity by the system itself is minimized.
25.7.2 Fuel oil pumps for inert gas generators 5-1-7/25.7.2

Two fuel oil pumps are to be fitted to the inert gas generator. Only one fuel oil pump may be
permitted on condition that sufficient spares for the fuel oil pump and its prime mover are
carried on board to enable any failure of the fuel oil pump and its prime mover to be rectified
by the vessel’s crew.
25.9 Flue gas isolating valves 5-1-7/25.9

Flue gas isolating valves are to be fitted in the inert gas supply mains between the boiler uptakes and
the flue gas scrubber. These valves are to be provided with indicators to show whether they are open
or shut, and precautions are to be taken to maintain them gastight and keep the seatings clear of soot.
Arrangements are to be made to ensure that boiler soot blowers cannot be operated when the
corresponding flue gas valve is open.
25.11 Flue gas scrubber 5-1-7/25.11
25.11.1 General 5-1-7/25.11.1

A flue gas scrubber is to be fitted which will effectively cool the volume of gas specified in
5-1-7/25.5 and remove solids and sulfur combustion products. The cooling water
arrangements are to be such that an adequate supply of water will always be available without
interfering with any essential services on the vessel. Provision is also to be made for an
alternative supply of cooling water.
Scrubbers, blowers, non-return devices, scrubber effluent and other drain piping, which may
be subjected to corrosive action of the gas and liquid are to be either constructed of corrosion
resistant material or lined with rubber, glass epoxy resin or equivalent coating. See ABS
Guidance Manual for Material Selection and Inspection of Inert Gas Systems 1980.
25.11.2 Filters 5-1-7/25.11.2

Filters or equivalent devices are to be fitted to minimize the amount of water carried over to
the inert gas blowers.
Part 5
25.11.3 Scrubber location 5-1-7/25.11.3

The scrubber is to be located aft of all cargo tanks, cargo pump rooms and cofferdams
separating these spaces from machinery spaces of category A.
25.13 Blowers 5-1-7/25.13
25.13.1 Number of blowers 5-1-7/25.13.1

At least two blowers are to be fitted which together are to be capable of delivering to the
cargo tanks at least the volume of gas required by 5-1-7/25.5. Where two blowers are fitted,
the total required gas capacity is preferably to be divided equally between the two blowers. In
no case is one blower to be less than 1/3 of the total required gas capacity.
In the system with gas generator only one blower may be permitted if that system is capable
of delivering the total volume of gas required by 5-1-7/25.5 to the protected cargo tanks,
provided that sufficient spares for the blower and its prime mover are carried on board to
enable any failure of the blower and its prime mover to be rectified by the vessel's crew.
25.13.2 Blower piping 5-1-7/25.13.2

The inert gas system is to be so designed that the maximum pressure which it can exert on
any cargo tank will not exceed the test pressure of any cargo tank [0.24 bar (0.24 kgf/cm2,
3.5 psi)]. Suitable shut-off arrangements are to be provided on the suction and discharge
connections of each blower. Arrangements are to be provided to enable the functioning of the
inert gas plant to be stabilized before commencing cargo discharge. Oil fired inert gas
generators are to be provided with arrangements to vent off-specification inert gas to the
atmosphere, e.g. during startup or in the event of equipment failure. If the blowers are to be
used for gas freeing, their air inlets are to be provided with blanking arrangements.
25.13.3 Blower location 5-1-7/25.13.3

The blowers are to be located aft of all cargo tanks, cargo pump rooms and cofferdams
separating these spaces from machinery spaces of category A.
25.15 Flue gas leakage 5-1-7/25.15
25.15.1 General 5-1-7/25.15.1

Special consideration is to be given to the design and location of scrubber and blowers with
relevant piping and fittings in order to prevent flue gas leakage into enclosed spaces.
25.15.2 Leakage during maintenance 5-1-7/25.15.2

To permit safe maintenance, an additional water seal or other effective means of preventing
flue gas leakage is to be fitted between the flue gas isolating valves and scrubber or
incorporated in the gas entry to the scrubber.
25.17 Gas regulating valve 5-1-7/25.17
25.17.1 Gas flow regulation 5-1-7/25.17.1

A gas regulating valve is to be fitted in the inert gas supply main. This valve is to be
automatically controlled to close as required in 5-1-7/25.37.3 and 5-1-7/25.37.4. It is also to
be capable of automatically regulating the flow of inert gas to the cargo tanks unless means
are provided to automatically control the speed of the inert gas blowers required in
5-1-7/25.13.
Part 5
25.17.2 Location of gas regulating valve 5-1-7/25.17.2

The gas regulating valve is to be located at the forward bulkhead of the forward-most gas safe
space through which the inert gas supply main passes. A gas safe space is a non-hazardous
spaces (see 5-1-7/1.3.8).
25.19 Non-return devices 5-1-7/25.19
25.19.1 General 5-1-7/25.19.1

At least two non-return devices, one of which is to be a water seal, are to be fitted in the inert
gas supply main, in order to prevent the return of hydrocarbon vapor to the machinery space
uptakes or to any gas safe spaces under all normal conditions of trim, list and motion of the
vessel. They are to be located between the gas regulating valve required by 5-1-7/15.9 and the
after-most connection to any cargo tank or cargo pipeline.
25.19.2 Location of non-return devices 5-1-7/25.19.2

The non-return devices referred to in 5-1-7/25.19.1 are to be located in the cargo area on
deck.
25.19.3 Water supply to water seal 5-1-7/25.19.3

The water seal is to be capable of being supplied by two separate pumps, each of which is to
be capable of maintaining an adequate supply at all times.
25.19.4 Function of water seal 5-1-7/25.19.4

The arrangement of the seal and its associated fittings is to be such that it will prevent
backflow of hydrocarbon vapors and will ensure the proper functioning of the seal under
operating conditions.
25.19.5 Anti-freeze arrangement for water seal 5-1-7/25.19.5

Provision are to be made to ensure that the water seal is protected against freezing, in such a
way that the integrity of seal is not impaired by overheating.
25.19.6 Water loop protection for gas safe spaces 5-1-7/25.19.6

A water loop or other approved arrangement is also to be fitted to each associated water
supply and drain pipe and each venting or pressure-sensing pipe leading to gas safe spaces.
Means are to be provided to prevent such loops from being emptied by vacuum.
25.19.7 Hydrostatic head of water seal and water loop 5-1-7/25.19.7

The deck water seal and all loop arrangements are to be capable of preventing return of
hydrocarbon vapors at a pressure equal to the test pressure of the cargo tanks.
25.19.8 Non-return valve 5-1-7/25.19.8

The second device is to be a non-return valve or equivalent capable of preventing the return of
vapors or liquids and fitted forward of the deck water seal. It is to be provided with positive
means of closure. As an alternative to positive means of closure, an additional valve having
such means of closure may be provided forward of the non-return valve to isolate the deck
water seal from the inert gas main to the cargo tanks.
25.19.9 Venting arrangement 5-1-7/25.19.9

As an additional safeguard against the possible leakage of hydrocarbon liquids or vapors back
from the deck main, means are to be provided to permit the section of the line between the
valve having positive means of closure referred to 5-1-7/25.19.8 and the gas regulating valve
Part 5
referred to in 5-1-7/25.17 to be vented in a safe manner when the first of these valves is
closed.
25.21 Branching of inert gas main 5-1-7/25.21
25.21.1 General 5-1-7/25.21.1

The inert gas main may be divided into two or more branches forward of the non-return
devices required by 5-1-7/25.19.
25.21.2 Branch piping isolating valves 5-1-7/25.21.2

25.21.2(a) Oil carriers. The inert gas supply mains are to be fitted with branch piping leading
to each cargo tank. Branch piping for inert gas is to be fitted with either stop valve or
equivalent means of control for isolating each tank. Where stop valves are fitted, they are to
be provided with locking arrangements, which are to be under the control of a responsible
officer of the vessel. The control system operated is to provide positive indication of the
operational status of such valves.
25.21.2(b) Combination carriers. In combination carriers, the arrangement to isolate the slop
tanks containing oil or oil residues from other tanks is to consist of blank flanges which will
remain in position at all times when cargoes other than oil are being carried except as
provided for in the relevant section of IMO’s Revised Guidelines for Inert Gas Systems.
25.21.3 Over-pressure and vacuum protection of isolated tanks 5-1-7/25.21.3

Means are to be provided to protect cargo tanks against the effect of over-pressure or vacuum
caused by thermal variations when the cargo tanks are isolated from the inert gas mains. See
also 5-1-7/11.5.
25.21.4 Self-draining of piping 5-1-7/25.21.4

Piping systems are to be so designed as to prevent the accumulation of cargo or water in the
pipelines under all normal conditions. See also 5-1-7/11.7.
25.21.5 External supply connection 5-1-7/25.21.5

Suitable arrangements are to be provided to enable the inert gas main to be connected to an
external supply of inert gas. The arrangements are to consist of a 250 mm (10 in) nominal
pipe size bolted flange, isolated from the inert gas main by a valve and located forward of the
non-return valve referred to in 5-1-7/25.19.8. The design of the flange is to conform to the
appropriate Class in the Standards adopted for the design of other external connections in the
vessel's cargo piping system.
25.23 Venting for large gas volumes 5-1-7/25.23

The arrangements for the venting of all vapors displaced from the cargo tanks during loading and
ballasting are to comply with 5-1-7/11.17 and are to consist of either one or more mast risers, or a
number of high velocity vents. The inert gas supply mains may be used for such venting.
25.25 Inerting, purging or gas-freeing of empty tanks 5-1-7/25.25

The arrangements for inerting, purging or gas freeing of empty tanks as required in 5-1-7/25.3 are to
be such that the accumulation of hydrocarbon vapors in pockets formed by the internal structural
members in a tank is minimized.
Part 5
25.25.1 Position of gas outlet pipe 5-1-7/25.25.1

On individual cargo tanks the gas outlet pipe, if fitted, is to be positioned as far as practicable
from the inert gas/air inlet and in accordance with 5-1-7/11. The inlet of such outlet pipes may
be located either at deck level or at not more than 1 m above the bottom of the tank.
25.25.2 Size of gas outlet pipe 5-1-7/25.25.2

The cross sectional area of such gas outlet pipe is to be such that an exit velocity of at least 20
m/s (66 ft/s) can be maintained when any three tanks are being simultaneously supplied with
inert gas. Their outlets are to extend not less than 2 m (6.6 ft) above deck level.
25.25.3 Blanking of gas outlet pipe 5-1-7/25.25.3

Each gas outlet is to be fitted with suitable blanking arrangements.
25.25.4 Connection to cargo piping 5-1-7/25.25.4

25.25.4(a) Acceptable connection arrangement. If a connection is fitted between the inert gas
supply mains and the cargo piping system, arrangements are to be made to ensure an effective
isolation having regard to the large pressure difference which may exist between the systems.
This is to consist of two shut-off valves with an arrangement to vent the space between the
valves in a safe manner or an arrangement consisting of a spool-piece with associated blanks.
See 5-1-7/Figure 1.
25.25.4(b) Non-return valve. The valve separating the inert gas supply main from the cargo
main and which is on the cargo main side are to be a non-return valve with a positive means
of closure.
FIGURE 1
Connection between inert gas main and cargo piping
25.27 Pressure/vacuum-breaking devices 5-1-7/25.27
25.27.1 General 5-1-7/25.27.1

One or more pressure/vacuum-breaking devices are to be provided on the inert gas supply
main to prevent the cargo tanks from being subject to:
i) a positive pressure in excess of the test pressure of the cargo tank if the cargo were to
be loaded at the maximum specified rate and all other outlets were left shut; or
ii) a negative pressure in excess of 700 mm (27.5 in.) water gauge if cargo were to be
discharged at the maximum rated capacity of the cargo pumps and the inert gas
blowers were to fail.
Part 5
Such devices are to be installed on the inert gas main unless they are installed in the venting
system required by 5-1-7/11.1 or on individual cargo tanks.
25.27.2 Location and design 5-1-7/25.27.2

The location and design of the devices are to be in accordance with 5-1-7/11.
25.29 Instrumentation at gas blower outlets 5-1-7/25.29

Means are to be provided for continuously indicating the temperature and the pressure of the inert gas
at the discharge side of the gas blowers, whenever the gas blowers are operating.
25.31 Monitoring of inert gas 5-1-7/25.31
25.31.1 Instrumentation at inert gas supply main 5-1-7/25.31.1

Instrumentation is to be fitted for continuously indicating and permanently recording, when
the inert gas is being supplied:
i) the pressure of the inert gas supply mains forward of the non-return devices required
by 5-1-7/25.19.1; and
ii) the oxygen content of the inert gas in the inert gas supply mains on the discharge side
of the gas blowers.
25.31.2 Cargo control room displays 5-1-7/25.31.2

The devices in 5-1-7/25.31.1 are to be placed in the cargo control room where provided. But
where no cargo control room is provided, they are to be placed in a position easily accessible
to the officer in charge of the cargo operations.
25.31.3 Navigating bridge and machinery control room displays 5-1-7/25.31.3

In addition, displays are to be fitted:
i) in the navigation bridge to indicate at all times the pressure referred to in
5-1-7/25.31.1i) and the pressure in the slop tanks of combination carriers, whenever
those tanks are isolated from the inert gas supply main; and
ii) in the machinery control room or in the machinery space to indicate the oxygen
content referred to in 5-1-7/25.31.1ii).
25.33 Portable instruments 5-1-7/25.33

Portable instruments for measuring oxygen and flammable vapor concentration are to be provided. In
addition, suitable arrangement are to be made on each cargo tank such that the condition of the tank
atmosphere can be determined using these portable instruments.
25.35 Calibration of instruments 5-1-7/25.35

Suitable means are to be provided for the zero and span calibration of both fixed and portable gas
concentration measurement instruments, referred to in 5-1-7/25.31 and 5-1-7/25.33.
25.37 Alarms and shutdowns 5-1-7/25.37
25.37.1 Alarms for flue gas type systems 5-1-7/25.37.1

For inert gas systems of the flue gas type, audible and visual alarms are to be provided to
indicate:
i) low water pressure or low water flow rate to the flue gas scrubber as referred to in
5-1-7/25.11.1;
Part 5
ii) high water level in the flue gas scrubber as referred to in 5-1-7/25.11.1;
iii) high gas temperature as referred to in 5-1-7/25.29;
iv) failure of the inert gas blowers as referred to in 5-1-7/25.13;
v) oxygen content in excess of 8% by volume as referred to in 5-1-7/25.31.1ii);
vi) failure of the power supply to the automatic control system for the gas regulating
valve and to the indicating devices as referred to in 5-1-7/25.17 and 5-1-7/25.31.1;
vii) low water level in the water seal as referred to in 5-1-7/25.19.1;
viii) gas pressure less than 100 mm water gauge as referred to in 5-1-7/25.31.1i). The
alarm arrangement are to be such as to ensure that the pressure in slop tanks in
combination carriers can be monitored at all times; and
ix) high gas pressure as referred to in 5-1-7/25.31.1i).
25.37.2 Alarms for inert gas generator type systems 5-1-7/25.37.2

For inert gas systems of the inert gas generator type, audible and visual alarms are to be
provided in accordance with 5-1-7/25.37.1 plus the following:
i) insufficient fuel oil supply;
ii) failure of the power supply to the generator (This condition is to also automatically
shutdown the gas-regulating valve.);
iii) failure of the power supply to the automatic control system for the generator.
In addition, fuel oil supply to the gas generator is to be automatically shutdown in the event of
a) low water pressure (or flow) to scrubber; and b) high gas temperature.
25.37.3 Automatic shut-down of the inert gas blowers and gas regulating valve 5-1-7/25.37.3
Automatic shut-down of the inert gas blowers and gas regulating valve is to be arranged on
predetermined limits being reached in respect of 5-1-7/25.37.1i), 5-1-7/25.37.1ii) and
5-1-7/25.37.1iii).
25.37.4 Automatic shut-down of the gas regulating valve 5-1-7/25.37.4

Automatic shutdown of the gas regulating valve are to be arranged in respect of
5-1-7/25.37.1iv).
25.37.5 Suspension of cargo tank operations 5-1-7/25.37.5

In respect of 5-1-7/25.37.1v), when the oxygen content of the inert gas exceeds 8% by
volume, immediate action are to be taken to improve the gas quality. Unless the quality of the
gas improves, all cargo tank operations are to be suspended so as to avoid air being drawn in
to the tanks and the isolation valve referred to in 5-1-7/25.19.8 are to be closed.
25.37.6 Alarms in cargo control room and machinery space 5-1-7/25.37.6

The alarms required in 5-1-7/25.37.1v), 5-1-7/25.37.1vi) and 5-1-7/25.37.1viii) are to be fitted
in the machinery space and cargo control room, where provided, but in each case in such a
position that they are immediately received by responsible members of the crew.
25.37.7 Dry water seal water supply 5-1-7/25.37.7

As per the intent of 5-1-7/25.37.1vii), an adequate reserve of water is to be maintained at all
times and the integrity of the arrangements to permit the automatic formation of the water seal
when the gas flow ceases is also to be maintained. The audible and visual alarm on the low
level of the water in the water seal is to operate when the inert gas is not being supplied.
Part 5
25.37.8 Additional low inert gas pressure protection 5-1-7/25.37.8

An audible alarm system independent of that required in 5-1-7/25.37.1viii) or automatic
shutdown of cargo pumps is to be provided to operate on predetermined limits of low pressure
in the inert gas mains being reached.
25.39 Instruction manuals 5-1-7/25.39

Detailed instruction manuals are to be provided on board, covering the operations, safety and
maintenance requirements and occupational health hazards relevant to the inert gas system and its
application to the cargo tank system. The manuals are to include guidance on procedures to be
followed in the event of a fault or failure of the inert gas system. Reference is to be made to the IMO
document MSC/Circ.282, 353 and 387 Guidelines for Inert Gas Systems.
25.41 Nitrogen generator inert gas systems 5-1-7/25.41
25.41.1 Application 5-1-7/25.41.1

The requirements of 5-1-7/25.41 apply where inert gas is produced by separating air into its
component gases by passing compressed air through a bundle of hollow fibers, semi-
permeable membranes or absorber materials. Where such systems are provided in place of the
boiler flue gas or oil fired inert gas generators, the following requirements are also applicable
for the piping arrangements, alarms and instrumentation downstream of the gas generator:
5-1-7/25.17.1 5-1-7/25.17.2 5-1-7/25.21 5-1-7/25.23 5-1-7/25.25

5-1-7/25.27 5-1-7/25.31.1i) 5-1-7/25.31.2 5-1-7/25.31.3 5-1-7/25.33
5-1-7/25.35 5-1-7/25.37.1vi) 5-1-7/25.37.1viii) 5-1-7/25.37.1ix) 5-1-7/25.37.3
5-1-7/25.37.4 5-1-7/25.37.6 5-1-7/25.37.8 5-1-7/25.39
25.41.2 Nitrogen Generator 5-1-7/25.41.2
25.41.2(a) Capacity. A nitrogen generator consists of a feed air treatment system and any
number of membrane or absorber modules in parallel necessary to meet the required capacity
which is to be at least 125% of the maximum discharge capacity of the ship expressed as a
volume.
25.41.2(b) Gas specification. The nitrogen generator is to be capable of delivering high purity
nitrogen with oxygen content not exceeding 5% by volume. The system is to be fitted with
automatic means to discharge ‘‘off-spec’’ gas to the atmosphere during start-up and abnormal
operation. The block and bleed arrangement indicated in 5-1-7/25.41.4 is not to be used for
this purpose.
25.41.2(c) Air compressors. The system is to be provided with two air compressors. The
total required capacity of the system is preferably to be divided equally between the two
compressors, and in no case is one compressor to have a capacity less than 1/3 of the total
capacity required.
Only one air compressor may be accepted provided that sufficient spares for the air
compressor and its prime mover are carried on board to enable their failure to be rectified by
the ship's crew.
25.41.2(d) Feed air treatment. A feed air treatment system is to be fitted to remove free water,
particles and traces of oil from the compressed air, and to preserve the specification
temperature.
25.41.2(e) Nitrogen receiver. Where fitted, a nitrogen receiver/buffer tank may be installed in
a dedicated compartment or in the separate compartment containing the air compressor and
the generator or may be located in the cargo area. Where the nitrogen receiver/buffer tank is
installed in an enclosed space, the access is to be arranged only from the open deck and the
Part 5
access door is to open outwards. Permanent ventilation and alarm are to be fitted as in
5-1-7/25.41.3.
In order to permit maintenance, means of isolation are to be fitted between the generator and
the receiver.
25.41.2(f) Enriched gases. The oxygen-enriched air from the nitrogen generator and the
nitrogen-product enriched gas from the protective devices of the nitrogen receiver are to be
discharged to a safe location on the open deck.
25.41.3 Location of installation 5-1-7/25.41.3

The air compressor and the nitrogen generator may be installed in the engine room or in a
separate compartment. Where a separate compartment is provided, it is to be:
treated as ‘other machinery spaces’ with respect to fire protection,
positioned outside the cargo area,
fitted with an independent mechanical extraction ventilation system providing at least
6 air changes per hour,
fitted with a low oxygen alarm,
arranged with no direct access to accommodation spaces, service spaces and control
stations.
25.41.4 Non-return devices 5-1-7/25.41.4

At least two non-return devices are to be fitted in the inert gas supply main. One of the non-
return devices is to be of the double block and bleed arrangement (two shut-off valves in
series with a venting valve in between), for which the following conditions apply:
i) The operation of the valve is to be automatically executed. Signal(s) for
opening/closing are to be taken from the process directly (e.g., inert gas flow or
differential pressure).
ii) Alarm for faulty operation of the valves is to be provided (e.g., the operation of
‘‘blower stop’’ and ‘‘supply valve(s) open’’ is an alarm condition).
iii) Upon loss of power, the block valves are to automatically close and the bleed valve is
to automatically open.
The second non-return device is to be equipped with positive means of closure.
25.41.5 Instrumentation 5-1-7/25.41.5

25.41.5(a) Compressed air. Instrumentation is to be provided for continuously indicating the
temperature and pressure of air:
i) at the discharge side of the compressor,
ii) at the entrance side of the nitrogen generator.
25.41.5(b) I n e r t g a s . Instrumentation is to be fitted for continuously indicating and
permanently recording the oxygen content of the inert gas downstream the nitrogen generator
when inert gas is being supplied. This instrumentation is to be placed in the cargo control
room and in the machinery control room (or in the machinery space).
25.41.5(c) Alarms. Audible and visual alarms are to be provided to indicate:
i) low air pressure from compressor as referred to in 5-1-7/25.41.5(a)i);
ii) high air temperature as referred to in 5-1-7/25.41.5(a)i);
Part 5
iii) high condensate level at automatic drain of water separator as referred to in

5-1-7/25.41.2(d),
iv) failure of electrical heater, if fitted,
v) oxygen content in excess of that specified in 5-1-7/25.41.2(b), in 5-1-7/25
vi) failure of power supply to the instrumentation as referred to5-1-7/25.41.5(b).
These alarms are to be fitted in the machinery space and cargo control room, where provided,
but in each case in such a position that they are immediately received by responsible members
of the crew.
25.41.6 Automatic shutdown 5-1-7/25.41.6

Automatic shutdown of the system is to be arranged for alarm conditions in 5-1-7/25.41.5(c)i)
through 5-1-7/25.41.5(c)v).
25.41.7 Non-mandatory systems 5-1-7/25.41.7

Where a nitrogen inerting system is installed on an oil carrier which is not required to be
fitted an inert gas system (i.e., oil carriers of less than 20,000 tonnes deadweight not fitted
with crude oil washing systems), it is to comply with the requirements in 5-1-7/25.41 except
for:
5-1-7/25.41.1;
5-1-7/25.41.2(a) and 5-1-7/25.41.2(c); and
where the connections to the cargo tanks, hold spaces or cargo piping are not
permanent, the non-return devices required by 5-1-7/25.41.4 may be substituted by
two non-return valves.
27 Fixed deck foam system 5-1-7/27
27.1 General 5-1-7/27.1

The arrangements for providing foam are to be capable of delivering foam to the entire cargo tank
area as well as into any cargo tank, the deck of which has been ruptured.
The system is to be capable of simple and rapid operation. The main control station for the system are
to be suitably located outside of the cargo tank area, adjacent to the accommodation spaces and
readily accessible and operable in the event of fire in the areas protected.
27.3 Foam solution supply rate 5-1-7/27.3

The rate of supply of foam solution is to be not less than the greatest of the following:
i) 0.6 l/min/m2 (0.015 gal/min/ft2) of the cargo deck area, where cargo deck area means the
maximum breadth of the vessel multiplied by the total longitudinal extent of the cargo tank
spaces,
ii) 6 l/min/m2 (0.15 gal/min/ft2) of the horizontal sectional area of the single tank having the
largest such area; or
iii) 3 l/min/m2 (0.075 gal/min/ft2) of the area protected by the largest monitor, such area being
entirely forward of the monitor, but not less than 1,250 liters per minute.
Part 5
27.5 Foam concentrate quantity 5-1-7/27.5

Sufficient foam concentrate is to be supplied to ensure at least:
20 minutes of foam generation in oil carriers fitted with an inert gas installation; or
30 minutes of foam generation in oil carriers not fitted with an inert gas installation;
when using solution rates stipulated in 5-1-7/27.3i), 5-1-7/27.3ii) or 5-1-7/27.3iii), whichever is the
greatest.
The foam expansion ratio (i.e. the ratio of the volume of foam produced to the volume of the mixture
of water and foam-making concentrate supplied) is not to generally exceed 12:1.
Where systems essentially produce low expansion foam but at an expansion ratio slightly in excess of
12:1, the quantity of foam solution available are to be calculated as for 12:1 expansion ratio systems.
When medium expansion ratio foam (between 50:1 and 150:1 expansion ratio) is employed the
application rate of the foam and the capacity of a monitor installation are to be submitted for
consideration in each case.
27.7 Required foam monitor and foam applicator capacities 5-1-7/27.7

Foam from the fixed foam system is to be supplied by means of monitors and foam applicators. At
least 50% of the foam solution supply rate required in 5-1-7/27.3i) and 5-1-7/27.3ii) is to be delivered
from each monitor.
On oil carriers of less than 4000 tonnes deadweight, foam applicators may be installed in lieu of foam
monitors. In which case, the capacity of each applicator is to be at least 25% of the foam solution
supply rate required in 5-1-7/27.3i) or 5-1-7/27.3ii).
27.9 Minimum foam monitor capacity 5-1-7/27.9

The number and position of monitors are to be such as to comply with 5-1-7/27.1. The capacity of any
monitor is to be at least 3 l/min (0.8 gpm) of foam solution per square meter of deck area protected,
such area being entirely forward of the monitor. Such capacity is not to be less than 1250 l/min
(330 gpm).
The distance from the monitor to the farthest extremity of the protected area forward of that monitor is
not to be more than 75% of the monitor throw in still air conditions.
27.11 Installation at poop front 5-1-7/27.11

A monitor and hose connection for a foam applicator are to be situated both port and starboard at the
front of the poop or accommodation spaces facing the cargo tanks deck.
On oil carriers of less than 4000 tonnes deadweight a hose connection for a foam applicators is to be
situated both port and starboard at the front of the poop or accommodation spaces facing the cargo
tanks deck.
27.13 Use and minimum capacity of foam applicators 5-1-7/27.13

Applicators are to be provided to ensure flexibility of action during fire-fighting operations and to
cover areas screened from the monitors. The capacity of any applicator is to be not less than 400 l/min
(106 gpm) and the applicator throw in still air conditions is to be not less than 15 meters. The number
of applicators provided is to be not less than four. The number and disposition of foam main outlets is
to be such that foam from at least two applicators can be directed on to any part of the cargo tanks
deck area.
Part 5
27.15 Foam main and fire main isolation valves 5-1-7/27.15

Valves are to be provided in the foam main, and in the fire main when this is an integral part of the
deck foam system, immediately forward of any monitor position to isolate damaged sections of these
mains.
27.17 Simultaneous operation 5-1-7/27.17

Operation of a deck foam system at its required output is to permit the simultaneous use of the
minimum required number of jets of water at the required pressure from the fire main.
29 Cargo pump room protection 5-1-7/29
29.1 Fixed fire extinguishing system 5-1-7/29.1

Each pump room is to be provided with one of the following fixed fire-extinguishing systems
operated from a readily accessible position outside the pump room:
i) A CO2 system complying with the provisions of 4-7-3/3 (or SOLAS Reg. II-2/5) and with the
following:
the alarm referred to in 4-7-3/3.1.5 (or SOLAS Reg. II-2/5.1.6) is to be safe for use in
a flammable cargo vapor/air mixture (see 5-1-7/Table 1, item c4). The electrical
alarm actuating mechanism is to be located outside the pump room. Pneumatic alarms
are also acceptable; where fitted, air and not CO2 is to be used for testing of
pneumatic alarms;
a notice is to be exhibited at the control stating that due to the electrostatic ignition
hazard, the system is to be used only for fire extinguishing and not for inerting
purposes.
ii) A high-expansion foam system complying with the provisions of 4-7-3/5.1 (or SOLAS Reg.
II-2/9), provided that the foam concentrate supply is suitable for extinguishing fires involving
the cargo carried.
iii) A fixed pressure water-spray system complying with the provisions of 4-7-3/7 (or SOLAS
Reg. II-2/10).
29.3 Required quantity of fire-extinguishing medium 5-1-7/29.3

Where the fire-extinguishing medium used in the cargo pump room system is also used in systems
serving other spaces, the quantity of medium provided or its delivery rate need not be more than the
maximum required for the largest compartment.
31 Electrical installations 5-1-7/31

These requirements are additional to, or modifying that of, Section 4-8-1 through Section 4-8-4, as
appropriate. These requirements address electrical safety associated with hazardous areas of oil
carriers.
31.3 Limited use of earthed distribution systems 5-1-7/31.3

An earthed distribution system is not to be used except for the following applications:
i) Earthed intrinsically-safe circuits.
Part 5
ii) Control circuits and instrumentation circuits where technical or safety reasons preclude the
use of a system without an earthing connection, provided the current in the hull is limited to
5A or less in both normal and fault conditions.
iii) Limited and locally earthed systems, provided that any possible resultant earth current does
not flow directly through any hazardous areas.
iv) Alternating-current power networks of 1 kV (rms, line to line) and over, provided that any
possible resultant earth current does not flow directly through any hazardous areas.
31.5 Hazardous areas 5-1-7/31.5

The following are to be regarded as hazardous areas (see also 5-1-7/Figure 2).
31.5.1 Enclosed spaces 5-1-7/31.5.1

i) Cargo tanks and cargo piping.
ii) Cofferdams, ballast and peak tanks; under-deck walkways and duct keel; and trunks:
which are adjacent to cargo tanks;
through which cargo piping passes; or
which are served by piping either (1) connected to cargo oil system, (2)
passed through cargo tank, or (3) serving also spaces located immediately
adjacent to cargo tanks.
iii) Cargo pump rooms.
iv) Compartments for storage of cargo hoses.
v) Where permitted (by SOLAS Reg. II-2/56), any enclosed or semi-enclosed space:
immediately above cargo tanks,
aft or forward of all cargo tanks but having bulkheads immediately above and
in-line with cargo tank end bulkheads (unless the corner-to-corner common
boundary is eliminated by means of a diagonal plate welded across the
corner),
immediately above cargo pump room (unless separated by a gastight
bulkhead and suitably mechanically ventilated), or
immediately above vertical cofferdams, ballast tanks, fuel oil tanks, etc.
adjacent to cargo tanks (unless separated by a gastight deck and suitably
mechanically ventilated).
vi) Enclosed and semi-enclosed spaces having a direct access or opening into any space
described in 5-1-7/31.5.1ii) through 5-1-7/31.5.1v).
vii) Enclosed or semi-enclosed spaces having an opening (door, ventilation port, etc.)
within the hazardous areas defined in 5-1-7/31.5.2.
31.5.2 Open deck spaces 5-1-7/31.5.2

i) Areas on open deck over all cargo tanks (including all ballast tanks within cargo tank
area) and to the full breadth of the vessel plus 3 m (10 ft) fore and aft on open deck,
up to a height of 2.4 m (8 ft) above the deck.
ii) Areas on open deck within 3 m (10 ft) of openings to the spaces in 5-1-7/31.5.1.
These include, but not limited to, the following:
Any opening (e.g. tank hatch, tank ullage port, etc.) of cargo tank;
Part 5
Any opening (e.g. hatch, air vent pipe head, sounding pipe head, etc.) of cofferdams,
ballast tanks, peak tanks, fuel oil tanks, etc., which are adjacent to cargo tanks.
Cargo manifold valves, cargo valves, cargo pipe flanges and similar pipe fittings.
Cargo pump room entrances and cargo pump room ventilation openings.
iii) Areas on open deck in way of cargo tank vents:
within 3 m (16.5 ft) measured spherically with outlet as center;
during the flow of small volume of vapor, air or inert gas mixtures caused by
thermal variations in cargo tanks, spaces up to 5 m (16.5 ft), measured
spherically with outlet as center, from pressure/vacuum valves; and
during the flow of large volume of vapor, air or inert gas mixtures when
cargo loading and ballasting or when discharging, spaces up to 10 m (33 ft),
measured cylindrically with vertical vent pipe as axis and extending vertically
without limit, from free flow vents and high velocity vents.
iv) Areas on open deck in way of cargo manifold valve spillage containment coaming
and other coamings intended to keep spillage from accommodation and service
spaces:
area within the coaming, and
areas within 2.4 m (8 ft) above the deck up to 3 m (10 ft) from the edge of the
coaming.
31.5.3 Spaces above forepeak tank 5-1-7/31.5.3

31.5.3(a) Forepeak tank adjacent to cargo tank. Where the forepeak tank is adjacent to cargo
tank, enclosed spaces above the forepeak tank are to be regarded as hazardous unless the
space is:
separated from the forepeak tank by gastight deck having no access opening; and
provided with mechanical ventilation.
See also 5-1-7/31.5.1.
31.5.3(b) Where the forepeak tank is:
not adjacent to a cargo oil tank, but
is served by piping which also serves spaces adjacent to cargo tank(s),
enclosed spaces above the forepeak tank may be regarded as non-hazardous unless
5-1-7/31.5.1 applies. Where a direct access is provided from such an enclosed space into the
forepeak tank, the enclosed space may be regarded as non-hazardous if the direct access is a
gas-tight manhole, or equivalent, and the sounding and vent pipes of the forepeak tank are led
to the weather.
Part 5
FIGURE 2
Hazardous areas on open deck
31.7 Air locks 5-1-7/31.7

Enclosed and semi-enclosed spaces, other than machinery spaces of category A, having an access or
opening into hazardous areas (see 5-1-7/31.5.1vi) and 5-1-7/31.5.1vii)), need not be regarded as
hazardous areas themselves provided the access is through a double door air lock of either type
described below. Openings to machinery space of category A are to be located away from hazardous
areas.
31.7.1 Type 1 air lock 5-1-7/31.7.1

31.7.1(a) Doors. The air-lock is to consist of two gas-tight steel doors of self closing type,
with no hold-back arrangement, spaced at least 1.5 m (5 ft.) but not more than 2.5 m (8 ft.)
apart, and the space is provided with mechanical ventilation.
31.7.1(b) Relative pressurization. The non-hazardous space is to be maintained at over-
pressure relative to the external hazardous area. The relative over-pressure or air flow is to be
continuously monitored and so arranged that in the event of ventilation failure an audible and
visual alarm is given at a manned control station and the electrical supply to all equipment
(not of the certified safe type) is automatically disconnected. A time delay on the disconnect
will be considered where deemed necessary.
31.7.1(c) Safety precautions. Machinery necessary for propulsion and maneuvering,
anchoring and mooring, as well as the emergency generator and emergency fire pump, where
the shutdown of which could in itself introduce a hazard, is not to be located in spaces
protected by Type 1 air lock.
31.7.2 Type 2 air lock 5-1-7/31.7.2

31.7.2(a) Doors. The air lock is to consist of two gas-tight steel doors of self closing type,
with no hold-back arrangement, spaced at least 1.5 m (5 ft) but not more than 2.5 m (8 ft)
apart.
31.7.2(b) Relative pressurization. The non-hazardous space and the air lock are to be
maintained at over-pressure relative to the external hazardous area by independent mechanical
ventilation systems arranged such that a single failure will not result in the simultaneous loss
of over-pressure in both the non-hazardous space and the air-lock. Failure of either ventilation
system is to be alarmed at a manned control station.
Part 5
31.9 Electrical equipment permitted in hazardous areas 5-1-7/31.9

Electrical equipment and its wiring are not to be installed in any hazardous areas unless essential for
operation purposes. Electrical equipment intended for installation in hazardous areas is to be of the
certified safe type and is to be selected in accordance with 5-1-7/Table 1 based on the class of
hazardous area at its location of installation.
31.11 Cable installation in hazardous areas 5-1-7/31.11

All cables installed within the hazardous areas are to be provided with metallic braiding or metallic
armoring, or to be of mineral-insulated copper or stainless steel sheathed type. A non-metallic
impervious sheath is to be applied over the metallic braiding, armoring or sheathing for cables
installed in locations subject to corrosion. Cables installed on open deck or on fore and aft gangways
are, in addition, to be protected against mechanical damage (see 4-8-4/21.15.2). Cables and protective
supports are to be so installed as to avoid strain or chafing and, for long runs of cables, due allowance
made for the effects of expansion/contraction or working of the hull.
TABLE 1
Electrical equipment in hazardous areas of oil carriers
Hazardous area Acceptable electrical equipment
Cargo tanks and cargo piping, 5-1-7/31.5.1 i) a1 Ex ia intrinsically-safe apparatus.
Cofferdams, ballast tanks, peak tanks, b1 Ex ia intrinsically-safe apparatus.
5-1-7/31.5.1ii) b2 Transducers for depth sounding or speed log; or electrodes for impressed
current system, subject to installation requirements of 5-1-7/31.13.
Cargo pump rooms, 5-1-7/13.5.1iii) c1 Intrinsically-safe apparatus.
c2 Electrical devices as described in items b2
c3 Explosion-proof lighting fixtures.
c4 Explosion proof fire extinguishing system alarm, general alarm and
communication.
c5 Through-run of cables in extra-heavy pipe, see 5-1-7/31.15.3.
Compartments for cargo hoses, and en d1 Intrinsically-safe apparatus.
Closed or semi-enclosed spaces above d2 Explosion-proof type lighting fixtures
cargo tanks, 5-1-7/31.5.1iv) & 5-1-7/31.5.1v). d3 Through-runs of cable.
Enclosed or semi-enclosed spaces having e1 Intrinsically-safe apparatus and explosion proof equipment.
opening to hazardous areas, 5-1-7/31.5.1vi) e2 Electrical devices as described in b2
and 5-1-7/31.5.1vii).
e3 Through-run of cable
Areas on open deck as defined in 5-1-7/31.5.2 f1 Explosion-proof, intrinsically-safe, increased safety or pressurized
equipment with enclosures suitable for use on open deck.
f2 Through-runs of cables with mechanical protection, see 5-1-7/31.11.
Notes
1 Intrinsically safe refers to Ex ia and Ex ib except where specified otherwise.
2 Explosion proof refers to Ex d IIA T3.
3 Increased safety refers to Ex e IIA T3.
4 Pressurized or purged Ex p may substitute for 2 and 3 above.
Part 5
31.13 Echo sounder; speed Log; impressed current system 5-1-7/31.13

Hull fittings penetrating the shell and containing transducers for depth sounding or speed log devices;
or containing terminals for anodes or electrodes of impressed current cathodic protection system are
not to be installed in cargo tanks. However, they may be installed in hazardous areas, such as
cofferdams adjacent to cargo tanks, as permitted by 5-1-7/Table 1 provided all of the following are
complied with:
i) Fittings are housed within a gas-tight enclosure and are not located adjacent to cargo tank
bulkhead.
ii) The box containing actual electrical connection of the cable, such as terminal box of the
anode or junction box, is to be filled with insulating material, such as silicon grease, silicon
sealing, or equivalent.
iii) All associated cables passing through these spaces are to be installed in steel pipes with at
least extra-heavy wall thickness, with all joints welded, and with corrosion resistant coating.
iv) Cable gland with gastight packing is to be provided for the cable at both ends of the cable
conduit pipe.
v) Cable inside the cable conduit is to be suitably supported, e.g. by sand-filling, by strapping to
support-wire, etc.
31.15 Cargo oil pump room 5-1-7/31.15
31.15.1 Ventilation and gas detection 5-1-7/31.15.1

Ventilation arrangements of and the provision of a gas detection system in the cargo pump
room are to be in accordance with 5-1-7/17.1.
31.15.2 Lighting 5-1-7/31.15.2

31.15.2(a) Lighting fitted outside the pump room. As far as practicable, lighting fixtures for
pump-room are to be permanently wired and fitted outside of the pump room. Pump rooms
adjacent to engine rooms or similar safe spaces may be lighted through substantial glass
lenses permanently fitted in the bulkhead or deck. The construction of the glass lens port is to
be as follows:
Capable of maintaining watertight and gastight integrity of the bulkhead and deck.
Suitably protected from mechanical damage.
Provided with a steel cover capable of being closed and secured on the side of the
safe space.
Both the glass lens and its sealing arrangement will not be impaired by working of the
hull.
Structural strength of the pierced bulkhead or deck is suitably reinforced.
See 5-1-1/5.11 and 5-2-1/5.5.
31.15.2(b) Lighting fitted inside the pump room. As an alternative to 5-1-7/31.15.2(a),
certified safe lighting fixtures (see 5-1-7/Table 1) may be installed in the pump room provided
they are wired with moisture-resisting jacketed (impervious-sheathed) and armored or
mineral-insulated metal-sheathed cable. Lighting circuits are to be so arranged that the failure
of any one branch circuit will not leave the pump room in darkness. All switches and
protective devices are to be located outside the pump room. See also 4-8-4/27.11 for lighting
circuits in hazardous areas.
Part 5
31.15.3 Cables passing through pump room 5-1-7/31.15.3

Where it is necessary for cables, other than intrinsically safe circuits and that supplying
lighting fixtures in pump room, to pass through cargo pump rooms, they are to be installed in
extra-heavy steel pipes, or equivalent.
31.17 Pipe tunnel or duct keel 5-1-7/31.17
31.17.1 Ventilation and gas detection 5-1-7/31.17.1

Pipe tunnels, duct keels and similar spaces are to be provided with a ventilation system (see
5-1-7/17.5.1) and a gas detection system (see 5-1-7/17.5.2).
31.17.2 Lighting 5-1-7/31.17.2

Where a permanent lighting system is installed in enclosed spaces such as pipe tunnels,
double bottoms, or duct keels, it is to be in accordance with 5-1-7/31.15.2. The switches are to
be accessible to authorized personnel only.
PART
5
more in Length)
APPENDIX 1 Guide for Fatigue Strength

Assessment of Tankers
CONTENTS
1 General................................................................................. 201
1.1 Note ...................................................................................... 201
1.3 Applicability........................................................................... 201
1.5 Loadings ............................................................................... 201
1.7 Effects of Corrosion.............................................................. 202
1.9 Format of the Criteria ........................................................... 202
3 Connections to be Considered for the Fatigue Strength
Assessment ......................................................................... 202
3.1 General................................................................................. 202
3.3 Guidance on Locations......................................................... 202
5 Permissible Stress Range................................................... 209
5.1 Assumptions ......................................................................... 209
5.3 Criteria .................................................................................. 209
5.5 Long Term Stress Distribution Parameter, γ ........................ 209
5.7 Permissible Stress Range .................................................... 210
7 Fatigue Inducing Loads and Determination of
Total Stress.......................................................................... 213
7.1 General................................................................................. 213
7.3 Wave-induced Loads – Load Components .......................... 213
7.5 Fatigue Assessment Zones and Controlling
Load Combination ................................................................ 213
7.7 Primary Stress fd1 ................................................................ 214
7.9 Secondary Stress fd2 ........................................................... 214
7.11 Additional Secondary Stresses f *d 2 and

Tertiary Stresses fd3 ............................................................. 214
9 Resulting Stress Ranges .....................................................218
9.1 Definitions............................................................................. 218
11 Determination of Stress Concentration Factors (SCF’s)...219
11.1 General................................................................................. 219
11.3 Sample Stress Concentration Factors (SCF’s) .................... 219
13 Stress Concentration Factors Determined From Finite
Element Analysis .................................................................225
13.1 Introduction........................................................................... 225
13.3 S-N Data............................................................................... 226
13.5 S-N Data and SCF’s ............................................................. 226
13.7 Calculation of Hot Spot Stress for Fatigue Analysis of
Ship Structures ..................................................................... 229
TABLE 1 Fatigue Classification for Structural Details ..........204

TABLE 2 Ks (SCF) Values ........................................................221
FIGURE 1 Basic Design S-N Curve...........................................211

FIGURE 2 Cn = Cn (ψ) .................................................................217
FIGURE 3 Misalignment ............................................................219
FIGURE 4 Cut-outs (Slots) For Longitudinal............................220
PART
5
more in Length)

Assessment of Tankers 5 - 1 - A 1
1 General 5-1-A1/1
1.1 Note 5-1-A1/1.1

This Appendix provides a designer oriented approach to fatigue strength assessment which may be
used, for certain structural details, in lieu of more elaborate methods, such as spectral fatigue analysis.
The term assessment is used here to distinguish this approach from the more elaborate analysis.
The criteria in this Appendix are developed from various sources, including the Palmgren-Miner
linear damage model, S-N curve methodologies, a long-term environment data of the North-Atlantic
Ocean (Walden’s Data), etc., and assume workmanship of commercial marine quality acceptable to
the Surveyor. The capacity of structures to resist the fatigue is given in terms of permissible stress
range to allow designers the maximum flexibility possible.
While this is a simplified approach, a good amount of effort is still required in applying these criteria
to the actual design. For this reason, PC-based software has been developed and is available to the
clients. Interested parties are kindly requested to contact the nearest ABS plan approval office for
more information.
1.3 Applicability (1995) 5-1-A1/1.3

The criteria in this Appendix are specifically written for tankers to which Section 5-1-1 is applicable.
1.5 Loadings (1995) 5-1-A1/1.5

The criteria have been written for ordinary wave-induced motions and loads. Other cyclic loadings,
which may result in significant levels of stress ranges over the expected lifetime of the vessel, are also
to be considered by the designer.
Where it is known that a vessel will be engaged in long-term service on a route with a more severe
environment (e.g. along the west coast of North America to Alaska), the fatigue strength assessment
criteria in this Guide are to be modified accordingly.
Part 5
Appendix 1 Guide for Fatigue Strength Assessment of Tankers 5-1-A1
1.7 Effects of Corrosion (1995) 5-1-A1/1.7

To account for the mean wastage throughout the service life, the total stress range calculated using the
net scantlings (i.e. deducting nominal design corrosion values, see 5-1-2/Table 1) is modified by a
factor Cf . See 5-1-A1/9.1.1.
1.9 Format of the Criteria (1995) 5-1-A1/1.9

The criteria in this Section are presented as a comparison of fatigue strength of the structure (capacity)
and fatigue inducing loads (demands), as represented by the respective stress ranges. In other words,
the permissible stress range is to be not less than the total stress range acting on the structure.
5-1-A1/5 provides the basis to establish the permissible stress range for the combination of the fatigue
classification and typical structural joints of tankers. 5-1-A1/7 presents the procedures to be used to
establish the applied total stress range. 5-1-A1/11 provides typical stress concentration factors (SCF’s)
and guidelines for direct calculation of the required SCF’s.

Assessment 5-1-A1/3
3.1 General (1995) 5-1-A1/3.1

These criteria have been developed to allow consideration of a broad variation of structural details and
arrangements, so that most of the important structural details anywhere in the vessel can be subjected
to an explicit (numerical) fatigue assessment using these criteria. However, where justified by
comparison with details proven satisfactory under equal or more severe conditions, an explicit
assessment can be exempted.
3.3 Guidance on Locations (1995) 5-1-A1/3.3

As a general guidance for assessing fatigue strength for a tanker, the following connections and
locations should be considered:
3.3.1 5-1-A1/3.3.1
Connections of longitudinal stiffeners to transverse web/floor and to transverse bulkhead:
3.3.1(a) 2 to 3 selected side longitudinals in the region from the 1.1 draft to about 1/3 draft in
the midship region and also in the region between 0.15L and 0.25L from F.P. respectively
3.3.1(b) 1 to 2 stiffeners selected from each of the following groups:
Deck longitudinals, bottom longitudinals, inner bottom longitudinals and
longitudinals on side longitudinal bulkheads
One longitudinal on the longitudinal bulkheads within 0.1D from the deck is to be
included
For these structural details, the fatigue assessment is to be first focused on the flange of the
longitudinal at the rounded toe welds of attached flat bar stiffeners and brackets, as illustrated
for Class F item 2) and Class F2 item 1) in 5-1-A1/Table 1.
Then, the critical spots on the web plate cut-out, on the lower end of the stiffener as well as
the weld throat are also to be checked for the selected structural detail. For illustration see
5-1-A1/11.3.2 and 5-1-A1/11.3.3(a), 5-1-A1/11.3.3(b) and 5-1-A1/11.3.3(c).
Where the stiffener end bracket arrangements on two sides of a transverse web are different,
both configurations are to be checked.
Part 5
3.3.2 5-1-A1/3.3.2
Shell, bottom, inner bottom or bulkhead plating at connections to webs or floors (for fatigue
strength of plating)
3.3.2(a) 1 to 2 selected locations of side shell plating near the summer LWL amidships and
between 0.15L and 0.25L from F.P. respectively
3.3.2(b) 1 to 2 selected locations in way of bottom and inner bottom amidships
3.3.2(c) 1 to 2 selected locations of lower strakes of side longitudinal bulkhead amidships
3.3.3 5-1-A1/3.3.3
Connections of the slope plate to inner bottom and side longitudinal bulkhead plating at the
lower cargo tank corners
one selected location amidships at transverse web and between webs, respectively
For this structural detail, the value of fR, the total stress range as specified in 5-1-A1/9.1, is
to be determined from fine mesh F.E.M. analyses for the combined load cases, as specified
for Zone B in 5-1-A1/7.5.2.
3.3.4 5-1-A1/3.3.4
End bracket connections for transverses and girders
1 to 2 selected locations in the midship region for each type of bracket configuration
3.3.5 Other Regions and Locations 5-1-A1/3.3.5

Other regions and locations, highly stressed by fluctuating loads, as identified from structural
analysis.
Part 5
TABLE 1
Fatigue Classification for Structural Details (1995)
Long-term
Distribution Permissible
Parameter Stress Range
Class
Designation Description γ kgf/mm2
B Parent materials, plates or shapes as-rolled or drawn, with no flame-cut 0.7 92.2*
edges 0.8 75.9
0.9 64.2
1.0 55.6
C 1) Parent material with automatic flame-cut edges 0.7 79.2
2) Full penetration seam welds or longitudinal fillet welds made by an 0.8 63.9
automatic submerged or open arc process, and with no stop-start 0.9 53.3
positions within the length
1.0 45.7
D 1) Full penetration butt welds between plates of equal width and 0.7 59.9
thickness made either manually or by an automatic process other than 0.8 47.3
submerged arc, from both sides, in downhand position
0.9 38.9
2) Welds in C-2) with stop-start positions within the length
1.0 32.9
E 1) Full penetration butt welds made by other processes than those 0.7 52.8
specified under D-1) 0.8 41.7
2) Full penetration butt welds made from both sides between plates of 0.9 34.2
unequal widths machined to a smooth transition with a slope not more
than 1 in 4. Plates of different thickness are to be likewise machined 1.0 29.0
with a slope not more than 1 in 3, unless a transition within the weld
bead is approved.
2a 2b
E
4 1
TAPER
E
1 3
TAPER
3) Welds of brackets and stiffeners to web plate of girders
*1) The permissible stress range cannot be taken greater than two times the specified minimum tensile strength of the
material.
2) To obtain the permissible stress range in SI and U.S. Units, the conversion factors of 9.807 (N/mm2) and 1422 (lbf/in2),
respectively, may be used.
Part 5
TABLE 1 (continued)
Long-term
Class
F 1) Full penetration butt welds made on a permanent backing strip 0.7 44.7
between plates of equal width/thickness or between plates of unequal 0.8 35.3
width/thicknesse, as specified in E-2.
0.9 29.0
2) Rounded fillet welds as shown below
1.0 24.5
2a 2b
TRANSVERSE OR FLOOR
Y
F
F F
LONGITUDINAL
SHELL OR BOTTOM PLATING

"Y" IS REGARDED AS A NON-LOAD CARRYING F
MEMBER
3) Welds of brackets and stiffeners to flanges
EDGE DISTANCE ≥ 10mm
4) Attachments on plate or face plate
(Class G for edge distance < 10 mm)
Part 5
TABLE 1 (continued)
Long-term
Class
F2 1) Fillet welds as shown below with rounded welds and no undercutting 0.7 39.3
0.8 31.1
0.9 25.5
1.0 21.6
1a 1b
Y Y
F F F F
2 2 2 2
"Y" is a non-load carrying member
2) Overlapped joints with soft-toe brackets as shown below
"Y"
F2 F2
3) Fillet welds with any undercutting at the corners dressed out by local grinding
3a 3b
F2
F2
F2 F2
Part 5
TABLE 1 (continued)
Long-term
Class
G 1) Fillet welds in F2 − 1) without rounded toe welds or with limited 0.7 32.8
minor undercutting at corners or bracket toes 0.8 25.9
2) Overlapped joints as shown below 0.9 21.3
1.0 18.0
"Y"
G G
3) Fillet welds in F2 − 3) with minor undercutting

4) Doubler on face plate or flange
Part 5
TABLE 1 (continued)
Long-term
Class
W Fillet welds-weld throat 0.7 28.3
0.8 22.3
0.9 18.4
1.0 15.5
Notes:
1 For brackets connecting two or more load carrying members, an appropriate stress concentration factor (SCF)
determined from fine mesh 3D or 2D finite element analysis is to be used. In this connection, the fatigue class at
bracket toes may be upgraded to class E as shown below.
E with SCF E with SCF
2 Additional information on stress concentration factors and the selection of compatible S-N data is given in
5-1-A1/11.
Part 5
5 Permissible Stress Range 5-1-A1/5
5.1 Assumptions (1995) 5-1-A1/5.1

The fatigue strength of a structural detail under the loads specified here, in terms of a long-term,
permissible stress range, is to be evaluated using the criteria contained in this section. The key
assumptions employed are listed below for guidance.
A linear cumulative damage model (i.e. Palmgren-Miner’s Rule) has been used in connection
with the S-N data in 5-1-A1/Figure 1 (extracted from Ref. 1•).
Cyclic stresses due to the loads in 5-1-A1/7 have been used and the effects of mean stress
have been ignored.
The target design life of the vessel is taken at 20 years.
The long-term stress ranges on a detail can be characterized using a modified Weibull
probability distribution parameter (γ ).
Structural details are classified and described in 5-1-A1/Table 1, ‘‘FATIGUE
CLASSIFICATION OF STRUCTURAL DETAILS’’.
Simple nominal stress (e.g. determined by P/A and M/SM) is the basis of fatigue assessment,
rather than more localized peak stress in way of weld.
• Ref 1: ‘‘Offshore Installations: Guidance on Design, Construction and Certification’’, Department of Energy, U.K., Fourth
Edition—1990, London: HMSO
The structural detail classification in 5-1-A1/Table 1 is based on joint geometry and direction of the
dominant load. Where the loading or geometry is too complex for a simple classification, a finite
element analysis of the details is to be carried out to determine stress concentration factors. 5-1-A1/13
contains guidance on finite element analysis modeling to determine stress concentration factors for
weld toe locations that are typically found at longitudinal stiffener end connections.
5.3 Criteria (1995) 5-1-A1/5.3

The permissible stress range obtained using the criteria in 5-1-A1/5 is to be not less than the fatigue
inducing stress range obtained from 5-1-A1/7.
5.5 Long Term Stress Distribution Parameter, γ (1995) 5-1-A1/5.5

In 5-1-A1/Table 1, the permissible stress range is given as a function of the long-term distribution
parameter, γ, as defined below.
γ = 1.40 − 0.2 α L 0.2 for 150 < L < 190 m

= 1.40 − 0.16α L 0.2 for 492 < L < 623 ft
γ = 1.40 − 0.036α L 1/ 2 for 190 < L ≤ 305 m

= 1.40 − 0.02α L 1/ 2 for 623 < L ≤ 1000 ft
γ = 1.54 − 0.044α 0.8L 1/ 2 for L > 305 m

= 1.54 − 0.024α 0.8L 1/ 2 for L > 1000 ft
Part 5
where
α = 1.0 for deck structures, including side shell and longitudinal bulkhead structures
within 0.1D from the deck
= 0.93 for bottom structures, including inner bottom, and side shell and longitudinal
bulkhead structures within 0.1D from the bottom
= 0.86 for side shell and longitudinal bulkhead structures within the region of
0.25D upward and 0.3D downward from the mid-depth
= 0.80 for transverse bulkhead structures
α may be linearly interpolated for side shell and longitudinal bulkhead structures between 0.1D and
0.25D (0.2D) from the deck (bottom).
L and D are the ship’s length and depth, as defined in 3-1-1/3.1 and 3-1-1/7 of the Rules.
5.7 Permissible Stress Range (1995) 5-1-A1/5.7

5-1-A1/Table 1 contains a listing of the permissible stress ranges for various categories of structural
details. The permissible stress range is determined for the combination of the types of
connections/details, the direction of dominant loading and the parameter, γ, as defined in 5-1-A1/5.5.
Linear interpolation may be used to determine the values of permissible stress range for a value of γ
between those given.
Part 5
FIGURE 1
Basic Design S-N Curves (1995)
Part 5
Notes (For 5-1-A1/Figure 1)

a) Basic design S-N curves
The basic design curves consist of linear relationships between log(SB) and log(N). They are based
upon a statistical analysis of appropriate experimental data and may be taken to represent two
standard deviations below the mean line.
Thus the basic S-N curves are of the form:
log(N) = log(K2) − m log(SB)
where
log(K2) = log(K1) − 2σ
N is the predicted number of cycles to failure under stress range SB;
K1 is a constant relating to the mean S-N curve;
σ is the standard deviation of log N;
m is the inverse slope of the S-N curve.
The relevant values of these terms are shown in the table below.
Details of basic S-N curves
K1 Standard deviation
Class K1 log10 loge m log10 loge K2
B 2.343 × 1015 15.3697 35.3900 4.0 0.1821 0.4194 1.01 × 1015
C 1.082 × 1014 14.0342 32.3153 3.5 0.2041 0.4700 4.23 × 1013
D 3.988 × 1012 12.6007 29.0144 3.0 0.2095 0.4824 1.52 × 1012
E 3.289 × 1012 12.5169 28.8216 3.0 0.2509 0.5777 1.04 × 1012
F 1.726 × 1012 12.2370 28.1770 3.0 0.2183 0.5027 0.63 × 1012
F2 1.231 × 1012 12.0900 27.8387 3.0 0.2279 0.5248 0.43 × 1012
G 0.566 × 1012 11.7525 27.0614 3.0 0.1793 0.4129 0.25 × 1012
W 0.368 × 1012 11.5662 26.6324 3.0 0.1846 0.4251 0.16 × 1012
Part 5
7 Fatigue Inducing Loads and Determination of Total Stress

Ranges 5-1-A1/7
7.1 General (1995) 5-1-A1/7.1

This section provides: 1) the criteria to define the individual load components considered to cause
fatigue damage (see 5-1-A1/7.3); 2) the load combination cases to be considered for different regions
of the hull containing the structural detail being evaluated (see 5-1-A1/7.5); and 3) procedures to
idealize the structural components to obtain the total stress range acting on the structure.
7.3 Wave-induced Loads – Load Components (1995) 5-1-A1/7.3

The fatigue-inducing load components to be considered are those induced by the seaway. They are
divided into the following three groups:
hull girder wave-induced bending moments (both vertical and horizontal), see 3-2-1/3.5 and
5-1-3/5.1.
external hydrodynamic pressures, and
internal tank loads (inertial liquid loads and added static head due to ship’s motion).
7.5 Fatigue Assessment Zones and Controlling Load Combination (1995) 5-1-A1/7.5
Depending on the location of the structural details undergoing the fatigue assessment, different
combinations of load cases are to be used to find the appropriate stress range, as indicated below for
indicated respective zones.
7.5.1 Zone A 5-1-A1/7.5.1

Zone A consists of deck and bottom structures, and side shell and longitudinal bulkhead
structures within 0.1D (D is ship’s molded depth) from deck and bottom, respectively. For
Zone A, stresses are to be calculated based on the wave-induced loads specified in
5-1-3/Table 1 as follows.
7.5.1(a) Calculate dynamic component of stresses for load cases LC1 through LC4,
respectively.
7.5.1(b) Calculate two sets of stress ranges, one each for the following two pairs of combined
loading cases.
LC1 and LC2, and
LC3 and LC4
7.5.1(c) Use the greater of the stress ranges obtained by 5-1-A1/7.5.1(b).
7.5.2 Zone B 5-1-A1/7.5.2

Zone B consists of side shell and longitudinal bulkhead structures within the region between
0.25 upward and 0.30 downward from the mid-depth and all transverse bulkhead structures.
The total stress ranges for Zone B may be calculated based on the wave-induced loads
specified in 5-1-3/Table 1 as follows:
respectively.
loading cases.
Part 5
LC5 and LC6, and

LC7 and LC8
7.5.3 5-1-A1/7.5.3
Transitional zone between A and B consists of side shell and longitudinal bulkhead structures
between 0.1D and 0.25D (0.2D) from deck (bottom).
fR = fR(B) − [ fR(B) − fR(A)] yu /0.15D for upper transitional zone
fR = fR(B) − [ fR(B) − fR(A)] y ! /0.1D for lower transitional zone
where
fR(A), fR(B) = the total stress range based on the combined load cases defined for Zone
A or Zone B, respectively
yu , y ! = vertical distances from 0.25D (0.3D) upward (downward) from the mid-
depth to the location considered
7.5.4 5-1-A1/7.5.4
For vessels with either special loading patterns or special structural configurations/features,
additional load cases may be required for determining the stress range.
7.7 Primary Stress fd1 (1995) 5-1-A1/7.7

fd1v and fd1h may be calculated by a simple beam approach. For assessing fatigue strength of side shell
and longitudinal bulkhead plating at welded connections, the value of wave-induced primary stress is
to be taken as that of maximum principal stress at the location considered to account for the combined
load effects of the direct stresses and shear stresses. For calculating the value of fd1v for longitudinal
deck members, normal camber may be disregarded.
7.9 Secondary Stress fd2 5-1-A1/7.9

fd2 may be obtained from orthotropic plating or gillage methods with appropriate boundary conditions.
For those connections specified in 5-1-A1/3.3.1, the wave-induced secondary bending stress fd2 may
be ignored.
*
7.11 Additional Secondary Stresses f d 2 and Tertiary Stresses fd3 5-1-A1/7.11
*
7.11.1 Calculation of f d2 (1997) 5-1-A1/7.11.1
Where required, the additional secondary stresses acting at the flange of a longitudinal
stiffener, f *d 2 , may be approximated by
*
f d2 = CtCyM/SM N/cm2 (kgf/cm2, lbf/in2)
where
M = Cd ps ! 2/12 N-cm (kgf-cm, lbf-in.), at the supported ends of
longitudinal
Where flat bar stiffeners or brackets are fitted, the bending moment, M, given above, may be
adjusted to the location of the bracket’s toe, i.e., MX in 5-1-4/Figure 6.
Part 5
Where a longitudinal has remarkably different support stiffness at its two ends (e.g. a
longitudinal connected to a transverse bulkhead on one end), considerations should be given
to the increase of bending moment at the joint.
Cd = 1.15 for longitudinal stiffener connections at the transverse bulkhead for
all longitudinals of single hull tankers, and
deck longitudinals, and longitudinals on longitudinal bulkheads, except
for the outermost ones of double hull tanker
= 1.0 elsewhere
p = wave-induced local net pressure, in N/cm2 (kgf/cm2, lbf/in2), for the
specified location and load cases at the mid-span of the longitudinal
considered
s = spacing of longitudinal stiffener, in cm (in.)
! = unsupported span of longitudinal/stiffener, in cm (in.), as shown in
5-1-4/Figure 5
SM = net section modulus of longitudinal with the associated effective plating,
in cm3 (in3), at flange or point considered. The effective breadth, be, in
cm (in.), may be determined as shown in 5-1-4/Figure 6.
Cy = 0.656(d/z) 4 for side shell longitudinals only
where z/d ≥ 0.9, but Cy ≥ 0.30
= 1.0 elsewhere
z = distance above keel of side shell longitudinal under consideration
d = scantling draft, m (ft)
Ct = correction factor for the combined bending and torsional stress induced
by lateral loads at the welded connection of the flat bar stiffener or
bracket to the flange of longitudinal, as shown in 5-1-4/Figure 5.
= 1.0 + ar for unsymmetrical sections, fabricated or rolled
= 1.0 for tee and flat bars
ar = CnCp SM/K
Cp = 31.2dw(e/ ! )2
e = horizontal distance between web centerline and shear center of the cross
section, including longitudinal and the effective plating
≈ dw b 2f tf u /(2SM) cm (in.)
K = St. Venant torsion constant for the longitudinal’s cross section, excluding
the associated plating.
= [bf t 3f + dwt 3w ]/3 cm4 (in4)
Cn = Coefficient given in 5-1-A1/Figure 2, as a function of ψ, for point (1)

shown in 5-1-A2/Figure 1.
u = 1 − 2b1/bf
Part 5
ψ = 0.31 ! (K/Γ )1/2

Γ = Warping constant
= mIy f d 2w + d 3w t 3w /36 cm6 (in6)
Iyf = tf b 3f (1.0 + 3.0 u2 Aw/As)/12 cm4 (in4)
Aw = dω t w cm2 (in2)
As = net sectional area of the longitudinals excluding the associated plating,
cm2 (in2)
m = 1.0 − u(0.7 − 0.1dw/bf)
dw, tw, b1, bf, tf, all in cm (in.), are as defined in 5-1-A2/Figure 1.
For general applications, ar needs not to be taken greater than 0.65 for a fabricated angle bar
and 0.50 for a rolled section.
For connection as specified in 5-1-A1/3.3.2, the wave-induced additional secondary stress
f *d 2 may be ignored.
7.11.2 Calculation of fd3 5-1-A1/7.11.2
For welded joints of a stiffened plate panel, fd3 may be determined based on the wave-induced
local loads as specified in 5-1-A1/7.11.1 above, using the approximate equations given below.
For direct calculation, non-linear effect and membrane stresses in the plate may be
considered.
For plating subjected to lateral load, fd3 in the longitudinal direction is determined as:
fd3 = 0.182p(s/tn)2 N/cm2 (kgf/cm2, lbf/in2)
where
p = wave-induced local net pressure, in N/cm2 (kgf/cm2, lbf/in2)
s = spacing of longitudinal stiffeners, in cm (in.)
tn = net thickness of plate, in mm (in.)
Part 5
FIGURE 2 (1995)
Cn = Cn (ψ)
Part 5
9 Resulting Stress Ranges 5-1-A1/9
9.1 Definitions (1995) 5-1-A1/9.1
9.1.1 5-1-A1/9.1.1
The total stress range, fR, is computed as the sum of the two stress ranges as follows;
fR = cf ( fRG + fRL) N/cm2 (kgf/cm2, lbf/in2)
where
fRG = global dynamic stress range, in N/cm2 (kgf/cm2, lbf/in2)
= |(fd1vi − fd1vj) + (fd1hi − fd1h j)|
fRL = local dynamic stress range, in N/cm2 (kgf/cm2, lbf/in2)

* *
= cw|(fd2i + f d 2i + fd3i) − (fd2j + f d2 j + fd3j)|
cf = adjustment factor to reflect a mean wasted condition

= 0.95
cw = coefficient for the weighted effects of the two paired loading patterns
= 0.75
fd1vi, fd1vj = wave-induced component of the primary stresses produced by hull girder
vertical bending, in N/cm2 (kgf/cm2, lbf/in2), for load case i and j of the
selected pairs of combined load cases, respectively
fd1hi, fd1h j = wave-induced component of the primary stresses produced by hull girder
horizontal bending, in N/cm2 (kgf/cm2, lbf/in2), for load case i and j of
the selected pairs of combined load cases, respectively
fd2i, fd2j = wave-induced component of the secondary bending stresses produced by
the bending of cross-stiffened panels between transverse bulkheads, in
N/cm2 (kgf/cm2, lbf/in2), for load case i and j of the selected pairs of
combined load cases, respectively
f *d 2i , f *d 2 j = wave-induced component of the additional secondary stresses produced

by the local bending of the longitudinal stiffener between supporting
structures (e.g. transverse bulkheads and web frames), in N/cm2 (kgf/cm2,
lbf/in2), for load case i and j of the selected pairs of combined load cases,
respectively
fd3i, fd3j = wave-induced component of the tertiary stresses produced by the local
bending of plate elements between the longitudinal stiffeners in, N/cm2
(kgf/cm2, lbf/in2), for load case i and j of the selected pairs of combined
load cases, respectively
For calculating the wave-induced stresses, sign convention is to be observed for the respective
directions of wave-induced loads, as specified in 5-1-3/Table 1. The wave-induced local loads
are to be calculated with the sign convention for the external and internal loads. However, the
Part 5
total of the external and internal pressures, including both static and dynamic components,
need not be taken less than zero.
These wave-induced stresses are to be determined based on the net ship scantlings (see
5-1-A1/1.3) and in accordance with 5-1-A1/7.5 through 5-1-A1/7.11. The results of direct
calculation where carried out may also be considered.
11 Determination of Stress Concentration Factors (SCF’s) 5-1-A1/11
11.1 General (1995) 5-1-A1/11.1

This section contains information on stress concentration factors (SCF’s) to be considered in the
fatigue assessment.
Where, for a particular example shown, no specific value of SCF is given when one is called for, it
indicates that a finite element analysis is needed.
11.3 Sample Stress Concentration Factors (SCF’s) 5-1-A1/11.3
11.3.1 Misalignment (1995) 5-1-A1/11.3.1

SCF = 1 + 1.5e/t2 for 5-1-A1/Figure 3a and 5-1-A1/Figure 3b
For ship structures built to a recognized shipbuilding standard, the eccentricity, e, may be
taken as the specified tolerance limit for assessing fatigue strength. Otherwise, e may be taken
as 0.15t2 or 3 mm (0.12 in.), whichever is less.
FIGURE 3
Misalignment
Class D or E (See 5-1-A1/Table 1)
t1
t2 t1 ≥ t2
e
a. Butt Welds. Full Penetration
Class E
t1
t2
t1 ≥ t2
e
(Class F for Partial Penetration)
b. Cruciform Joint, Full Penetration Welds
Part 5
11.3.2 Cut-outs (Slots) for Longitudinals (1995) 5-1-A1/11.3.2

SCF’s, fatigue classifications and peak stress ranges may be determined in accordance with
5-1-A1/Table 2.
FIGURE 4
Cut-outs (Slots) For Longitudinal (1995)
Double - Sided Support
Web Plate
Class C or B F.B. Stiffener
[2] [2]
[1]
[1]
F1 F2 F1 F2
R R f3
f3
[1] [1]
[3] [3]
f s1 f s2 f s1 fs2
P R ≥ 35mm P
Web Plate
[2] [2]
[1] [1]
F1 F2 F1 F2
R R R f3
f3
[1] [1] [3] [3]
f s1 fs2 f s2
f s1
R ≥ 35mm
P P
Single - Sided Support
Web Plate
[2] [2] [1] [2]

F1 F2 F1 F2
R R R R
f3 f3
[1]
f s2 [3] fs1 fs1
R ≥ 35mm
P P
Part 5
TABLE 2
Ks (SCF) Values
Ks (SCF)
Configuration Unsymmetrical Flange Symmetrical Flange
Location [1] [2] [3] [1] [2] [3]
Single-sided Support 2.0 2.1 — 1.8 1.9 —
Single-sided Support with F.B. Stiffener 1.9 2.0 — 1.7 1.8 —
Double-sided Support 3.0 2.6 2.4 2.7 2.4 2.2
Double-sided Support with F.B. Stiffener 2.8 2.5 2.3 2.5 2.3 2.1
Notes:
a The value of Ks is given based on nominal shear stresses near the locations under consideration.
b Fatigue classification
Locations [1] and [2] Class C or B, as indicated in 5-1-A1/Table 1
Location [3] Class F
c (1999) The peak stress range is to be obtained from the following equations:
1 For locations [1] and [2]
fRi = cf [Ksi fsi + fni]
where
cf = 0.95
fsi = fsc + αi fswi, fsi ≥ fsc

αi = 1.8 for single-sided support
= 1.0 for double-sided support
fni = normal stress range in the web plate
fswi = shear stress range in the web plate
= Fi /Aw
Fi is the calculated web shear force range at the location considered. Aw is the area of web.
fsc = shear stress range in the support (lug or collar plate)

= CyP/(Ac + As)
Cy is as defined in 5-1-A1/7.11.1.
P = s ! po
po = fluctuating lateral pressure
Ac = sectional area of the support or of both supports for double-sided support.
As = sectional area of the flat bar stiffener, if any
Ksi = SCF’s given above
s = spacing of longitudinal/stiffener
! = spacing of transverses
2 For location [3]
2
fR3 = cf [f n3 + (Ks fs2)2]1/2
where
fn3 = normal stress range at location [3]
fs2 = shear stress range, as defined in 1 above, near location [3].
Ks = SCF’s given above
Part 5
11.3.3 Flat Bar Stiffener for Longitudinals (1999) 5-1-A1/11.3.3

11.3.3(a) For assessing fatigue life of the flat bar stiffener at location [1] or [2], the peak
stress range is to be obtained from the following equations:
fRi = [(αi fs)2 + f L2i ]1/2 (i = 1 or 2)
where
fs = nominal stress range in the flat bar stiffener.
= cf Cy P/(As + Ac)
P, As, Ac, cf are as defined in 5-1-A1/11.3.2 and Cy in 5-1-A1/7.11.1. For flat bar stiffener
with soft-toed brackets, the brackets may be included in the calculation of As.
fLi = stress range in the longitudinal at Location i (i = 1 or 2), as specified in
5-1-A1/9
αi = stress concentration factor at Location i (i = 1 or 2) accounting for
misalignment and local distortion
At location [1]
For flat bar stiffener without brackets
α1 = 1.50 for double-sided support connection
= 2.00 for single-sided support connection
For flat bar stiffener with brackets
At location [2]
α2 = 1.25 for single or double-sided support connection
11.2.3(b) For assessing the fatigue life of the weld throat as shown in 5-1-A1/Table 1, Class
W, the peak stress range fR at the weld may be obtained from the following equation:
fR = 1.25fs As/Asw
where
Asw = sectional area of the weld throat. Brackets may be included in the
calculation of Asw.
fs and As are as defined in 5-1-A1/11.3.3(a) above.
11.3.3(c) For assessing fatigue life of the longitudinal, the fatigue classification given in
5-1-A1/Table 1 for a longitudinal as the only load-carrying member is to be considered.
Alternatively, the fatigue classification shown in the above sketch, in conjunction with the
combined stress effects, fR, may be used. In calculation of fR, the αi may be taken as 1.25 for
both locations [1] and [2].
Part 5
FIGURE 5
45° 45°
* *
* may be used in the calculation

of As and Asw.
Web Plate
Web Plate
Flat Bar
Flat Bar
[1]
Class E
fL1 [1] [2]
fs
[2] Class E
fs
Class F Class E
[1]
Class F
fL1 fL2 fL1 fL2

Longitudinal Longitudinal
Shell Plating Shell Plating
P P
F.B. without Brackets F.B. with Brackets
11.3.4 Connection Between Transverse Bulkhead Vertical Web and Double Bottom Girder
(1995) 5-1-A1/11.3.4
Fatigue class designation and SCF’s may be determined as shown in 5-1-A1/Figure 6.
FIGURE 6
E with SCF
E with SCF
Zull Penetration
E with SCF
E with SCF
11.3.5 Connection Between Transverse Bulkhead Vertical Web and Deck Girder (1995) 5-1-
A1/11.3.5
Part 5
FIGURE 7
E with SCF
E with SCF
11.3.6 End Connections of Transverse Bulkhead Horizontal Girder to Longitudinal of Side

Shell or Longitudinal Bulkhead (1995) 5-1-A1/11.3.6
FIGURE 8
Transv. Bhd
F or F 2
H. Girder
E with SCF
E with SCF
Side Shell or Longitudinal Bulkhead
11.3.7 Connection of Transverse Bulkhead to Longitudinal Bulkhead (1995) 5-1-A1/11.3.7

Part 5
FIGURE 9
Long. Bhd.
Side Shell
Transverse Bulkhead
F F
E with SCF
11.3.8 Doublers and Non-load Carrying Members on Deck or Shell Plating (1995) 5-1-A1/11.3.8
Fatigue class designation may be determined as shown in 5-1-A1/Figure 10.
FIGURE 10
G
G
C E
D E F2

Element Analysis 5-1-A1/13
13.1 Introduction (1995) 5-1-A1/13.1

S-N data and stress concentration factors (SCF’s) are related to each other and therefore should be
considered together so that there is a consistent basis for the fatigue assessment.
The following guidance is intended to help make right decisions.
Part 5
13.3 S-N Data (1995) 5-1-A1/13.3

S-N data are presented as a series of straight-lines plotted on log-log scale. The data reflect the results
of numerous tests, which often display considerable scatter. The recommended design curves for
different types of structural details and welded connections recognize the scatter in test results in that
the design curves have been based on the selection of the lower bound, 95% confidence limit. In
other words, about 2.5% of the test failure results fall below this curve. Treating the design curve in
this manner introduces a high, yet reasonable degree of conservatism in the design and fatigue
evaluation processes.
Individual S-N curves are presented to reflect certain generic structural geometry or arrangements.
5-1-A1/Table 1 and 5-1-A1/11.3 contain sketches of weld connections and other details typically
found in ship structures, giving a list of the S-N classification. This information is needed to assess the
fatigue strength of a detail. Also needed is a consistent way to establish the demands or load effects
placed on the detail, so that a compatible assessment can be made of the available strength versus the
demand. Here is where interpretation and judgment enter the fatigue assessment.
S-N curves are obtained from laboratory sample testing. The applied reference stress on the sample
which is used to establish the S-N data is referred to as the nominal stress. The nominal stress is
established in a simple manner, such as force divided by area and bending moment divided by section
modulus (P/A & M/SM). The structural properties used to establish the nominal stress are taken from
locations away from any discontinuities to exclude local stress concentration effects arising from the
presence of a weld or other local discontinuity. In an actual structure, it is rare that a match will be
found with the tested sample geometry and loading. One is then faced with the problem of making the
appropriate interpretation.
13.5 S-N Data and SCF’s (1995) 5-1-A1/13.5

Selection of appropriate S-N data appears to be rather straightforward with respect to ‘‘standard
details’’ offered in 5-1-A1/Table 1 or other similar reference. However, in the case of welded
connections in complex structures, it is required that SCF’s be used to modify the nominal stress
range. An often quoted example of the need to modify nominal stress for fatigue assessment purposes
is one shown in 5-1-A1/Figure 11 below, relating to a hole drilled in the middle of a flat plate
traversed by a butt weld.
In this example, the nominal stress SN is P/Area, but the stress to be used to assess the fatigue strength
at point A is SA or SN ·SCF. This example is deceptively simple because it does not tell the entire
story. The most obvious deficiency of the example is that one needs to have a definitive and
consistent basis to obtain the SCF. There are reference books, which indicate that based on the theory
of elasticity, the SCF to be applied in this case is 3.0. However, when the SCF is computed using the
finite element analysis techniques, the SCF obtained can be quite variable depending on the mesh
size. The example does not indicate which S-N curve should be applied, nor does the example say
how it may be necessary to alter the selection of the design S-N data in consideration of the
aforementioned finite element analysis issues. Therefore, if such interpretation questions exist for a
simple example, the higher difficulty of appropriately treating more complex structures should be
evident.
Referring to the S-N curves to be applied to welded connections (for example S-N curves D-W in
5-1-A1/Figure 1), the SCF’s resulting from the presence of the weld itself are already accounted for in
these curves. If one were to have the correct stress distribution in the region — from the weld to a
location sufficiently away from the weld toe (where the stress is suitably established by the nominal
stress obtained from P/A and M/SM) — the stress distribution may be generically separated into three
distinct segments, as shown in 5-1-A1/Figure 12 below.
Part 5
Region III is a segment where the stress gradient is controlled by the nominal stress gradient.
Region II is a segment where the nominal stress gradient is being modified due to the
presence of other structure, such as the bracket end shown in the figure. This must be
accounted for to obtain an appropriate stress to be used in the fatigue analysis at the weld toe.
Region I is a segment where the stress gradient is being modified due to the presence of the
weld metal itself. The stress concentration due to the weld is already accounted for in the S-N
design curve and will not be discussed further. Since the typical way to determine the stress
distribution is via planar/linear elements, which ignore the weld, this is consistent with the
method of analysis.
This general description of the stress distribution is again inconclusive because one does not know in
advance and with certainty the distances from the weld toe to where the indicated changes of slope for
the stress gradient occur. For this reason, definite rules need to be established to determine the slopes
and with this knowledge, criteria established to be used to find the stress at the weld toe which should
be used in the fatigue assessment.
In this regard, two approaches can be used to find the stress at the weld toe, which reflect two
methods of structural idealization. One of these arises from the use of a conventional beam element
idealization of the structure including the end bracket connection, and the other arises from the use of
a fine mesh finite element idealization.
Using a beam element idealization, the nominal stress at any location (i.e. P/A and M/SM) can be
obtained. (See 5-1-4/Figure 6 for a sample beam element model).
In the beam element idealization, there will be questions as to whether or not the geometric stress
concentration due to the presence of other structure is adequately accounted for. This is the ‘‘Segment
II’’ stress gradient previously described. In the beam modeling approach shown in the figure, the
influence on stresses arising from the ‘‘carry over’’ of forces and bending moments from adjacent
structural elements has been accounted for (albeit approximately). At the same time, the strengthening
effect of the brackets has been conservatively ignored. Hence for engineering purposes, this approach
is considered to be sufficient in conjunction with the nominal stress obtained at the location of interest
and the nominal S-N curve, i.e. the F or F2 Class S-N data, as appropriate.
In the fine mesh finite element analysis approach, one needs to define the element size to be used.
This is an area of uncertainty because the calculated stress distribution can be unduly affected by both
the employed mesh size and the uniformity of the mesh adjacent to the weld toe. Therefore, it is
necessary to establish ‘‘rules’’ as given below to be followed in the producing of the fine mesh model
adjacent to the weld toe. Furthermore, since the area adjacent to the weld toe (or other discontinuity of
interest) may be experiencing a large and rapid change of stress (i.e. a high stress gradient), it is also
necessary to provide a rule which can be used to establish the stress at the location where the fatigue
assessment is to be made.
5-1-A1/Figure 13 shows an acceptable method which can be used to extract and interpret the ‘‘near
weld toe’’ element stresses and to obtain a (linearly) extrapolated stress at the weld toe. When
stresses are obtained in this manner, the use of the E Class S-N data is considered to be acceptable.
Weld hot spot stress can be determined from linear extrapolation to the weld toe, using calculated
stresses at t/2 and 3t/2 from weld toe. Defining stresses are the principal centroidal stresses (Principal
Stresses are to be used even if their orientation slightly deviates from the plane shown) in the elements
as shown. Description of the numerical procedure is given in 5-1-A1/13.7 below.
Part 5
FIGURE 11
(1995)
S N = P/Area
A
P
SA
SCF = SA / SN
FIGURE 12
(1995)
Calculated Stress
Physical Stress
I Bracket
II
III
Weld
Stiffener
Part 5
FIGURE 13
(1995)
Peak Stress
Weld Toe "Hot Spot" Stress
t Weld Toe
~
~ t Weld Toe Location
t/2
3t/2
13.7 Calculation of Hot Spot Stress for Fatigue Analysis of Ship Structures (1995) 5-1-
A1/13.7
The algorithm described in the following is applicable to obtain the hot spot stress for the point at
the toe of a weld. The weld connects either a flat bar member or a bracket typically to the flange of a
longitudinal stiffener, as shown in 5-1-A1/Figure 14.
Consider the four points, P1 to P4, measured by the distances X1 to X4 from the weld toe, designated
as the origin of the coordinate system. These points are the centroids of four neighboring finite
elements, the first of which is adjacent to the weld toe. Assuming that the applicable components of
the principal stresses, Si, at Pi have been determined from FEM analysis, the ‘‘hot spot’’ stress, the
stress at the weld toe, can be determined by the following procedure:
13.7.1 5-1-A1/13.7.1
Select two points, L and R, such that points L and R are situated at distances t/2 and 3t/2 from
the weld toe; i.e.,
XL = t/2, XR = 3t/2
where t denotes the thickness of the member to which elements 1 to 4 belong (e.g., the flange
of a longitudinal stiffener).
13.7.2 5-1-A1/13.7.2
Let X = XL and compute the values of four coefficients as follows:

C1 = [(X − X2)(X − X3)(X − X4)] / [(X1 − X2)(X1 −X3)(X1 − X4)]
C2 = [(X − X1)(X − X3)(X − X4)] /[(X2 −X1)(X2 − X3)(X2 − X4)]
C3 = [(X − X1)(X − X2)(X −X4)] / [(X3 − X1)(X3 − X2)(X3 − X4)]
C4 = [(X − X1)(X −X2)(X − X3)] / [(X4 − X1)(X4 − X2)(X4 − X3)]
The corresponding stress at Point L can be obtained by interpolation as:
SL = C1S1 + C2S2 + C3S3 + C4S4
Part 5
13.7.3 5-1-A1/13.7.3
Let X = XR and repeat the step in 5-1-A1/13.7.2 to determine four new coefficients. The stress
at Point R can be interpolated likewise, i.e.,
SR = C1S1 + C2S2 + C3S3 + C4S4
13.7.4 5-1-A1/13.7.4
The hot spot stress, S0, is given by

S0 = (3SL − SR)/2
Notes:
The algorithm presented in the foregoing involves two types of operations. The first is to utilize the stress values at the
centroid of the four elements considered to obtain estimates of stress at Points L and R by way of an interpolation algorithm
known as Lagrange interpolation. The second operation is to make use of the stress estimates, SL and SR, to obtain the hot
spot stress via linear extrapolation.
While the Lagrange interpolation is applicable to any order of polynomial, it is not advisable to go beyond the 3rd order
(cubic). Also, the even order polynomials are biased, so that leaves the choice between a linear scheme and a cubic scheme.
Therefore, the cubic interpolation, as described in 5-1-A1/13.7.2, should be used. It can be observed that the coefficients, C1
to C4 are all cubic polynomials. It is also evident that, when X = Xj, which is not equal to Xi, all the C’s vanish except Ci, and
if X = Xi, Ci = 1.
FIGURE 14
(1995)
(L) (R)
P1 P2 P3 P4
X1
X2
X3
X4
PART
5
Bulk (150 meters (492) or more in
Length)
APPENDIX 2 Calculation of Critical Buckling

Stresses
CONTENTS
1 General................................................................................. 233
3 Rectangular Plates .............................................................. 233
5 Longitudinals and Stiffeners .............................................. 236
5.1 Axial Compression ............................................................... 236
5.3 Torsional/Flexural Buckling .................................................. 237
5.5 Buckling Criteria for Unit Corrugation of
Transverse Bulkhead ........................................................... 238
7 Stiffened Panels .................................................................. 240
7.1 Large Stiffened Panels ......................................................... 240
7.3 Corrugated Transverse Bulkheads ...................................... 241
9 Deep Girders, Webs and Stiffened Brackets ..................... 242
9.1 Critical Buckling Stresses of Web Plates and
Large Brackets ..................................................................... 242
9.3 Effects of Cut-outs ................................................................ 242
9.5 Tripping................................................................................. 243
11 Stiffness and Proportions................................................... 243
11.1 Stiffness of Longitudinals ..................................................... 243
11.3 Stiffness of Web Stiffeners ................................................... 244
11.5 Stiffness of Supporting Members ......................................... 244
11.7 Proportions of Flanges and Face Plates .............................. 244
11.9 Proportions of Webs of Longitudinals and Stiffeners ........... 245
TABLE 1 Buckling Coefficient, Ki ........................................... 234

FIGURE 1 Net Dimensions and Properties of Stiffeners ........ 239
PART
5
Bulk (150 meters (492) or more in
Length)

Stresses 5 - 1 - A 2
1 General 5-1-A2/1
The critical buckling stresses for various structural elements and members may be determined in
accordance with this Appendix or other recognized design practices. Critical buckling stresses derived
from experimental data or analytical studies may be considered, provided that well-documented
supporting data are submitted for review.
3 Rectangular Plates (1995) 5-1-A2/3

The critical buckling stresses for rectangular plate elements, such as plate panels between stiffeners;
web plates of longitudinals, girders, floors and transverses; flanges and face plates, may be obtained
from the following equations, with respect to uniaxial compression, bending and edge shear,
respectively.
fci = fEi for fEi ≤ Pr fyi
fci = fyi[1 − Pr(1 − Pr) fyi/fEi] for fEi > Pr fyi
where
fci = critical buckling stress with respect to uniaxial compression, bending or edge
shear, separately, N/cm2 (kgf/cm2, lbf/in2)
fEi = Ki [π2E/12(1 − ν2)](tn/s)2, N/cm2 (kgf/cm2, lbf/in2)
Ki = buckling coefficient, as given in 5-1-A2/Table 1
(2.1 × 106 kgf/cm2, 30 × 106 lbf/ in2) for steel
ν = Poisson’s ratio, may be taken as 0.3 for steel
tn = net thickness of the plate, in cm (in.)
s = spacing of longitudinals/stiffeners, in cm (in.)
Part 5
Appendix 2 Calculation of Critical Buckling Stresses 5-1-A2
Pr = proportional linear elastic limit of the structure, may be taken as 0.6 for steel
fyi = fy, for uniaxial compression and bending
= fy / 3 , for edge shear
fy = specified minimum yield point of the material, in N/cm2 (kgf/cm2, lbf/in2)
TABLE 1
Buckling Coefficient, Ki (1995)
For Critical Buckling Stress Corresponding to fL, fT, fb or FLT
1. Plate panel between stiffeners Ki
A Uniaxial compression ! a. For f ‘L, = fL: 4C1,

fL fL
1. Long plate b. For f ‘L, = fL/3: 5.8C1,
S
! ≥s (see note)
f'L f'L
2. Wide plate fT a. For f ‘T, = fT: [1 + (s/ ! )2]2C2

f'T
! ≥s
b. For f ‘T, = fT/3: 1.45[1 + (s/ ! )2]2C2
S ! (see note)
f'T
fT
24Ci
B Ideal Bending fb ! fb
1. Long plate
s
! ≥s
-f b -f b
2. Wide plate a. For 1.0 ≤ ! /s ≤ 2.0: 24 (s/ ! )2C2

fb
! ≥s
-f b b. For 2.0 < ! /s : 12 (s/ ! )C2
(see note)
s !
-f b
fb
Part 5
C Edge Shear fLT [5.34 + 4 (s/ ! )2]C1
s fLT
!
D Values of C1 and C2
1. For plate panels between angles or tee stiffeners

C1 = 1.1
C2 = 1.3 within the double bottom or double side*
C2 = 1.2 elsewhere
2. For plate panels between flat bars or bulb plates

C1 = 1.0
C2 = 1.1 elsewhere
* applicable where shoter edges of a panel are supported by rigid structural members, such as bottom, inner bottom, side
shell, inner skin bulkhead, double bottom floor/girder and double side web stringer.
II. Web of Longitudinal or Stiffener Ki
A Axial compression
Same as I.A.1 by replacing s with depth of the web and ! with unsupported span
'
a. For f L = fL : 4C
'
b. For f L = fL /2: 5.2C
(see note)
where
C = 1.0 for angle or tee stiffeners
C = 0.33 for bulb plates
C = 0.11 for flat bars
B Ideal Bending
Same as I.B. 24C
Part 5
III. Flange and Face Plate

Axial Compression 0.44
b2 b2
s = b2
! = unsupported span
Note:
' '
In I.A. (II.A), Ki for intermediate values of f L / fL (f T / fT) may be obtained by interpolation between a and b.
5 Longitudinals and Stiffeners 5-1-A2/5
5.1 Axial Compression (1995) 5-1-A2/5.1

The critical buckling stress, fca, of a beam-column, i.e. the longitudinal and the associated effective
plating, with respect to axial compression may be obtained from the following equations:
fca = fE for fE ≤ Pr fy
fca = fy[1 − Pr(1 − Pr)fy/fE], for fE > Pr fy
where
fE = π2E/( ! /r)2, N/cm2 (kgf/cm2, lbf/in2)
! = unsupported span of the longitudinal or stiffener, in cm (in.), as defined in
5-1-4/Figure 5
r = radius of gyration of area Ae, in cm (in.)
Ae = As + bwL tP
As = net sectional area of the longitudinals or stiffeners excluding the associated
plating, cm2 (in2)
bwL = effective width of the plating as given in 5-1-5/5.3.2, in cm (in.)
tp = net thickness of the plating, in cm (in.)
fy, Pr and E are as defined in 5-1-A2/3.
Part 5
5.3 Torsional/Flexural Buckling (1995) 5-1-A2/5.2

The critical torsional/flexural buckling stress with respect to axial compression of a longitudinal,
including its associated plating (effective width, bwL), may be obtained from the following equations:
fct = fET for fET ≤ Pr fy
fct = fy[1 − Pr(1 − Pr)fy/fET] for fET > Pr fy
where
fct = critical torsional/flexural buckling stress with respect to axial compression, N/cm2
(kgf/cm2, lbf/ in2)
fET = E[K/2.6 + (nπ / ! )2Γ + Co( ! / nπ)2/E]/Io[1 + Co( ! /nπ)2/ Io fcL], N/cm2 (kgf/cm2,
lbf/in2)
K = St. Venant torsion constant for the longitudinal’s cross section, excluding the
associated plating.
= [bf t 3f + dwt 3w ]/3
Io = polar moment of inertia of the longitudinal, excluding the associated plating,

about the toe (intersection of web and plating), in cm4 (in4)
= Ix + mIy + As(x o2 + y o2 )
I x, I y = moment of inertia of the longitudinal about the x-and y-axis, respectively, through
the centroid of the longitudinal, excluding the plating (x-axis perpendicular to the
web), in cm4 (in4)
m = 1.0 − u(0.7 − 0.1dw/bf)
u = unsymmetry factor
= 1 − 2b1/bf
xo = horizontal distance between centroid of stiffener, As, and centerline of the web
plate, cm (in.)
yo = vertical distance between the centroid of the longitudinal’s cross section and its
toe, cm (in.)
dw = depth of the web, cm (in.)
tw = net thickness of the web, cm (in.)
bf = total width of the flange/face plate, cm (in.)
b1 = smaller outstanding dimension of flange with respect to centerline of web (see
5-1-A2/Figure 1), cm (in.)
tf = net thickness of the flange/face plate, cm (in.)
Co = Et 3p /3s
Γ = warping constant
≅ mIyf d 2w + d 3w t 3w /36
Part 5
Iyf = tf b 3f (1.0 + 3.0 u2dwtw/As)/12, cm4 (in4)
fcL = critical buckling stress for the associated plating corresponding to n-half waves,
= π2E(n/α + α/n)2(tp /s)2/12(1 − ν2)
α = ! /s
n = number of half-wave which yield a smallest fET
fy, Pr, E, s and ν are as defined in 5-1-A2/3.
As, tp and ! are as defined in 5-1-A2/5.1.
5.5 Buckling Criteria for Unit Corrugation of Transverse Bulkhead (1996) 5-1-A2/5.3
The critical buckling stress, which is also the ultimate bending stress, fcb, for a unit corrugation may
be determined from the following equation (See 5-1-5/5.11.2).
fcb = fEc for fEc ≤ Pr fy
fcb = [1 − Pr(1 − Pr)fy/fEc]fy for fEc > Pr fy
where
fEc = kcE(t/a)2
kc = 0.09 [7.65 − 0.26 (c/a)2]2
c and a are widths of the web and flange panels respectively, in cm2 (in2)
t = net thickness of the flange panel, in cm (in.)
Pr, fy and E are as defined in 5-1-A2/3.
Part 5
FIGURE 1
Net Dimensions and Properties of Stiffeners (1995)
bf
b2 b1
1
tf
X0
CENTROID OF WEB
AND FACE PLATE
(NET SECTION)
tw
yo dw
tp
be
1 = point considered for
coefficient, Cn given
in 5-1-A1/Figure 2
Part 5
7 Stiffened Panels (1995) 5-1-A2/7
7.1 Large Stiffened Panels 5-1-A2/7.1

For large stiffened panels between bulkheads or panels stiffened in one direction between transverses
and girders, the critical buckling stresses with respect to uniaxial compression may be determined
fci = fEi for fEi ≤ Pr fy
fci = fy[1 − Pr(1 − Pr) fy/fEi] for fEi > Pr fy
where
fEi = kLπ 2(DLDT)1/2 / tL b2 in the longitudinal direction, N/cm2 (kgf/cm2,
lbf/ in2)
fEi = kTπ 2(DLDT) 1/2 /tT ! 2 in the transverse direction, N/cm2 (kgf/cm2, lbf/in2)
kL = 4 for ! /b ≥ 1
= [1/φ 2L + 2η + φ 2L ] for ! /b < 1

kT = 4 for b/ ! ≥ 1
= [1/φ T2 +2η + φ T2 ] for b/ ! < 1
DL = EIL/sL(1 − ν2)
DT = EIT/sT(1 − ν2)
DT = Et 3n /12(1 − ν2) if no stiffener in the transverse direction

!,b = length and width between transverse and longitudinal bulkheads, respectively, cm
(in.)
tL, tT = net equivalent thickness of the plating and stiffener in the longitudinal and
transverse direction, respectively, cm (in.)
= (sLtn + AsL)/sL or (sTtn + AsT)/sT
sL, sT = spacing of longitudinals and transverses respectively, cm (in.)
φL = ( ! /b) (DT/DL)1/4
φT = (b/ ! ) (DL/DT)1/4
η = [(IpLIpT)/(ILIT)]1/2
AsL, AsT = net sectional area of the longitudinal and transverse, excluding the associated
plating, respectively, cm2 (in2)
IpL, IpT = net moment of inertia of the effective plating alone (effective breadth due to shear
lag) about the neutral axis of the combined cross section, including stiffener and
plating, cm4 (in4)
Part 5
IL, IT = net moment of inertia of the stiffener (one) with effective plating in the
longitudinal or transverse direction, respectively, cm4 (in4). If no stiffener, the
moment of inertia is calculated for the plating only.
fy, Pr, E and ν are as defined in 5-1-A2/3. tn is as defined in 5-1-A2/5.1.
With the exception of deck panels, when the lateral load parameter, qo, defined below is greater than
5, reduction of the critical buckling stresses given above is to be considered.
qo = pnb4/(π4tTDT)
qo = pn ! 4/(π4tLDL)
where
pn = average net lateral pressure, N/cm2 (kgf/cm2, lbf/in2)
DT, DL, b, ! , tT , tL and sT are as defined above.
In this regard the critical buckling stress may be approximated by
f′ci = Ro fci N/cm2 (kgf/cm2, lbf/in2)
where
Ro = 1 − 0.045(qo − 5) for qo ≥ 5
For deck panels, Ro = 1.0 and f′ci = fci
FIGURE 2
!
T.B ./S .S
sT
Pn
longitudina l
b sL
L.B .
tr ansv erse plating, t T.B .

T.B . n
7.3 Corrugated Transverse Bulkheads (1997) 5-1-A2/7.3

For corrugated transverse bulkheads, the critical buckling stresses with respect to uniaxial
compression may be calculated from the equations given in 5-1-A2/7.1 above by replacing the
subscripts ‘‘L ’’and ‘‘T ’’ with ‘‘V ’’ and ‘‘H ’’, for the vertical and horizontal directions respectively.
The rigidities DV are DH are defined as follows.
Part 5
DV = EIv/s
DH = [s/(a + c)][Et3/12(1 − ν 2)]

where
IV = moment of inertia of a unit corrugation with spacing
s, s = a + ccos φ
= t/4[csin φ ]2(a + c/4 + csin φ /12), in cm4 (in4)
a,c = widths of the flange and web panels, respectively, in cm (in.)
t = net thickness of the corrugations, in cm (in.)
s and ν are as defined in 5-1-A2/3.
also
! = length of the corrugation, in cm (in.)
sv and sH may both be taken as s.
η, IpH and AsH may be taken as zero.
AsV = tcsinφ
φ is as defined in 5-1-4/Figure 9 or 5-1-4/Figure 10.
9 Deep Girders, Webs and Stiffened Brackets 5-1-A2/9
9.1 Critical Buckling Stresses of Web Plates and Large Brackets (1995) 5-1-A2/9.1
The critical buckling stresses of web plates and large brackets between stiffeners may be obtained
from the equations given in 5-1-A2/3 for uniaxial compression, bending and edge shear.
9.3 Effects of Cut-outs (1995) 5-1-A2/9.3

The depth of cut-out, in general, is to be not greater than dw/3, and the stresses in the area calculated
are to account for the local increase due to the cut-out.
When cut-outs are present in the web plate, the effects of the cut-outs on reduction of the critical
buckling stresses is to be considered, as outlined in the sub-sections below.
9.3.1 Reinforced by Stiffeners Around Boundaries of Cut-outs 5-1-A2/9.3.1

When reinforcement is made by installing straight stiffeners along boundaries of the cut-outs,
the critical buckling stresses of web plate between stiffeners with respect to compression and
shear may be obtained from equations given in 5-1-A2/3.
9.3.2 Reinforced by face Plates Around Contour of Cut-outs 5-1-A2/9.3.2

When reinforcement is made by adding face plates along the contour of the cut-out, the
critical buckling stresses with respect to compression, bending and shear may be obtained
from equations given in 5-1-A2/3, without reduction, provided that the net sectional area of
the face plate is not less than 8t 2w , where tw is the net thickness of the web plate, and that
depth of the cut-out is not greater than dw/3, where dw is the depth of the web.
Part 5
9.3.3 No Reinforcement Provided 5-1-A2/9.3.3

When reinforcement is not provided, the buckling strength of the web plate surrounding the
cut-out may be treated as a strip of plate with one edge free and the other edge simply
supported.
9.5 Tripping (1995) 5-1-A2/9.5

To prevent tripping of deep girders and webs with wide flanges, tripping brackets are to be installed
with a spacing generally not greater than 3 meters (9.84 ft).
Design of tripping brackets may be based on the force P acting on the flange as given by the
following equation.
1
P = 0.02 f c! (Af + Aw)
3
Af
P
1/3 A w TRIPPING BRACKET
where
f c! = critical lateral buckling stress with respect to axial compression between tripping
brackets, N/cm2 (kgf/cm2, lbf/in2)
f c! = fce, for fce ≤ Pr fy
= fy[1 − Pr(1 − Pr)fy/fce], for fce > Pr fy
fce = 0.6E[(bf /tf)(tw/dw)3], N/cm2 (kgf/cm2, lbf/in2)
Af = net cross sectional area of the flange/face plate, in cm2 (in2)
Aw = net cross sectional area of the web, in cm2 (in2)

bf, tf, dw, tw are as defined in 5-1-A2/5.3.
E, Pr and fy are as defined in 5-1-A2/3.
11 Stiffness and Proportions 5-1-A2/11

To fully develop the intended buckling strength of the assemblies of structural members and panels,
supporting elements of plate panels and longitudinals are to satisfy the following requirements for
stiffness and proportion in highly stressed regions.
11.1 Stiffness of Longitudinals (1995) 5-1-A2/11.1

The net moment of inertia of the longitudinals, io, with effective breadth of net plating, is to be not
less than that given by the following equation.
Part 5
stn3
io = 2
γo cm4 (in4)
12(1 − v )
where
γo = (2.6 + 4.0δ )α 2 + 12.4α − 13.2α 1/2
δ = A/stn
α = ! /s
s = spacing of longitudinals, cm (in.)
tn = net thickness of plating supported by the longitudinal, cm (in.)
ν = Poisson’s ratio
= 0.3 for steel
A = net sectional area of the longitudinal (excluding plating), cm2 (in2)
! = unsupported span of the longitudinal, cm (in.)
11.3 Stiffness of Web Stiffeners (1995) 5-1-A2/11.3

The net moment of inertia i of the web stiffener, with the effective breadth of net plating not
exceeding s or 0.33 ! , whichever is less, is not to be less than obtained from the following equations:
i = 0.17 ! t3( ! /s)3 cm4 (in4), for ! /s ≤ 2.0
i = 0.34 ! t3( ! /s)2 cm4 (in4), for ! /s > 2.0
where
! = length of stiffener between effective supports, in cm (in.)
t = required net thickness of web plating, in cm (in)
s = spacing of stiffeners, in cm (in.)
11.5 Stiffness of Supporting Members (1995) 5-1-A2/11.5

The net moment of inertia of the supporting members, such as transverses and webs, is not to be less
than that obtained from the following equation:
Is/io ≥ 0.2(Bs/ ! )3(Bs/s)
where
Is = moment of inertia of the supporting member, including the effective plating, cm4
(in4)
io = moment of inertia of the longitudinals, including the effective plating, cm4 (in4)
Bs = unsupported span of the supporting member, cm (in.)
! and s are as defined in 5-1-A2/11.1.
11.7 Proportions of Flanges and Face Plates (1995) 5-1-A2/11.7

The breadth-thickness ratio of flanges and face plates of longitudinals and girders is to satisfy the
limits given below.
Part 5
b2/tf = 0.4(E/fy)1/2
where
b2 = larger outstanding dimension of flange, as given in 5-1-A2/Figure 1, cm (in.)
tf = net thickness of flange/face plate, cm (in.)
E and fy are as defined in 5-1-A2/3.
11.9 Proportions of Webs of Longitudinals and Stiffeners (1995) 5-1-A2/11.9

The depth-thickness ratio of webs of longitudinals and stiffeners is to satisfy the limits given below.
dw/tw ≤ 1.5(E/fy)1/2 for angles and tee bars
dw/tw ≤ 0.85(E/fy)1/2 for bulb plates
dw/tw ≤ 0.5(E/fy)1/2 for flat bars

where dw and tw, are as defined in 5-1-A2/5.3 and E and fy are as defined in 5-1-A2/3.
When these limits are complied with, the assumption on buckling control stated in 5-1-5/5.1.2(e) is
considered satisfied. If not, the buckling strength of the web is to be further investigated, as per
5-1-A2/3.
PART
5
more in Length
APPENDIX 3 Application to Single Hull Tankers
CONTENTS
1 General................................................................................. 249
1.1 Nominal Design Corrosion Values ....................................... 249
1.3 Load Criteria ......................................................................... 250
1.5 Strength Criteria ................................................................... 250
3 Main Supporting Structures ............................................... 250
3.1 Bottom Transverses ............................................................. 250
3.3 Bottom Girders ..................................................................... 252
3.5 Side Transverses ................................................................. 255
3.7 Deck Transverses ................................................................ 257
3.7 Longitudinal Bulkhead Vertical Webs................................... 259
3.11 Other Main Supporting Members ......................................... 261
3.13 Proportions ........................................................................... 261
5 Strength Assessment.......................................................... 261
5.1 General................................................................................. 261
5.3 Special Considerations......................................................... 261
TABLE 1 Design Pressure for Local and

Supporting Structures............................................. 253
TABLE 2 Coefficient c for Side Transverse............................ 255
TABLE 3 Coefficients KU and KL For Side Transverses....... 256
TABLE 4 Coefficient c2 For Deck Transverse ........................ 258
TABLE 5 Coefficient c for Vertical Web on Longitudinal
Bulkhead .................................................................. 260
TABLE 6 Coefficients KU and KL for Vertical Web on
Longitudinal Bulkhead ............................................ 261
FIGURE 1 Spans of Transverses and Girders......................... 254
PART
5
more in Length 5 - 1 - A 3
APPENDIX 3 Application to Single Hull Tankers
1 General 5-1-A3/1
Where due to the nature of the cargo, single hull construction is permitted, the design criteria and
evaluation procedures specified in Section 5-1-1 may also be applied to single hull tankers with
modifications as outlined in this Appendix.
1.1 Nominal Design Corrosion Values 5-1-A3/1.1

Except as modified by the following, the nominal design corrosion values given in 5-1-2/Table 1 are
applicable to the corresponding structural elements of single hull tankers based on the proposed usage
of the individual space.
For bottom plating and contiguously attached structures, the nominal design corrosion values to be
used are:
Wing Ballast Tanks
Bottom Plating 1.00 mm
Bottom Longitudinals, Transverses and Girders (Web and Flange) 1.50 mm
Center or Wing Cargo Tanks
Bottom Plating 1.00 mm
Bottom Longitudinals, Transverses and Girders (Web and Flange) 1.00 mm
In designs which use the wing spaces for both ballast and cargo tanks, all longitudinal structural
members within these spaces are to have nominal design corrosion values as for ballast spaces. The
nominal design corrosion values for transverse structural members are to be based on the actual tank
usage.
Consideration may be given for modifying the nominal design corrosion values, depending upon the
degree of cargo corrosiveness.
Part 5
Chapter 1 Vessels Intended to Carry Oil in Bulk (150 meters or (492 feet) more in Length)
Appendix 3 Application to Single Hull Tankers 5-1-A3
1.3 Load Criteria 5-1-A3/1.3

The load criteria and load cases specified in 5-1-3/1 through 5-1-3/13 are generally applicable to
single hull tankers by considering the double bottom and wing ballast tanks, such as shown in
5-1-3/Figure 1 and 5-1-3/Figure 14, as null, except that the load patterns are specified in 5-1-A3/Table
1 for bottom and side shell structures.
1.5 Strength Criteria 5-1-A3/1.5
1.5.1 Hull Girder Shear Strength 5-1-A3/1.5.1

For single hull tankers with two or more longitudinal bulkheads, the net thickness of side
shell and longitudinal bulkhead plating is not to be less than that specified in 5-1-4/5, wherein
the shear distribution factors, Ds and Di, and local load correction, Ri, may be derived either
from direct calculations or from Appendix 5-2-A1.
1.5.2 Plating & Longitudinals/Stiffeners 5-1-A3/1.5.2

The strength requirements for plating and longitudinals/stiffeners specified in 5-1-4/7 through
5-1-4/9.9 and Section 5-1-6 are directly applicable to single hull tankers by determining the
internal pressure in accordance with the actual tank arrangement.
3 Main Supporting Structures 5-1-A3/3
3.1 Bottom Transverses 5-1-A3/3.1
3.1.1 Section Modulus of Bottom Transverses 5-1-A3/3.1.1

The net section modulus of the bottom transverse, in association with the effective bottom
plating, is not to be less than obtained from the following equation (see also 5-1-4/1.3).
SM = M/fb cm3 (in3)
M = 10,000kcps ! b2 N-cm (kgf-cm, lbf-in)

where
k = 1.0 (1.0, 0.269)
c = 0.83α2 for center tank
= 1.4 for wing tank
α = ( ! g/ ! b)[(Ib/Ig)(sg/s)]1/4 ≤ 1.0 for tankers with bottom girder
= 1.0 for tankers without bottom girder
!b = span of the bottom transverse, in m (ft), as indicated in5-1-A3/Figure 1;
the length is to be not less than 0.125B or one-half the breadth of the tank
whichever is the greater
!g = span of the bottom girder, in m (ft), as indicated in 5-1-A3/Figure 1
s = spacing of the bottom transverse, in m (ft)
sg = spacing of the bottom girder, in m (ft)
Part 5
Ib and Ig = moments of inertia, in cm4 (in4), of the bottom transverse (Ib) and the
bottom girder (Ig) with effective plating to which they are attached (clear
of bracket)
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span of the bottom
transverse, as specified in 5-1-A3/Table 1
fb = permissible bending stress
= 0.70Sm fy
B = vessel breadth, in m (ft)
3.1.2 Web Sectional Area of Bottom Transverse 5-1-A3/3.1.2

The net sectional area of the web portion of the bottom transverse is not to be less than
A = F/fs cm2 (in2)
The shear force, F, in N (kgf, lbf ), can be obtained from the following equation (see also
5-1-4/1.3).
F = 1000k[ps(Kb ! s − he) + cDBcs] N (kgf, lbf)
where
k = 1.0 (1.0, 2.24)
Kb = 0.5α for center tank
= 0.5 for wing tank
c = 0 for center tank
= 0.15 for wing tank without struts
= 0.06 for wing tank with one strut
= 0.03 for wing tank with two struts
!s = span of the bottom transverse, in m (ft), as indicated in 5-1-A3/Figure 1
he = length of the bracket of bottom transverse, in m (ft), as indicated in
5-1-A3/Figure 1
D = vessel depth, in m (ft)
p, s and α are as defined in 5-1-A3/3.1.1.
fs = permissible shear stress
= 0.45Sm fy
Part 5
3.3 Bottom Girders 5-1-A3/3.3
3.3.1 Section Modulus of Bottom Girders 5-1-A3/3.3.1

The net section modulus of the bottom girder, in association with the effective bottom plating,
is not to be less than obtained from the following equation (see also 5-1-4/1.3).
SM = M/fb cm3 (in3)
M = 10,000kcpsg ! 2g N-cm (kgf-cm, lbf-in.)
where
k = 1.0 (1.0, 0.269)
c = 1.0
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span of the bottom
girder, as specified in 5-1-A3/Table 1
! g and sg are as defined in 5-1-A3/3.1.1.
fb = 0.50 Sm fy
3.3.2 Web Sectional Area of Bottom Girder 5-1-A3/3.3.2

The net sectional area of the web portion of the bottom girder is not to be less than obtained
from the following equation.
A = F/fs cm2 (in2)
The shear force, F, in N (kgf, lbf ), can be obtained from the following equation (see
5-1-4/1.3).
F = 1000kpsg (0.5 ! s − he)
where
k = 1.0 (1.0, 2.24)
!s = span of the bottom girder, in m (ft), as indicated in 5-1-A3/Figure 1
he = length of bracket of bottom girder, in m (ft), as indicted in 5-1-A3/Figure
1
sg is as defined in 5-1-A3/3.1.1.
p is as defined in 5-1-A3/3.3.1.
fs = permissible shear stress
= 0.35Sm fy
Part 5
TABLE 1
Design Pressure for Local and Supporting Structures
A. Plating & Longitudinals/Stiffeners.
The nominal pressure, P = |Pi - Pe|, is to be determined from load cases ‘‘a’’ & ‘‘b’’ below, whichever is greater, with ku = 1.10 and kc = 1.0,
unless otherwise specified in the table
Case ‘‘a’’ At fwd end of the tank Case ‘‘b’’ At mid tank/fwd end of tank
Structural Members/ Draft/Wave Location and Coefficients Draft/Wave Location and Coefficients
Components Heading Angle Loading Pattern Pi Pe Heading Angle Loading Pattern Pi Pe
1. Bottom Plating & 2/3 design Full center and wing Ai Ae Design draft/0° Midtank of empty — Be
Long’l draft/0° tanks center and wing
tanks
2. Side Shell Plating & 2/3 design Starboard side of full Bi Ae Design draft/60° Midtank of empty — Be
Long’l draft/60° wing tank wing tank

The nominal pressure, P = |Pi – Pe|, is to be determined at the midspan of the structural member at starboard side of vessel from load cases ‘‘a’’
and ‘‘b’’ below, whichever is greater, with ku = 1.0, kc = 1.0, unless otherwise specified in the table
Midtank for Transverses Midtank for Transverses
Structural Members/ Draft/Wave Location and Coefficients Draft/Wave Location and Coefficients
Components Heading Angle Loading Pattern Pi Pe Heading Angle Loading Pattern Pi Pe
3. Bottom Transverse 2/3 design Full center and wing Ai Ae Design draft/0° Midtank of empty — Be
& Girder draft/0° tanks center and wing
tanks
4. Side Transverses 2/3 design Wing tanks full Bi — Design draft/60° Midtank of empty — Be
draft/60° wing tank
Notes:
1 For calculating pi and pe, the necessary coefficients are to be determined based on the following designated
groups:
a) For pi
Ai: wv = 0.75, w ! (fwd bhd) = 0.25, w ! (aft bhd) = −0.25, wt = 0.0, cφ = −1.0, ce = 0.0
Bi: wv = 0.4, w ! (fwd bhd) = 0.2, w ! (aft bhd) = −0.2, wt(starboard) = 0.4, wt(port) = −0.4, cφ = −0.7,
ce = 0.7
b) For pe
Ae: k ! o = 1.0, ku = 1.0, kc = −0.5
Be: k ! o = 1.0
2 For structures within 0.4L amidships, the nominal pressure is to be calculated for a tank located amidships. The
longest cargo and ballast tanks in the region should be considered as located amidships
3 In calculation of the nominal pressure, ρ g of the liquid cargoes is not to be taken less than 0.1025 kgf/cm2-m
(0.4444 lbf/in2-ft) for structural members 1 and 2 and is not to be taken less than 0.09 kgf/cm2-m (0.3902 lbf/in2-
ft) for cargo tanks and 0.1025 kgf/cm2-m (0.4444 lbf/in2-ft) for ballast tanks for structural members 3 and 4.
4 For all other structures, 5-1-3/Table 3 is applicable.
Part 5
FIGURE 1
Spans of Transverses and Girders
CL
hu
!b !s
!b
hL
he he
!s
Bottom Transverse and Side Transverse
CL
!b
!b
he he he he
!s
!s
Bottom Transverse
!g
he he
!s
Bottom Girder
Part 5
3.5 Side Transverses 5-1-A3/3.5
3.5.1 Section Modulus of Side Transverses 5-1-A3/3.5.1

The net section modulus of the side transverse, in association with the effective side plating,
is not to be less than obtained from the following equation (see also 5-1-4/1.3)
SM = M/fb cm3 (in3)

where
k = 1.0 (1.0, 0.269)
!b = span of side transverse, in m (ft), as indicated in 5-1-A3/Figure 1
s = spacing of side transverse in m (ft)
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span ! b of the side
transverse, as specified in 5-1-A3/Table 1
= 0.70Sm fy
c is given in 5-1-A3/Table 2.
For tanker without struts, the section modulus of the side transverse as required above is to
extend at least up to 0.6 ! b from the lower end of the span. The value of the bending moment,
M, used for the calculation of the required section modulus of the remaining part of side
transverse may be reduced, but not more than 20%.
In the case of one strut, the section modulus of the lower (upper) side transverse as required
above is to extend to the strut.
In the case of two struts, the section modulus of the lower (upper) side transverse as required
above is to extend to the lower (upper) strut and may be linearly interpolated between the
struts.
TABLE 2
Coefficient c for Side Transverse
Arrangement of struts For upper side transverse For lower side transverse
No Strut 0.75
One Strut in Wing Tank 0.19 0.33
Two Struts in Wing Tank 0.13 0.20
3.5.2 Web Sectional Area of Side Transverses 5-1-A3/3.5.2

The net sectional area of the web portion of the side transverse is not to be less than obtained
A = F/fs cm2 (in2)
The shear force, F, in N (kgf, lbf ) for the side transverse can be obtained from the following
equation (see also 5-1-4/1.3)
Part 5
F = 1000ks[KU ! s(PU + PL) − hUPU] for upper part of the transverse

F = 1000ks[KL ! s(PU + PL) − hLPL] or
= 350ksKL ! s(PU + PL), whichever is greater, for lower part of the
transverse
In no case is the shear force for lower part of the transverse to be less than 120% of that for
the upper part of the transverse.
where
k = 1.0(1.0, 2.24)
!s = span of the side transverse, in m (ft), as indicated in 5-1-A3/Figure 1
s = spacing of the side transverse, in m (ft)
PU = nominal pressure, p, in kN/m2 (tf/m2, Ltf/ft2), at the mid-length of the
upper bracket (hU /2), as specified in 5-1-A3/Table 1
PL = nominal pressure, p, in kN/m2 (tf/m2, Ltf/ft2), at the mid-length of the
lower bracket (hL/2), as specified in 5-1-A3/Table 1
hU = length of the upper bracket, in m (ft), as indicated in 5-1-A3/Figure 1
hL = length of the lower bracket, in m (ft), as indicated in 5-1-A3/Figure 1
= 0.45Sm fy
KU and KL are given in 5-1-A3/Table 3.
For tanker without struts, the sectional area of lower side transverse as required above is to
extend up to 0.15 ! from the toe of the lower bracket or 0.3 ! s from the lower end of the span,
In the case of one strut, the sectional area of the lower (upper) side transverse as required
In the case of two struts, the sectional area of the lower (upper) side transverse as required
above is to extend to the lower (upper) strut and may be linearly interpolated between the
struts.
TABLE 3
Coefficients KU and KL For Side Transverses
No Strut 0.16 0.30
Part 5
3.7 Deck Transverses
3.7.1 Section Modulus of Deck Transverses 5-1-A3/3.7.1

The net section modulus of deck transverses, in association with the effective deck plating, is
not to be less than obtained from the following equation (see also 5-1-4/1.3).
SM = M/fb cm3 (in3)
For deck transverses in wing tanks
M = k(10,000 c1ϕ ps ! t2 + βsMs) ≥ Mo N-cm (kgf-cm, lbf-in.)

For deck transverses in center tanks
M = k(10,000 c1ϕ ps ! t2 + βbMb) ≥ Mo N-cm (kgf-cm, lbf-in.)

where
Ms = 10,000c2 ps s ! 2s
Mb = 10,000c2 pb s ! 2b
Mo = 10,000kc3ϕ ps ! 2t
k = 1.0 (1.0, 0.269)
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span of the deck
transverse under consideration, as specified in 5-1-3/Table 3, Item 16
ps = corresponding nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span
of the side transverse (5-1-3/Table 3 , Item 16)
pb = corresponding nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the mid-span
of the vertical web on longitudinal bulkhead (5-1-3/Table 3 , Item 16)
c1 = 0.42 for tanks without deck girder
c1 = 0.42α2 for tanks with deck girders, min. 0.05 and max. 0.42
α = ( ! g / ! t )[(sg /s)(IT /Ig)]1/4

!g = span of the deck girder, in m (ft), as indicated in 5-1-4/Figure 3c
!t = span of the deck transverse, in m (ft), as indicated in 5-1-4/Figure 2, but
is not to be taken as less than 60% of the breadth of the tank
Ig , It = moments of inertia, in cm4 (in4), of the deck girder and deck transverse,
clear of the brackets, respectively
sg = spacing of the deck girders, in m (ft)
s = spacing of the deck transverses, in m (ft)
When calculating α, if more than one deck girder is fitted, average values of sg, ! g and Ig are
to be used when the girders are not identical.
ϕ = 1 − 5(ha / ! t )α −1, to be not less than 0.6 for cargo tanks with deck girders
= 1 − 5(ha/ ! t ), to be not less than 0.6 for cargo tanks without deck girders
Part 5
of the deck transverse, as indicated in 5-1-4/Figure 8
βs = 0.9[( ! s/ ! t)(It /Is)], but is not to be taken less than 0.10 and need not be
greater than 0.65
βb = 0.9[( ! b/ ! t)(It /Ib)], but is not to be taken less than 0.10 and need not be
greater than 0.50
! s and ! b = spans, in m (ft), of side transverse and vertical web on longitudinal
bulkhead, respectively, as indicated in 5-1-4/Figure 2
Is and Ib = moments of inertia, in cm4 (in4), clear of the brackets, of side transverses
and vertical web on longitudinal bulkhead, respectively
fb = permissible bending stress, in N/cm2 (kgf/cm2, lbf/ in2)
= 0.70Sm fy
c2 is given in 5-1-A3/Table 4 below.
c3 = 0.83 for tanks without deck girders
= 1.1c1 for tanks with deck girders
Where no struts or other effective supporting arrangements are provided for the wing tank
vertical webs, the deck transverses in the wing tanks are to have section modulus not less than
70% of that required for the upper side transverse.
TABLE 4
Coefficient c2 For Deck Transverse
Arrangement of Struts Center Tank Wing Tank

No Strut 0.4
3.7.2 Web Sectional Area of Deck Transverse 5-1-A3/3.7.2

The net sectional area of the web portion of deck transverses is not to be less than obtained
A = F/fs cm2 (in2)
F = 1000k[c1 ps(0.50 ! − he) + c2 DBcs] N (kgf, lbf )
where
k = 1.0(1.0, 2.24)
c1 = 1.30 for tanks without deck girder
= 0.90α 1/2 for tanks with deck girder, min. 0.50 and max. 1.0
c2 = 0 for center tank
= 0.045 for wing tank
Part 5
! = span of the deck transverse, in m (ft), as indicated in 5-1-4/Figure 2

5-1-4/Figure 2d and 5-1-A3/Figure 8
D = depth of the tanker, in m (ft), as defined in 3-1-1/7
p, s and α are as defined in 5-1-A3/3.7.1.
= 0.45Sm fy
Area A is not to be less than the area obtained based on 5-1-4/11.9 and 5-1-4/11.11.
3.7 Longitudinal Bulkhead Vertical Webs 5-1-A3/3.7
3.7.1 Section Modulus of Vertical Web on Longitudinal Bulkhead 5-1-A3/3.7.1

The net section modulus of the vertical web, in association with the effective longitudinal
bulkhead plating, is to be not less than obtained from the following equation (see also
5-1-4/1.3):
SM = M/fb cm3 (in3)

where
k = 1.0 (1.0, 0.269)
!b = span of vertical web, in m (ft), as indicated in 5-1-4/Figure 3a
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2) at mid-span ! b of the vertical
web as specified in 5-1-3/Table 3
= 0.70Sm fy
c is given in 5-1-A3/Table 5.
Sm and fy are as given in 5-1-4/7.3.1.
For tanker without struts, the section modulus of the vertical web as required above is to
extend at least up to 0.6 ! from the lower end of the span. The value of the bending moment
M, used for the calculation of the required section modulus of the remaining part of vertical
web may be reduced, but not more than 20%.
In the case of one strut, the section modulus of the lower (upper) vertical web as required
In the case of two struts, the section modulus of lower (upper) vertical web as required above
is to extend to the lower (upper) strut and may be linearly interpolated between struts.
Part 5
TABLE 5
Coefficient c for Vertical Web on Longitudinal Bulkhead
Arrangement of Struts For Upper Vertical Web For Lower Vertical Web
No Strut 0.75
3.9.2 Web Sectional Area of Vertical Web on Longitudinal Bulkhead 5-1-A3/3.9.2

The net sectional area of the web portion of the vertical web is not to be less than obtained
A = F/fs cm2 (in2)
The shear force, F, in N (kgf,lbf ) for the vertical web can be obtained from the following
F = 1000ks[KU ! (PU + PL) − hUPU] for upper part of web
F = 1000ks[KL ! (PU + PL) − hLPL] or
= 350ksKL ! (PU + PL), whichever is greater, for lower part of web
In no case is the shear force for lower part of the web to be less than 120% of that for the
upper part of the vertical web.
where
k = 1.0 (1.0, 2.24)
! = span of the vertical web, in m (ft), as indicated in 5-1-4/Figure 3a
bracket (hU /2), as specified in 5-1-3/Table 3
PL = nominal pressure, p, in kN/m2 (tf/m2, Ltf/ft2), at the mid-length of the
lower bracket (hL /2), as specified in 5-1-3/Table 3
hU = length of the upper bracket, in m (ft), as indicated in 5-1-4/Figure 3a
hL = length of the lower bracket, in m (ft), as indicated in 5-1-4/Figure 3a
= 0.45Sm fy
KU and KL are given in 5-1-A3/Table 6.
For tanker without struts, the sectional area of lower vertical webs as required above is to
extend up to 0.15 ! from the toe of the lower bracket or 0.3 ! from the lower end of the span,
In the case of one strut, the sectional area of the lower (upper) vertical web as required above
is to extend to the strut.
Part 5
In the case of two struts, the sectional area of the lower (upper) vertical web as required above
is to extend to the lower (upper) strut and may be linearly interpolated between the struts.
TABLE 6
Coefficients KU and KL for Vertical
Web on Longitudinal Bulkhead
No Strut 0.16 0.30
3.11 Other Main Supporting Members 5-1-A3/3.11

The strength and stiffness requirements specified in 5-1-4/11 and 5-1-4/15 for deck girders, vertical
webs and horizontal girders on transverse bulkheads and struts are applicable to single hull tankers.
3.13 Proportions 5-1-A3/3.13

The following specifications are supplemental to 5-1-4/11.11.
20% for bottom transverses without bottom girder
14% for bottom transverses with one girder
8% for bottom transverses with three girders
20% for bottom girders
12.5% for side transverses
5 Strength Assessment 5-1-A3/5
5.1 General 5-1-A3/5.1

The failure criteria and strength assessment procedures specified in Section 5-1-5 are generally
applicable to single hull tankers, except for the special considerations outlined in 5-1-A3/5.3 below.
5.3 Special Considerations 5-1-A3/5.3

For assessing buckling and fatigue strength in accordance with 5-1-5/5 and 5-1-5/7, due consideration
is to be given to the buckling characteristics of large stiffened panels of the side shell and bottom
structures, as well as the realistic boundary conditions of side and bottom longitudinals at transverse
bulkheads for calculating the total stress range with respect to fatigue strength.
PART
5
more in Length)
APPENDIX 4 Application to Mid-deck Tankers
CONTENTS
1 General................................................................................. 265
1.1 Design Concepts .................................................................. 265
1.2 Design & Strength of Hull Structures ................................... 265
3 Load Criteria ........................................................................ 266
3.1 Loading Patterns and Load Cases ....................................... 266
3.3 Determination of Loads and Scantlings ............................... 267
5 Strength Criteria .................................................................. 268
5.1 Hull girder and Structural Elements ..................................... 268
5.3 Mid-deck Structures ............................................................. 268
7 Strength Assessment.......................................................... 269
7.1 Failure Criteria ...................................................................... 269
7.3 Special Considerations......................................................... 269
FIGURE 1 Typical Cross Section for Mid-deck Tankers ......... 266

FIGURE 2 Loading Pattern ....................................................... 267
PART
5
more in Length)
APPENDIX 4 Application to Mid-deck Tankers

(1995) 5 - 1 - A 4
1 General 5-1-A4/1
1.1 Design Concepts 5-1-A4/1.1

The term ‘‘mid-deck tanker’’ refers to a cargo tank arrangement with wing ballast tanks, single
bottom and a tight deck (mid-deck) dividing the center or inboard cargo tanks into upper and lower
tanks, as shown in 5-1-A4/Figure 1. The location of the mid-deck is chosen to limit the maximum
expected internal pressure at the bottom to a level less than the minimum anticipated external
pressures, in accordance with Regulation 13 F(4) of Annex I to the International Convention for the
Prevention of Pollution from Ships, so that the outflow of cargo oil may be prevented in grounding
damage.
1.2 Design & Strength of Hull Structures 5-1-A4/1.2

With regard to the design and strength of the hull structure, the criteria and evaluation procedures
specified in Section 5-1-1 are generally applicable to mid-deck tankers. Modifications taking the
unique characteristics of this type of design into consideration are outlined in this Appendix.
The nominal design corrosion values specified in 5-1-2/Table 1 and 5-1-A3/Table 2 may also be used
for mid-deck tankers. For the bottom and mid-deck structures in cargo tanks, the nominal design
corrosion values may be taken as 1.0 mm.
Part 5
Appendix 4 Application to Mid-deck Tankers 5-1-A4
FIGURE 1
Typical Cross Section for Mid-deck Tankers
Upper Cargo Tank

Wing
Wing . B.T
.B.T .
.
Lower Cargo Tank
MDT1
Upper Cargo Upper Cargo

Tank (p) Tank (s)
Wing Wing
. B.T . B.T
.
.
Lower Cargo Lower Cargo

Tank (p) Tank (s)
MDT2
3 Load Criteria 5-1-A4/3
3.1 Loading Patterns and Load Cases 5-1-A4/3.1

In addition to the loading patterns shown in 5-1-3/Figure 1a, loading patterns with respect to the upper
and lower cargo tanks are also to be considered to simulate the maximum internal loads imposed on
the mid-deck tanker structures. For this purpose, the cargo loading patterns given in 5-1-A4/Figure 2
are to be considered in conjunction with 5-1-3/Table 1, unless the pattern is proven unnecessary.
Part 5
FIGURE 2
Loading Pattern
3.3 Determination of Loads and Scantlings 5-1-A4/3.3
3.3.1 Hull Girder Loads 5-1-A4/3.3.1

The hull girder loads, external pressures, internal pressures and their nominal values and
combined effects, specified in 5-1-3/3, 5-1-3/5, 5-1-3/7 and 5-1-3/9 are applicable to mid-
deck tankers, except as outlined in 5-1-A4/5.1 and 5-1-A4/3.3.2 below.
Part 5
3.3.2 Internal Pressure 5-1-A4/3.3.2

In calculating the internal pressures in the lower cargo tanks, the tanks are to be assumed
100% full to the level of mid-deck.
In addition, the scantlings of bulkheads between lower cargo tanks are to be satisfactory for a
scantling head to the upper deck with the ship at the loading berth. Scantlings meeting the
requirements in Section 5-2-1 and Section 5-2-2 will be acceptable for this purpose.
3.3.3 Partially Filled Tanks 5-1-A4/3.3.3

For partially filled tanks, the sloshing loads specified in 5-1-3/11 are also to be considered.
5 Strength Criteria 5-1-A4/5
5.1 Hull girder and Structural Elements 5-1-A4/5.1

In general the strength criteria specified in Section 5-1-4 are directly applicable to the mid-
deck tankers, with the exception of the items outlined in 5-1-A4/5.1.1 and 5-1-A4/5.1.2
below.
5.1.1 Hull girder Shearing Strength 5-1-A4/5.1.1

In determining the net thickness of the side shell and longitudinal bulkhead plating, the shear
distribution factors, Di, and local load corrections, Ri, given in 5-1-4/5 are to be modified for
the proposed structural configurations and loading patterns. Direct calculation results
justifying the proposed modifications are to be submitted.
5.1.2 Bottom Structures 5-1-A4/5.1.2

For the bottom shell plating and bottom longitudinals, the strength criteria specified in 5-1-4/7
are directly applicable to the single bottom structures with the corresponding loading patterns
given in 5-1-A4/3.1.
For the main supporting members, bottom transverses and bottom girders, the strength
formulations for the conventional single hull tankers given in Appendix 5-1-A3 may be
applied.
5.3 Mid-deck Structures 5-1-A4/5.3

For scantling requirements for the mid-deck plating and mid-deck longitudinals, the equations given
in 5-1-4/7.3 and 5-1-4/7.5 may be employed, by taking the permissible bending stresses f1 = f2 = fb =
0.85Sm fy, as defined in 5-1-4/7.3.2 and 5-1-4/7.5. The nominal pressure, p, is to be taken from the
loaded upper tanks or lower tanks, whichever is greater.
For mid-deck transverses and mid-deck girders, the bending moments and shear forces may be
determined either by a direct calculation (3D F.E. analysis) or by the equations given in 5-1-4/11 for
critical load cases and loading patterns specified in 5-1-A4/3 above. In this case, the permissible
bending and shear stresses may be taken as fb = 0.7 Sm fy and fs = 0.45Sm fy, as defined in 5-1-4/11 for
deck girders and deck transverses, respectively.
The sectional properties of the mid-deck transverses are also to satisfy the requirements for struts,
given in 5-1-4/15.
Part 5
7 Strength Assessment 5-1-A4/7
7.1 Failure Criteria 5-1-A4/7.1

The failure criteria and strength assessment procedures specified in 5-1-5/ 3 and 5-1-5/9 are applicable
to mid-deck tankers with the modified loading patterns and load cases outlined in 5-1-A4/3 above.
7.3 Special Considerations 5-1-A 4/7.3

In view of the unique cargo tank arrangement for mid-deck tankers, the shear lag effects with respect
to the effective hull girder section modulus and the transverse compression with respect to
buckling/ultimate strength of the mid-deck plating are to be properly considered for assessing strength
of the structure.
PART
5
Bulk (Under 150 Meters (492 feet)
in Length)
CONTENTS
SECTION 1 Introduction ........................................................... 273
1 General................................................................. 275
3 Special Requirements for Deep Loading ............. 277
5 Arrangement......................................................... 278
SECTION 2 Hull Structure ........................................................ 283
1 Hull girder Strength .............................................. 285
3 Shell Plating ......................................................... 285
5 Deck Plating ......................................................... 288
7 Bulkhead Plating .................................................. 289
9 Long or Wide Tanks ............................................. 289
11 Double Bottom Structure...................................... 289
13 Deep Supporting Members .................................. 290
15 Frames, Beams and Bulkhead Stiffeners ............ 296
17 Structure at Ends.................................................. 297
SECTION 3 Cargo Oil and Associated Systems ..................... 303
APPENDIX 1 Guide for Hull Girder Shear Strength for

Tankers .................................................................. 305
PART
5
in Length)
CONTENTS
1 General................................................................................. 275
1.1 Classification ........................................................................ 275
1.3 Application ............................................................................ 275
1.5 Detail Design of Internal Members ....................................... 276
1.7 Breaks .................................................................................. 276
1.9 Variations.............................................................................. 276
1.11 Loading Guidance ................................................................ 276
1.13 Higher-strength Materials ..................................................... 276
1.15 Pressure-vacuum Valve Setting ........................................... 276
1.17 Protection of Structure.......................................................... 277
1.19 Aluminum Paint .................................................................... 277
1.21 Tank Design Pressures ........................................................ 277
3 Special Requirements for Deep Loading ........................... 277
3.1 Machinery Casings ............................................................... 277
3.3 Access .................................................................................. 277
3.5 Hatchways ............................................................................ 277
3.7 Freeing Arrangements.......................................................... 277
3.9 Flooding................................................................................ 278
3.11 Ventilators............................................................................. 278
5 Arrangement ........................................................................ 278
5.1 Subdivision ........................................................................... 278
5.3 Cofferdams ........................................................................... 278
5.5 Gastight Bulkheads .............................................................. 278
5.7 Cathodic Protection .............................................................. 278
5.9 Ports in Pump Room Bulkheads .......................................... 279
5.11 Location of Cargo Oil Tank Openings .................................. 279
5.13 Structural Fire Protection...................................................... 279
5.15 Allocation of Spaces ............................................................. 279
5.17 Access to Upper Parts of Ballast Tanks on Double Hull
Tankers................................................................................. 280
5.19 Access to All Spaces in the Cargo Area .............................. 280
5.21 Duct Keels or Pipe Tunnels in Double Bottom ..................... 280
5.23 Ventilation............................................................................. 281
5.25 Pumping Arrangements........................................................ 281
5.27 Electrical Equipment............................................................. 281
5.29 Testing.................................................................................. 281
5.31 Machinery Spaces ................................................................ 281
PART
5
in Length)
1 General 5-2-1/1
1.1 Classification 5-2-1/1.1

In accordance with 1-1-3/3, the classification notation ✠A1 Oil Carrier is to be assigned to vessels
designed for the carriage of oil cargoes in bulk and built to the requirements of this section and other
relevant sections of the Rules. As used in the Rules, the term ‘‘oil’’ refers to petroleum products
having flash points at or below 60C (140F), closed cup test, and specific gravity of not over 1.05.
Vessels intended to carry fuel oil having a flash point above 60C (140F), closed cup test, and to
receive classification ✠A1 Fuel Oil Carrier are to comply with the requirements of this section and
other relevant sections of the Rules, with the exception that the requirements for cofferdams, gas-tight
bulkheads, and aluminum paint may be modified.
1.3 Application (1995) 5-2-1/1.3

1.3.1 Structural Arrangement 5-2-1/1.3.1
The requirements contained in this section are intended to apply to longitudinally framed, all-
welded tank vessels having proportions in accordance with 3-1-2/7, machinery aft and two or
more continuous longitudinal bulkheads. Where the arrangement differs from that described,
the scantlings may require adjustment to provide equivalent strength.
1.3.2 Vessels of Similar Type and Arrangement 5-2-1/1.3.2

The requirements are also intended to apply to other vessels of similar type and arrangement.
Double hull tanker: A tank vessel having full depth wing water ballast tanks or other non-
cargo spaces and full-breadth double bottom water ballast tanks or other non-cargo spaces
within cargo area to prevent liquid cargo outflow in stranding/collision. The size and capacity
of these wing/double bottom tanks or spaces are to comply with MARPOL 73/78 and national
Regulations, as applicable.
Mid-deck tanker: Refer to 5-1-A4/1.1, Design Concepts.
Single hull tanker: A tank vessel which does not fit the above definitions of Double hull
tanker and Mid-deck tanker.
Part 5
Chapter 2 Vessels Intended to Carry Oil in Bulk (Under 150 Meters (492 Feet) in Length)
1.3.3 Engineering Analysis 5-2-1/1.3.3

It is recommended that compliance with the following requirements be accomplished through
a detailed investigation of the magnitude and distribution of the imposed longitudinal and
transverse forces by using an acceptable method of engineering analysis. The following
paragraphs are to be used as a guide in determining scantlings. Where it can be shown that the
calculated stresses using the loading conditions specified in 5-2-2/13.5. are less than those
stated to be permissible, consideration will be given to scantlings alternative to those
recommended by this section.
1.5 Detail Design of Internal Members 5-2-1/1.5

The detail design of internals is to follow the guidance given in 3-1-2/15.
See also Appendix 5-1-A1 entitled ‘‘Guide for the Fatigue Strength Assessment of Tankers.’’
1.7 Breaks 5-2-1/1.7

Special care is to be taken throughout the structure to provide against local stresses at the ends of the
oil spaces, superstructures, etc. The main longitudinal bulkheads are to be suitably tapered at their
ends, and effective longitudinal bulkheads in the poop are to be located to provide effective continuity
between the structure in way of and beyond the main cargo spaces. Where the break of a
superstructure lies within the midship 0.5L, the required shell and deck scantlings for the midship
0.4L may be required to be extended to effect a gradual taper of structure, and the deck stringer plate
and sheerstrake are to be increased. See 5-2-2/3.3 and 5-2-2/5.1. Where the breaks of the forecastle or
poop are appreciably beyond the midship 0.5L, the requirements of 5-2-2/3.3 and 5-2-2/5.1 may be
modified.
1.9 Variations 5-2-1/1.9

Tankers of special type or design differing from those described in the following Rules will be
specially considered on the basis of equivalent strength.
1.11 Loading Guidance 5-2-1/1.11

Loading guidance is to be as required by 3-2-1/7.
1.13 Higher-strength Materials 5-2-1/1.13

In general, applications of higher-strength materials for vessels intended to carry oil in bulk are to
meet the requirements of this section, but may be modified generally as outlined in the following
sections.
Section 3-2-4 for longitudinals
Section 3-2-7 for longitudinals
Section 3-2-8 for deep longitudinal members (3-2-8/9.3)
Section 3-2-10 for bulkhead plating
Section 3-2-2 for shell plating
Section 3-2-3 for deck plating
In such cases, the allowable shearing stresses will be specially considered.
1.15 Pressure-vacuum Valve Setting (1993) 5-2-1/1.15

Where pressure-vacuum valves of cargo oil tanks are set at a pressure in excess of the pressure
appropriate to the length of the vessel (see 5-1-7/11.11.2), the tank scantlings will be specially
considered. Particular attention is to be given to a higher pressure setting of pressure-vacuum valves
Part 5
as may be required for the efficient operation of cargo vapor emission control systems, where
installed.

1.19 Aluminum Paint 5-2-1/1.19

Paint containing aluminum is not to be used in cargo tanks, on tank decks in way of cargo tanks, in
pump rooms and cofferdams, or in any other area where cargo vapor may accumulate, unless it has
been shown by appropriate tests that the paint to be used does not increase the fire hazard.
1.21 Tank Design Pressures (1993) 5-2-1/1.21

The requirements of this section are for tanks intended for the carriage of liquid cargoes with specific
gravities not greater than 1.05. Where the specific gravity is greater than 1.05, the design heads, h, are
to be increased by the ratio of specific gravity to 1.05. See also 5-1-7/11 with regard to pressure-
vacuum valve setting and liquid level control.
Where a vessel is intended to operate at the freeboard allowed by the International Convention on
Load Lines, 1966, for Type-A vessels, the conditions in 5-2-1/3.1 through 5-2-1/3.11 are to be
complied with.
3.1 Machinery Casings 5-2-1/3.1

Machinery casings are normally to be protected by an enclosed poop or bridge, or by a deckhouse of
equivalent strength. The height of such structure is to be at least 1.8 m (5.9 ft) for vessels up to and
including 75 m (246 ft) in length, and 2.3 m (7.5 ft) for vessels 125 m (410 ft) or more in length. The
minimum height at intermediate lengths is to be obtained by interpolation. The bulkheads at the
forward ends of these structures are to be of not less scantlings than required for bridge-front
bulkheads. (See 3-2-11/3) Machinery casings may be exposed, provided that they are specially
stiffened and there are no openings giving direct access from the freeboard deck to the machinery
space. A door complying with the requirements of 3-2-11/5.3 may, however, be permitted in the
exposed machinery casing, provided that it leads to a space or passageway which is as strongly
constructed as the casing and is separated from the engine room by a second door complying with
3-2-11/5.3. The sill of the exterior door is not to be less than 600 mm (23.5 in.), and of the second
door not less than 230 mm (9 in.).
3.3 Access (1998) 5-2-1/3.3

Satisfactory arrangements are to be provided to safeguard the crew in reaching all parts used in the
3.5 Hatchways 5-2-1/3.5

Exposed hatchways on the freeboard and forecastle decks or on the tops of expansion trunks are to be
provided with effective watertight covers of steel. The use of material other than steel will be subject
to special consideration.
3.7 Freeing Arrangements 5-2-1/3.7

Tankers with bulwarks are to have open rails fitted for at least half the length of the exposed parts of
the freeboard and superstructure deck or other effective freeing arrangements. The upper edge of the
sheerstrake is to be kept as low as practicable. Where superstructures are connected by trunks, open
rails are to be fitted for the whole length of the exposed parts of the freeboard deck.
Part 5
3.9 Flooding 5-2-1/3.9

Attention is called to the requirement of the International Convention on Load Lines, 1966, that
tankers over 150 m (492 ft) in length to which freeboards are assigned as Type-A vessels must be able
to withstand the flooding of certain compartments.
3.11 Ventilators 5-2-1/3.11

Ventilators to spaces below the freeboard deck are to be specially stiffened or protected by
superstructures or other efficient means.
5 Arrangement (1994) 5-2-1/5

The arrangements of the vessel are to comply with the requirements in Annex 1 to International
Convention for the Prevention of Pollution from Ships, with regard to segregated ballast tanks
(Regulation 13), their protective locations (Regulation 13E—where the option in Regulation 13F (4)
or (5) is exercised), collision or stranding considerations (Regulation 13F), hypothetical outflow of oil
(Regulation 23), limitations of size and arrangement of cargo tanks (Regulation 24) and slop tanks
(Regulation 15 (2)(c)). A valid International Oil Pollution Certificate issued by the Administration
maybe accepted as an evidence for compliance with these requirements.
5.1 Subdivision 5-2-1/5.1

The length of the tanks, location of expansion trunks, and position of longitudinal bulkheads are to be
arranged to avoid excessive dynamic stresses in the hull structure.
5.3 Cofferdams 5-2-1/5.3

Cofferdams, thoroughly oiltight and vented, having widths as required for ready access, are to be
provided for the separation of all cargo tanks from galleys and living quarters, general cargo spaces
which are below the uppermost continuous deck, boiler rooms, and spaces containing propulsion
machinery or other machinery where sources of ignition are normally present. Pump rooms,
compartments arranged solely for ballast, and fuel-oil tanks may be considered as cofferdams in
compliance with this requirement.
5.5 Gastight Bulkheads 5-2-1/5.5

Gastight bulkheads are to be provided for the isolation of all cargo pumps and piping from spaces
containing stoves, boilers, propulsion machinery, electric apparatus, or machinery where sources of
ignition are normally present. These bulkheads are to comply with the requirements of Section 3-2-9.
5.7 Cathodic Protection (1996) 5-2-1/5.7

5.7.1 Anode Installation Plan 5-2-1/5.7.1
Where sacrificial anodes are fitted in cargo or adjacent ballast tanks, their material,
disposition and details of their attachment are to be submitted for approval.
5.7.2 Magnesium and Magnesium Alloy Anodes 5-2-1/5.7.2

Magnesium and magnesium alloy anodes are not to be used.
5.7.3 Aluminum Anodes 5-2-1/5.7.3

Aluminum anodes may be used in cargo tanks of tankers only in locations where the potential
energy does not exceed 275 N-m (28 kgf-m, 200 ft-lb). The height of the anode is to be
measured from the bottom of the tank to the center of the anode, and its weight is to be taken
as the weight of the anode as fitted, including the fitting devices and inserts.
Part 5
Where aluminum anodes are located on horizontal surfaces, such as bulkhead girders and
stringers, not less than 1 m (39 in.) wide and fitted with an upstanding flange or face flat
projecting not less than 75 mm (3 in.) above the horizontal surface, the height of the anode
may be measured from this surface.
Aluminum anodes are not to be located under tank hatches or Butterworth openings unless
protected from falling metal objects by adjacent tank structure.
5.7.4 Anode Attachment 5-2-1/5.7.4

Anodes are to have steel cores sufficiently rigid to avoid resonance in the anode support and
are to be designed to retain the anode even when it is wasted.
The steel cores are to be attached to the structure by means of continuous welds at least
75 mm (3 in.) in length. Alternatively, they may be attached to separate supports by bolting.
A minimum of two bolts with locknuts are to be used.
The supports at each end of an anode are not to be attached to items of structure which are
likely to move independently.
Anode inserts and supports welded directly to the structure are to be arranged so that the
welds are clear of stress raisers.
5.9 Ports in Pump Room Bulkheads 5-2-1/5.9

Where fixed ports are fitted in the bulkheads between a pump room and the machinery or other safe
space, they are to maintain the gastight and watertight integrity of the bulkhead. The ports are to be
effectively protected against the possibility of mechanical damage and are to be fire resistant. Hinged
port covers of steel, having non-corrosive hinge pins and secured from the safe space side, are to be
provided. The covers are to provide strength and integrity equivalent to the unpierced bulkhead.
Except where it may interfere with the function of the port, the covers are to be secured in the closed
position. The use of material other than steel for the covers will be subject to special consideration.
Lighting fixtures providing strength and integrity equivalent to that of the port covers will be accepted
as an alternative.
5.11 Location of Cargo Oil Tank Openings 5-2-1/5.11

Cargo oil tank openings, including those for tank cleaning, which are not intended to be secured
gastight at all times during the normal operation of the vessel are not to be located in enclosed spaces.
For the purpose of this requirement, spaces open on one side only are to be considered enclosed. See
also 5-2-1/5.21.
5.13 Structural Fire Protection 5-2-1/5.13

The applicable requirements of Section 3-4-1 are to be complied with.
5.15 Allocation of Spaces (1994) 5-2-1/5.15

5.15.1 Tanks Forward of the Collision Bulkhead 5-2-1/5.15.1
Tanks forward of the collision bulkhead are not to be arranged for the carriage of oil or other
liquid substances that are flammable.
5.15.2 Double Bottom Spaces and Wing Tank Spaces 5-2-1/5.15.2

For vessels of 5000 tons deadweight and above, double bottom spaces or wing tanks adjacent
to cargo oil tanks are to be allocated for water ballast or spaces other than cargo and fuel oil
tanks.
Part 5
5.17 Access to Upper Parts of Ballast Tanks on Double Hull Tankers (1993) 5-2-1/5.17
Where the structural configuration within the ballast tank is such that it will prevent access to upper
parts of tanks for required close-up examination (see 7-2-A1/3.7) by conventional means, such as a
raft on partly filled tank, permanent means of safe access is to be provided. The details of access are
to be submitted for review.
Where horizontal girders or diaphragm plates are fitted, they may be considered as a part of
permanent access. Alternative arrangements to the above may be considered upon submission.
5.19 Access to All Spaces in the Cargo Area (1 October 1994) 5-2-1/5.19
Access to cofferdams, ballast tanks, cargo tanks and other spaces in the cargo area is to be direct and
from the open deck. Access to double bottom spaces may be through a cargo pump room, deep
cofferdam, pipe tunnel or similar space provided ventilation is suitable.
For access through horizontal openings, hatches, or manholes, the access is to be of a size such as to
allow a person wearing a self-contained, air-breathing apparatus and protective equipment (see
4-7-3/15.5) to ascend or descend any ladder without obstruction and also to provide a clear opening to
facilitate the hoisting of an injured person from the bottom of the space. In general, the minimum
clear opening is not to be less than 600 mm (24 in.) by 600 mm (24 in.).
of the space, the minimum clear opening is not to be less than 600 mm (24 in.) by 800 mm (32 in.) at
a height of not more than 600 mm (24 in.) from the bottom shell plating, unless gratings or other
For vessels less than 5000 tons deadweight, smaller dimensions than above may be approved,
provided that the ability to remove an injured person can be demonstrated to the satisfaction of the
Surveyor.
5.21 Duct Keels or Pipe Tunnels in Double Bottom (2000) 5-2-1/5.21

Duct keels or pipe tunnels are not to pass into machinery spaces. Provision is to be made for at least
two exits to the open deck arranged at a maximum distance from each other. One of these exits may
lead to the cargo pump room, provided that it is watertight and fitted with a watertight door
complying with the requirements of 3-2-9/9.1 and in addition with the following:
i) In addition to bridge operation, the watertight door is to be capable of being closed
from outside the main pump room entrance; and
ii) A notice is to be affixed at each operating position to the effect that the watertight
door is to be kept closed during normal operations of the ship, except when access to
the pipe tunnel is required.
For the requirements of ventilation and gas detection in duct keels or pipe tunnels, see 5-1-7/31.17.1.
5.23 Ventilation (1996) 5-2-1/5.23

Holes are to be cut in every part of the structure where otherwise there might be a chance of gases
being ‘‘pocketed’’. Special attention is to be paid to the effective ventilation of pump rooms and other
working spaces adjacent to the oil tanks. In general, floor plating is to be of an open type not to
restrict the flow of air. See 5-1-7/17.1 and 5-1-7/17.5. Efficient means are to be provided for clearing
the oil spaces of dangerous vapors by means of artificial ventilation or steam. For the venting of the
cargo tanks, see 5-1-7/11 and 5-1-7/21.
5.25 Pumping Arrangements 5-2-1/5.25

See applicable requirements in Section 5-1-7.
Part 5
5.27 Electrical Equipment 5-2-1/5.27

See 5-1-7/31.
5.29 Testing 5-2-1/5.29

Requirements for testing are contained in Part 7, Chapter 1.

Machinery spaces aft are to be specially stiffened transversely. Longitudinal material at the break is
also to be specially considered to reduce concentrated stresses in this region. Longitudinal wing
bulkheads are to be incorporated with the machinery casings or with substantial accommodation
bulkheads in the tween decks and within the poop.
PART
5
in Length)
SECTION 2 Hull Structure
CONTENTS
1 Hull girder Strength............................................................. 285
1.1 Normal-strength Standard .................................................... 285
1.3 Still-water Bending-moment Calculations ............................ 285
3 Shell Plating......................................................................... 285
3.1 Amidships ............................................................................. 285
3.3 Sheerstrake .......................................................................... 287
3.5 Keel Plate ............................................................................. 287
3.7 Flat of Bottom Forward......................................................... 287
3.9 Plating Outside Midship 0.4L................................................ 287
3.11 Vessels under 76 m (250 ft) ................................................. 287
3.13 Bilge Keels............................................................................ 287
5 Deck Plating......................................................................... 288
5.1 Amidships ............................................................................. 288
7 Bulkhead Plating ................................................................. 289
7.1 Plating Thickness ................................................................. 289
9 Long or Wide Tanks ............................................................ 289
9.1 Oiltight .................................................................................. 289
9.3 Nontight Bulkheads .............................................................. 289
11 Double Bottom Structure .................................................... 289
11.1 General................................................................................. 289
11.3 Floors and Girders................................................................ 290
11.5 Inner Bottom ......................................................................... 290
11.7 Inner-bottom Longitudinals................................................... 290
11.9 Bottom Longitudinals............................................................ 290
13 Deep Supporting Members..................................................290
13.1 General................................................................................. 290
13.3 Section Modulus ................................................................... 290
13.5 Local Loading Conditions ..................................................... 292
13.7 Web Portion of Members...................................................... 292
13.9 Proportions ........................................................................... 293
13.11 Brackets................................................................................ 294
13.13 Stiffeners and Tripping Brackets .......................................... 294
13.15 Slots and Lightening Holes................................................... 295
13.17 Struts .................................................................................... 295
15 Frames, Beams and Bulkhead Stiffeners ...........................296
15.1 Arrangement......................................................................... 296
15.3 Structural Sections ............................................................... 296
15.5 Bilge Longitudinals ............................................................... 297
17 Structure at Ends .................................................................297
TABLE 1 Values of q for Ordinary Strength Steel ..................301

TABLE 2 Minimum Thickness for Web Portions of
Members ...................................................................301
FIGURE 1 Coefficients and Lengths for Transverses .............298

FIGURE 2 Lengths with Brackets .............................................299
FIGURE 3 Spans of Members and Effective Lengths or
Heights of Brackets..................................................300
PART
5
in Length)
SECTION 2 Hull Structure 5 - 2 - 2
1 Hull girder Strength 5-2-2/1
1.1 Normal-strength Standard 5-2-2/1.1

The longitudinal hull girder strength is to be not less than required by the equations given in 3-2-1/3.7
and 3-2-1/3.9.
1.3 Still-water Bending-moment Calculations 5-2-2/1.3

For still-water bending-moment calculations, see 3-2-1/3.3.
3 Shell Plating 5-2-2/3
3.1 Amidships 5-2-2/3.1

Shell plating within the midship 0.4L is to be of not less thickness than is required for longitudinal
hull girder strength, or than that obtained from 5-2-2/3.1.1 through 5-2-2/3.1.3.
3.1.1 Bottom Shell Thickness 5-2-2/3.1.1

The thickness t of the bottom shell plating is not to be less than obtained from 5-2-2/3.1.1(a)
and 5-2-2/3.1.1(b).
3.1.1(a)
t = S(L + 8.54)/(42L + 2318) mm
t = S(L + 28)/(42L + 7602) in.
S = frame spacing, in mm (in.), but is not to be taken as less than 88% of that
given in 3-2-5/1.7 or 864 mm (34 in.), whichever is less
Part 5
Section 2 Hull Structure 5-2-2
Where the bottom hull girder section modulus SMA is greater than required by 3-2-1/3.7.1,
and still-water bending moment calculations are submitted, the thickness of bottom shell may
be obtained from the above equation multiplied by the factor, Rb. Special consideration will
be given to vessels constructed of higher-strength steel.
SM R
Rb = is not to be taken less than 0.85
SM A
SMR = hull girder section modulus required by 3-2-1/3.7.1, in cm2-m (in2-ft)
SMA = bottom hull girder section modulus of vessel, in cm2-m (in2-ft), with the
greater of the bottom shell plating thickness obtained when applying Rn
or Rb
3.1.1(b)
t = 0.006s 0.7 d + 0.02( L − 50) + 2.5 mm
t = 0.00331s 0.7 d + 0.02( L − 164) + 0.1 in.
Where the bottom hull girder section modulus, SMA, is greater than required by 3-2-1/3.7.1,
and still-water bending moment calculations are submitted, the thickness of bottom shell may
be obtained from the above equation multiplied by the factor, Rn. Special consideration will
be given to vessels constructed of higher-strength steel.
1
Rn = is not to be taken less than 0.85
fp SM R
(1 − ) +1
σt SM A
fp = nominal permissible bending stress, in kN/cm2 (tf/cm2, Ltf/in2), as given

in 3-2-1/3.7.1
σt = KPt(s/t) 2, in kN/cm2 (tf/cm2, Ltf/in2)
K = 0.34 for longitudinal framing
Pt = (0.638H + d)a kN/cm2 (tf/cm2, Ltf/in2)
a = 1.005 × 10-3 (1.025 × 10-4, 1.984 × 10-4)

t = bottom shell plating thickness required by the equation in 5-2-2/3.1.1(b)
above, in mm (in.)
H = wave parameter defined in 3-2-2/3.13.2
SMR and SMA are as defined in 5-2-2/3.1.1(a) and L, s and d are as defined in 5-2-2/3.1.2(b).
SMR /SMA is not to be taken as less than 0.70.
3.1.2 Side Shell Thickness 5-2-2/3.1.2

The thickness t of the side shell plating is not to be less than obtained from 5-2-2/3.1.2(a) and
5-2-2/3.1.2(b).
3.1.2(a)
t = 0.01L(6.5 + 21/D) mm
t = 0.0003937L(2.0 + 21/D) in.
Part 5
3.1.2(b)
t = 0.0052s 0.7d + 0.02 L + 2.5 mm
t = 0.00287s 0.7 d + 0.02 L + 0.1 in.

L = length of vessel, as defined in 3-1-1/3.1
d = molded draft to the summer load line, as defined 3-1-1/9, in m (ft)
D = molded depth, as defined in 3-1-1/7.1, in m (ft)
s = spacing of bottom longitudinals or spacing of side longitudinals or
vertical side frames, in m (ft)
3.1.3 Shell Thickness 5-2-2/3.1.3

Where a double bottom is fitted and is not to be used for the carriage of cargo oil, the bottom
shell thickness may be in accordance with 3-2-2/3.13, and if a double skin is provided and is
not to be used for the carriage of cargo oil, the side shell thickness may be in accordance with
3-2-2/3.9.
3.3 Sheerstrake 5-2-2/3.3

The thickness of the sheerstrake is to be not less than the thickness of the side-shell plating, nor less
than required by 5-2-2/5.1.2. The thickness is to be increased 25% in way of breaks of
superstructures, but this increase need not exceed 6.5 mm (0.25 in.). See 5-2-1/1.7.
3.5 Keel Plate 5-2-2/3.5

The thickness of the flat plate keel is to be not less than that required for the bottom shell plating at
that location increased by 1.5 mm (0.06 in.), except where the submitted docking plan (see 3-1-2/11)
specifies all docking blocks be arranged away from the keel.
3.7 Flat of Bottom Forward 5-2-2/3.7

Where the heavy weather ballast draft forward is less than 0.04L, the plating on the flat of bottom
forward of the location in 3-2-4/Table 1 is to be not less than required in 3-2-2/5.5.
3.9 Plating Outside Midship 0.4L 5-2-2/3.9

The bottom and side shell, including the sheerstrake beyond the midship 0.4L, is generally to be in
accordance with the requirements of 3-2-2/5 and is to be gradually reduced from the midship
thickness to the end thickness.
3.11 Vessels under 76 m (250 ft) 5-2-2/3.11

In vessels under 76 m (250 ft) in length, the thickness of the bottom shell is to be obtained from
Section 3-2-2.
3.13 Bilge Keels 5-2-2/3.13

Bilge keels are to comply with 3-2-2/13.
Part 5
5 Deck Plating 5-2-2/5
5.1 Amidships 5-2-2/5.1

The strength deck within the midship 0.4L is to be of not less thickness than is required to provide the
deck area necessary for longitudinal strength in accordance with 5-2-2/1; nor is the thickness to be
less than determined by the following equations for thickness of deck plating.
5.1.1 5-2-2/5.1.1
L
t = 0.0016s L − 53 + 0.32 − 2.5 mm
D
L
t = 0.000883s L − 174 + 0.0126 − 0.1 in.
D
5.1.2 5-2-2/5.1.2
s (30.48 + L)
t= L ≤ 152.4 m
4981 + 40 L
s(259.1 + L)
t= 152.4 m < L < 190 m
22641 + 15L
s (100 + L )
t= L ≤ 500 ft.
16339 + 40 L
s (850 + L )
t= 500 ft < L < 623 ft.
74264 + 15 L
t = plate thickness, in mm (in.)
D = molded depth, as defined in 3-1-1/7.1, in m (ft)
The thickness of the stringer plate is to be increased 25% in way of breaks of superstructures,
but this increase need not exceed 6.5 mm (0.25 in.). See 5-2-1/1.7. The required deck area is
to be maintained throughout the midship 0.4L of the vessel or beyond the end of a
superstructure at or near the midship 0.4L point. From these locations to the ends of the
vessel, the deck area may be gradually reduced in accordance with 3-2-1/11.3. Where bending
moment envelope curves are used to determine the required hull girder section modulus, the
foregoing requirements for strength deck area may be modified in accordance with
3-2-1/11.3. Where so modified, the strength deck area is to be maintained a suitable distance
from superstructure breaks and is to be extended into the superstructure to provide adequate
structural continuity.

In vessels under 76 m (250 ft) in length, the thickness of deck plating is to be obtained from Section
3-2-3.
Part 5
7 Bulkhead Plating 5-2-2/7
7.1 Plating Thickness 5-2-2/7.1

The plating is to be of not less thickness than is required for deep-tank bulkheads by 3-2-10/3, where
h is measured from the lower edge of the plate to the top of the hatch or to a point located 1.22 m (4
ft) above the deck at side amidships, whichever is greater. The upper strakes are to be increased above
these requirements to provide a proper margin for corrosion. It is recommended that the top strake of
a complete longitudinal bulkhead be not less than 9.5 mm (3/8 in.) in vessels of 91.5 m (300 ft)
length, and 12.5 mm (1/2 in.) in vessels of 150 m (429 ft) length, and that the strake below the top
strake be not less than 9.5 mm (3/8 in.) in vessels of 122 m (400 ft) length and 10.5 mm (13/32 in.) in
vessels of 150 m (492 ft) in length, with intermediate thicknesses for intermediate lengths. See also
5-2-1/1.15.
9 Long or Wide Tanks 5-2-2/9
9.1 Oiltight Bulkheads 5-2-2/9.1

In vessels fitted with long tanks, the scantlings of oiltight transverse bulkheads in smooth-sided tanks
are to be specially considered when the spacing between tight bulkheads, nontight bulkheads, or
partial bulkhead exceeds 12 m (40 ft) in the case of corrugated-type construction, or 15 m (50 ft) in
the case of flat-plate type of construction. Special consideration is to be given to the scantlings of
longitudinal oiltight bulkheads forming the boundaries of wide tanks. Where the length of the smooth-
sided tanks exceeds 0.1L or the breadth exceeds 0.6B, nontight bulkheads are to be fitted, unless
calculations are submitted to prove that no resonance due to sloshing will occur in service.
Alternatively, reinforcements to the bulkheads and decks, without nontight bulkheads, may be
determined by an acceptable method of engineering analysis.
9.3 Nontight Bulkheads 5-2-2/9.3

Nontight bulkheads are to be fitted in line with transverse webs, bulkheads or other structures with
equivalent rigidity. They are to be suitably stiffened. Openings in the nontight bulkhead are to have
generous radii and their aggregate area is not to exceed 33%, nor to be less than 10% of the area of the
nontight bulkhead. Plating is to be of not less thickness than that required by 5-2-2/Table 2. Section
moduli of stiffeners and webs may be one half of the requirements for watertight bulkheads in
3-2-9/5.3 and 3-2-9/5.7. Alternatively, the opening ratio and scantlings may be determined by an
acceptable method of engineering analysis.
11 Double Bottom Structure 5-2-2/11
11.1 General 5-2-2/11.1

Where a double bottom is fitted, it is generally to be arranged with a centerline girder, or equivalent,
and, where necessary, with full depth side girders similar to Section 3-2-4. The arrangements and
scantlings of the double bottom structure as given in Section 3-2-4 may be used, except where
modified by this section. Increases in scantlings may be required where tanks other than double
bottom tanks are designed to be empty with the vessel in a loaded condition. Alternatively,
consideration will be given to arrangements and scantlings determined by an acceptable method of
engineering analysis, provided that the stresses are in compliance with 5-2-2/13. Where ducts forming
a part of the double bottom structure are used as a part of the piping system for transferring cargo oil
or ballast, the structural integrity of the duct is to be safeguarded by suitable relief valves or other
arrangement to limit the pressure in the system to the value for which it is designed.
Part 5
11.3 Floors and Girders 5-2-2/11.3

In general, the thickness of floors and girders is to be as required by Section 3-2-4. Where tanks
adjacent to the double bottom are designed to be empty with the vessel in a loaded condition, the
floors and girders in the double bottom are to specially considered. Where the heavy weather ballast
draft forward is less than 0.04L the fore-end arrangement of floors and side girders is to comply with
3-2-4/13.1 and 3-2-4/13.3.
11.5 Inner Bottom 5-2-2/11.5

The thickness of the inner-bottom plating is to be not less than required by Section 3-2-10, with a
head to 1.22 m (4 ft) above the deck at side amidships or to the top of the hatch, whichever is greater.
11.7 Inner-bottom Longitudinals 5-2-2/11.7

Scantlings for inner-bottom longitudinals are to be not less than required in 5-2-2/15.3, using c = 1.00.
Where effective struts are fitted between inner-bottom and bottom longitudinals, the inner-bottom
longitudinals are not to be less than required in 5-2-2/15.3, using c = 0.55, or 85% of the requirement
in 3-2-4/11.3 for bottom longitudinals, using c = 0.715, whichever is greater.
11.9 Bottom Longitudinals 5-2-2/11.9

Scantlings for bottom longitudinals are to be not less than required by 3-2-4/11.3. Where effective
struts are fitted between bottom and inner-bottom longitudinals, the bottom longitudinals are to be not
less than 90% of the inner-bottom longitudinal requirement in 5-2-2/15.3, using c = 0.55, or the
requirement in 3-2-4/11.3, using c = 0.715, whichever is greater. Where the heavy weather ballast
draft forward is less than 0.04L, the flat of bottom-forward longitudinals are to be not less than
required by 3-2-4/13.5.
13 Deep Supporting Members 5-2-2/13
13.1 General 5-2-2/13.1

Webs, girders and transverses which support longitudinal frames, beams or bulkhead stiffeners,
generally are to be in accordance with the following paragraphs. It is recommended that deep girders
be arranged in line with webs and stringers to provide complete planes of stiffness. In vessels without
a longitudinal centerline bulkhead or effective centerline supporting member, a center vertical keel
having sufficient strength to serve as one line of support is to be provided where centerline keel
blocks are used in drydocking operations.
13.3 Section Modulus 5-2-2/13.3

Each member, is to have a section modulus, SM, in cm3 (in3), not less than obtained from the
following equation.
SM = M / f
M = maximum bending moment along the member between the toes of the end
brackets as computed by an acceptable method of engineering analysis, in kN-cm
(kgf-cm, Ltf-in.)
f = permissible maximum bending stress, as determined from the following table.
Part 5
Values of f (Ordinary-strength Steel)
kN/cm2 kgf/cm2 Ltf/in.2

Transverse members 13.9 1420 9
Longitudinal members 9.3 947 6
Note
Local axial loads on webs, girders, or transverses are to be accounted for by reducing the maximum permissible
bending stress.
In addition, the following equation is to be used in obtaining the required section modulus SM.
SM = 4.74chs ! 2b cm3 SM = 0.0025chs ! 2b in3

c for bottom and deck transverses as shown in 5-2-2/Figure 1.
= 2.00 for bottom girders, vertical webs on transverse bulkheads, horizontal girders
and stringers
= 2.50 for deck girders
c for side transverses and vertical webs on longitudinal bulkheads
= 1.50 without struts
= 0.85 with one horizontal strut
= 0.65 with two horizontal struts
= 0.55 with three horizontal struts
= Where a centerline longitudinal bulkhead is fitted, the value of c for side-shell
transverses and vertical webs on longitudinal wing bulkheads will be subject to
special consideration.
Where no struts or other effective supporting arrangements are provided for the wing-tank vertical
transverses, the deck transverses in the wing tanks are to have section modulus values not less than
70% of that for the vertical side transverses. In no case are the deck transverses in the wing tank to
have less than 70% of the section modulus for the corresponding members in the center tanks.
s = spacing of transverses, or width of area supported, in m (ft)
h = bottom transverses and girders of the depth of the vessel, D, in m (ft). See also
5-2-1/1.15.
= side transverses and vertical webs on longitudinal bulkheads, vertical webs on
transverse bulkheads and horizontal girders and stringers, the vertical distance, in
m (ft) from the center of the area supported to a point located 1.22 m (4 ft) above
the deck at side amidships in vessels 61 m (200 ft) in length, and to a point
located 2.44 m (8 ft) above the deck at side amidships in vessels 122 m (400 ft) in
length and above; for intermediate lengths, intermediate points may be used. The
value of h is to be not less than the vertical distance from the center of the area
supported to the tops of the hatches, in m (ft). See also 5-2-1/1.15.
= deck transverses and girders, in m (ft), is to be measured as indicated above for
side transverses, etc., except that in no case is it to be less than 15% of the depth
of vessel.
Part 5
!b = span of the member, in m (ft), measured between the points of support as

indicated in 5-2-2/Figure 1. Where effective brackets are fitted, the length !b is to
be measured as indicated in 5-2-2/Figure 2a and 5-2-2/Figure 2b; nor is the length
for deck and bottom transverses in wing tanks to be less than 0.125B or one-half
the breadth of the wing tank, whichever is the greater. Where a centerline
longitudinal bulkhead is also fitted, this minimum length will be specially
considered.
13.5 Local Loading Conditions 5-2-2/13.5

In addition to withstanding the loads imposed by longitudinal hull girder shearing and bending action,
the structure is to be capable of withstanding the following local loading conditions without exceeding
the permissible bending and average shearing stresses stated in 5-2-2/13.3 and 5-2-2/13.7.
Center tank loaded; wing tanks empty; 1/3 summer load line draft
Center tank empty; wing tanks loaded; 1/3 summer load line draft
Center and wing tanks loaded; 1/3 summer load line draft
Note
For loaded tanks the head h is to be measured to a point located 2.44 m (8 ft) above the deck at side, except in the
case of vessels less than 122 m (400 ft) in length, as explained in 5-2-2/13.3. See also 5-2-1/1.15.
In addition, where the arrangement of the vessel involves tanks of relatively short length, or tanks
designated as permanent ballast tanks, it is recommended that the following appropriate loading
conditions also be investigated:
Center tank loaded; wing tanks empty; summer load line draft
Center tank empty; wing tank loaded; summer load line draft
In all cases, the structure is to be reviewed for other realistic loading conditions associated with the
vessel’s intended service.
13.7 Web Portion of Members 5-2-2/13.7

The net sectional area of the web portion of the member, including effective brackets where
applicable, is not to be less than obtained from the following equation.
A = F/q cm (in.)
F = shearing force at the point under consideration, kN (kgf, Ltf)
q = allowable average shearing stress in the web of the supporting member, as
determined from 5-2-2/Table 1.
For longitudinal supporting members, the value of q is to be 80% of the value shown in 5-2-2/Table 1.
Where individual panels exceed the limits given in 5-2-2/Table 1, detail calculations are to be
submitted in support of adequate strength against buckling.
The thickness of the web portions of the members is not to be less than given in 5-2-2/Table 2 for
minimum thickness. Reduced thickness may be considered for higher strength materials if the
buckling and fatigue strength is proven adequate.
It is recommended that compliance with the foregoing requirement be accomplished through a
detailed investigation of the magnitude and distribution of the imposed shearing forces by means of an
acceptable method of engineering analysis. Where this is not practicable, the following equations may
be used as guides in approximating the shearing forces.
Part 5
F = csD(K !s _ he) for bottom transverses
! s he
F = cs[KL !s h _ he ( h + − )] for lower side transverses or vertical
2 2
transverses on longitudinal bulkheads
! s he
F = cs[KU !s h _ he ( h _ + )] for upper side transverses or vertical
2 2
transverses on longitudinal bulkheads
c = 10.05 (1025, 0.0285)
D = depth of vessel, as defined in 3-1-1/7, in m (ft)
B = breadth of vessel as defined in 3-1-1/5, in m (ft)
!s = span of transverse, in m (ft), as indicated in 5-2-2/Figure 3
he = effective length or height of bracket, in m (ft), as indicated in 5-2-2/Figure 3. In
no case is he to be greater than 0.33 !s
h = vertical distance, in m (ft), as defined in 5-2-2/13.3, for the particular member in
question. See also 5-2-1/1.15.
K = bottom members, K is as shown in 5-2-2/Figure 3 for the point under
consideration
KL = lower side transverses or vertical transverses on longitudinal bulkheads
= 0.55 with one strut
= 0.43 with two struts
= 0.38 with three or more struts
KU = upper side transverses or vertical transverses on longitudinal bulkheads
= 0.25 with one strut
= 0.20 with two struts
= 0.17 with three or more struts
Where a centerline longitudinal bulkhead is fitted, the tabulated values of KL and KU will be specially
considered.
The net sectional area of the lower side transverse as required by the foregoing paragraphs should be
extended up to the lowest strut, or to 0.33 !s , whichever point is the higher. The required sectional
area of the upper side transverse may be extended over the upper 0.33 !s of the member.
13.9 Proportions 5-2-2/13.9

Webs, girders and transverses are to be not less in depth than required by the following, where the
required depth of member is expressed as a percentage of the span.
12.5% for side and deck transverses, for webs and horizontal girders of longitudinal bulkheads, and
for stringers.
Part 5
20% for deck and bottom centerline girders, bottom transverses, and webs and horizontal girders of
transverse bulkheads.
The depth of side transverses and vertical webs is to be measured at the middle of !b , as defined in
5-2-2/13.3, and the depth may be tapered from bottom to top by an amount not exceeding 8 mm per
100 mm (1 in. per ft). In no case are the depths of members to be less than 3 times the depth of the
slots for longitudinals. The thickness of webs is to be not less than required by 5-2-2/13.7, nor is it to
be less than the minimum thickness given in 5-2-2/Table 2.
13.11 Brackets 5-2-2/13.11

Brackets are generally to be of the same thickness as the member supported, are to be flanged at their
edges, and are to be suitably stiffened.
13.13 Stiffeners and Tripping Brackets 5-2-2/13.13

13.13.1 Web Stiffeners 5-2-2/13.13.1
Stiffeners are to be fitted for the full depth of the deep supporting member at the following
intervals, unless specially approved based on the structural stability of deep supporting
members:
Location Interval
Bottom every longitudinal
Side every second longitudinal
Bulkhead every second stiffener
Deck every third longitudinal
Special attention is to be given to the stiffening of web plate panels close to change in contour
of web or where higher strength steel is used.
The moment of inertia, I, of the above stiffener, with the effective width of plating not
exceeding s or 0.33l whichever is less, is not to be less than the following equations:
I = 0.19 ! t3 ( ! )3 cm4 (in4) for ! ≤ 2.0

s s
I = 0.38 ! t3 ( ! )2 cm4 (in4) for ! > 2.0

s s
t = required thickness of web plating, in cm (in.), but need not be greater
than s/80
Web stiffeners are to be attached to the deep webs, longitudinals and stiffeners by continuous
fillet welds.
Where depth/thickness ratio of the web plating exceeds 200, a stiffener is to be fitted parallel
to the flange at approximately one-quarter depth of the web from the face plate. Special
attention is to be given to providing for compressive loads.
13.13.2 Tripping Bracket 5-2-2/13.13.2

Tripping brackets, arranged to support the flanges, are to be fitted at intervals of about 3 m
(10 ft), close to change of section, and in line with or as near as practicable to the flanges of
struts.
Part 5
13.15 Slots and Lightening Holes 5-2-2/13.15

Slots and lightening holes, where cut in webs, are to be kept well clear of other openings. The slots
are to be neatly cut and well rounded. Lightening holes are to be located midway between the slots
and at about one-third of the depth of the web from the shell, deck or bulkhead. Their diameters are
not to exceed one-fourth the depth of the web. In general, lightening holes are not to be cut in those
areas of webs, girders and transverses where the shear stresses are high. Similarly, slots for
longitudinals are to be provided with filler plates or other reinforcement in these same areas. Where
openings are required in high shear stress areas, they are to be effectively compensated. Continuous
fillet welds are to be provided at the connection of the filler plates to the web and of the filler plate to
the longitudinals.
13.17 Struts (1994) 5-2-2/13.17

Where one or more struts are fitted as an effective supporting system for the wing-tank members, they
are to be spaced so as to divide the supported members into spans of approximately equal length. The
value of W for struts is obtained from the following equation:
W = nbhs kN (tf, Ltf)
n = 10.5 (1.07, 0.03)
b = mean breadth, in m (ft), of the area supported
h = vertical distance, in m (ft), from the center of the area supported to a point located
1.22 m (4 ft) above the deck at side amidships in vessels 61 m (200 ft) in length
and to a point located 2.44 m (8 ft) above the deck at side amidships in vessels
122 m (400 ft) in length and above; for intermediate lengths, intermediate points
may be used. The value of h is not to be less than the vertical distance, in m (ft),
from the center of the area supported to the tops of the hatches.
The permissible load of struts, Wa, is to be determined by the following equation and is to be equal to
or greater than the calculated W as determined above.
Wa = (k _ n ! /r)A kN (tf, Ltf)

k = 12.09 (1.232, 7.83) ordinary strength steel
= 16.11 (1.643, 10.43) HT32
= 18.12 (1.848, 11.73) HT36
! = unsupported span of the strut, in cm (ft)
r = least radius of gyration, in cm (in.)
A = cross sectional area of the strut, in cm (in.)
n = 0.0444 (0.00452, 0.345) ordinary strength steel
= 0.0747 (0.00762, 0.581) HT32
= 0.0900 (0.00918, 0.699) HT36
Special attention is to be paid to the end connections for tension members, as well as to the stiffening
arrangements at their ends, to provide effective means for transmission of the compressive forces into
the webs. In addition, horizontal stiffeners are to be located in line with and attached to the first
longitudinal above and below the ends of the struts.
Part 5
15 Frames, Beams and Bulkhead Stiffeners 5-2-2/15
15.1 Arrangement 5-2-2/15.1

The sizes of the longitudinals or stiffeners as given in this paragraph are based on the transverses or
webs being regularly spaced. Longitudinals or horizontal stiffeners are to be continuous or attached at
their ends to effectively develop their sectional area. This requirement may be modified in the case of
stiffeners on transverse bulkheads. Longitudinals and stiffeners are to be attached to the transverses or
webs to effectively transmit the loads onto these members. Consideration is to be given to the
effective support of the plating in compression when selecting the size and spacing of longitudinals.
15.3 Structural Sections 5-2-2/15.3

Each structural section for longitudinal frames, beams, or bulkhead stiffeners, in association
with the plating to which it is attached, is to have a section modulus, SM, not less than
SM = 7.8chs ! 2 cm3 SM = 0.0041chs ! 2 in3
c = 1.40 for bottom longitudinals
= 0.95 for side longitudinals
= 1.25 for deck longitudinals
= 1.00 for vertical frames
= 1.00 for horizontal or vertical stiffeners on transverse bulkheads and
vertical stiffeners on longitudinal bulkheads
= 0.90 for horizontal stiffeners on longitudinal bulkheads.
h = distance, in m (ft), from the longitudinals, or from the middle of ! for
vertical stiffeners, to a point located 1.22 m (4 ft) above the deck at side
amidships in vessels of 61 m (200 ft) length, and to a point located
2.44 m (8 ft) above the deck at side amidships in vessels of 122 m
(400 ft) length and above; at intermediate lengths, h is to be measured to
intermediate heights above the side of the vessel. The value of h for
bulkhead stiffeners and deck longitudinals is not to be less than the
distance, in m (ft), from the longitudinal, or stiffener to the top of the
hatch. See also 5-2-1/1.15.
s = spacing of longitudinals or stiffeners, in m (ft)
! = length between supporting points, in m (ft)
The section modulus SM of the bottom longitudinals may be obtained from the above
equation multiplied by R1 where,
15.3.1(a) the bottom hull girder section modulus, SMA, is greater than required by 3-2-1/3.7.1,
at least throughout 0.4L amidships,
15.3.1(b) still-water bending moment calculations are submitted, and
15.3.1(c) adequate buckling strength is maintained.
The bottom longitudinals, with this modified section modulus are to meet all other Rule
requirements.
Part 5
R1 = n/[n + fp(1 _ SMR /SMA )]

but is not to be taken less than 0.69
n = 7.69 (0.784, 4.978)
fp = nominal permissible bending stress, as given in 3-2-1/3.7.1
SMR = hull girder section modulus required by 3-2-1/3.7.1, in cm2-m (in2-ft)
SMA = bottom hull girder section modulus, cm2-m (in2-ft), with the longitudinals
modified as permitted above.
Where the heavy weather ballast draft forward is less than 0.04L, the flat of bottom forward
longitudinals are not to be less than required by 3-2-4/13.5.
15.3.2 Web Thickness (1993) 5-2-2/15.3.2

In addition to the requirements in 3-1-2/13.5.2, the thickness of web portion is to be not less
than the thickness given in 5-2-2/Table 2, reduced by 1.0 mm (0.04 in.).
15.5 Bilge Longitudinals 5-2-2/15.5

longitudinals to that required for the bottom longitudinals.

In vessels under 76 m (250 ft) in length, the coefficient c for use in the above equation for bottom
longitudinals may be reduced to 1.30.
17 Structure at Ends 5-2-2/17
Beyond the cargo spaces, the scantlings of the structure may be as required in way of the oil spaces, in
association with the values of h in the various equations measured to the upper deck, except that in
way of deep tanks, h is to be not less than the distance, in m (ft), measured to the top of the overflow.
In way of dry spaces, the deck beams and longitudinals are to be as required in Section 3-2-7. The
value of h for deck transverses in way of dry spaces is to be obtained from Section 3-2-7 and the
section modulus, SM, is to be obtained from the following equation:
SM = 4.74chs ! 2 cm3 SM = 0.0025chs ! 2 in3
c = 1.23
! = span, in m (ft)
The transition from longitudinal framing to transverse framing is to be effected in as gradual a manner
as possible, and it is recommended that a system of closely spaced transverse floors be adopted in way
of the main machinery.
Part 5
FIGURE 1
Coefficients and Lengths for Transverses
L
C
c = 2.50 c = 3.50
L bhd
C
c = 1.80
lb lb
lb
lb
lb lb lb
c = 2.40
c = 1.50
L girder only
c = 1.75 for C
c = 1.15 for three girders
a b
L
C
c = 1.80
lb
lb
c = 1.50
c
Part 5
FIGURE 2
Lengths with Brackets
lb
d/4
he
Where face plate area on the member is

carried along the face of the bracket
a
lb
d/2
he
Where face plate area on the member is not

carried along the face of the bracket, and
where face plate area on the bracket is at
least one-half the face plate area on the
member
b
Part 5
FIGURE 3
Spans of Members and Effective Lengths or Heights of Brackets
L
C L bhd
C
he
ls ls ls
ls
he he
he
he
K = 0.60 K = 0.60 K = 0.25 B/ls

but not less than 0.50
a b
L
C L
C
ls ls
he
K = 0.50
K = 0.43
c d
Part 5
TABLE 1
Values of q for Ordinary Strength Steel
s = spacing of stiffeners or depth of web plate, whichever is the lesser, in cm (in.)
t = thickness of web plate, in cm (in.)
s/t kN/cm2 kgf/cm2 Ltf/in2
80 and less 8.5 870 5.5
160 maximum 5.4 550 3.5
TABLE 2
Minimum Thickness for Web Portions of Members
L is the length of the vessel, in m (ft), as defined in 3-1-1/3. For vessels of lengths intermediate to those shown in the
table, the thickness is to be obtained by interpolation.
L t L t
meters mm feet in
61 8.5 200 0.34

82 9 270 0.36
118 10 390 0.40
154 11 510 0.44
190 12 623 0.48
PART
5
in Length)

5-2-3
See Section 5-1-7.
PART
5
in Length)
APPENDIX 1 Guide for Hull Girder Shear

Strength for Tankers
CONTENTS
1 Introduction ......................................................................... 307
3 Allowable Still-water Shearing Force ................................. 307
3.1 Considering the Side Shell Plating ....................................... 307
3.3 Considering Various Longitudinal Bulkhead Plating ............ 307
3.5 Reduction for Local Loads.................................................... 308
5 Distribution Factors ............................................................ 309
5.1 For Vessels Having Two Longitudinal Bulkheads ................ 309
5.3 For Vessels Having Three Longitudinal Bulkheads ............. 310
FIGURE 1 Center Tank Region ................................................. 310
PART
5
in Length)
APPENDIX 1 Guide for Hull Girder Shear

Strength for Tankers 5 - 2 - A 1
1 Introduction 5-2-A1/1
This guide is a supplement to 3-2-1/3.5 of the Rules and is intended to provide a simplified method
for determining the allowable still-water shearing forces, in accordance with the Rule requirements,
for tankers having two or three longitudinal oil-tight bulkheads, where the wing bulkheads are located
no closer than 20% of the breadth from the side shell.
The computational method presented in this guide is deduced from shear flow and three-dimensional
finite element calculation results and is applicable to tankers having single bottom construction with
deep bottom transverses and swash transverse bulkheads. For tankers having either double bottom,
double skin, or deep bottom girders, the allowable still-water shearing force will be subject to special
consideration.
With the present Rule side shell thickness, local load effects are not considered for the side shell, as
the longitudinal bulkhead generally governs the permissible shear force at any particular location.
3 Allowable Still-water Shearing Force 5-2-A1/3
The allowable still-water shearing force, in kN (tf, Ltf), at any transverse section of the vessel is the
lesser of the SWSF obtained from 5-2-A1/3.1 and 5-2-A1/3.3 with any applicable modification as
specified in 5-2-A1/3.5.
3.1 Considering the Side Shell Plating 5-2-A1/3.1

0.935 f s t s Ds _
SWSF = Fw
Ns
3.3 Considering Various Longitudinal Bulkhead Plating 5-2-A1/3.3

1.05 f s tb Db _
SWSF = Fw
K1 N b
Part 5
Appendix 1 Guide for Hull Girder Shear Strength for Tankers 5-2-A1
In general, in the absence of a local load, two locations need be checked for each bulkhead: the lower
edge of the thinnest strake and at the neutral axis of the section. When a local load is present the
SWSF should be computed at the base of each longitudinal bulkhead strake for use with 5-2-A1/3.5.
For vessels having three longitudinal bulkheads, the SWSF should be calculated considering both the
centerline and wing bulkheads.
Fw = wave induced shear forc,e as specified by 3-2-1/3.5.2 of the Rules, in kN (tf, Ltf)
fs = permissible total shear stress, as specified in 3-2-1/3.5 of the Rules, in kN/cm2
(tf/cm2, Ltf/in2)
ts = thickness of the side shell plating at the neutral axis of the section in, cm (in.)
tb = thickness of the centerline or wing longitudinal bulkhead plating at the location
under consideration, in cm (in.)
Ds = depth of the hull girder at the section under consideration, in cm (in.)
Db = depth of the longitudinal bulkhead at the section under consideration, in cm (in.)
Ns, Nb = shear distribution factors for side shell and longitudinal bulkheads respectively
and may be determined by 5-2-A1/5.
K1 = 1 + y / (8 y )
y = distance measured from the deck or bottom (depending on whether the strake
considered is above or below the neutral axis of the section) to the lower edge of
the bulkhead strake under consideration, in cm (in.)
y = distance measured from the deck (bottom) to the neutral axis of the section, when
the strake under consideration is above (below) the neutral axis, in cm (in.)
3.5 Reduction for Local Loads 5-2-A1/3.5

When the loading head in the center tank is different from that in an adjacent wing tank, then the
allowable SWSF computed at the various bulkhead locations in 5-2-A1/3.3 may have to be reduced as
follows.
3.5.1 5-2-A1/3.5.1
For the case of a two longitudinal bulkhead vessel, when the center tank head is less than that
in any adjacent wing tank, no reduction need be made.
3.5.2 5-2-A1/3.5.2
For two and three bulkhead vessels, when the center tank head exceeds that in a wing tank,
within the center tank region, a hull girder shear force reduction, R, should be computed at the
corresponding locations on the bulkheads used in 5-2-A1/3.3. These reductions should be
determined for both wing and centerline bulkheads, and may be calculated as follows.
 2.1K 2 N w 
R = Wc  − 1 kN (tf, Ltf )
 3K1 N b 
If 2.1K2Nw is less than or equal to 3K1Nb, R should be taken as zero.
K1, Nb = as previously defined
Nw = distribution factor for local loads, as specified in 5-2-A1/5
K2 = 1 + (A/Ab)
Part 5
A = total area of the longitudinal bulkhead plating above the lower edge of
the strake under consideration, in cm2 (in2)
Ab = total area of the longitudinal bulkhead plating under consideration, in cm2
(in2)
Wc = effective local load which may be denoted by Wc1 and Wc2, at the fore
and aft ends of the center tank, respectively
wbc   !1  ! 22 
Wc1 = hc1!1  ! 2 +  + hc 2 
! c   2 2 
wbc  !12  ! 
Wc2 = hc1 + hc 2 ! 2  !1 + 2  
! c  2  2  
w = density of the cargo (ballast), in kgf/m3 (tf/m3, Ltf/ft3)

!c , bc = length and breadth, respectively, of the center tank, in m (ft)
hc1, hc2 = excess fluid heads in the center tank. Should the head in a wing tank
exceed that in the center tank, see 5-2-A1/3.5.3 below.
!1, !2 = longitudinal distances from the respective center tank ends to the
succeeding wing tank transverse bulkheads
3.5.3 5-2-A1/3.5.3
When the head in wing tanks exceeds that in the center tank, within the center tank region, hc
should be taken as zero for two longitudinal bulkhead vessels. However, a reduction should
be applied only to the SWSF computed while considering the centerline bulkhead in
5-2-A1/3.3. This reduction may be computed by the equations in 5-2-A1/3.5.2, except that bc
is to be taken as the combined breadth of both wing tanks (bc = 2bw), and hc is the excess head
in the wing tank above that in the center tank.
3.5.4 5-2-A1/3.5.4
Where adjacent tanks are loaded with cargoes of different densities, the heads in 5-2-A1/3.5
are to be corrected to account for the difference in density.
5 Distribution Factors 5-2-A1/5
The distribution factors Ns, Nb and Nw may be determined by the following equations.
5.1 For Vessels Having Two Longitudinal Bulkheads 5-2-A1/5.1

Nb = 0.32 _ 0.06(As/Ab)
Ns = 0.5 _ Nb
Nw = 0.31(n _ 1)/n
As = total projected area of the side shell plating, in cm2 (in2)
Ab = as previously defined
n = total number of transverse frame spaces in the center tank
Part 5
5.3 For Vessels Having Three Longitudinal Bulkheads 5-2-A1/5.3

Nb (center) = 0.26 _ 0.444(As/Ab) + C1
Nb (wing) = 0.25 _ 0.044(As/Ab) _ C2
Ns = 0.5 _ 0.5Nb (center) _ Nb (wing)
Nw (center) = (0.7Nb + 0.15)(n _ 1)/n
Nw (wing) = (1.5Nb _ 0.1)(n _ 1)/n

As, Ab, n are as previously defined, however Ab should be either the center or wing bulkhead area,
depending on which is being considered.
C1 = 0 for K > 0.9
C1 = 0.1 (1 _ K) _ 0.005 for K ≤ 0.9

K = Ab (wing)/Ab (center)
C2 = 0 for K > 0.9
C2 = 0.04 (1 _ K) for K ≤ 0.9
FIGURE 1
Center Tank Region
lc
l2 l1
bw
Longitudinal wing bulkhead
bc
Centerline bulkhead
PART
5
CHAPTER 3 Vessels Intended to Carry Ore or
Bulk Cargoes (150 meters (492
feet) or more in Length)
CONTENTS
1 General................................................................. 315
3 Arrangement......................................................... 318
5 Carriage of Oil Cargoes ....................................... 319
General Requirements.......................................... 321
3 Nominal Design Corrosion Values ....................... 324
SECTION 3 Load Criteria.......................................................... 327
1 General................................................................. 329
3 Static Loads.......................................................... 329
5 Wave-Induced Loads ........................................... 331
7 Nominal Design Loads ......................................... 354
9 Combined Load Cases......................................... 360
11 Impact Loads........................................................ 361
13 Other Loads.......................................................... 373
SECTION 4 Initial Scantling Criteria ........................................ 375
1 General................................................................. 379
3 Hull Girder Strength.............................................. 382
5 Shearing Strength ................................................ 382
7 Double Bottom Structures .................................... 385
9 Side Shell Plating and Longitudinals.................... 401
11 Side Frames and Supporting Structures .............. 406
13 Side Transverses/Web Frames and Transverse
Webs in Lower and Upper Wing Tanks ............... 409
15 Deck Plating and Longitudinals/Beams ............... 421
17 Deck Girders and Main Supporting Members...... 426
19 Hatch Coamings and Hatch Covers..................... 432
21 Longitudinal Bulkheads ........................................ 432
23 Plane Transverse Bulkheads ............................... 440
25 Corrugated Transverse Bulkheads ...................... 445
SECTION 5 Total Strength Assessment ..................................455
3 Yielding Criteria .................................................... 458
5 Buckling and Ultimate Strength Criteria ............... 460
7 Fatigue Life........................................................... 469
3 Bottom Shell Plating and Stiffeners in Forebody . 476
5 Side Shell Plating and Stiffeners in Forebody...... 480
7 Side Transverses and Stringers in Forebody....... 486
9 Deck Structures in Forebody................................ 494
11 Transition Zone .................................................... 496
13 Forebody Strengthening for Slamming ................ 497
15 Steel Hatch Covers in Forebody .......................... 500
SECTION 7 Cargo Safety ..........................................................505
1 Application............................................................ 507
3 Bulk cargo spaces ................................................ 507
5 Hold piping ........................................................... 511
7 Self-unloading cargo gear .................................... 511
APPENDIX 1 Guide for Fatigue Strength Assessment of Bulk

Carriers ..................................................................513
APPENDIX 2 Calculation of Critical Buckling Stresses ............553
APPENDIX 3 The Design and Evaluation of Ore and Ore/Oil
Carriers ..................................................................569
APPENDIX 4 Load Cases for Structural Analysis With
Respect to Slamming ............................................575
APPENDIX 5a Single Side Skin Bulk Carriers in Flooded
Conditions - Longitudinal Strength......................581
APPENDIX 5b Single Side Skin Bulk Carriers in Flooded
Conditions - Corrugated Transverse Watertight
Bulkheads ..............................................................585
APPENDIX 5c Single Side Skin Bulk Carriers in Flooded
Conditions - Permissible Cargo Loads in Holds .601
PART
5
CONTENTS
1 General................................................................................. 315
1.1 Classification ........................................................................ 315
1.3 Application ............................................................................ 315
1.5 Definitions............................................................................. 316
1.7 Section Properties of Structural Members ........................... 317
3 Arrangement ........................................................................ 318
3.1 General................................................................................. 318
3.3 Subdivision and Damage Stability........................................ 318
3.5 Special Requirements for Deep Loading ............................. 318
5 Carriage of Oil Cargoes....................................................... 319
5.1 General................................................................................. 319
5.3 Gas Freeing.......................................................................... 319
5.5 Slop Tanks ........................................................................... 319
PART
5
1 General 5-3-1/1

In accordance with 1-1-3/3 and 1-1-3/21, the classification notation ✠A1 Bulk Carrier, SH, ✠A1 Ore
Carrier, SH, ✠A1 Ore or Oil Carrier, SH, or ✠A1 Oil or Bulk/Ore (OBO) Carrier, SH is to be
assigned to vessels designed for the carriage of bulk cargoes, or ore cargoes, and built to the
requirements of this Chapter and other relevant Parts/Chapters of the Rules. Where a vessel has been
specially reinforced for the carriage of heavy.density cargoes, special loading arrangements, or both, it
will be distinguished in the Record with a notation describing the special arrangements. Full
particulars of the loading conditions and the maximum density of the cargoes to be carried, are to be
identified on the basic design drawings.
1.3 Application (1996) 5-3-1/1.3
1.3.1 Size and Proportions 5-3-1/1.3.1

The requirements contained in this Chapter are applicable to vessels of 150 meters
(492 feet) or more in length, having proportions within the range specified in 3-2-1/1, and are
intended for unrestricted service.
1.3.2 Vessel Types 5-3-1/1.3.2
The equations and formulae for determining design load and strength requirements, as
specified in 5-3-3 and 5-3-4, are applicable to double hull or single hull bulk carriers and also
to ore or ore/oil carriers with modifications and additions as specified in Appendix 5-3-A3.
In general, the strength assessment procedure and failure criteria as specified in 5-3-5 are
applicable to all types of bulk carriers.
alternative strength criteria based on first principles, will be accepted for consideration,
provided that all supporting data, analysis procedures and calculated results are fully
Part 5
Chapter 3 Vessels Intended to Carry Ore or Bulk Cargoes (150 meters or more in Length)

be employed.
1.5 Definitions (1998) 5-3-1/1.5
1.5.1 Bulk Carrier 5-3-1/1.5.1

The class notation ‘‘Bulk Carrier’’ indicates a sea going self propelled single deck ship of
single or double skin construction, with a double bottom, lower and upper wing tanks,
(hopper and topside tanks) intended for carriage of dry cargoes in bulk. Typical midship
sections are shown in 5-3-1/Figure 1.
1.5.2 Ore Carrier 5-3-1/1.5.2
The class notation ‘‘Ore Carrier’’ indicates a sea going self propelled ship having two
longitudinal bulkheads and a double bottom throughout the cargo region intended for the
carriage of ore cargoes in the center holds only. A typical midship section is shown in
5-3-1/Figure 2.
1.5.3 Ore or Oil Carrier 5-3-1/1.5.3
The class notation ‘‘Ore or Oil Carrier’’ indicates a sea going self propelled single deck ship
having two longitudinal bulkheads and a double bottom throughout the cargo region intended
for the carriage of ore cargoes in the center holds, or for the carriage of oil cargoes in the
center holds and wing tanks. Typical midship sections are shown in 5-3-1/Figure 4.
1.5.4 Oil or Bulk/Ore (OBO) Carrier 5-3-1/1.5.4
The class notation ‘‘Oil or Bulk/Ore (OBO) Carrier’’ indicates a sea going self propelled
single deck ship of double skin construction, with a double bottom, lower and upper wing
tanks, (hopper and topside tanks) intended for carriage of oil or dry cargoes including ore in
bulk. A typical midship section is shown in 5-3-1/Figure 3.
1.5.5 Combination Carrier 5-3-1/1.5.5
Is a general term applied to ships intended for carriage of either oil or dry cargoes in bulk;
these cargoes are not carried simultaneously, with the exception of oil retained in the slop
tanks. Ships described in 5-3-1/1.5.3 and 5-3-1/1.5.4 are examples of Combination Carriers.
FIGURE 1 (1998)
Part 5
FIGURE 2 (1998) FIGURE 3 (1998)
FIGURE 4 (1998)
1.7 Section Properties of Structural Members (1999) 5-3-1/1.7

The geometric properties of structural members may be calculated directly from the dimensions of the
section and the associated effective plating. For structural member with angle θ (see 5-3-1/Figure 5)
between web and associated plating not less than 75 degrees, the section modulus, web sectional area,
and moment of inertia of the ‘‘standard’’ (θ = 90 degrees) section may be used without modification.
Where the angle θ is less than 75 degrees, the sectional properties are to be directly calculated about
an axis parallel to the associated plating. (see 5-3-1/Figure 5)
For longitudinals, frames and stiffeners, the section modulus may be obtained by the following
equation:
SM = α θSM90
where
αθ = 1.45 − 40.5/θ
SM90 = the section modulus at θ = 90 degrees

For the protection of structure see 3-2-18/5
Part 5
FIGURE 5
dw
θ = 90°
Standard
dw
3 Arrangement 5-3-1/3
3.1 General 5-3-1/3.1

Watertight and strength bulkheads in accordance with 3-2-9 are to be provided. Where this is
impracticable, the transverse strength and stiffness of the hull is to be effectively maintained by deep
webs or partial bulkheads. Where it is intended to carry liquid in any of the spaces, additional
bulkheads or swash bulkheads may be required. Tank bulkheads are to be in accordance with the
requirements of Part 5, Chapter 1. The depth of double bottom at the centerline is not to be less than
the height for center girder as obtained from 3-2-4. Tanks forward of the collision bulkhead, are not to
be arranged for the carriage of oil or other liquid substances that are flammable.
3.3 Subdivision and Damage Stability (1 July 1998) 5-3-1/3.3

Single side skin bulk carriers of 150 m (492 ft) in length (Lf) and above, intended to carry solid bulk
cargoes with specific density of 1.0 t/m3 (62.4 lb/ft3) or more, are to be able to withstand flooding for
compliance with the Appendix 3-3-A2, ‘‘Subdivision and Damage Stability Requirements for Bulk
Carriers. (See 3-3-1/3.3 and Appendix 3-3-A2 ). The review procedures for the information and
calculations are to be in accordance with 3-3-1/5.
3.5 Special Requirements for Deep Loading 5-3-1/3.5

Bulk carriers or ore carriers having freeboards assigned based on the subdivision requirements of the
International Convention on Load Lines, 1966, are to comply with those regulations.
Part 5
5 Carriage of Oil Cargoes 5-3-1/5
5.1 General 5-3-1/5.1

Ore carriers and bulk carriers, which are also intended to carry oil cargoes as defined in 5-1-1, are to
comply with the applicable Sections of Part 5, Chapter 1, and Part 5, Chapter 2, in addition to the
requirements of this Chapter.
5.3 Gas Freeing 5-3-1/5.3

Prior to and during the handling of bulk or ore cargoes, all spaces are to be free of cargo oil vapors.
5.5 Slop Tanks 5-3-1/5.5

Slop tanks are to be separated from spaces that may contain sources of vapor ignition by adequately
vented oiltight cofferdams, as defined in 5-1-1/5.5, or by cargo oil tanks, which are maintained gas
free.
PART
5

CONTENTS
1.1 General................................................................................. 323
1.3 Initial Scantling Requirements.............................................. 323
1.5 Strength Assessment—Failure Modes................................. 323
1.7 Structural Redundancy and Residual Strength .................... 324
1.9 Strength Assessment in the Flooded Condition ................... 324
3 Nominal Design Corrosion Values ..................................... 324
3.1 General................................................................................. 324
TABLE 1 Nominal Design Corrosion Values for

Bulk Carriers ............................................................ 326
FIGURE 1 Nominal Design Corrosion Values ......................... 325
PART
5

1.1 General (1 July 1998) 5-3-2/1.1

determining the required scantlings, and performing structural analyses and strength assessments, the
nominal design corrosion values given in 5-3-2/Table 1 are to be deducted except for the application
of 5-3-6/15 and Appendices 5-3-A5a, 5-3-A5b, and 5-3-A5c where the corrosion additions are
specified within the Section and Appendices themselves.
1.3 Initial Scantling Requirements (1996) 5-3-2/1.3

The initial plating thicknesses, section moduli of longitudinals/stiffeners, and the scantlings of the
for further assessment as required in the following subsection. The relevant nominal design corrosion
1.5 Strength Assessment—Failure Modes (1996) 5-3-2/1.5

A total assessment of the structures determined on the basis of the initial strength criteria in
5-3-5/3 for all load cases specified in 5-3-3/9.
be in compliance with the requirements specified in 5-3-5/5. In addition, the hull-girder
Part 5
Section 2 Design Considerations and General requirements 5-3-2
1.5.3 Fatigue 5-3-2/1.5.3


Considerations should be given to structural redundancy and hull-girder residual strength in the early
design stages.
Vessels which have been built in accordance with the procedures and criteria for calculating and
evaluating the residual strength of hull structures in the ABS ‘‘Guide for Assessing Hull-Girder
1.9 Strength Assessment in the Flooded Condition (1 July 1998) 5-3-2/1.9

For single side skin bulk carriers intended for the carriage of cargoes with bulk density of 1.0 t/m3
(62.4 lb/ft3) or greater, assessments are to be carried out on the structural adequacy of the following
items in the flooded condition in accordance with Appendices 5-3-A5a, 5-3-A5b and 5-3-A5c;
i) Longitudinal Strength of the Hull Girder
ii) Water Tight Corrugated Transverse Bulkheads in Dry Cargo Holds
iii) Double Bottom Floors and Girders in Cargo Holds
3.1 General 5-3-2/3.1

As indicated in 5-3-2/1.1, the strength criteria specified in this Chapter are based on a ‘‘net’’ ship
specified in the Rules, minimum corrosion values for plating and structural members as given in
5-3-2/Table 1 and 5-3-2/Figure 1 are to be applied. These minimum corrosion values are being
introduced solely for the above purpose, and are not to be construed as renewal standards.
margins on reduction of stresses and increase of the effective hull-girder section modulus can be
Part 5
FIGURE 1
1.50MM
HEAD:
2.00MM G BULK
(WEB): MM SLOPIN
UDINALS GE): 1.00 UPPER
ELL LONGIT DINALS (FLAN
SIDE SH NGITU MM
ELL LO G: 1.00
SIDE SH COAMIN
HATCH
SES HATCH EN
NSVER
ND TRA: 1.50MM D BEAM
AMES A K S: 1.50M
WEB FRER WING TAN M
IN UPP
MAIN DE
2.00MM CK: 1.50M
INALS: M
NGITUD (WITHIN
DECK LO HES) LINE OF
F HATC HATCHE
E LINE O S)
(OUTSID
DEC K: 2.00MM
MAIN GUNWAL
E CROSS DE
CK SUPP
RADIUSED STRUCTUR ORTING
2.00MM E: 1.50MM
UPPER
DRY H STOOL PLA
BALLAOLD: 1.00MMTING
ST HOL
(UPPER TURN OF BILGE
TO 1.5M BELOW DECK)
D: 1.50
SIDE SHELL: 1.50MM
MM
M
: 3.50M
R END
LOWE 1.50MM
TRAN
ES W HERE DRY SVERSE
HOLD
FRAM ELSE BALL HOLD: 1.0BULKHEA
AST H 0M D
OLD: M
1.50M
M
LOW
DR ER STO
BALY HOLD OL PLA
LAS : 1.00
M T HO MM TING
2.00M LD:
ATE: 1.50M
PING PL M
LO
ER S
LOW
M
N : 1.50M
LS O S
DINA HEAD 2.00M
M
ON GITUG BULK ING:
L OPIN
SL PLAT
OTTOM
RB
INNE
0MM
: 1.0
ING
PLAT
TOM
BOT
D.B
WE . TA
B NK
IN L FRAM INT
OW ES ER
ER AN NA
WIN DT LS:
GT R AN 2.00
AN SVE MM
K: RSES
1.50
MM
Part 5
TABLE 1
Nominal Design Corrosion Values for Bulk Carriers (1997)*1 *2
Group Structural Item NDCV in mm (in.)
1. Outer Skin a. Bottom Shell Plating (including Keel and bilge plating) 1.0 (0.04)
b1. Side Shell Plating (above upper turn of bilge to 1.5 m (5 ft) below deck) 1.5 (0.06)
b2. Side Shell Plating (within 1.5 m (5 ft) from deck) 2.0 (0.08)
c. Upper Deck Plating (outside the lines of opening) 2.0 (0.08) *3
d. Upper Deck Plating (within the lines of opening) 1.5 (0.06)
2. Double Bottom a. Inner Bottom Plating 2.0 (0.08)
b. Inner Bottom Longitudinals 2.0 (0.08) *7
c. Floors and Girders 2.0 (0.08) *7
d1. Miscellaneous Internal Members (in Tank) 2.0 (0.08) *7
d2. Miscellaneous Internal Members, including CL Girder (in Dry Ducts) 1.5 (0.06)
3. Lower Wing Tank a. Top (Sloping Bulkhead) Plating 2.0 (0.08)
b. Transverses 1.5 (0.06)
c. Bottom and Bilge Longitudinals 2.0 (0.08) *7
d1. Side longitudinals (Web) 2.0 (0.08) *7
d2. Side Longitudinals (Flange) 1.0 (0.04)
e. Top (Sloping Bulkhead) Longitudinals 1.5 (0.06)
4. Upper Wing Tank a. Bottom (Sloping Bulkhead) Plating 1.5 (0.06) *4
b. Inboard (Vertical) Bulkhead Plating 2.0 (0.08)
c. Transverses 1.5 (0.06) *4
d. Deck Longitudinals 2.0 (0.08) *5
e1. Side and Diaphragm Longitudinals (Web) 2.0 (0.08)
e2. Side and Diaphragm Longitudinals (Flange) 1.0 (0.04) *4
f1. Bottom (Sloping Bulkhead) Longitudinals (in Tank) 1.5 (0.06) *4
f2. Bottom (Sloping Bulkhead) Longitudinals (in Dry Hold) 1.0 (1.14)
g. Diaphragm Plating 1.5 (0.06) *4
5. Side Frame a. Side Shell Frames in Hold 1.5 (0.06) *6
b. Web Plates of Lower Bracket or Lower End of Built-Up Frames 3.5 (0.14)
6. Double Side a. Inner Bulkhead Plating 1.5 (0.06)
b1. Diaphragm Plates and Non-tight Stringers 1.5 (0.06)
b2. Tight Stringers 2.0 (0.08)
c1. Inner Bulkhead Longitudinals (Web) 2.0 (0.08)
c2. Inner Bulkhead Longitudinals (Flange) 1.0 (0.04)
d. Inner Bulkhead Vertical Stiffeners 1.5 (0.06)
7. Transverse a1. In Hold (including Stools), Plating & Stiffeners (Dry Hold) 1.0 (0.04)
Bulkheads a2. In Hold (including Stools), Plating & Stiffeners (Ballast Hold) 1.5 (0.06)
b. In Upper or Lower Wing Tanks, Plating 1.5 (0.06) *4
c. In Upper or Lower Wing Tanks, Vertical Stiffeners 1.5 (0.06)
d1. Horizontal Stiffeners (Web) 2.0 (0.08)
d2. Horizontal Stiffeners (Flange) 1.0 (0.04)
e. Internals of Upper and Lower Stool (Dry) 1.0 (0.04)
8. Cross Deck Beams, Girders and other Structures 1.5 (0.06)
9. Other Members a. Hatch Coaming 1.0 (0.04)
b. Hatch End Beams, Hatch Side Girders (outside Tank) 1.5 (0.06)
Notes
*1 It is recognized that corrosion rates depend on many factors including coating properties and that actual wastage
rates observed may be appreciably different from those given here.
*2 Pitting and grooving are regarded as localized phenomena and are not covered in this table.
*3 Includes horizontal and curved portion of round gunwale.
*4 To be not less than 2.0 mm (0.08 in.) within 1.5 m (5 ft.) from the deck plating.
*5 May be reduced to 1.5 mm (0.06 in.) if located outside tank.
*6 Including frames in ballast hold.
*7 May be reduced to 1.5 mm (0.06 in.) if located inside fuel oil tank.
PART
5
CONTENTS
1 General................................................................................. 329
1.1 Load Components ................................................................ 329
3 Static Loads ......................................................................... 329
3.1 Still-water Bending Moments and Shear Forces.................. 329
3.3 Bulk Cargo Pressures .......................................................... 329
5 Wave-Induced Loads........................................................... 331
5.1 General................................................................................. 331
5.3 Additional Wave Induced Moments and Shear Force.......... 331
5.5 External Pressures ............................................................... 332
5.7 Internal Pressures—Inertia Forces and Added
Pressure Heads.................................................................... 335
7 Nominal Design Loads ........................................................ 354
7.1 General................................................................................. 354
7.3 Hull Girder Loads—Longitudinal Bending Moments and
Shear Forces ........................................................................ 354
7.5 Local Loads for Design of Supporting Structures................. 355
7.7 Local Pressures for Design of Plating and Longitudinals..... 355
9 Combined Load Cases ........................................................ 360
9.1 Combined Load Cases for Structural Analysis..................... 360
9.3 Combined Load Cases for Total Strength Assessment ....... 360
11 Impact Loads ....................................................................... 361
11.1 Bottom Slamming ................................................................. 361
11.5 Load Cases for Structural Analysis with Respect to
Slamming.............................................................................. 367
13 Other Loads..........................................................................373
13.1 Thermal and Ice Loads......................................................... 373
13.3 Accidental Loads .................................................................. 373
TABLE 1 Combined Load Cases for Bulk, Ore/Bulk/Oil

and Ore/Oil Carriers .................................................352
TABLE 2 Values of Ai and Bi ...................................................354
TABLE 3 Design Pressure for Local and Supporting
Members ...................................................................357
TABLE 4 Values of α ................................................................363
FIGURE 1 Loading Pattern of Conventional Bulk Carrier .......330

FIGURE 2 Distribution Factor mh ..............................................343
FIGURE 3 Distribution Factor fh................................................344
FIGURE 4 Distribution of hdi .....................................................345
FIGURE 5 Pressure Distribution Function k !o ........................346

FIGURE 6 Distribution Factor mT .............................................347
FIGURE 7 Definition of Bow Geometry ....................................348
FIGURE 8 Direction of Positive Tangential Force....................349
FIGURE 9 Definition of Wall Angle ...........................................349
FIGURE 10 Definition of Cargo Height at Various Locations.....350
FIGURE 11 Definition of Wall Angle for Transverse Bulkhead ..350
FIGURE 12 Definition of Tank Geometry.....................................351
FIGURE 13 Location of Hold for Nominal Pressure
Calculation................................................................356
FIGURE 14 Illustration of Determining Total External
Pressure....................................................................361
Along the Section Girth ...........................................367
Along the Ship Bottom.............................................368
FIGURE 17 Total Vertical Bending Moment Distribution
(Wave and Bottom Slamming).................................369
FIGURE 18 Definition of Bowflare Geometry for Bowflare
Shape Parameter ......................................................370
FIGURE 19 Ship Stem Angle, γ ....................................................371
FIGURE 20 Total Vertical Bending Moment Distribution
(Wave and Bowflare Slamming) ..............................372
FIGURE 21 Total Vertical Shear Force Distribution
(Wave and Bowflare Slamming) ..............................372
PART
5
1 General 5-3-3/1
1.1 Load Components (1996) 5-3-3/1.1

In the design of the hull structure of bulk carriers, all load components with respect to the hull girder
and local structure as specified in this Chapter and Section 3-2-1 are to be taken into account. These
include static loads in still water, wave-induced motions and loads, slamming, dynamic, thermal and
ice loads where applicable.
3 Static Loads (1996) 5-3-3/3
3.1 Still-water Bending Moments and Shear Forces (1 July 1998) 5-3-3/3.1
For still-water bending moment and shear force calculations for intact conditions see 3-2-1/3.3
When a direct calculation of wave loads is not anticipated, envelope curves are to be provided for the
still-water bending moments (hogging and sagging) and shear forces (positive and negative).
For alternate cargo hold loading conditions, modification for the hull girder shear forces may be
applied in accordance with 3-2-1/3.9.3.
For single side skin bulk carriers intended for the carriage of cargoes with bulk density of 1.0 t/m3
(62.4 lb/ft3) or greater, still-water bending moment and shear force calculations in the hold flooded
condition are to be submitted for each of the at sea cargo and ballast loading conditions shown in the
intact longitudinal strength calculations. See Appendix 5-3-A5a.
3.3 Bulk Cargo Pressures 5-3-3/3.3

The bulk cargo pressures acting on the internal surfaces of the cargo holds, in still water, may be
determined based on the equations given in 5-3-3/5.7.2 for static cargo pressure components, Psn and
Pst normal and parallel to the wall surface, respectively. For vessels carrying cargoes on deck, the
specific weight of the cargoes, maximum stowage height and the intended cargo distribution are to be
submitted for review and to be appropriately accounted for in the loading manual.
Part 5
FIGURE 1
Loading Pattern of Conventional Bulk Carrier(1996)
* The maximum value of cargo specific gravity (relative density) calculated as the maximum cargo weight divided
by cargo volume of each load case is to be used. The specific gravity is not to be taken as less than the higher value
of two minimum specific gravities for all vessels designed for alternate hold loading with certain holds empty and
for those designed for heavy cargo. The lower value of two minimum specific gravities is applicable to all other
vessels designed for homogeneous loading only.
** All vessels are to be checked for the lower specific gravity with minimum 1.0. The higher specific gravity with
minimum 1.5 is to be used as special block load case on ship by ship basis.
*** Loading pattern may be subject to special consideration where a vessel is designed for homogeneous loading only.
Part 5
5 Wave-Induced Loads 5-3-3/5
5.1 General (1996) 5-3-3/5.1

for review.
5.3 Additional Wave Induced Moments and Shear Force (1996) 5-3-3/5.3
The horizontal wave bending moment, expressed in kN-m (tf-m, Ltf-ft), positive (tension
port) or negative (tension starboard), may be obtained from the following equation.
MH = ± mhK3C1L2DCb × 10-3
where
mh = distribution factor, as given by 5-3-3/Figure 2
K3 = 180 (18.34, 1.68)
C1 and Cb are as given in 3-2-1/3.5.
D = depth of vessel, as defined in 3-1-1/7.3, in m (ft)
The envelop of horizontal wave shearing force, FH, expressed in kN (tf, Ltf), positive (toward
port forward) or negative (toward starboard aft), may be obtained from the following
equation.
FH = ± fh k C1LD(Cb + 0.7) × 10-2
where
fh = distribution factor as given in 5-3-3/Figure 3
k = 36 (3.67, 0.34)
C1 and Cb are as defined in 3-2-1/3.5.
5.3.3 Torsional Moment 5-3-3/5.3.3
5.3.3(a) Nominal Torsional Moment
The nominal torsional moment amidships, in kN-m (tf-m, Ltf-ft), positive clockwise looking
forward, may be determined as follows:
TM = kLB2d1[( Cw − 0.5)2 + 0.1][0.13 − (e/D)(co/d1)1/2]
Part 5
where
k = 2.7 (0.276, 0.077)
co = 0.14 (0.14, 0.459)
d1 = draft, as defined in 3-1-1/9, but not less than 12.5 m (41 ft.)
e = the vertical distance, in m (ft), of the effective shear center of the hull
girder within cargo space, measured from the baseline of the vessel,
positive upward.
For simplification, the effective shear center of a typical cargo hold may
be estimated by considering a closed cargo hold, of which the original
hatch opening is considered to be closed by a thin plate of equivalent
thickness. This thin plate should be made up by ‘‘stretching’’ lengthwise
the cross deck plating and, if applicable, the upwardly projected upper
box stool plating at vessel centerline between hatch openings to cover the
whole length of the cargo hold. This plate’s volume should be equivalent
to the original plate volume of the cross deck plating plus, if applicable,
that of the projected upper box stool plating.
Cw = waterplane coefficient for the scantling draft, if not available, it may be
approximated by 1.09 Cb. Cw need not be taken greater than 0.98 for
typical bulk carriers.
B = breadth of vessel, as defined in 3-1-1/5, in m (ft)
5.3.3(b) Distribution of Torsional Moment
The nominal torsional moment along the length of the vessel L may be obtained by
multiplying the midship value by the distribution factor mT given by 5-3-3/Figure 6.
5.5 External Pressures (1996) 5-3-3/5.5

The external pressures, Pe, positive toward inboard, imposed on the hull in seaways can be
expressed by the following equation at a given location.
Pe = ρ g ( hs + kuhde ) ≥ 0 in N/cm2 (kgf/cm2, lbf/in2)
where
calculated as follows:
hde = kchdi
Part 5
where
kc = correlation factor for a specific combined load case, as given in
5-3-3-/7 and 5-3-3/9
hdi = hydrodynamic pressure head, in m (ft), at location i, (i = 1, 2, 3, 4 or 5;
see 5-3-3/Figure 4 )
= k ! αihdo in m (ft)

= 1 + (k !o − 1) cos µ, k !o is as given in 5-3-3/Figure 5
hdo = 1.36 kC1 in m (ft)
k = (1, 3.281)
αi = distribution factor around the girth of vessel at location i. Intermediate
location may be obtained by linear interpolation.
= 0.40 − 0.10 cos µ, for i = 2, at bilge, starboard
= 0.30 − 0.20 sin µ, for i = 3, at bottom centerline
= 2α3 − α2, for i = 4, at bilge, port
µ = wave heading angle to be taken from 0° to 90° (0° for head sea, 90° for
beam sea for wave coming from starboard)
The distribution of the total external pressure including static and hydrodynamic pressure is
pressure, Pe, as defined in 5-3-3-/5.5.1 with ku given in 5-3-3/7 and 5-3-3/9 is to be used.

girder may be obtained from
Pes = ρg (hs + kf kuhde ) ≥ 0 in N/cm2(kgf/cm2, lbf/in2)
where
kf is the distribution function of hde corresponding to a designated wave profile along the
vessel’s length, and may be determined as follows:
5.5.3(a) For the combined load cases, L.C.1 through L.C.6 specified in 5-3-3/Table 1
kf = kfo {1 − [1 − cos 2π ( x/L − xo /L )] cos µ}
5.5.3(b) For the combined load cases, L.C.7 and L.C.8 specified in 5-3-3/Table 1
kf = kfo cos{4π ( x/L − xo /L − 0.25) cos µ}
Part 5
5.5.3(c) For the combined load cases, L.C.9 and L.C.10 specified in 5-3-3/Table 1
kf = kfo cos{4π ( x/L − xo /L ) cos µ}
where
x = distance from A.P. to the station considered, in m (ft)
xo = distance from A.P. to the reference station, in m (ft)
The reference station is the point along the vessel’s length where the
wave trough or crest is located in head seas and may be taken as the mid-
point of the mid-hold of the three hold model.
L = the vessel length, as defined in 3-1-1/3.1, in m (ft)
µ = the wave heading angle, to be taken from 0° to 90°
kfo = ±1.0, as specified in 5-3-3/Table 1
based on the wave heading angles specified in 5-3-3/Table 1.
5.5.4 Impact Loads on Bow and Deck 5-3-3/5.5.4
5.5.4(a) Bow Pressures
When experimental data or direct calculation are not available, nominal wave-induced bow
pressures above LWL in the region from the forward end to the collision bulkhead may be
Pbij = kCkCij Vij2 sin γij kN/m2 (tf/m2, Ltf/ft2)
where
k = 1.025 (0.1045, 0.000888)
Cij = {1 + cos2 [90(Fbi − 2αij) /Fbi]} 1/2
Vij = ω1V sin αij + ω2(L)1/2

ω1 = 0.515 (1.68) for m (ft)
ω2 = 1.0 (1.8)
50°
= tan-1 (tan βij/cos αij)
αij = local waterline angle measured from the centerline, see 5-3-3/Figure 7,
βij = local body plan angle measure from the horizontal, see 5-3-3/Figure 7,
Fbi = freeboard from the highest deck at side to the load waterline (LWL) at
station i, see 5-3-3/Figure 7
aj = vertical distance from the LWL to WL-j, see 5-3-3/Figure 7
Part 5
Ck = 0.7 at collision bulkhead and 0.9 at 0.0125L, linear interpolation for in

between
= 0.9 between 0.0125L and FP
required by 5-3-6/1.1
5.5.4(b) Green Water
When experimental data or direct calculation is not available, nominal green water pressures
imposed on deck in the region from FP to 0.25L aft, including the extension beyond the FP,
may be obtained from the following equations. Pgi is not to be taken less than 20.6 kN/m2
(2.1tf/m2, 0.192 Ltf/ft2).
Pgi = k ( MRi − k1Fbi )1/2 kN/m2 (tf/m2, Ltf/ft2)
where
k = 19.614 (2, 0.0557)
k1 = 1.0 (3.28) for m (ft)
MRi = 0.44 Ai ( VL/Cb )1/2 for L in meters
= 2.615 Ai ( VL/Cb )1/2 for L in feet

knots.
Vd = as defined in 3-2-14/3
Fbi = as defined in 5-3-3-/5.5.4(a)
Ai is as shown in 5-3-3/Table 2.
5.7 Internal Pressures—Inertia Forces and Added Pressure Heads (1996) 5-3-3/5.7

In determining cargo pressures and ballast pressures, the dominating ship motions, pitch and
roll, and the resultant accelerations induced by the wave are required. When a direct
calculation is not available, the equations given below may be used.
5.7.1(a) Pitch (1997)
The pitch amplitude: (positive bow up)
φ = k1(V/Cb)1/4/L, in deg.,
but need not to be taken more than 10 deg.
Tp = k2 Cb d i in sec.
Part 5
where
k1 = 1030 (3378) for L in m (ft)
k2 = 3.5 (1.932) for di in m (ft)
V = 75% of the design speed, Vd , in knots. V is not to be taken less than 10
di = draft amidships for the relevant loading conditions.
L and Cb are as defined in 3-1-1/3.1 and 3-1-1/11.3 respectively.
5.7.1(b) Roll
The roll amplitude: (positive starboard down)
θ = CR (35 − kθ Cdi ∆/1000) if Tr > 20 sec.
θ = CR (35 − kθ Cdi∆/1000)(1.5375 − 0.027Tr) if 12.5 ≤ Tr ≤ 20 sec
θ = CR (35 − kθ Cdi∆/1000)(0.8625 + 0.027Tr) if Tr ≤ 12.5 sec
kθ = 0.005 (0.05, 0.051)
θ in degrees, need not be taken more than 30 deg.
CR = 1.3 − 0.025V
Cdi = 1.06 (di /d) − 0.06
di = draft amidships for the relevant loading conditions, m (ft)
d = draft as defined in 3-1-1/9, in m (ft.)
∆ = kd L B d Cb kN (tf, Ltf)
kd = 10.05 (1.025, 0.0286)
L and B are as defined in 3-1-1/3.1 and 3-1-1/5 respectively, in m (ft).
Tr = k4kr /GM1/2 in sec.
where
k4 = 2 (1.104) for kr, GM in m (ft)
conditions and 0.40B for ballast conditions.
= GM (full) for di = d
= 1.5 GM (full) for di = 2d/3
= 2.0 GM (full) for di = d/2
GM (full) = metacentric height for fully loaded condition. If GM (full) is not
available, GM (full) may be taken as 0.12B for the purpose of estimation.
Part 5
5.7.1(c) Accelerations
The vertical, longitudinal and transverse accelerations of tank contents (cargo or ballast), av,
al and at may be obtained from the following formulae:
av = Cvkvaog m/sec2 (ft/sec2) positive downward
a! = C! k! aog m/sec2 (ft/sec2) positive forward
at = Ctktaog m/sec2 (ft/sec2) positive starboard

where
ao = ko(2.4/L1/2 + 34/L − 600/L2) for L in m
= ko(4.347/L1/2 + 111.55/L − 6458/L2) for L in ft.

ko = 0.86 + 0.048V − 0.47 Cb
Cv = cos µ + (1 + 2.4 z/B) (sin µ)/kv
kv = [1 + 0.65(5.3 − 45/L)2(x/L − 0.45)2]1/2 for L in m
= [1 + 0.65(5.3 − 147.6/L)2(x/L − 0.45)2]1/2 for L in ft

C! = 0.35 − 0.0005(L − 200) for L in m
= 0.35 − 0.00015(L − 656) for L in ft
k! = 0.5 + 8y/L
Ct = 1.27[1 + 1.52(x/L − 0.45)2]1/2

kt = 0.35 + y/B
L, B are the length and breadth of vessel, as defined in 3-1-1/3.1 and 3-1-1/5 respectively, in
m (ft)
x = longitudinal distance from the AP to the station considered, in m (ft)
positive upward
z = transverse distance from the centerline to the point considered, in m (ft),
positive starboard
5.7.2 Bulk Cargo Pressures 5-3-3/5.7.2
5.7.2(a) Bulk Cargo Pressures on Inner Bottom and Side Wall within 0.4L Amidships
The bulk cargo pressures, acting on the inner bottom, side wall and sloped bottom of a cargo
hold may be expressed by pressure components, Pcn, Pct (t) and Pct (! ) , in directions normal,
parallel to the wall surface in transverse direction, and parallel to the wall surface in
longitudinal direction, respectively. These components can be determined by the following
equations:
Part 5
Pcn = Psn + kuPdn N/cm2 (kgf/cm2, lbf/in2)
Pct(t) = Pst(t) + kuPdt(t) N/cm2 (kgf/cm2, lbf/in2)
Pct (! ) = Pst (! ) + ku Pdt (! ) N/cm2 (kgf/cm2, lbf/in2)
where
Psn = nominal static pressure component due to gravity
= ρ g hc{cos2α + (1 − sin αo) sin2 α}

Pst(t) = tangential static pressure component due to gravity in transverse direction
(positive shown in 5-3-3/Figure 8)
= ρ ghc(sin αo sin α cos α)
Pst (! ) = tangential static pressure component due to gravity in longitudinal
direction (positive shown in 5-3-3/Figure 8)
= 0
Pdn = dynamic pressure component due to vessel’s roll, pitch, vertical and
transverse accelerations
= kc[Pqn + ρ ghc {(ave/g) cos2α + kn (ate/g) (b/2hc) sin2α}]
Pqn = additional normal pressure component due to roll and pitch
= ρ gh* cos φe [cos2 (α − θe) + (1 − sin αo) sin2(α − θe)] − Psn
Pdt(t) = tangential dynamic pressure component due to vessel’s roll, pitch,
vertical and transverse accelerations in transverse direction (positive
shown in 5-3-3/Figure 8)
= kc [Pqt (t) + ρ ghc {(ave/g) sin α cos α − kn(ate/g)(b/2hc) sin α cos α}]
Pqt(t) = ρ gh* cos φe sin αo sin(α − θe) cos(α − θe) − Pst(t)

Pdt (! ) = tangential dynamic pressure component due to vessel’s roll, pitch,
vertical and transverse accelerations in longitudinal direction (positive
= kc[−ρ gh* cos φe sin αo cos(α − θe) sin φe]
kc = correlation coefficient and may be taken as unity unless otherwise
specified
ku = dynamic load factor and may be taken as unity unless otherwise specified
where
ρg = specific weight of the bulk cargo considered, in N/cm2-m (kgf/cm2-m,
lbf/in2-ft)
α = slope of wall measured from horizontal plane, in degrees
(see 5-3-3/Figure 9).
αo = angle of repose for the bulk cargo considered, normally 30 degrees (Re:
‘‘Code of Safe Practice for Solid Bulk Cargoes’’ published by IMO)
Part 5
θe = effective angle of roll = 0.71 Cθθ, in degrees

φe = effective angle of pitch = 0.71 Cφφ, in degrees
hc = vertical distance from the top cargo surface to the wall point considered
in upright condition, in m (ft), as shown in 5-3-3/Figure 10
h* = vertical distance from the top of cargo surface to the wall point
considered in heeled condition, in m (ft), as shown in 5-3-3/Figure 10
b = width of the cargo hold at the level of the wall point considered, in m (ft)
ave = effective vertical acceleration
= 0.71 cvav, in m/sec2 (ft/sec2)

ate = effective transverse acceleration
= 0.71 cT at , in m/sec2 (ft/sec2)

cv, cT, Cθ and Cφ are as specified in 5-3-3/Table 1.
kn = 0.33 unless otherwise specified
av and at are as specified in 5-3-3/5.7.1(c).
If the direction of gravity is away from the wall at the point considered, the following
equation can be used:
Pqn = ρ ghc cos φe [cos θe(1 − sin αo) sin2(α − θe)] − Psn
Pqt(t) = ρ ghc cos φe cos θe(1 − sin αo) sin(α − θe) cos(α − θe) − Pst
Pdt(t) = [−ρ ghc sin φe cos θe(1 − sin αo) sin(α − θe) cos(α − θe)
5.7.2(b) Bulk Cargo Pressures on Transverse Bulkhead within 0.4L Amidships
The bulk cargo pressures acting on transverse bulkheads and stools can be similarly obtained
when the wall angle is defined as β.
Pcn = Psn + kuPdn N/cm2 (kgf/cm2, lbf/in.2)
Pct(t) = Pst(t) + kuPdt(t) N/cm2 (kgf/cm2, lbf/in.2)
Pct( ! )= Pst( ! ) + kuPdt( ! ) N/cm2 (kgf/cm2, lbf/in.2)

where
Psn = nominal static pressure component due to gravity
= ρ ghc{cos2 β + (1 − sin αo) sin2 β}

Pst(t) = tangential static pressure component due to gravity in transverse direction
(positive shown in 5-3-3/Figure 8)
= 0
Pst( ! ) = tangential static pressure component due to gravity in longitudinal
direction (positive shown in 5-3-3/Figure 8)
= −ρ ghc(sin αo sin β cos β)
Part 5
Pdn = dynamic pressure component due to vessel’s roll, pitch, vertical and
longitudinal accelerations
= kc[Pqn + ρ ghc{(ave /g) cos2β + kn( α !e /g)( ! /2hc) sin2β}]
Pqn = additional normal pressure component due to roll and pitch
= ρ gh* cos θe[cos2(β + φe) + (1 − sin αo) sin2(β + φe)] − Psn

Pdt(t) = tangential dynamic pressure component due to vessel’s roll, pitch,
vertical and longitudinal accelerations in transverse direction (positive
= kc[−ρ gh* sin αo cos(β + φe) sin θe]
Pdt( ! ) = tangential dynamic pressure component due to vessel’s roll, pitch,
vertical and longitudinal accelerations in longitudinal direction (positive
= kc[Pqt(l) − ρ ghc{(ave /g) sin β cos β + kn(a ! e /g) ( ! /2hc) sin β cos β}]
Pqt( ! ) = −ρ gh* sin αo sin(β + φe) cos(β + φe) − P st( ! )

β = slope of wall measured from horizontal plane, in degrees, as shown in
5-3-3/Figure 11
! = length of the cargo hold at the level of the wall point considered, in m (ft)
a!e = effective longitudinal acceleration
= 0.71 cL a ! , m/sec2 (ft/sec2)

cv, cL, Cθ, & Cφ are as specified in 5-3-3/Table 1.
kn = 0.33 unless otherwise specified
a ! is as specified in 5-3-3/5.7.1(c).
5.7.2(c) Cargo Pressure Outside of 0.4L Amidships
Where the ship form changes significantly outside 0.4L amidships, the cargo pressures on the
side shell may be obtained based on the vector sum of the normal and tangential components
considering the orientation of the plates.
5.7.2(d) Extreme Cargo Pressure
For assessing local structures at a cargo hold boundary, the extreme cargo pressure
determined based on a specified dynamic load factor, ku (equal or greater than unity) in
5-3-3/7 is to be considered.
5.7.2(e) Simultaneous Cargo Pressures
In performing a 3D structural analysis, the internal cargo pressures may be calculated in
accordance with 5-3-3/5.7.2(a), 5-3-3/5.7.2(b) and 5-3-3/5.7.2(c) above for cargo holds in the
midbody region. For cargo holds in the fore or aft body regions, the pressures are to be
determined based on linear distributions of acceleration and ship motions along the length of
the vessel.
5.7.3 Internal Ballast Liquid Pressures 5-3-3/5.7.3
For wing and ballast tanks, the internal liquid pressures may be determined in accordance
with 5-3-3/5.7.2 with consideration of overflows.
Part 5
5.7.3(a) Distribution of Internal Pressures

The internal ballast pressures, Pi, positive toward tank boundaries for a fully filled ballast tank
may be obtained from the following formula:
Pi = ρ g(η + kuhd) ≥ 0 in N/cm2 (kgf/cm2, lbf/in.2)
where
ρg = specific weight of the liquid, in N/cm2-m (kgf/cm2-m, lbf/in2-ft)
η = local vertical coordinate for tank boundaries measuring as shown in
5-3-3/Figure 12, in m (ft)
ku = load factor and may be taken as unity unless otherwise specified
hd = wave induced pressure head, including inertial force and added pressure
head
= kc(ηiai/g + ∆hi), in m (ft)
ηi = local coordinate in vertical direction for tank boundaries measuring from
the top of the tank
kc = correlation factor and may be taken as unity unless otherwise specified
ai = effective resultant acceleration, in m/sec2 (ft/sec2), at the point considered
and may be approximated by
ai = 0.71 Cdp [wvav + wl ( ! /h) a ! + wt (b/h) at]
Cdp = 1.0 for rectangular tank, upper wing tank, lower wing tank
= 0.7 for J-shaped ballast tanks of double hull type bulk carrier
av, a ! and at are as given in 5-3-3/5.7.1(c).
wv, w ! and wt are weighted coefficients and showing directions as specified in 5-3-3/Table 1.
in m (ft), may be calculated as follows
∆hi = ξ sin(-φe) + (ζe sin θe cos φe + ηe cos θe cos φe − η) for tank without
overflows
∆hi = (ξ − ! /2) sin(-φe) + (ζe sin θe cos φe + ηe cos θe cos φe − η) for tank with
overflows
ζe = b−ζ
ηe = η
∆hi = ( ! −ξ) sin φe + (ζe sin(-θe) cos φe + ηe cos θe cos φe − η) for tank without
overflows
∆hi = ( ! /2 −ξ) sin φe + (ζe sin(-θe) cos φe + ηe cos θe cos φe − η) for tank with
overflows
Part 5
ζe = ζ − δb
ηe = η − δh
ξ, ζ, η are the local coordinates, in m (ft), for the point considered with respect to the origin
δb and δh are the local coordinate adjustments, in m (ft), for a rounded tank corner, as shown
in 5-3-3/Figure 12.
where
θe = 0.71 Cθ θ
φe = 0.71 Cφφ
h = height of the tank considered, in m (ft)
φ and θ are pitch and roll amplitude as given in 5-3-3/5.7.1(a) and (b).
Cφ and Cθ are weighted coefficients and showing directions as given in 5-3-3/Table 1.
5.7.3(b) Extreme Internal Ballast Pressure
For assessing local structures at a tank boundary, the extreme internal ballast pressure with ku
as specified in 5-3-3/7, is to be considered.
5.7.3(c) Simultaneous Internal Ballast Pressures
In performing a 3D structural analysis, the internal ballast pressures may be calculated in
accordance with 5-3-3/5.7.3(a) and 5-3-3/5.7.3(b) above for tanks in the midbody. For tanks
in the fore or aft body, the pressures are to be determined based on linear distributions of
accelerations and ship motions along the length of the vessel.
5.7.4 Deck Cargo Loads 5-3-3/5.7.4
In addition to the static load components of deck cargoes, the inertia forces with respect to the
vertical accelerations, av, are also to be considered.
Part 5
FIGURE 2
Part 5
FIGURE 3
Part 5
FIGURE 4
Distribution of hdi (1996)
h = freeboard to W.L.
Freeboard Deck
hd5 hd1
W.L.
h or h d1
whichever is lesser
h hd2
h d3
d4
View from the Stern
Part 5
FIGURE 5
Pressure Distribution Function k !o (1996)
Part 5
FIGURE 6
Distribution Factor mT (1996)
Part 5
FIGURE 7
WL-j
α
waterline angle tangent line
CL
CL
highest
deck
tangent line
s body
plan
angle β
WL-j
fbi
aij
LWL
Part 5
FIGURE 8
Direction of Positive Tangential Force (1996)
Starboard Dec k
FWD BHD
L
C
FWD BHD
Bottom Starboard Wall

L
C
FIGURE 9
Definition of Wall Angle (1996)
Starboard
α = 90
L
C α=0
Part 5
FIGURE 10
Definition of Cargo Height at Various Locations (1996)
h*
hc hc hc
h*
h* hc
θe hc
θe h*
θe h* hc
L
C L
C
Heavy Cargo (See 5-3-3/Figure 1)
Light Cargo (See 5-3-3/Figure 1) Top of the cargo surface inclined 30
To be filled up to the deck line. degrees from the horizontal at the top
of the lower hopper tank, and
intersects a vertical line drawn from
the side of the hatch coaming.
FIGURE 11
Definition of Wall Angle for Transverse Bulkhead (1996)
Deck β= 90
FWD BHD
Bottom
Part 5
FIGURE 12
Definition of Tank Geometry (1996)
ξ
F.P.
l
δ ξ
b
l δh
ζ O
ζ O b
B/2
L
C
h a. Plan View
b δh
δb
B/2 O
L
C ζ
η
b. Elevation
Part 5
TABLE 1
Combined Load Cases for Bulk, Ore/Bulk/Oil and Ore/Oil Carriers* (1997)
L.C. 1 L.C. 2 L.C. 3 L.C. 4 L.C. 5 L.C. 6 L.C. 7 L.C. 8 L.C. 9 L.C. 10
A. HULL GIRDER LOADS**
Vertical B.M.*** Sag (-) Hog (+) Sag (-) Hog (+) Sag (-) Hog (+) Sag (-) Hog (+) Sag (-) Hog (+)
kc 1.0 1.0 0.7 0.7 0.3 0.3 0.4 0.4 0.4 0.4
Vertical S.F. (+) (-) (+) (-) (+) (-) (+) (-) (+) (-)
kc 0.5 0.5 1.0 1.0 0.3 0.3 0.4 0.4 0.4 0.4
Horizontal B.M. Stbd Tens Port Tens Stbd Tens Port Tens Stbd Tens Port Tens
(-) (+) (-) (+) (-) (+)
kc 0.0 0.0 0.0 0.0 0.3 0.3 0.5 0.5 1.0 1.0
Horizontal S.F. (+) (-) (+) (-) (+) (-)
kc 0.0 0.0 0.0 0.0 1.0 1.0 0.5 0.5 1.0 1.0
Torsional Mt. (-) (+) (-) (+) (-) (+)
kc 0.0 0.0 0.0 0.0 0.6 0.6 1.0 1.0 0.6 0.6
B. EXTERNAL PRESSURE
kc 0.5 0.5 0.5 1.0 0.5 1.0 0.5 1.0 0.5 1.0
kf 0 -1.0 1.0 -1.0 1.0 -1.0 1.0 -1.0 1.0 -1.0 1.0
C. INTERNAL BULK CARGO PRESSURE
kc 0.4 0.4 1.0 0.5 1.0 0.5 1.0 0.5 — —
cV 0.8 -0.8 0.8 -0.8 0.4 -0.4 0.7 -0.7 — —
cL Fwd Bhd Fwd Bhd Fwd Bhd Fwd Bhd — — Fwd Bhd Fwd Bhd — —
0.6 -0.6 0.6 -0.6 0.7 -0.7
Aft Bhd Aft Bhd Aft Bhd Aft Bhd — — Aft Bhd Aft Bhd — —
-0.6 0.6 -0.6 0.6 -0.7 0.7
cT — — — — Port Wall Port Wall Port Wall Port Wall — —
-0.9 0.9 -0.7 0.7
— — — — Stbd Wall Stbd Wall Stbd Wall Stbd Wall — —
0.9 -0.9 0.7 -0.7
cφ , Pitch -1.0 1.0 -1.0 1.0 0.0 0.0 -0.7 0.7 — —
cθ , Roll 0.0 0.0 0.0 0.0 1.0 -1.0 0.7 -0.7 — —
Part 5
TABLE 1 (continued)
D. INTERNAL BALLAST TANK PRESSURE
kc 0.4 0.4 1.0 0.5 1.0 0.5 1.0 0.5 1.0 0.5
wv 0.75 -0.75 0.75 -0.75 0.25 -0.25 0.4 -0.4 0.4 -0.4
w! Fwd Bhd Fwd Bhd Fwd Bhd Fwd Bhd — — Fwd Bhd Fwd Bhd Fwd Bhd Fwd Bhd
0.25 -0.25 0.25 -0.25 0.2 -0.2 0.2 -0.2
Aft Bhd Aft Bhd Aft Bhd Aft Bhd — — Aft Bhd Aft Bhd Aft Bhd Aft Bhd
-0.25 0.25 -0.25 0.25 -0.2 0.2 -0.2 0.2
wt — — — — Port Wall Port Wall Port Wall Port Wall Port Wall Port Wall
-0.75 0.75 -0.4 0.4 -0.4 0.4
— — — — Stbd Wall Stbd Wall Stbd Wall Stbd Wall Stbd Wall Stbd
0.75 -0.75 0.4 -0.4 0.4 Wall -0.4
cφ, Pitch -1.0 1.0 -1.0 1.0 0.0 0.0 -0.7 0.7 -0.7 0.7
cθ, Roll 0.0 0.0 0.0 0.0 1.0 -1.0 0.7 -0.7 0.7 -0.7
E. REFERENCE WAVE HEADING AND POSITION
Heading Angle 0 0 0 0 90 90 60 60 60 60
Heave Down Up Down Up Down Up Down Up Down Up
Pitch Bow Bow Up Bow Bow Up — — Bow Bow Up Bow Bow Up
Down Down Down Down
Roll — — — — Stbd Stbd Up Stbd Stbd Up Stbd Stbd Up
Down Down down
Draft 2/3 1 2/3 1 2/3 1 2/3 1 2/3 2/3
* ku = 1.0 for all load components.

** Boundary forces are to be applied to produce the above specified hull girder bending moment at the middle of the structural model, and
specified hull girder shear force at one end of the middle hold of the model. The sign convention for the shear force corresponds to the forward
end of middle hold. The specified torsional moment is to be produced at the aft bulkhead of the middle hold.
*** The following still water bending moment (SWBM) is to be used for structural analysis.
L.C. 1, 3 and 5: Maximum sagging SWBM among alternate hold loading conditions only, but not to be taken less than 20% of the maximum
sagging SWBM among all loading conditions.
L.C. 2, 4 and 6: Maximum hogging SWBM among alternate hold loading conditions only, but not to be taken less than 20% of the maximum
hogging SWBM among all loading conditions.
L.C. 7: Maximum sagging SWBM among all loading conditions other than ballast conditions, but not to be taken less than 20% of the
maximum sagging SWBM among all loading conditions.
L.C. 8: Maximum hogging SWBM among all loading conditions other than ballast conditions, but not to be taken less than 20% of the
maximum hogging SWBM among all loading conditions.
L.C. 9: Maximum sagging SWBM among ballast conditions only, but not to be taken less than 20% of the maximum sagging SWBM among all
loading conditions.
L.C. 10: Maximum hogging SWBM among ballast conditions only, but not to be taken less than 20% of the maximum hogging SWBM among
all loading conditions.
Part 5
TABLE 2
Values of Ai and Bi*
Ai Bi
-0.05L 1.25 0.3600
FP 1.00 0.4000
0.05L 0.80 0.4375
0.10L 0.62 0.4838
0.15L 0.47 0.5532
0.20L 0.33 0.6666
0.25L 0.22 0.8182
0.30L 0.22 0.8182
* Linear interpolation may be used for intermediate values.
7.1 General 5-3-3/7.1

7.3 Hull Girder Loads—Longitudinal Bending Moments and Shear Forces (1996) 5-3-
3/7.3
7.3.1 Total Vertical Bending Moment and Shear Force 5-3-3/7.3.1

The total longitudinal vertical bending moments and shear forces may be obtained from the
following equations.
Mt = Msw + kukcMw kN-m (tf-m, Ltf-ft)
Ft = Fsw + kukcFw kN (tf, Ltf)
where
Msw and Mw are the still water bending moment and wave induced bending moment
respectively, as specified in 3-2-1/3.7 for either hogging or sagging conditions.
Fsw and Fw are the still water and wave-induced shear forces respectively, as specified in
3-2-1/3.9 for either positive or negative shear.
ku is a load factor and may be taken as unity unless otherwise specified.
For determining the hull girder section modulus for 0.4L amidships as specified in 5-3-4/3,
the maximum still water bending moments, either hogging or sagging are to be added to the
hogging or sagging wave bending moments respectively. Elsewhere, the total bending
moment may be directly obtained based on the envelope curves as specified in 5-3-3/3 and
5-3-3/5.
For this purpose, ku = 1.0, and kc = 1.0
Part 5

force as specified in 5-3-3/5.3 are to be considered as additional hull girder loads, especially
for the design of the side shell and inner skin structures. The effective horizontal bending
moment and shear force, MHE and FHE, may be determined by the following equations:
MHE = kukcMH kN-m (tf-m, Ltf-ft)
FHE = kukcFH kN (tf, Ltf)
where ku and kc are a load factor and a correlation factor, respectively, which may be taken as
unity unless otherwise specified.
7.3.3 Torsional Moment 5-3-3/7.3.3
The effective torsional moments for non-head sea conditions are to be considered in addition
to the hull girder loads specified in 5-3-3/7.3.1 and 5-3-3/7.3.2 above.
TME = kukcTM kN-m (tf-m, Ltf-ft)
where
ku and kc are as defined above.
TM is as specified in 5-3-3/5.3.3.

stringers, floors and deep webs, the nominal loads induced by the external and cargo or ballast
pressures distributed over both sides of the structural panel within the cargo hold boundaries are to be
considered for the worst possible load combinations. In general, considerations are to be given to the
following two loading cases accounting for the worst effects of the dynamic load components.
Maximum internal cargo pressures for a fully loaded cargo hold with the adjacent holds empty and
minimum external pressures, where applicable.
Empty cargo hold with the fore and aft holds full and maximum external pressures where applicable.
The specified design loads for main supporting structures are given in 5-3-3/Table 3.
In calculating the required scantlings of plating, longitudinals and stiffeners, the nominal pressures are
to be considered for the two load cases given in 5-3-3/7.5, using ku = 1.1 instead of ku = 1.0 as shown
above.
The necessary details for calculating the nominal pressures are given in 5-3-3/Table 3.
Part 5
FIGURE 13 (1997)
Location of Hold for Nominal Pressure Calculation
Hold or Tank Considered
5 4 3 2 1
AP
FP
0.4L
Part 5
TABLE 3
Design Pressure for Local and Supporting Members (1998)
A. Local Structures—Plating & Long’ls/Stiffeners.
The nominal pressure, p = |pi − pe|, is to be determined from load cases ‘‘a’’ & ‘‘b’’ below, whichever is greater, with ku =
1.1 and kc = 1.0 unless otherwise specified in the table.
Case ‘‘a’’ Case ‘‘b’’
At Forward end of the tank or hold At Mid-Tank/Forward end of tank or hold
Structural Members/ Draft/Wave Location and Draft/Wave Location and

Components Heading Angle Loading Pattern Coefficients Heading LoadingPattern Coefficients
pi pe Angle pi pe
1. Bottom Plating 2/3 scantling Full double bottom Ati Ae Scantling Midtank of empty — Be
and Long’l draft/0° ballast tank draft/0° double bottom ballast
tanks
2. Inner Bottom 2/3 scantling Full double bottom Ati — Scantling Fwd end of full cargo Abi —
Plating & Long’l draft/0° ballast tank cargo draft/0° hold, ballast tanks empty
(dry cargo holds) holds empty
Inner Bottom 2/3 scantling Full ballast hold, Ati —
Plating & Long’l draft/0° double bottom
(ballast or liquid ballast tanks empty
cargo holds)
3. Side Shell Plating 2/3 scantling Starboard side of full Bti Ae Scantling Midtank of empty ballast — Be
& Long’l draft/60° ballast tank draft/60° tanks
Side Shell Plating 2/3 scantling Starboard side of full Bti —
(ballast or liquid draft/60° ballast or liquid
cargo holds) cargo holds, adjacent
tanks empty
4. Hold Frame (dry Scantling Empty cargo hold — Be 2/3 scantling Empty cargo hold — Be
cargo holds) draft/0° draft/0°
Hold Frame 2/3 scantling Starboard side of full Bti Ae
(ballast or liquid draft/60° ballast or liquid
cargo holds) cargo holds
5. Deck Plating & 2/3 scantling Full ballast tank Cti —
Long’l (ballast draft/0°
tank)
Cross Deck 2/3 scantling Full ballast hold Cti —
Structure (ballast draft/0°
hold)
6. Lower Wing Tank Scantling Full cargo hold, Bbi — 2/3 scantling Fwd end and full port Bti —
Sloping Bulkhead draft/60° ballast tanks empty draft/60° and starboard ballast
Plating & Long’l tanks cargo hold empty
(dry cargo holds)
Lower Wing Tank 2/3 scantling Starboard side of full Bti —
Sloping Bulkhead draft/60° ballast or liquid
Plating & Long’l cargo holds, adjacent
(ballast or liquid tanks empty
cargo holds)
7. Upper Wing Tank 2/3 scantling Starboard side of full Bti — 2/3 scantling Port side of full ballast Bti —
Sloping Bulkhead draft/60° ballast tanks, cargo draft/60° tanks, cargo hold empty
Plating & Long’l hold empty
(dry cargo holds)
Upper Wing Tank 2/3 scantling Starboard side of full Bti —
Sloping Bulkhead draft/60° ballast or liquid
Plating & Long’l cargo holds, adjacent
(ballast or liquid tanks empty
cargo holds)
Part 5
TABLE 3 (continued)
A. Local Structures—Plating & Long’ls/Stiffeners.
The nominal pressure, p = |pi − pe|, is to be determined from load cases ‘‘a’’& ‘‘b’’ below, whichever is greater, with
ku = 1.1 and kc = 1.0 unless otherwise specified in the table
Structural Members/ Draft/Wave Location and Draft/Wave Location and Loading

Components Heading Angle Loading Pattern Coefficients Heading Pattern Coefficients
Pi pe Angle pi pe
8. All Other Long’l Scantling Full cargo hold, Bbi — 2/3 scantling Forward end and full Bti —
Bulkhead Plating draft/60° ballast tanks empty draft/60° port and starboard
(dry cargo holds) ballast tanks, cargo hold
empty
All Other Long’l 2/3 scantling Starboard side of full Bti —
Bulkhead Plating draft/0° ballast or liquid
(ballast or liquid cargo holds, adjacent
cargo holds) tanks empty
9. Transverse 2/3 scantling Forward bulkhead of Abi — Flooded
Bulkhead Plating draft/0° full cargo hold, Condition (see
& Stiffeners (dry adjacent holds empty note 7)
cargo holds)
Transverse 2/3 scantling B/4 off vessel’s Bti —
Bulkhead Plating draft/60° centerline of full
& Stiffeners ballast hold, adjacent
(ballast or liquid holds empty
cargo holds)
Transverse 2/3 scantling Forward bulkhead of Ati —
Bulkhead Plating draft/0° full ballast tank,
& Stiffeners (all adjacent tanks empty
other tanks)
The nominal pressure, p = |pi − pe|, is to be determined at the mid span of the structural members at starboard side of vessel
from load cases ‘‘a’’& ‘‘b’’ below, whichever is greater, with ku = 1.0 and kc = 1.0 unless otherwise specified in the table.
10. Double Bottom 2/3 scantling Full cargo hold, Abi Ae Scantling Mid-tank, cargo holds — Be
Floor & Girder draft/0° ballast tanks empty draft/90° and ballast tanks empty
11. Bottom Transverse 2/3 scantling Full lower wing tank Ati Ae Scantling Empty lower wing tank — Be
in Lower Wing draft/0° draft/90°
Tank
12. Side Transverse in 2/3 scantling Full lower wing tank Bti Ae Scantling Empty lower wing tank — Be
Lower Wing Tank draft/60° draft/90°
13. Side Transverse in 2/3 scantling Full upper wing tank Bti — Scantling Empty upper wing tank — Be
Upper Wing Tank draft/60° draft/90°
14. Deck Transverse 2/3 scantling Full upper wing tank Bti —
in Upper Wing draft/60°
Tank
15. Sloping Bulkhead Scantling Full cargo hold, Bbi — 2/3 scantling Full lower wing tank, Bti —
Transverse in draft/60° lower wing tank draft/60° cargo hold empty
Lower wing Tank empty
(dry cargo holds)
Sloping Bulkhead 2/3 scantling Full ballast or liquid Bti —
Transverse in draft/60° cargo holds, lower
Lower wing Tank wing tank empty
(ballast and liquid
cargo holds)
Part 5
TABLE 3 (continued)
The nominal pressure, p = |pi − pe|, is to be determined at the mid span of the structural members at starboard side of vessel
from load cases ‘‘a’’ & ‘‘a’’ below, whichever is greater, with ku = 1.0 and kc = 1.0 unless otherwise specified in the table.
Structural Members/ Draft/Wave Location and Draft/Wave Location and Loading

Components Heading Angle Loading Pattern Coefficients Heading Pattern Coefficients
pi pe Angle pi pe
16. Sloping Bulkhead 2/3 scantling Full upper wing tank Bti —
Transverse in draft/60°
Upper Wing Tank
(dry cargo holds)
Sloping Bulkhead 2/3 scantling Full hold with ballast Bti —
Transverse in draft/60° or liquid cargo,
Upper Wing Tank upper wing tank
(ballast or liquid empty
cargo holds)
17. Horizontal Girder 2/3 scantling Forward bulkhead of Abi — 2/3 scantling Aft bulkhead of full Cbi —
and Vertical Web draft/0° full cargo hold, draft/0° cargo hold, adjacent
on Transverse adjacent holds empty holds empty
Bulkhead (dry
cargo hold)
Horizontal Girder 2/3 scantling Forward bulkhead of Bti — 2/3 scantling Aft bulkhead of full Dti —
and Vertical Web draft/60° full ballast hold, draft/60° forepeak tank, adjacent
on Transverse adjacent holds empty hold empty
Bulkhead (ballast
or liquid cargo
holds and fore
peak tank)
18. Deck Girder and 2/3 scantling Full hold with ballast Bti —
Hatch-End Beam draft/60° or liquid cargo
Notes:
1 For calculating pi and pe, the necessary coefficients are to be determined based on the following designated
groups:
a) For pti (ballast or liquid cargo pressure)
Ati:wv = 0.75, w ! (forward bulkhead) = 0.25, w ! (aft bulkhead) = -0.25, wt = 0.0, Cφ = -1.0, Cθ = 0.0
Bti:wv = 0.4, w ! (forward bulkhead) = 0.2, w ! (aft bulkhead) = -0.2, wt(starboard) = 0.4, wt(port) = -0.4, Cφ = -0.7,
Cθ = 0.7
Cti:wv = -0.75, W ! (forward bulkhead) = 0.25, wt = 0.0, Cφ = -1.0, Cθ = 0.0
Dti:wv = 0.4, w ! (forward bulkhead) = -0.2, w ! (aft bulkhead) = 0.2, wt(starboard) = 0.4, wt(port) = -0.4, Cφ = 0.7,
Cθ = 0.7
b) For pbi (dry cargo pressure)
Abi:cV = 0.8, cL(forward bulkhead) = 0.6, cL(aft bulkhead) = -0.6, cT = 0, Cφ = -1.0, Cθ = 0.0
Bbi:cV = 0.7, cL(forward bulkhead) = 0.7, cL(aft bulkhead) = -0.7, cT(starboard) = 0.7, cT(port) = -0.7, Cφ = -0.7, Cθ = 0.7
Cbi:cV = 0.8, cL(forward bulkhead) = -0.6, cL(aft bulkhead) = 0.6, cT = 0, Cφ = 1.0, Cθ = 0.0
c) For pe
Ae:k !o = 1.0, ku = 1.0, kc = -0.5
Be:k !o = 1.0
Part 5
2 For structures within 0.4L amidships, the nominal pressure is to be calculated for a hold located amidships. Each
cargo hold or ballast hold in the region should be considered as located amidships as shown in 5-3-3/Figure 13.
(1997)
3 For structures outside 0.4L amidships, the nominal pressure is to be calculated for members in a tank under
consideration.
4 In calculation of the nominal pressure, ρ g of the liquid or ballast is not to be taken less than 0.1025 kgf/cm2-m
(0.4444 lbf/in2-ft)
5 The cargo specific weight of dry cargoes is defined as cargo weight divided by hold volumes for each cargo hold.
In calculation of the nominal pressure, ρ g of bulk cargo and ore cargo is not to be taken less than 0.1 kgf/cm2-m
(0.4336 lbf/in2-ft) and 0.15 kgf/cm2-m (0.6503 lbf/in2-ft), respectively.
6 Dry cargoes are to be considered to be stored up to the level of the upper deck at centerline. The design angle of
repose of bulk and ore cargoes may be taken as 30 degrees unless otherwise specified by designers.
7 The nominal pressure in the flooded holds may be approximated by taking 70% of the nominal ballast pressure as
specified for transverse bulkhead plating and stiffeners (ballast or liquid cargo holds) except for single side skin
vessels carrying bulk cargoes of density 1.0 t/m3 (62.4lb/ft3) or above. For these vessels the flooding loads and the
strength assessment is to be carried out in accordance with 5-3-A5b/1 (1 July 1998).
8 Where cargo is carried on deck, the nominal pressure of deck structures is not to be taken less than the specified
cargo pressure.
9 Combined Load Cases (1996) 5-3-3/9

For assessing the strength of the hull girder structures and in performing a structural analysis as
outlined in Section 5-3-5, the ten combined load cases specified in 5-3-3/Table 1 are to be considered.
in Section 5-3-5/9.9 specifies the load cases to be investigated in assessing the adequacy of structure
in each designated hold. Additional combined loads cases may be required as warranted. The loading
patterns are shown in 5-3-3/Figure 1 for three cargo hold lengths. The necessary factors and
coefficients for calculating hull girder and local loads are given in 5-3-3/Table 1. The total external
pressure distribution including static and hydrodynamic pressure is illustrated in 5-3-3/Figure 14.
9.3 Combined Load Cases for Total Strength Assessment (1996) 5-3-3/9.3
following combined load cases shall be considered.
9.3.1 Ultimate Strength of Hull Girder 5-3-3/9.3.1
For assessing ultimate strength of the hull girder, the combined effects of the following
9.3.1(a) Primary Loads, Longitudinal Bending Moments and Shear Forces in Head Sea
Conditions
(MH = 0, FH = 0, TM = 0)
Mt = Msw + kukcMw, kc = 1.0 hogging and sagging
Ft = Fsw + kukcFw, kc = 1.0 positive and negative
ku = 1.15. For vessels with heavy ballast forward draft less than 0.04L or with
flare parameter Ar exceeding 21m (68.9 ft), ku is to be increased as may
be required by 5-3-3-/11.1.3 or 5-3-3/11.3.3, whichever is greater
Msw, Mw, Fsw and Fw are as defined in 3-2-1/3.
Ar is as defined in 5-3-3/11.3.3.
Part 5
9.3.1(b) Local Loads for Large Stiffened Panels

Internal and external pressure loads as given in Note 1 of 5-3-3/Table 3 are to be considered.
For assessing the yielding, buckling and ultimate strength of local structure the ten combined
load cases as given in 5-3-3/Table 1 are to be considered.
For assessing the fatigue strength of structural joints, the ten combined load cases given in
5-3-3/9.1 are to be used for a first level fatigue strength assessment as outlined in
Appendix 5-3-A1 ‘‘Guide for the Fatigue Assessment of Bulk Carriers.’’
FIGURE 14
Illustration of Determining Total External Pressure (1996)
h
h d1
h or h d1
whichever is lesser
h d : Hydrodynamic Pressure Head (indicates negative)
h s : Hydrostatic Pressure Head in Still Water
11 Impact Loads (1996) 5-3-3/11
11.1 Bottom Slamming 5-3-3/11.1

For bulk carriers with a heavy weather ballast draft forward less than 0.04L but greater than 0.025L,
bottom slamming loads are to be considered for assessing strength of the flat bottom plating forward
and the associated stiffening system in the fore body region. In addition, the effects of the slamming
loads on the hull girder bending moments are also to be considered for assessing strength of the fore
body structures
Part 5
11.1.1 Bottom Slamming Pressure 5-3-3/11.1.1

The equivalent bottom slamming pressure for strength formulation and assessment should be
determined based on well-documented experimental data or analytical studies. When these
direct calculations are not available, nominal bottom slamming pressures may be determined
by the following equations:
Psi = kki [ vo2 + MViEni]Ef kN/m2 (tf/m2, Ltf/ft2)

where
k = 1.025 (0.1045, 0.000888)
ki = 2.2 b*/do + α ≤ 40
do = 1/10th of the section draft at the heavy ballast condition, see
5-3-3/Figure 15
Ef = f1 ω1 (L)1/2, ω1 is defined in 5-3-3/11.1.3
f1 = 0.004 (0.0022) for m (ft)
where b represents the half breadth at the 1/10th draft of the section, see 5-3-3/Figure 15.
V = 75% of the design speed Vd in knots. V is not to be taken less than 10
knots.
vo = co(L)1/2, in m/s (ft/s)
co = 0.29 (0.525) for m (ft)
L = vessel length, as defined in 3-1-1/3.1
MRi = c1Ai(VL/Cb)1/2
c1 = 0.44 (2.615) for m (ft)
MVi = BiMRi
 − v 2 / M + d 2 / M  
  o Vi i Ri  
Gei = e 
di = local section draft, in m (ft)

ni = 5730(MVi/MRi)1/2 Gei, if ni < 1 then Psi = 0
Part 5
TABLE 4
Values of α
b/do α b/do α
1.00 0.00 4.00 20.25
1.50 9.00 5.00 22.00
2.00 11.75 6.00 23.75
2.50 14.25 7.00 24.50
3.00 16.50 7.50 24.75
3.50 18.50 25.0 24.75
11.1.2 Simultaneous Slamming Pressures 5-3-3/11.1.2

For performing structural analyses to determine overall responses of bottom structures of the
first two cargo holds from the FP, the spatial distributions of instantaneous bottom slamming
pressures on the forward bottom region are shown in 5-3-3/Figure 15 and 5-3-3/Figure 16.
The instantaneous girth-wise distribution at station i, as shown in 5-3-3/Figure 15, may be
assumed to be uniformly distributed over the flat portion of the bottom structures. The largest
value of Psi determined within the bound of each of the two cargo holds, is to be used as the
respective peak value of the bottom pressure distribution in the longitudinal direction,
5-3-3/Figure 16, for each cargo hold. This peak value may cover 0.01L portion of the ship
bottom and it may be placed at the mid-section of the cargo hold considered. The base of this
distribution may cover 0.15L of the ship bottom on either side of this mid-section of the cargo
hold, but need not go beyond 0.05L aft of the FP.
11.1.3 Effects of Bottom Slamming on Vertical Hull Girder Bending Moment 5-3-3/11.1.3
In addition to the effects of bottom slamming on the bottom structures, the vibratory
responses induced by bottom slamming on the hull girder in terms of vertical bending
moment are also to be considered in the strength assessment as given below.
The load factor, ku, for hull girder ultimate strength assessment in association with wave
induced hogging moment is not to be less than 1.15 or the following, whichever is greater.
ku = (1 + M 2si /M 2wi )1/2

where
Mwi = wave induced hogging bending moment, as specified in 3-2-1/3.5.1, for
ship station i.
Msi = k Γi × 108 [b/(ω1dm)]3 [Fn/L4] × Mw10. Bottom slamming induced vertical
bending moment of ship station i—station 10 being the midship, and
station 0, the FP.
k = 1.0 (115.74) for m (ft)
Γi = envelope curve factors: 2.05, 2.50, 2.35, 2.21, 1.84, 1.84, 2.16, 1.56,
corresponding to ship stations at 0.2, 0.3, 0.35, 0.4, 0.5, 0.6, 0.7 and 0.8
L, respectively, measured from the FP. Linear interpolation may be used
for intermediate values.
b = average value of the half breadths at the 1/10th draft of the 6 forward
stations, starting from station 0, the FP, to station 5, the forward quarter
length of the vessel.
Part 5
dm = average value of 1/10th drafts at the heavy ballast condition of 6 forward

stations, starting from station 0, the FP, to station 5, the quarter length of
the vessel.
Fn = 0.514 Vd /(gL)1/2 for SI and MKS units (for US units, 1.688 Vd /(gL)1/2),
Vd is the design speed in knots, g is the acceleration due to gravity (9.807
m/sec2, 32.2 ft/sec2). Fn need not be taken greater than 0.17.
ω1 = natural angular frequency of the hull girder 2-node vertical vibration of
the vessel in the wet mode and the heavy weather ballast draft condition,
in rad/second. If not known, the following equation may be used.
ω1 = µ [B D3/(∆SC 3b L3)]1/2 + co ≥ 3.7

where
µ = 7475 (4094)
∆S = ∆b[1.2 +B/(3db)]
∆b = vessel displacement at the heavy ballast condition, in tonnes (long tons)
db = mean draft of vessel at the heavy ballast condition, in m (ft)
co = 1.0 for heavy ballast draft
L, B and D are as defined in Section 3-1-1.
For vessels with conventional ship forms and cargo hold arrangements, and a forward draft
less than 0.04L but greater than or equal to 0.03L, ku may be approximated from the envelope
curves given in 5-3-3/Figure 17. Linear interpolation may be used for determining
intermediate values.

For vessels possessing bowflare and having a shape parameter Ar (defined in 5-3-3/11.3.3) greater
than 21 m (68.9 ft), in the forebody region, bowflare slamming loads are to be considered for
assessing the strength of the side plating and the associated stiffening system in the forebody region of
the vessel at its scantling draft.
pressures may be determined by the following equations:
Pij = Poij or Pbij as defined below, whichever is greater
Poij = k1(9MRi − h ij2 )1/2 kN/m2 (tf/m2, Ltf/ft2)
Pbij = k2{C2 + KijMVi[1 + Eni]} kN/m2 (tf/m2, Ltf/ft2)

where
k1 = 9.807 (1, 0.0278)
k2 = 1.025 (0.1045, 0.000888)
C2 = 39.2 (422.46) for m (ft)
Part 5
nij = 5730(MV i/MRi)1/2 Gij ≥ 1.0

 − h 2 / M 
ij Ri 
Gij = e
MRi = see 5-3-3/11.1.1
MVi = BiMRi, where Bi is given in 5-3-3/Table 2.
(6.56 ft)
Kij = fij[rj /(bij + 0.5hij)]3/2 [ ! ij /rj]
rj = (MRi)1/2
bij = local half beam of WL-j at station i. The value of bij is not to be taken less
than 2.0 (6.56) m (ft).
! ij = longitudinal distance of WL-j at station i measured from amidships.
fij = [90/βij − 1]2 [tan(βij)/3.14]2 cos γ
βij = local body plan angle measured from the horizontal, in degrees, need not
be taken less than 35 degrees, see 5-3-3/Figure 18
γ = ship stem angle at the centerline measured from the horizontal,
5-3-3/Figure 19, in degrees, not to be taken greater than 75 degrees.
11.3.2 Simultaneous Bowflare Slamming Pressure 5-3-3/11.3.2
spatial distribution of instantaneous bowflare slamming pressures on the fore body region of
the hull may be expressed by multiplying the calculated maximum bowflare slamming
pressures, Pij, at forward ship stations by a factor of 0.71 for the region between the stem and
0.3L from the FP.
11.3.3 Effects of Bowflare Slamming on Vertical Hull Girder Bending Moment and Shear
Force 5-3-3/11.3.3
The ultimate strength of the hull girder in the forward half-length is to be evaluated as
follows.
induced sagging moment is not to be less than 1.15 or the following, whichever is greater.
ku = k{αi(∆ Β d/L3) ArF 1/3

n /ω1}/|Mwi|
where
|Mwi| = absolute value of the wave induced bending moment at the station i, as
specified in 3-2-1/3.5 for sagging conditions, where station 10 denotes
the midship.
k = 9.81 (1.0, 3.28) for m (ft)
Part 5
αi = envelope curve factors: 9516, 19032, 28382, 32054, 32722, and 31387,
corresponding to stations at 0.1, 0.2, 0.3, 0.35, 0.4, and 0.5L from the FP,
respectively. Linear interpolation may be used for intermediate values.
∆ = vessel displacement at the scantling draft in tonnes (long tons)
Fn = 0.514 Vd /(gL)1/2 for SI and MKS units (for US units, 1.688 Vd /(gL)1/2),
Vd is the design speed in knots, g is the acceleration due to gravity (9.807
m/sec2, 32.2 ft/sec2). Fn need not be taken greater than 0.17.
Ari = bowflare shape parameter at a station i forward of the quarter length, up
to the FP of the vessel, to be determined between the LWL and the upper
deck/forecastle as follows:
(bT/H)2 ∑bj[1 + (sj /bj)2]1/2, j = 1, n; n ≥ 3
where
n = number of segments
bT = Σ bj
H = Σ sj
bj = Local change (increase) in beam for the j-th segment at station i (see
5-3-3/Figure 18)
sj = Local change (increase) in freeboard up to the highest deck for the j-th
segment at station i forward (see 5-3-3/Figure 18)
ω1 = natural frequency of the 2-node hull girder vibration of the vessel in the
wet mode (at its scantling draft), in rad/second. If not known, the
equation in 5-3-3/11.1.3, may be used, wherein co is set equal to 0.7 for
the full draft condition.
L, B, d are as defined in Section 3-1-1.
The load factor, ku, for hull girder ultimate strength assessment in association with the
positive wave induced shear force is not to be less than 1.15 or the following, whichever is
greater.
ku = KsiN4
where
Fwi = positive wave-induced shear force (see 3-2-1/3.5.3) at station i, where
station 10 denotes the midship, kN (tf, Ltf)
N4 = {c2(∆ B d/L4) ArF 1/3

n /ω1}/ Fw4
= Ratio of total wave induced and wave induced vertical shear force for
ship station 4 or 0.2L from the FP.
c2 = 9.8k × 104
Part 5
Ksi = shear envelope curve factor at station i

= 0.95 for station 2 and forward
= 1.0 for stations 3 to 6
= 1.05/N4 for station 10
For vessels with a shape parameter Ar, less than or equal to 27 m (88.6 ft), the total wave
induced vertical bending moments and shear forces may be determined from the envelope
curves given in 5-3-3/Figure 20 and 5-3-3/Figure 21, respectively. Linear interpolation may
be used for determining intermediate values.
11.5 Load Cases for Structural Analysis with Respect to Slamming 5-3-3/11.5
When structural analysis for bottom and bowflare slamming is preferable, the load cases given in
Appendix 5-3-A4 may be used as reference.
FIGURE 15
Distribution of Bottom Slamming Pressure
Along the Section Girth (1996)
centerline
b* do (1/10 draft)
Ps
Part 5
FIGURE 16
Distribution of Bottom Slamming Pressure Along the Ship Bottom (1996)
FP
Cargo hold 2 Cargo hold 1
0.15L
Ps2
0.05L
Ps1
L/100
L/100
Part 5
FIGURE 17
Total Vertical Bending Moment Distribution
(Wave and Bottom Slamming) (1996)
Part 5
FIGURE 18
Definition of Bowflare Geometry for Bowflare Shape Parameter (1996)
highest deck b4
S4
S3
b3
S2
βi
j
(body plan angle)
b2
S1
b1
LWL
centerline
Part 5
FIGURE 19
Ship Stem Angle, γ (1996)
F.P.
Stem Angle γ
Part 5
FIGURE 20
Total Vertical Bending Moment Distribution
(Wave and Bowflare Slamming) (1996)
Ar = 27
1.25
Ar = 21
1.15
ku (Mwi/Mw10
0.5L 0.65L FP
FIGURE 21
Total Vertical Shear Force Distribution
(Wave and Bowflare Slamming) (1996)
Ar = 27
1.40
Ar = 21
1.15
0.86
0.805
ku (Fwi/Fw4)
0.5L 0.6L 0.7L 0.85L FP
Part 5
13 Other Loads (1996) 5-3-3/13
13.1 Thermal and Ice Loads 5-3-3/13.1

For vessels intended for special services, such as carrying hot cargoes or navigating in cold regions,
consideration is to be given to the effects of thermal and ice loads in assessing the strength of the hull
structure.
In this case, the limits of the thermal and ice loads are to be furnished and analyzed by the designer.
13.3 Accidental Loads 5-3-3/13.3

It is advisable to give due consideration to the effects of possible accidental loads on the stiffening
systems in the design of the main supporting members of the side and bottom shell structures. The
pressures for flooded condition, as specified in 5-3-4/25.7 for corrugated cargo hold bulkheads and
nominal magnitudes of the accidental loads with respect to collision or grounding as outlined in the
‘‘Guide for Assessing Hull-girder Residual Strength’’ may be regarded as appropriate in this regard.
PART
5
CONTENTS
1 General................................................................................. 379
1.1 Strength Requirement .......................................................... 379
1.3 Calculation of Load Effects................................................... 379
1.5 Structural Details .................................................................. 380
3 Hull Girder Strength ............................................................ 382
3.1 Hull Girder Section Modulus................................................. 382
3.3 Hull Girder Moment of Inertia ............................................... 382
5 Shearing Strength ............................................................... 382
5.1 General................................................................................. 382
5.3 Net Thickness of Side Shell Plating ..................................... 383
5.5 Net Thickness of the Sloping Bulkhead Plating of Upper and
Lower Wing Tanks................................................................ 384
5.7 Net thickness of the inner hull plating .................................. 384
5.9 Three Dimensional Analysis................................................. 384
7 Double Bottom Structures .................................................. 385
7.1 General................................................................................. 385
7.3 Bottom Shell and Inner Bottom Plating ................................ 385
7.5 Bottom and Inner Bottom Longitudinals ............................... 392
7.7 Bottom Centerline Girder...................................................... 393
7.9 Bottom Side Girders ............................................................. 395
7.11 Bottom Floors ....................................................................... 396
7.13 Deep Tank Double Bottom Girder ........................................ 396
7.15 Double Bottom Shear Capacity in Flooded Condition.......... 397
9 Side Shell Plating and Longitudinals ................................. 401
9.1 Side Shell Plating ................................................................. 401
9.3 Side Longitudinals ................................................................ 404
11 Side Frames and Supporting Structures............................406
11.1 General................................................................................. 406
11.3 Frame Section ...................................................................... 406
11.5 Frame Sections .................................................................... 407
11.7 Brackets................................................................................ 408
11.9 Longitudinals at the Toe of Brackets .................................... 409
13 Side Transverses/Web Frames and Transverse Webs in
Lower and Upper Wing Tanks.............................................409
13.1 General................................................................................. 409
13.3 Transverses in Lower Wing Tank......................................... 409
13.5 Transverses in Upper Wing Tank in Way of
Dry Cargo Holds ................................................................... 411
13.7 Transverses in Upper Wing Tank in Way of Ballast or Liquid
Cargo Holds.......................................................................... 413
Members............................................................................... 415
13.11 Diaphragms and Stringers in Double Hull Side Tanks ......... 415
15 Deck Plating and Longitudinals/Beams .............................421
15.1 Main Deck Plating................................................................. 421
15.3 Main Deck Longitudinals ...................................................... 422
15.5 Cross Deck Plating ............................................................... 422
15.7 Cross Deck Beams............................................................... 423
15.9 Stiffness of Cross Deck Structures....................................... 424
17 Deck Girders and Main Supporting Members ....................426
17.1 General................................................................................. 426
17.3 Hatch Side Girders ............................................................... 426
17.5 Hatch-End Beams ................................................................ 427
17.7 Deck Girders Inside the Lines of Hatch Openings ............... 428
Members............................................................................... 430
19 Hatch Coamings and Hatch Covers....................................432
19.1 Hatch Coamings ................................................................... 432
19.3 Hatch Covers........................................................................ 432
21 Longitudinal Bulkheads ......................................................432
21.1 Sloping Bulkhead Plating of Lower Wing Tanks .................. 432
21.3 Sloping Bulkhead Plating of Upper Wing Tank .................... 434
21.5 Non-tight Bulkhead in Upper Wing Tank Where Adjacent to
Cargo Hold ........................................................................... 436
21.7 Non-tight Bulkhead in Upper Wing Tank where Adjacent to
Ballast or Liquid Cargo Hold................................................. 436
21.9 Inner Hull Longitudinal Bulkhead.......................................... 437
21.11 Longitudinal and Vertical Stiffeners...................................... 439
23 Plane Transverse Bulkheads ..............................................440
23.1 Plating................................................................................... 440
23.3 Vertical/Horizontal Stiffeners ................................................ 440
23.5 Horizontal Girder on Transverse Bulkhead .......................... 441
23.7 Vertical Web on Transverse Bulkhead................................. 442
25 Corrugated Transverse Bulkheads .................................... 445
25.1 General................................................................................. 445
25.3 Plating................................................................................... 445
25.5 Stiffness of Corrugation........................................................ 446
25.7 Strengthening for Flooded Conditions.................................. 448
25.9 Bulkhead Lower Stool .......................................................... 450
25.11 Bulkhead Upper Stool .......................................................... 450
25.13 Bulkhead Stool Alignment .................................................... 451
25.15 Bulkhead End Connection.................................................... 451
TABLE 1 Parameters m and β as functions of n and ! /sf ...... 392
FIGURE 1 Scantling Requirement Reference by

Sub-Section.............................................................. 380
FIGURE 2 Improved Structural Connection to Side Shell ...... 381
FIGURE 3 Unsupported Span of Longitudinal ........................ 398
FIGURE 4 Effective Breadth of Plating be ................................ 399
FIGURE 5 Definition of ! s and bs ............................................. 400
FIGURE 6 Definitions of Parameters for Hold Frame ............. 417
FIGURE 9 Transverses in Wing Tanks Definition of Span ..... 420
FIGURE 10 Cross Deck Structure .............................................. 426
FIGURE 11 Definition of Parameters for
Corrugated Bulkhead .............................................. 430
FIGURE 12 Effectiveness of Brackets ....................................... 431
FIGURE 13 Transverse Bulkheads - Definitions of Spans ....... 444
FIGURE 14 Definition of Parameters for
Corrugated Bulkhead .............................................. 452
FIGURE 15 Corrugated Bulkhead End Connections ................ 453
PART
5
1 General 5-3-4/1
1.1 Strength Requirement (1996) 5-3-4/1.1

This section specifies the minimum strength requirements for the hull structure with respect to the
determination of the initial scantlings, including the hull girder, shell and bulkhead plating,
frames/stiffeners and main supporting members. Once the minimum scantlings are determined, the
strength of the resulting design is to be assessed in accordance with Section 5-3-5. The assessment is
to be carried out by means of an appropriate structural analysis as per 5-3-5/9 in order to establish
compliance with the failure criteria in 5-3-5/3. Structural details are to comply with 5-3-4/1.5 below.
The requirements for the hull girder strength are specified in 5-3-4/3. The required scantlings of
double bottom structures, side shell, deck, and longitudinal and transverse bulkheads are specified in
5-3-4/7, 5-3-4/9, 5-3-4/15, 5-3-4/21 and 5-3-4/23 respectively. 5-3-4/Figure 1 shows the appropriate
subsections giving scantling requirements for the various structural components of typical bulk
carriers. For hull structures beyond 0.4L amidships the initial scantlings are determined in accordance
with Section 5-3-6.
In general, webs, girders and transverses are not to be less in depth than specified in 5-3-4/9 and
5-3-4/15 as a percentage of the span. Alternative designs with stiffness equivalent to the specified
depth/length ratio and the required section modulus may be considered provided that the calculated
results are submitted for review.
For ore carriers and ore/oil carriers the strength requirements are given in Appendix 5-3-A3.
Approximate equations are given in 5-3-4/7 through 5-3-4/25 and Section 5-3-6 for calculating the
maximum bending moments and shear forces for hold frames and main supporting members clear of
the end brackets for typical structural arrangements and configurations. For designs with different
structural configurations, these local load effects may be determined from a 3D structural analysis at
the early design stages, as outlined in 5-3-5/9 for the combined load cases specified in 5-3-3/9,
excluding the hull girder load components. In this regard, the detailed analysis results are to be
submitted for review.
Part 5

The strength criteria specified in 5-3-4/3 through 5-3-4/25 are based on assumptions that all structural
joints and welded details are properly designed and fabricated and are compatible with the anticipated
working stress levels at the locations considered. It is critical to closely examine the loading patterns,
stress concentrations and potential failure modes of structural joints and details during the design of
highly stressed regions. In this exercise failure criteria specified in 5-3-5/3 may be used to assess the
adequacy of structural details.
To enhance the structural integrity and to prevent possible damages to the side shell, special
consideration is to be given to the structural details in critical areas. These include the connections of
the wing tanks, the hold frame and its end brackets to the side shell, also the connections of extended
brackets for continuous longitudinal members and webs to the side shell in the transition zone
between forepeak and No.1 cargo hold as shown in 5-3-6/Figure 5. Additional sample improvements
are illustrated in 5-3-4/Figure 2.
FIGURE 1
Scantling Requirement Reference by Sub-Section (1996)
5-3-4/21.5 5-3-4/19.1 5-3-4/17.3 through 5-3-4/15.5

5-3-4/13.1 5-3-4/21.7 5-3-4/15.1 5-3-4/17.9 5-3-4/15.9
5-3-4/13.5 5-3-4/15.7
5-3-4/13.7 5-3-4/15.3 5-3-4/15.9
5-3-4/25.11
5-3-4/21.3
5-3-4/9.3
5-3-4/25
5-3-4/9.1
5-3-4/5
5-3-4/11
5-3-4/25.9
5-3-4/21.1
5-3-4/21.11
5-3-4/7.3.2
5-3-4/13.1
5-3-4/13.3
5-3-4/7.5
5-3-4/7.9
5-3-4/7.11
5-3-4/7.3.1 5-3-4/7.7
5-3-4/7.13
Part 5
FIGURE 2
Improved Structural Connection to Side Shell
NO COPE HOLE
OR IMPROVED COPE HOLE
Part 5
3.1 Hull Girder Section Modulus (1996) 5-3-4/3.1
3.1.1 Hull Girder Section Modulus Amidships 5-3-4/3.1.1

3-2-1/3.7, 3-2-1/5 and 3-2-1/9. For the assessment of ultimate strength as specified in

The hull girder section modulus calculation is to be carried out in accordance with 3-2-1/9, as
3.3 Hull Girder Moment of Inertia (1996) 5-3-4/3.3

5 Shearing Strength (1997) 5-3-4/5
5.1 General 5-3-4/5.1

The net thickness of the side shell and longitudinal bulkhead plating are to be determined based on the
total vertical shear force, Ft, and the permissible shear stress, fs, given below.
Ft = FS + KuKcFw kN (tf, Ltf)
fs = 11.957/Q kN/cm2 (1.220/Q tf/cm2, 7.741/Q Ltf/in2) at Sea
= 10.87/Q kN/cm2 (1.114/Q tf/cm2, 7.065/Q Ltf/in2) in Port

where
FS = still water shear force based on the envelope curve required by 5-3-3/3.1 for all
anticipated loading conditions at location considered, in kN (tf, Ltf). Where cargo
is carried in alternate holds, FS may be modified based on 3-2-1/3.9.3.
FW = vertical wave shear force as given in 3-2-1/3.5.3, in kN (tf,Ltf). Fw for in port
condition may be taken as zero.
Ku and Kc may be taken as unity unless otherwise specified.
When a direct calculation is not available, the net thickness of the side shell, inner skin and wing tank
sloping bulkhead plating may be obtained from the equations given in 5-3-4/5.3, 5-3-4/5.5 and
5-3-4/5.7 below where the inner skin is located no further than 0.075B from the side shell.
Part 5
The nominal design corrosion values as given in 5-3-2/Table 1 for the side shell, inner hull and wing
tank sloping bulkhead plating are to be added to the ‘‘net’’ thickness.
5.3 Net Thickness of Side Shell Plating 5-3-4/5.3

ts ≥ FtDs m/2 I fs cm (in.)
where
I = moment of inertia of the ‘‘net’’ hull girder section at the position considered, in
cm4 (in4)
of the area between the vertical level at which the shear stress is being determined
and the vertical extremity of the section under consideration.
Ft and fs are as defined in 5-3-4/5.1 above.
Ds = shear distribution factors for side shell, are as defined respectively in 5-3-4/5.3.1,
5-3-4/5.3.2 and 5-3-4/5.3.3 below.
5.3.1 Side Shell in Way of the Upper Wing Tank
Ds = 0.912 − 0.35(AUSB/ASU )
where
AUSB = total projected net area of the upper wing tank sloping bulkhead plating,
in cm2 (in2 )
ASU = projected net area of the side shell plating in way of the upper wing tank,
in cm2 (in2 )
5.3.2 Side Shell Between the Upper and Lower Wing Tanks
5.3.2(a) Single hull:
Ds = 1.0
5.3.2(b) Double hull:
Ds = 1 − {AIH/(AIH + ASM)} (1 + bs/B)
where
AIH = total projected net area of the inner hull between the upper and lower
wing tanks, in cm2 (in2 )
ASM = projected net area of the side shell between the upper and lower wing
tanks, in cm2 (in2 )
bs = distance between the inner hull and the side shell, in m (ft)
B = breadth of the vessel, in m (ft), as defined in 3-1-1/5
5.3.3 Side Shell in Way of the Lower Wing Tank
Ds = 0.74 − 0.3(ALSB/ASL )
where
ALSB = total projected net area of the lower wing tank sloping bulkhead plating,
in cm2 (in2 )
Part 5
ASL = projected net area of the side shell plating in way of the lower wing tank
above the inner bottom level, in cm2 (in2 )
5.5 Net Thickness of the Sloping Bulkhead Plating of Upper and Lower Wing
Tanks5-3-4/5.5
tb ≥ FtDSBm/2 I fs
where
DSB = shear distribution factors for the projected sloping bulkhead plating of the upper
and lower wing tanks, depending on the locations, are defined respectively in
5-3-4/5.5.1 and 5-3-4/5.5.2 below.
Ft, m, I and fs are as defined above.
5.5.1 Upper Wing Tank Sloping Bulkhead

DSB = 0.4(AUSB/ASU ) + 0.1
where
AUSB = total projected net area of the upper wing tank sloping bulkhead plating,
in cm2 (in2 )
ASU = projected net area of the side shell plating in way of the upper wing tank,
in cm2 (in2 )
5.5.2 Lower Wing Tank Sloping Bulkhead
DSB = 0.3(ALSB/ASL) + 0.26
where
ALSB = total projected net area of the lower wing tank sloping bulkhead plating,
in cm2 (in2 )
ASL = projected net area of the side shell plating in way of the lower wing tank,
above the inner bottom level, in cm2 (in2 )
5.7 Net thickness of the inner hull plating 5-3-4/5.7

tIH ≥ FtDIH m/2 I fs
where
DIH = shear distribution factor for the inner hull
= {AIH/(AIH + ASM)}(1 + bs/B)
All other parameters are as defined in 5-3-4/5.3 above.
5.9 Three Dimensional Analysis (1996) 5-3-4/5.9
The total shear stress in the side shell, inner hull (on double hull vessels) and wing tank sloping
bulkhead plating (net thickness) may be calculated using a 3D structural analysis to determine the
general shear distribution.
Part 5

7.1 General (1996) 5-3-4/7.1
7.1.1 5-3-4/7.1.1
The depth of the double bottom and arrangement of access openings are to be in compliance
with 5-3-1/1.5 and Section 3-2-4. Centerline and side girders are to be fitted as necessary to
provide sufficient stiffness and strength for docking loads as well as those specified in
Section 5-3-3. The side girders are to be spaced approximately 3 m (10 ft).
Struts connecting the bottom and inner bottom longitudinals are not to be fitted in the double
bottom of vessels engaged in trade where cargoes are handled by grabs or similar mechanical
appliances.
7.1.2 5-3-4/7.1.2
The net thickness of the flat plate keel is to be not less than that required for the bottom shell
plating at that location by 5-3-4/7.3.1, increased by 1.5 mm (0.06 in.), except where the
submitted docking plan (see 3-1-2/11) specifies all docking blocks be arranged away from the
keel.
7.1.3 5-3-4/7.1.3
bilge for 0.4L amidships.
7.1.4 5-3-4/7.1.4
7.1.5 5-3-4/7.1.5
Where a hold is to carry special cargoes such as steel coils and containers, double bottom
structures are to be reinforced to withstand the anticipated load. An engineering analysis may
be required.
7.1.6 5-3-4/7.1.6
Where ducts forming a part of the double bottom structure are used as a part of the piping
system for transferring cargo oil or ballast, the structural integrity of the duct is to be
safeguarded by suitable relief valves or other arrangement to limit the pressure in the system
to the value for which it is designed.

The net thickness of the bottom shell and inner bottom plating, over the midship 0.4L, are to satisfy
the hull girder section modulus requirements in 5-3-4/3.1. The buckling and ultimate strength are to
be in accordance with the requirements in 5-3-5/5. In addition, the net thickness of the bottom shell
and inner bottom plating are to be not less than the following:
follows:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73 s(k2 p/f2)1/2 mm (in.)
t3 = c s(Sm fy/E)1/2 mm (in.)
Part 5
where
k1 = 0.342
k2 = 0.500
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2) as specified in
5-3-3/Table 3
Where upper and lower wing tanks are connected by trunks or double sides, the nominal
pressure, p, in the lower wing tank for load case ‘‘a’’ may be modified by the following
equation:
p = pa − puh
puh = 0.32γ(h ! wt tan φe)1/2 where ! wt ≥ 0.20L

= 0 where ! wt ≤ 0.10L
pa is nominal pressure in N/cm2 (kgf/cm2, lbf/in2), as defined in load case ‘‘a’’ in

5-3-3/Table 3 for bottom plating.
γ = specific weight of the ballast water, 1.005 N/cm2-m (0.1025 kgf/cm2-m,
0.444 lbf/in2-ft)
h = height of upper wing tank at vessel’s side, in m (ft)
! wt = length of the upper wing tank, in m (ft)
L = vessel length, as defined in 3-1-1/3, in m (ft)
(kgf/cm2, lbf/in2)
= (0.95 − 0.67α 1SMRB/SMB)Smfy ≤ k3 Smfy
α1 = Sm1fy1/Smfy
k3 = 0.40 for load case 1 − ‘‘a’’ in Section 5-3-3/Table 3
= 0.36 for load case 1 − ‘‘b’’ in Section 5-3-3/Table 3
SMRB = reference net hull girder section modulus based on the material factor of
= 0.9 SM
SMB = net design hull girder section modulus to the bottom, in cm2-m (in2-ft)
SM = required hull girder section modulus in accordance with 3-2-1/3.7 and
3-2-1/5.5, based on the material factor of the bottom flange of the hull
girder, in cm2-m (in2-ft)
lbf/in2)
Part 5
= 0.80 Sm fy
= 1 for Ordinary Strength Steel, as specified in 2-1-2/Table 2
= 0.95 for Grade H32, as specified in 2-1-3/Table 2
= 0.908 for Grade H36, as specified in 2-1-3/Table 2
= 0.875 for Grade H40, as specified in Section 2-1-3/Table 2
fy = minimum specified yield point of the bottom shell plating, in N/cm2
(kgf/cm2, lbf/in2)
(2.1 × 106 kgf/cm2, 30 × 106 lbf/in.2 ) for steel
c = 0.7N2 − 0.2, not to be less than 0.4Q1/2 or 0.5N, whichever is less
N = Rb (Q/Qb)1/2
Rb = (SMRBH/SMB)1/2
cm2-m (in2-ft)
= 0.9SMH
SMH = required hull girder section modulus in accordance with 3-2-1/3.7.1(a)
and 3-2-1/5.5 for hogging total bending moment based on the material
factor of the bottom flange of the hull girder, in cm2-m (in2-ft)
Q, Qb = material conversion factor in 5-3-4/5 for the bottom plating and the
bottom flange of the hull girder, respectively.
Bottom shell plating may be transversely framed in pipe tunnels provided that the net
thickness of the bottom shell plating, tn, is not less than t4 obtained from the following
equation:
t4 = 0.73 s k (k2 p/f1)1/2 mm (in.)
where
s = spacing of the bottom transverse frames, in mm (in.)
k2 = 0.5
k = (3.075 (α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
Part 5

required by 5-3-4/9.1 adjusted for the spacing of the longitudinals and the material factors.
follows:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)
t3 = cs(Smfy /E)1/2 mm (in.)

where
k1 = 0.342
k2 = 0.50
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in

5-3-3/Table 3
Where upper and lower wing tanks are connected by trunks or double sides, the nominal
pressure, p, in load case ‘‘a’’ for dry cargo holds may be modified by the following equation:
p = pa − puh
pa is nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as defined in load case ‘‘a’’ of

5-3-3/Table 3 for inner bottom plating in dry cargo holds.
The net thickness of the inner bottom plating, outboard of 0.3B from the centerline of the
vessel, is also not to be less than that of the adjacent strake on the lower wing tank sloping
bulkhead required by 5-3-4/21.1, adjusted for the spacing of the longitudinals and the material
factors.
(kgf/cm2, lbf/in2)
= (0.95 − 0.50α1 SMRB/SMB)Sm fy ≤ 0.55 Sm fy, where SMB /SMRB is not to
be taken more than 1.4
lbf/in2)
= 0.85 Smfy
α1 = Sm1fy1/Smfy
Sm = strength reduction factor obtained from 5-3-4/7.3.1 for the steel grade of
the inner bottom plating
Part 5
Sm1 = strength reduction factor obtained from 5-3-4/7.3.1 for the steel grade of
the bottom flange of the hull girder
fy = minimum specified yield point of the inner bottom plating, in N/cm2
(kgf/cm2, lbf/in2)
N = Rb[(Q/Qb)(y/yn)]1/2
Q = material conversion factor in 5-3-4/5.1 for the inner bottom plating
of the hull girder section
Inner bottom plating may be transversely framed in pipe tunnels provided that the net
thickness of the inner bottom plating, tn, is not less than t4 obtained from the following
equation:
t4 = 0.73 s k (k2 p/f1)1/2 mm (in.)
where
s = spacing of inner bottom transverse frame, in mm (in.)
k2 = 0.5
k = (3.075 (α )1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
7.3.2(a) Inner Bottom Plating for Vessels Intended to Use Grabs (1999)
Where the vessel is regularly engaged in trades where the cargoes are handled by grabs, or
similar mechanical appliances, it is recommended that flush inner-bottom plating be adopted
throughout the cargo space. The net thickness of the inner bottom plating is, in addition to
that specified above, also not to be taken less than t5 obtained from the following equation:
t5 = (0.037L + 0.009s) R + 3.5 mm
= (0.000444L + 0.009s) R + 0.138 in.

where
= fym/Smfyh for higher strength material
fym = specified minimum yield point for mild steel, in N/cm2 (kgf/cm2, lbf/in2)
Part 5
(kgf/cm2, lbf/in2)
s is as defined above.
It is also required that the net thickness of sloping bulkhead plating of lower wing tanks and
lower stool plating of transverse bulkhead within a vertical extent of 1.5 m above the inner
bottom is not to be taken less than t5 with the actual spacing of the sloping bulkhead and stool
stiffeners.
If the vessel is designed to discharge its cargo by a means other than by grabs, or similar
mechanical appliances, which would negate the t5 inner bottom thickness requirement, it is to
be recorded in the vessel’s Loading Manual that grabs, or similar mechanical appliances, are
not to be used to discharge cargo.
7.3.2(b) Optional Supplementary Requirement for Vessels Intended to Use Grabs (1999)
Where the vessel is intended to use a specific weight of grab, the thickness of inner bottom
plating may be obtained from the following equation:
t6 = k3 Wg ⋅ s ⋅ R / se mm (in)
where
k3 = 4.56 (0.181) where Wg is in tonnes (L tons)
Wg = unladen grab weight (mass), in tonnes (L tons)
= fym/Smfyh for higher strength material
se = 1000 + (k4Wg − 31.2)103 − Wg 2 / k5 mm
= 39.37[1 + ( (k4Wg − 31.2)103 − Wg 2 / k5 )/1000] in

k4 = 1.58 (1.605) where Wg is in tonnes (L tons)
k5 = 1.0 (0.969)
(kgf/cm2, lbf/in2)
= 1.0 for mild steel
= 0.95 for HT32 steel
= 0.908 for HT36 steel
The unladen grab weight (mass) used in determining the inner bottom thickness, t6, is to be
recorded in the vessel’s Loading Manual. It should be noted, however, that this does not
negate the use of heavier grabs, but the owner and operators are to be made aware of the
increased risk of local damage and possible early renewal of inner bottom plating, if heavier
grabs are used regularly to discharge cargo. The notation GRAB placed after the appropriate
Part 5
classification notation in the Record will signify that the vessel’s inner-bottom has been
designed for a specific grab weight.
7.3.2(c) Inner Bottom Plating for Vessels Intended to Carry Steel Coils (1999)
Where the vessel is intended to carry steel coils in holds, the net thickness of the inner bottom
plating is not to be less than t7 obtained from the following equation:
aϕ Q
t7 = mm (in)
f y Sm
where
a = 1 + 0.568kv ao, a is not to be less than 1.25
kv = acceleration factor, determined as defined in 5-3-3/5.7.1(c), at the
transverse bulkhead of the cargo hold under consideration. For the cargo
hold forward (aft) of amidships, the factor kv should be determined for
the forward (aft) transverse bulkhead of the hold under consideration
ao = acceleration factor, as defined in 5-3-3/5.7.1(c), with L in m (ft)
Q = weight, in kN (tf, Ltf), of steel coils on one inner bottom plating panel
Q = W m n1/n
W = weight of one steel coil, in kN (tf, Ltf)
n1 = number of tiers of steel coils
n = number of dunnages supporting one steel coil
m = parameter as given in 5-3-4/Table 1, as a function of n and ! /sf
! = length of a steel coil
sf = maximum floor spacing at the cargo hold under consideration
αδ − δ 2 − 0.25α 2 (1 − β )2
ϕ=
αβ (1 + 2 gaδ )
δ = 0.5[ 1 + 2α 2 + α 4 (1 − β )2 − 1] / α
α = aspect ratio of the inner bottom plating panel, (between floors and
longitudinal stiffeners); α is not to be taken more than 3.0
β = parameter, as given in 5-3-4/Table 1 as a function of n and ! /sf
fy = specified minimum yield point of the inner bottom plating, in kN/mm2

(tf/mm2, Ltf/in2)
Sm = strength reduction factor for the steel of the inner bottom plating, as
defined in 5-3-4/7.3.1
The above equation is applicable for a normal loading arrangements where steel coils are
stowed on dunnage laid athwartships, with the steel coils’ axes in fore-and-aft direction. Other
loading arrangements of steel coils will be specially considered. The normal corrosion value
is to be added to the net thickness to obtain the gross required inner bottom thickness. This
corrosion value is in 5-3-2/Table 1 for bulk carriers. Corrosion value for multipurpose vessels
can be taken from 5-5-2/Table 1.
Part 5
TABLE 1
Parameters m and β as functions of n and ! /sf
n ! /sf m β
2 0.83 ≤ ! /sf 2 0.5 ! /sf
2 0.60 ≤ ! /sf < 0.83 3 1.2 ! /sf
2 0.42 ≤ ! /sf < 0.60 4 1.65 ! /sf
2 0.30 ≤ ! /sf < 0.42 5 2.35 ! /sf
3 0.83 ≤ ! /sf 3 0.65 ! /sf
3 0.65 ≤ ! /sf < 0.83 4 1.2 ! /sf
3 0.52 ≤ ! /sf < 0.65 5 1.53 ! /sf
4 0.83 ≤ ! /sf 4 0.75 ! /sf
4 0.65 ≤ ! /sf < 0.83 5 1.2 ! /sf
The special comment, ‘‘Designed for the carriage of steel coil’’ will be entered in column 5 of
the Record where the scantlings of double bottom are in compliance with the requirements of
the above and 5-3-4/7.5, as applicable.

The net section modulus of each bottom or inner bottom longitudinal, or each transverse frame in the
pipe tunnels, in association with the effective plating to which it is attached, is to be not less than
obtained from the following equations:
SM = M/fb cm3 (in3)
M = 1000c p s ! 2/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
c = 1.0 without struts
= 0.65 with effective struts
s = spacing of longitudinals or transverse frames, in mm (in.)
! = span of longitudinals or transverse frames between effective supports as shown in
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in 5-3-4/7.3.1 and
5-3-4/7.3.2 for bottom and inner bottom longitudinals or transverse frame,
respectively.
= 1.2 [1.0 − 0.65 α1 SMRB/SMB]Smfy ≤ 0.55 Smfy for bottom longitudinals
= 1.3 [1.0 − 0.50 α1 SMRB/SMB]Smfy ≤ 0.65 Smfy for inner bottom longitudinals
= 0.70 Smfy for transverse frames in pipe tunnels
Part 5
α1 = Sm1fy1/Smfy
Sm = strength reduction factor obtained from 5-3-4/7.3.1 for the steel grade of the
longitudinals considered
Sm1 = strength reduction factor obtained from 5-3-4/7.3.1 for the steel grade of the
bottom flange of the hull girder
fy = minimum specified yield point of the longitudinals considered, in N/cm2
(kgf/cm2, lbf/in2)
fy1 = minimum specified yield point of the bottom flange of the hull girder, in N/cm2
(kgf/cm2, lbf/in2)
vessel, is also to be not less than that of the lowest side longitudinal required by 5-3-4/9.3, adjusted
The net section modulus of the inner bottom longitudinals, outboard of 0.3B from the centerline of the
vessel, is also to be not less than that of the lowest longitudinal on the lower wing tank sloping
bulkhead required by 5-3-4/21.11, adjusted for the span and spacing of the longitudinals and the
material factors.
In determining compliance with the foregoing, an effective breadth, be, of the attached plating is to be
used in the calculation of the section modulus of the design longitudinal. be is to be obtained from line
b) of 5-3-4/Figure 4 or alternatively be may be approximated as being 10% of the span ! , defined
above.
The net section modulus of inner bottom longitudinals in association with the effective inner bottom
plating is to be not less than obtained from the following equation:
SM = M/fb cm3 (in3)
where
M = maximum bending moment at the longitudinal, in N-cm (kgf-cm, lbf-in.),
obtained with the assumption that the longitudinal is a fixed-fixed beam at floors.
The longitudinal should be loaded with concentrated loads P = 0.8a W n1/n at the
position of dunnages, where W, a, n1, n are as defined in 5-3-4/7.3.2(c). The span
of the longitudinal is to be defined as shown in 5-3-4/Figure 3.
fb = permissible bending stress, as defined in 5-3-4/7.5 for inner bottom longitudinals
Strength and buckling of floors are also to be checked for loading of steel coils.
7.7 Bottom Centerline Girder (1999) 5-3-4/7.7
The net thickness of the centerline girder amidships is to be not less than t1 and t2 as defined below:
t1 = (0.045L + 4.5)R (mm)
= (0.00054L + 0.177)R (in.)
t2 = 10F1/(db fs) (mm)
= F1/(db fs) (in.)
Part 5
where F1 is the maximum shear force at the centerline girder as obtained from the approximation
equations given below (see also 5-3-4/1.3). Alternatively, F1 may be determined from finite element
analyses, as specified in 5-3-5/9 with the combined load cases in 5-3-5/9.9. However, in no case
should F1 be taken less than 85% of that determined from the approximate equation below:
F1 = 1000kα1γ1n1n2 p !s s1 N (kgf, lbf), for λ ≤ 1.5
F1 = 345 kγ1n1n2 pbss1 N (kgf, lbf), for λ > 1.5
where
c = 0.7N2 − 0.2, not to be less than 0.4Q1/2, but need not be greater than 0.45(Q/Qb)1/2
k = 1.0 (1.0, 2.24)
α1 = 0.505 − 0.183λ
λ = ! s /bS
γ1 = 2x/( ! s − sf) ≤ 1.0
n1 = 0.0374 (s1/sf)2 − 0.326(s1/sf) + 1.289

n2 = 1.3 − (sf /12) for SI or MKS Units
= 1.3 − (sf /39.37) for U.S. Units
!s = unsupported length of the double bottom structure under consideration, in m (ft),
as shown in 5-3-4/Figure 5.
bs = unsupported width of the double bottom structures under consideration, in m (ft),
s1 = sum of one-half of girder spacings on both sides of the centerline girder, in m (ft)
sf = average spacing of floors, in m (ft)
x = longitudinal distance from the mid-span of unsupported length ( ! s) of the double
bottom to the location of the girder under consideration, in m (ft).
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), as specified in 5-3-3/Table 3
db = depth of double bottom, in cm (in.)
fs = permissible shear stresses, in N/cm2 (kgf/cm2, lbf/in.2)
= 0.50 Sm fy

= fym /Sm fyh for higher strength steel
fyh = specified minimum yield point for higher tensile steel, in N/cm2 (kgf/cm2, lbf/in2)
Part 5

Pipe tunnels may be substituted for centerline girders provided that the thickness of each girder
forming the pipe tunnel is not less than required for centerline girder.
7.9 Bottom Side Girders (1999) 5-3-4/7.9
The net thickness of the bottom side girders is to be not less than t1 and t2 as defined below:
t1 = (0.026L + 4.5)R (mm)
= (0.00031L + 0.177)R (in.)
t2 = 10F2(db fs) (mm)
= F2 /(db fs) (in.)
t3 = cs(Smfy /E) 1/2 mm (in.)
where F2 is the maximum shear force at the side girders under consideration as obtained from the
approximate equations given below (see also 5-3-4/1.3). Alternatively, F2 may be determined from
finite element analyses, as specified in 5-3-5/9 with the combined load cases in 5-3-5/9.9. However, in
no case should F2 be taken less than 85% of that determined from the approximate equation below.
F2 = 1000kα2β1γ1n3n4 p !s s2 N (kgf, lbf), for λ ≤ 1.5
F2 = 285kβ1γ1n3n4 pbs s2 N (kgf, lbf), for λ > 1.5
where
c = 0.7N2 − 0.2, not to be less than 0.4Q1/2 but need not be greater than 0.45(Q/Qb)1/2
k = 1.0 (1.0, 2.24)
α2 = 0.445 − 0.17λ
β1 = 1 − (1.2z1/bs) ≥ 0.6 for loaded holds under alternate loading conditions
= 1.25 − (2z1/bs) ≥ 0.6 for all holds or tanks under all other loading
conditions
n3 = 1.072 − 0.0715 (s2 /sf)
= 1.2 − (sf /59.1) for U.S. Units
s2 = sum of one-half of girder spacings on both sides of each side girder, in m (ft)
z1 = transverse distance from the centerline of the unsupported width (bs) of the
double bottom to the location of the girder under consideration, in m (ft)
γ1, !s , bs, λ, sf, p, db, fs, L and R are as defined in 5-3-4/7.7.
Part 5
7.11 Bottom Floors (1997) 5-3-4/7.11
The net thickness of the floors is to be not less than t1 and t2 as specified below:
t1 = (0.026L + 4.5)R (mm)
= (0.0031L + 0.177)R (in.)
t2 = 10F3/db fs) (mm)
= F3/(db fs) (in.)
where F3 is the maximum shear force at the floors under consideration as obtained from the
approximate equation given below (see also 5-3-4/1.3). Alternatively, F3 may be determined from
finite element analyses, as specified in 5-3-5/9 with the combined load cases in 5-3-5/9.9. However, in
no case should F3 be taken less than 85% of that determined from the approximate equation below.
F3 = 1000 kα3β2β3γ2 p bs sf N (kgf, lbf)
where
k = 1.0 (1.0, 2.24)
α3 = 0.5ρo
ρo = η(0.66 − 0.08η), for η ≤ 2.0
= 1.0 for η > 2.0
β2 = 2 z2/bs
β3 = 1 − 0.4 (z2/bs) for loaded holds under alternate loading conditions
= 1.0 for all holds or tanks under all other loading conditions
γ2 = 1 − (x/ ! s)(1.245λ + 0.044)
η = ( !s /bs)(sg/sf)1/4
sg = average spacing of girders, in m (ft)
sf = sum of one-half of floor spacings on both sides of each floor, in m (ft)
x = longitudinal distance from the mid-span of unsupported length ( ! s) of the double
bottom to the location of the floor under consideration, in m (ft)
z2 = transverse distance from the centerline of the unsupported width (bs) of the
double bottom to the location of floor under consideration, in m (ft)
fs = 0.50 Sm fy in N/cm2 (kgf/cm2, lbf/in2)
!s , bs, sf, λ, R, p, db, L, Sm and fy are as defined in 5-3-4/7.7 above.
7.13 Deep Tank Double Bottom Girder (1999) 5-3-4/7.13

The net thickness of the double bottom girders forming boundaries of deep tanks, in addition to
complying with 5-3-4/7.7, 5-3-4/7.9, and 5-3-4/7.11 is to be not less than t obtained from the
following equation:
t = 0.73s(k1p/f1)1/2 mm (in.)
Part 5
where
s = spacing of longitudinals or vertical stiffeners
k1 = 0.342, for longitudinally stiffened plating
= 0.50k2, for vertically stiffened plating

k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α < 2)
= 1.0, (α > 2)
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower edge of each plate, as
specified in 5-3-3/Table 3
Where lower bottom tank is connected to the upper wing tank by trunk or double sides, the nominal
pressure, p, in load case ‘‘b’’ may be modified by the following equation:
p = pb − puo
pb is nominal pressure in N/cm2 (kgf/cm2, lbf/in2) at the lower edge of each plate, as defined in load
case ‘‘b’’ of 5-3-3/Table 3 for other longitudinal bulkhead plating.
puo is as defined in 5-3-4/9.1.
f1 = permissible bending stress in N/cm2 (kgf/cm2, lbf/in2)
= 1.2[1 − 0.4(z/B) − 0.52α1(SMRB/SMB)(y/yn)] Sm fy ≤ 0.70Sm fy
transverse section to the lower edge of each plate where the plating is
longitudinally stiffened
transverse section to the mid-depth of the double bottom height where the plating
is vertically stiffened
B = vessel’s breadth, in m (ft), as defined in 3-1-1/5
Z and yn are as defined in 5-3-4/21.1.
7.15 Double Bottom Shear Capacity in Flooded Condition (1 July 1998) 5-3-4/7.15
In addition to the requirements of 5-3-4/7.7, 5-3-4/7.9, and 5-3-4/7.11 for single side skin bulk
carriers intended for the carriage of cargoes with bulk density of 1.0 t/m3 (62.4 lb/ft3) or greater, the
shear strength of the floors and girders under loads caused by hold flooding are to meet the
requirements in Appendix 5-3-A5c.
Part 5
FIGURE 3
Unsupported Span of Longitudinal
Trans Trans
a) Supported by transverses
F.B. F.B.
Trans Trans
b) Supported by transverses
F.B. F.B.
d/2
Trans Trans
c) Supported by transverses,
flat bar stiffeners
and brackets
Part 5
FIGURE 4
Effective Breadth of Plating be
Longitudinal
Mx
Μ
c! c !o
i) For bending at midspan

c ! o/s 1.5 2 2.5 3 3.5 4 4.5 and greater
be/s 0.58 0.73 0.83 0.90 0.95 0.98 1.0
ii) For bending at ends

c ! /s 1 1.5 2 2.5 3 3.5 4.0
be/s 0.25 0.35 0.43 0.5 0.55 0.6 0.67
Part 5
FIGURE 5
Definition of ! s and bs
!s
bs
Part 5
9 Side Shell Plating and Longitudinals 5-3-4/9

The net thickness of the side shell plating, in addition to complying with 5-3-4/5.3, is to be not less
than t1, t2 and t3 obtained from the following equations for the midship 0.4L:
t1 = 0.73s(k1p/f1)1/2 mm (in.)
t2 = 0.73s(k2p/f2)1/2 mm (in.)
t3 = cs(Sm fy /E) 1/2 mm (in.)

where
s = spacing of side longitudinals/frames, in mm (in.)
k1 = 0.342
k2 = 0.50
p = nominal pressure at the upper turn of bilge, in N/cm2 (kgf/cm2, lbf/in2), as
Where upper and lower wing tanks are connected by trunks or double sides, the nominal pressure in
load case ‘‘a’’ may be modified by the following equation:
p = pa − puo
puo = 0.23γ(h !wt bwttan φe tan θe)1/3 where !wt ≥ 0.2L

= 0 where !wt ≤ 0.1L
Linear interpolation is to be used for intermediate values of !wt .

However, the nominal pressure at the upper turn of bilge may be taken as if the upper and lower wing
tanks were not connected for calculation of the required thickness of side shell in way of the upper
wing tank. pa is nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as defined in load case ‘‘a’’ at the
upper turn of bilge in 5-3-3/Table 3 for side shell plating.
bwt = breadth at tank top of upper wing tank, in m (ft)
θe = effective roll amplitude, as defined in 5-3-3/5.7.3 with Cθ = 0.7
L is vessel length, as defined in 3-1-1/3.1.
γ, h and !wt are as defined in 5-3-4/7.3.1.

lbf/in2)
= [0.80 − 0.50 α1 (SMRB /SMB)(y/yb)] Sm fy , ≤ 0.40 Sm fy , where SMB /SMRB is not to
be taken more than 1.4, below the neutral axis
= 0.40 Sm fy , above neutral axis
Part 5

= 0.80Sm fy
α1 = Sm1fy1/Sm fy
Sm = strength reduction factor, obtained from 5-3-4/7.3.1 for the steel grade of the side
shell plating
Sm1 = strength reduction factor, obtained from 5-3-4/7.3.1 for the steel grade of the
bottom flange of the hull girder
fy = minimum specified yield point of the side shell material, in N/cm2 (kgf/cm2,
lbf/in2)
fy1 = minimum specified yield point of the bottom flange material of the hull girder, in
axis of the section
N = Rd (Q/Qd)1/2 for the sheer strake
= Rd [(Q/Qd)(y/yn)]1/2 for other locations above neutral axis
= Rb [(Q/Qb)(y/yn)]1/2 for locations below neutral axis
Rd = (SMRDS /SMD)1/2
transverse section to the lower edge (upper edge) of the side shell strake, when
the strake under consideration is below (above) the neutral axis for N.
= vertical distance, in m(ft), measured from the neutral axis of the hull girder
transverse section to the lower edge of the side shell strake under consideration
for f1.
SMRDS = reference net hull girder section modulus for sagging bending moment based on
the material factor of the deck flange of the hull girder in cm2-m (in2-ft)
= 0.9SMS
SMS = required hull girder section modulus in accordance with with 3-2-1/3.7.1(a) and
3-2-1/5.5 for sagging total bending moment based on the material factor of the
deck flange of the hull girder in cm2-m (in2-ft)
Q, Qd = material conversion factor in 5-3-4/5.1 for the side shell plating under
consideration and the deck flange of the hull girder, respectively.
the section, when the strake under consideration is below (above) the neutral axis.
Part 5
The side shell is to be longitudinally framed in the lower and upper wing tanks except the upper part
of lower wing tank and the lower part of upper wing tank where the limited access makes this
impractical. These parts of the side shell may be transversely frame with efficient brackets arranged in
line with the side frames, provided the net thickness of the side shell plating in this area is not less
than that of the adjacent longitudinally framed shell and is also not less than t4 obtained from the
following equation:
t4 = 0.73sk(k2 p/f)1/2 mm (in.)
where
s = spacing of side transverse brackets, in mm (in.)
k = (3.075 α − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)
k = 1.0 (α > 2)
k2 = 0.5
p = nominal pressure at the side shell under consideration, in N/cm2 (kgf/cm2,
lbf/in2), as specified in 5-3-3/Table 3, but need not be greater than that at the
upper turn of bilge
In the upper wing tank and lower wing tank which is connected to the upper wing tank by trunks or
double sides, the nominal pressure, p, in load case ‘‘a’’ may be modified by the following equation:
p = pa − puo
pa is nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as defined in load case ‘‘a’’ at the lower edge of
each plate in 5-3-3/Table3 for side shell plating.
puo is as defined above.
= 1.1 [0.80 − 0.50 α1 (SMRB/SMB)(y/yb)] Sm fy ≤ 0.60 Sm fy , where SMB/SMRB is not
to be taken more than 1.4 below neutral axis
= 0.60 Sm fy , above neutral axis
For vessels intended to carry highly corrosive cargoes, additional corrosion margins are recommended
for the side shell plating between the upper and the lower wing tanks.
The net thickness of the side shell plating, where transversely framed between the upper and lower
wing tanks, is not to be less than t4 as specified above with the nominal pressure calculated at the top
of the lower wing tank. The thickness is also not to be less than that of adjacent side shell. Where
upper and lower wing tanks are connected by trunk, the required thickness of adjacent side shell may
be calculated for this purpose as if the upper and lower wing tanks were not connected.
Where a cargo hold is intended to be used for the carriage of water ballast or liquid cargoes, the net
thickness of the side shell plating in the hold between the upper and lower wing tanks is also not to be
taken less than t5 obtained from the following equation.
t5 = 0.73s(kp/f)1/2 mm (in.)
Part 5
where
s = spacing of side frames, in mm (in.)
k = 0.5
p = nominal pressure at the top of the lower wing tank, in N/cm2 (kgf/cm2, lbf/in2), as
specified in 5-3-3/Table 3 for side structural members (ballast or liquid cargo
holds)
= 0.75Sm fy
In no case is the net thickness of shell plating in way of the cargo holds of single side skin bulk
carriers to be less than t6 given by the equation below:
t6 = (L)1/2 − 1.5 mm t6 = 0.02175 (L)1/2 − 0.06 in.
L = length of the vessel, as defined in 3-1-1/3.1, in m (ft)
The minimum width of the sheerstrake for the midship 0.4L is to be obtained from the following
equations:
b = 5L + 800 mm for L ≤ 200 m
= 0.06L + 31.5 in. for L ≤ 656 ft
b = 1800 mm for 200 < L ≤ 500 m
= 70.87 in. for 656 < L ≤ 1640 ft
b = width of the sheerstrake, in mm (in.)
The thickness of a radiused gunwale is not to be less than that of the adjacent side shell or deck
plating, whichever is greater. When a radiused gunwale is fitted, the requirement for the minimum
width of sheerstrake need not be considered applicable.
9.3 Side Longitudinals (1999) 5-3-4/9.3

The net section modulus of each individual side longitudinal, in association with the effective plating
to which it is attached, is to be not less than obtained from the following equation:
SM = M/fb cm3 (in3)
M = 1000 ps ! 2/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in.2), at the side longitudinal considered,
as specified in 5-3-3/Table 3
In the upper wing tank and lower wing tank which is connected to the upper wing tank by trunks or
double sides, the nominal pressure, p, in load case ‘‘a’’ may be modified by the following equation:
p = pa − puo
Part 5
pa is nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as defined in load case ‘‘a’’ at the lower edge of
each plate in 5-3-3/Table 3 for side shell plating.
= 1.4 [0.80 − 0.52 α1 (SMRB/SMB) (y/yn)] Sm fy ≤ 0.80 Sm fy , for side longitudinals
below neutral axis
= 2.2 [0.80 − 0.52 α2 (SMRD/SMD) (y/yn)] Sm fy ≤ 0.80 Sm fy , for side longitudinals
above neutral axis
α2 = Sm2 fy2/Sm fy
Sm2 = strength reduction factor for the steel grade of the top flange material of the hull
girder obtained from 5-3-4/7.3.1.
SMRD = reference net hull girder section modulus based on the material factor of the top
= 0.9 SM
SM = required hull girder section modulus in accordance with 3-2-1/3.7 and 3-2-1/5.5
based on the material factor of the top flange of the hull girder, in cm2-m (in2-ft)
SMD = net design hull girder section modulus at the deck, in cm2-m (in2-ft)
y = vertical distance, in m (ft), measured from the neutral axis of the section to the
the section, when the longitudinal under consideration is above (below) the
neutral axis.
The net moment of inertia of the side longitudinals within the region of 0.1D from the deck at side, in
association with the effective plating (bwL·tn), is to be not less than obtained from the following
equation:
io = k Ae ! 2 fy /E cm4 (in4)
where
k = 1220 (1220, 17.57)
Ae = net sectional area of the longitudinal with the associated effective plating (bwL·tn),
in cm2 (in2)
bwL = ce s
Part 5
ce = 2.25/β − 1.25/β2 for β ≥ 1.25

= 1.0 for β < 1.25
β = (fy/E)1/2 s/tn
D = depth of the vessel, in m (ft), as defined in 3-1-1/7
! , s and fy are as defined in 5-3-4/7.5.
11 Side Frames and Supporting Structures (1 July 1998) 5-3-4/11
11.1 General 5-3-4/11.1

The hold frames and their supporting structures are to be designed in compliance with Section 3-2-5,
except when otherwise specified in Part 5 Chapter 3, to provide sufficient transverse strength for the
hull girder and proper load transmission between the upper and lower wing tank structures. In
addition to the section modulus and the minimum thickness requirements specified below, the
stiffness of the structural elements and the design of end brackets is to be in compliance with the
buckling and fatigue criteria given in 5-3-5/5.
11.3 Frame Section Modulus 5-3-4/11.3

The net section modulus of the hold frame in association with effective shell plating to which it is
attached is not to be less than obtained from the following equations, whichever is greater.
SMF = M/fb in cm3 (in3)
M = 1000 c1p1s ! 2/k1 or
= 1000 c1p2s ! 2/k2 + k3wb N-cm (kgf-cm, lbf-in.)

where
k1 = 12 (12, 83.33)
k2 = 16 (16, 111.11)
k3 = 5 (5, 0.6)
c1 = 1 − 4(d/ ! ) ≥ 0.65
p1, p2 = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the middle of the unsupported
span of the hold frame (dry cargo holds), as specified in 5-3-3/Table 3 case ‘‘a’’
and case ‘‘b’’ respectively
s = spacing of hold frames, in mm (in.)
d = depth of hold frames, in m (ft)
! = unsupported span of the hold frame, in m (ft) (see 5-3-4/Figure 6 )
w = weight of the ballast water in upper wing tank per frame spacing for one side
(port or starboard), in N (kgf, lbf), and may be approximated as follows:
= k4(h1 + h2)bs
Part 5
k4 = 5.026 (0.5125, 0.032)

h1, h2, b = dimensions of the upper wing tank, in m (ft), as shown in 5-3-4/Figure 6
= Sm fy − F/A
F = axial force, in N (kgf, lbf)
= (0.5 + 2 ! H /bw)Bspb k5
k5 = 1 (1, 1.2)
!H = length of the cargo hold, in m (ft)
bw = breadth of the double bottom structure, in m (ft). For vessels having lower wing
tanks with sloping tops, making an angle of about 45 degrees with the horizontal,
the breadth may be measured between the midpoints of the sloping plating
pb = corresponding net nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), of the double
bottom structure at its centerline (5-3-3/Table 3., item 4, case ‘‘a’’ and case ‘‘b’’
for p1 and p2 above respectively)
A = net sectional area of the frame and the associated effective plating (stn), in cm2
(in2)
section modulus of the hold frame is also not to be less than obtained from the following equation:
M = 1000c1p3s ! 2/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
p3 = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the middle of the unsupported
span of hold frames, as specified in 5-3-3/Table 3 for hold frame (ballast or liquid
cargo holds)
pb = corresponding net nominal pressure, N/cm2 (kgf/cm2, lbf/in2) of the double
bottom structure at B/4 off its centerline (5-3-3/Table 3 for hold frame (ballast or
liquid cargo holds))
11.5 Frame Sections 5-3-4/11.5

In ships of 190 m (623 ft) or more in length, frames are to be fabricated symmetrical sections with
integral upper and lower brackets. Their brackets are to be soft toed. The side frame flange is to be
curved (not knuckled) at the transition to integral brackets. The radius of curvature is not to be less
than r, in mm (in.), given by:
Part 5
0.4 ⋅ b 2f
r=
tf + c
where bf and tf are the flange width and net flange thickness of the brackets, respectively, in mm (in.).
c = 1.5mm (0.06 in.). The end of the flange is to be sniped.
In vessels less than 190 m (623 ft) in length, frames of ordinary strength steel may be asymmetric
sections (fabricated or rolled) and fitted with separate brackets. The face plate or flange of the bracket
is to be sniped at both ends. Brackets are to be soft toed at their heels.
For vessels of all length, the web depth to thickness ratio of frames is to comply with the proportion
limits given in 5-3-A2/11.9. The ratio of outstanding flange breadth to gross thickness is not to exceed
10 Q , where Q is as defined in 3-2-1/5.5.
11.7 Brackets 5-3-4/11.7

The net section modulus of the lower and upper brackets at the top of lower wing tank and the
bottom of the upper wing tank as indicated in 5-3-4/Figure 6, in association with the effective
shell plating to which it is attached is not to be less than obtained from the following
equation:
SME = c2h 32 SMF /(c1 ! 2) in cm3 (in3)

where
c2 = 1.2 for upper bracket
= 1.1 for lower bracket
h3 = vertical distance, in m (ft), between the top of lower wing tank and the
bottom of upper wing tank (see 5-3-4/Figure 6 )
SMF = required net section modulus of the hold frame in 5-3-4/11.3
c1 and ! are as defined in 5-3-4/11.3.
In no case is SME to be less than 2.0(SMF).
When the section modulus is calculated in way of the brackets, any bracket flange or face
plate which is sniped at both ends may be considered effective for this purpose only if the
location as indicated in 5-3-4/Figure 6 is clear of the snipe and lies within the middle two-
thirds of the flange length.
11.7.2 Arm Lengths 5-3-4/11.7.2
Integral or separate frame brackets are to extend at least for a length of 0.125h3 onto the frame
and the depth of the bracket plus frame measured at the heels of the frame is generally to be at
least 1.5 times that of the frame. Where the hull form renders this impracticable, equivalent
strength in shear and bending is to be provided. The brackets are to be arranged with ‘‘soft’’
toes. See 5-3-4/Figure 7 and 5-3-4/Figure 8).
11.7.3 Minimum Thickness 5-3-4/11.7.3
The net thickness of the brackets and the web portions of the frames is not to be less than
tn = 0.03L + 5.5 mm
Part 5
= (0.036L + 21.7)10-2 in.

but need not to be greater than 11.5 mm (0.45 in.)
where
The net thickness of the upper bracket is to be not less than tn above or the proposed net
thickness of web of the frame being supported, whichever is greater.
The net thickness of the lower bracket is to be not less than tn above or the proposed net
thickness of web of the frame being supported reduced by 2.0 mm (0.08 in.), whichever is
greater.
11.7.4 Supporting Bracket 5-3-4/11.7.4
Brackets are to be fitted in the lower and upper wing tanks in line with every side frame.
11.9 Longitudinals at the Toe of Brackets 5-3-4/11.9

The section moduli of side longitudinals and sloping bulkhead longitudinals at the toe of brackets are
to be determined based on 5-3-4/9.3 and 5-3-4/21.11 with the unsupported span, ! , measured
between transverses and spacing, s, taken equal to dimension ‘‘b’’ as shown in 5-3-4/Figure 8.
13 Side Transverses/Web Frames and Transverse Webs in

Lower and Upper Wing Tanks (1996) 5-3-4/13
13.1 General (1997) 5-3-4/13.1
The main supporting members such as the transverse webs and girders are to be arranged and
designed with sufficient stiffness to provide support to the vessel’s hull structure. In general, deep
beams, web frames, and bottom floors are to be arranged in one plane to form continuous transverse
rings. Deck girders and continuous hatch coamings, where fitted, are to be extended throughout the
cargo hold spaces and are to be effectively supported at the transverse bulkheads.
Generous transitions are to be provided at the intersections of the main supporting members to
provide for smooth transmission of loads and to minimize stress concentrations. Abrupt changes in
sectional properties and sharp re-entrant corners are to be avoided. In general, stool structures, where
fitted, are to have sloping bulkheads on both sides.
The net section modulus and sectional area of the main supporting members required by this Chapter
apply to those parts of the member clear of the end brackets. They are considered as the requirements
of initial scantlings for transverses in lower and upper wing tanks, and may be reduced provided the
strength of the resultant design is verified with the subsequent total strength assessment in
Section 5-3-5. However, in no case should they be taken less than 85% of those determined from this
section. (See also 5-3-5/9.9.) The structural properties of the main supporting members and end
brackets are to comply with failure criteria specified in 5-3-5/3, 5-3-5/5 and 5-3-5/7.
The required section modulus of the main supporting members is to be determined in association with
the effective plating to which they are attached as specified in 3-1-2/13.
13.3 Transverses in Lower Wing Tank 5-3-4/13.3

The net section modulus of the transverses in the lower wing tank in association with the effective
plating is not to be less than obtained from the following equation:
SM = M/fb cm3 (in3)
Part 5
M = M1 + M2
M1 = 1000ps ! 2b /k1 N-cm (kgf-cm, lbf-in.)

M2 = 0 for sloping bulkhead transverse
= 0.5 MsL for side transverse
= M1s for bottom transverse
where
k1 = 0.12 (0.12, 0.446)
MsL = bending moment for sloping bulkhead transverse, in N-cm (kgf-cm,
lbf-in.)
M1s = bending moment M1 for side transverse, in N-cm (kgf-cm, lbf-in.)
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the midspan of ! b of the
transverse under consideration, as specified in 5-3-3/Table 3
s = spacing of the webs in the lower wing tank, in m (ft)
!b = span of the transverse under consideration, in m (ft)
= 0.7Sm fy
For calculation of the section modulus, ! b is to be taken not less than c1 ! o.
where
!o = bSL for sloping bulkhead transverse
= bS for side transverse
= bB for bottom transverse
c1 = 0.4 for sloping bulkhead transverse and side transverse
= 0.5 for bottom transverse
bSL, bS and bB are as shown in 5-3-4/Figure 9.
Bending moment M for the bottom transverse is not to be less than 80% of the bending
moment M for the sloping bulkhead transverse.
13.3.2 Web Sectional Area 5-3-4/13.3.2
The net sectional area of the web of the transverse in the lower wing tank is not to be less than
A = Fs/fs cm2 (in2)
Fs = 1000k2 ps(0.5 ! − he) N (Kgf, lbf)
where
k2 = 1 (1, 2.24)
! = span, in m (ft), of the transverse under consideration as shown in
5-3-4/Figure 9
Part 5
he = length, in m (ft), of the end bracket as shown in 5-3-4/Figure 9

For calculation of the web sectional area, ! is to be taken not less than c1 ! o.
c1, ! o, p and s are as defined in 5-3-4/13.3.1 above.
= 0.5Sm fy
13.3.3 Depth of Transverses in Lower Wing Tank (1997) 5-3-4/13.3.3

The depth of the transverses in lower wing tank is not to be less than c2 ! o
where
c2 = 0.12 for sloping bulkhead and side transverses
= 0.16 for the bottom transverse
! o is as defined in 5-3-4/13.3.1 above.
In general, the depth of the transverse is to be not less than 2.5 times the depth of the slots.
13.5 Transverses in Upper Wing Tank in Way of Dry Cargo Holds 5-3-4/13.5
The net section modulus of the transverses in the upper wing tank in association with the
effective plating is not to be less than obtained from the following equation:
SM = M/fb cm3 (in3)
M = c1(M1 + M2) for deck and sloping bulkhead transverses
M = 2000k1c1pssbss(b)2/(b1 + 0.5 ! s) N-cm (kgf-cm, lbf-in.) for side transverse
M1 = 1000c2 pss( ! s)2/k2 N-cm (kgf-cm, lbf-in.)
M2 = 1000c3 pd s( ! d)2/k2 N-cm (kgf-cm, lbf-in.)
where
k1 = 1 (1, 0.269)
k2 = 0.12 (0.12, 0.446)
c1 = 1.0 for deck, sloping bulkhead and side transverses in the upper wing
tank without longitudinal bulkhead
= 0.7 for deck and side transverses in upper wing tank with longitudinal
bulkhead
= 0.65 for sloping bulkhead transverse in upper wing tank with longitudinal
bulkhead
c2 = 1.5/(1 + β) for deck transverse
= 1.0 for sloping bulkhead transverse
c2 is not to be taken less than 0.5 for deck transverse.
c3 = 1.5β /(1 + β) for deck transverse
= 0.50 for sloping bulkhead transverse
Part 5

β = ( ! d / ! s)(is/id)
id , is = moments of inertia of the deck transverse and the sloping bulkhead
transverse with effective plating, clear of end brackets
ps = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2) at the midspan of ! b of the
sloping bulkhead transverse, as specified in 5-3-3/Table 3
pd = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2) at the midspan of ! b of the
deck transverse, as specified in 5-3-3/Table 3
s = spacing of the webs in the upper wing tank, in m (ft)
! d, ! s = span ! b of the deck and sloping bulkhead transverses under
consideration, in m (ft)
To obtain M for the deck and sloping bulkhead transverses, span ! d is not to be taken less
than 0.4b and span ! b is not to be taken less than 0.4 bsu.
b, bsu = widths of the upper wing tank in m (ft), as shown in 5-3-4/Figure 9
b1 = distance from the longitudinal hatch side girder to the side of the opening
in the web, in m (ft), as shown in 5-3-4/Figure 9
bss = height of the upper wing tank, in m (ft), as shown in 5-3-4/Figure 9
= 0.85Sm fy

The net sectional area of the web of the transverses in the upper wing tank is not to be less
than obtained from the following equation.
A =F/fs cm2 (in2)
F = 1000k3c1c2c3 pss(b1 + ! s)2/(b1 + 0.5 ! s) N (kgf, lbf) for deck and side
transverses
= 1000c2c3(F1 + F2) N (kgf, lbf) for sloping bulkhead
transverses
where
F1 = k3 ps s(0.5 ! − he)
F2 = 0.8k3 pssb 12 /(b1 + 0.5 ! s)

k3 = 1 (1, 2.24)
c1 = 0.38 for deck transverse
= 0.16 for side transverse
c2 = Ad/(Ad + As) for deck transverse
= As/(Ad + As) for sloping bulkhead transverse
Part 5
c2 is not to be taken less than 0.42

Ad, As = web sectional areas of the deck and sloping bulkhead transverses, clear of
the end brackets
c3 = 1.0 for transverses in upper wing tank without longitudinal bulkhead
= 0.7 for transverses in upper wing tank with longitudinal bulkhead
= 0.5Sm fy
! = span, in m (ft), of sloping bulkhead transverse, as shown in
5-3-4/Figure 9
he = length, in m (ft), of the lower end bracket of the sloping bulkhead
transverse, as shown in 5-3-4/Figure 9
ps, s, b, b1 and ! are as defined in 5-3-4/13.5.1 above.
13.5.3 Depth of Transverses in Upper Wing Tank 5-3-4/13.5.3

The depths of the transverses in the upper wing tank are not to be less than as specified below,
respectively.
0.15bss for side transverse
0.085b for deck transverse
0.085bsu for sloping bulkhead transverse
where
b, bss and bsu are as shown in 5-3-4/Figure 9.
In general, the depth of the transverse is to be not less than 2.5 times the depth of the slots.
13.7 Transverses in Upper Wing Tank in Way of Ballast or Liquid Cargo Holds 5-3-4/13.7
section modulus and the web sectional area of the transverses are also not to be less than obtained
from the following requirements, respectively.
The net section modulus of the side, deck and sloping bulkhead transverses in the upper wing
tank in association with the effective plating is not to be less than obtained from the following
equation:
SM = M/fb cm3 (in3)
M = 15k1c1psbsubss(2B − b)/(B − b + 0.5 ! s + b1) N-cm (kgf-cm, lbf-in.) for side

transverse
M = c1(M1 + M2) for deck and sloping bulkhead
transverse
M1 = 1000c2 ps( ! s)2/k2 N-cm (kgf-cm, lbf-in.)
M2 = 1000k1c3c4 psb1 ! b (2B − 2b + b1)/(B − b + 0.5 ! s + b1) N-cm (kgf-cm, lbf-in.)
Part 5
where
k1 = 100 (100, 26.9)
k2 = 0.12 (0.12, 0.446)
c1 = 1.0 for deck, sloping bulkhead and side transverses in upper
wing tank without longitudinal bulkhead
= 0.50 for sloping bulkhead transverse in upper wing tank with
longitudinal bulkhead
= 0.70 for deck and side transverses in upper wing tank with
longitudinal bulkhead
c2 = 1.0 for sloping bulkhead transverse
= 1.5/(1 + β) for deck transverse
c2 is not to be taken less than 0.54 for the deck transverse.
c3 = 0.095 for sloping bulkhead transverse
= 0.035 for deck transverse
c4 = 0.233β + 0.034 for sloping bulkhead transverse, if β ≤ 2.0
= 0.7β − 0.9 for sloping bulkhead transverse if β > 2.0
c4 is not to be taken less than 0.15 and need not be greater than 1.0 for sloping bulkhead
transverse.
c4 = 1.343 − 0.0714β for deck transverse
β is as defined in 5-3-4/13.5.1.
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the midspan of ! b of the
sloping bulkhead transverse, as specified in 5-3-3/Table 3
!b = span of the transverse under consideration, in m (ft), as shown in
5-3-4/Figure 9
!s = span of ! b of the sloping bulkhead transverse, in m (ft), as shown in
5-3-4/Figure 9
To obtain moment M1, span ! s is to be taken not less than 0.33bsu.
s, B, b, b1, bsu and bss are as defined in 5-3-4/13.5.1.
= 0.85Sm fy

The net sectional area of the web of the transverses in the upper wing tank is not to be less
than obtained from the following equation:
A = F/fs cm2 (in2)
F = 1000k3c1c2c3 psbsu(2B − b)/(B − b + 0.5 ! s + b1),
N (kgf, lbf) for deck and side transverses
Part 5
= 1000c1c3(F1 + F2) N (kgf, lbf) for sloping bulkhead transverse

F1 = k3 2.38ps(0.5 ! − he) N (kgf, lbf)
F2 = k3 0.117psb1(2B − 2b + b1)/(B − b + 0.5 ! s + b1)
where
k3 = 1.0 (1.0, 2.24)
c2 = 0.16 for deck transverse
c3 = Ad/(Ad + As) for deck transverse
= As/(Ad + As) for sloping bulkhead transverse
Ad, As, ! and he are as defined in 5-3-4/13.5.2.
p, ! s and c1 are as defined in 5-3-4/13.7.1.
B, s, b and b1 are as defined in 5-3-4/13.5.1.
! = span, in m (ft), of sloping bulkhead transverse, as shown in
5-3-4/Figure 9
he = length, in m (ft), of the lower end bracket of the sloping bulkhead
transverse, as shown in 5-3-4/Figure 9
= 0.5Sm fy
13.7.3 Depth of Transverses in Upper Wing Tank 5-3-4/13.7.3

Depth of transverses is to be as specified in 5-3-4/13.5.3.
13.9 Minimum Thickness for Web Portion of Main Supporting Members 5-3-4/13.9
The net thickness of the web main supporting members is not to be less than 9.5 mm (0.374 in.)
13.11 Diaphragms and Stringers in Double Hull Side Tanks (1999) 5-3-4/13.11
The net thickness of stringer is also to be not less than t obtained from the following equation:
t = c.s(Smfy/E)1/2 mm (in.)
where
c = 0.7N 2 − 0.2, not to be less than 0.33
Sm = strength reduction factor, obtained from 5-3-4/7.3.1, for the steel grade of the
stringer
fy = minimum specified yield point of the stringer material, in N/cm2 (kgf/cm2,
lbf/in2)
N = Rd[(Q/Qd)(y/yn)]1/2 for stringers above neutral axis
Part 5
= Rb[(Q/Qb)(y/yn)]1/2 for stringers below neutral axis

Q = material conversion factor in 5-3-4/5.1 for the stringer under consideration
transverse section to the stringer under consideration
E, Rb and Qb are as defined in 5-3-4/7.3.1. Rd, Qd and yn are as defined in 5-3-4/9.1.
The net thickness, t, may be determined based on Sm and fy of the hull girder strength material
Part 5
FIGURE 6 (1 July 1998)

Definitions of Parameters for Hold Frame
h1
Upper Wing Tank
h2
SME for Upper Bracket

in 5-3-4/11.7.1
d/2
Unsupported Span l
d
h3
3
d/2
SME for Lower Bracket
in 5-3-4/11.7.1
Lower Wing Tank
Part 5
0.5d
(in general)
0.125h 3
d
WEB HEIGHT
Part 5
SOFT TOE
Part 5
FIGURE 9
Transverses in Wing Tanks Definition of Span
Upper wing tank
b b
b1 ! b1 !
!b !b
he
he
!b ! !b ! bss
he bss
!b
! ! !b he
bsu bsu
Lower wing tank
bSL bSL
! !
!b bs !b
he he he bs
he !b ! he !b !
!b !b
! !
bB bB
Part 5
15 Deck Plating and Longitudinals/Beams 5-3-4/15
15.1 Main Deck Plating (1999) 5-3-4/15.1
The net thickness of the strength deck plating is to be not less than that needed to meet the hull girder
section modulus requirement in 3-2-1/3.7 and the buckling and ultimate strength requirements in
5-3-5/5. In addition, the net thickness of deck plating is to be not less than t1, t2 and t3 as specified
below for the midship 0.4L:
t1 = 0.73s(k1p/f1) 1/2 mm (in.)
t2 = 0.73s(k2p/f2) 1/2 mm (in.)
t3 = cs(Sm fy/E) 1/2 mm (in.)

where
k1 = 0.342
k2 = 0.50
p = pn − puh
In no case is p to be taken less than 2.06 N/cm2 (0.21 kgf/cm2, 2.987 lbf/in2)
pn is nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as defined in 5-3-3/Table 3, for deck plating.
f1 = permissible bending stress, in the longitudinal direction
= 0.15Sm fy , in N/cm2 (kgf/cm2, lbf/in2)
f2 = permissible bending stress, in the transverse direction
= 0.80Sm fy , in N/cm2 (kgf/cm2, lbf/in2)

c = 0.5 (0.6 + 0.0015L) for SI or MKS Units
= 0.5 (0.6 + 0.0046L) for U.S. Units
c is not to be taken less than 0.7N2 − 0.2 for vessels less than 267 m (876 ft) in length.
N = Rd (Q/Qd)1/2
Rd = (SMRDS/SMD)1/2
Q = material conversion factor in 5-3-4/5 for the deck plating
SMRDS and Qd are as defined in 5-3-4/9.1.
Part 5
15.3 Main Deck Longitudinals (1999) 5-3-4/15.3
The net section modulus of each individual deck longitudinal, in association with the effective plating
to which it is attached, is to be not less than obtained from the following equation:
SM = M/fb cm3 (in3)

where
k = 12 (12, 83.33)
p = nominal deck pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in 5-3-4/15.1
s, ! are as defined in 5-3-4/7.5
= (1.0 − 0.60α2SMRD/SMD)Sm fy
α2 = Sm2 fy2/Sm fy
Sm, and fy are as defined in 5-3-4/7.5.
Sm2 = strength reduction factor for the steel grade of the top flange material of the hull
girder, obtained from 5-3-4/7.3.1
N/cm2 (kgf/cm2, lbf/ in2)
SMRD and SMD are as defined in 5-3-4/9.3.
The net moment of inertia of the deck longitudinals in association with the effective plating (bwL·tn), is
to be not less than io as specified in 5-3-4/9.3.
15.5 Cross Deck Plating 5-3-4/15.5
The net thickness of the cross deck plating is to satisfy the buckling requirements in Section 5-3-5 and
is not to be less than t1, t2 and t3 as obtained from the following equations:
t1 = 0.02L + 4.5 mm
= 0.00024L + 0.18 in.
t2 = s/90 mm (in.)
t3 = k1F/(wfs) mm (in.)
but not to be less than 8.5 mm (0.33 in.)
where
L = length of the vessel as defined in 3-1-1/3.1, in m (ft)
s = spacing of deck beams, in mm (in.)
k1 = 0.1 (0.1, 0.083)
F = k2(1 + 0.74bo/w)TM(LH)2wn2/(DB3) N (kgf, lbf)
k2 = 24 (24, 53.76)
Part 5
LH = length of the longest hold within the midship 0.4L, in m (ft)

TM = torsional moment, in kN-m (tf-m, Ltf-ft), as defined in 5-3-3/5.3.3
bo = width of the hatch opening, in m (ft)
w = width of the cross deck structure, in m (ft), as indicated in 5-3-4/Figure 10
n = total number of holds
B = breadth of the vessel, as defined in 3-1-1/5, in m (ft)
D = depth of the vessel, as defined in 3-1-1/7.3, in m (ft)
= 0.45Sm fy
15.7 Cross Deck Beams 5-3-4/15.7

15.7.1 Section Modulus (1997) 5-3-4/15.7.1
The net section modulus of the deck beam inside the lines of hatch openings, in association
with the effective deck plating, is not to be less than obtained from the following equation.
SM = M/fb cm3 (in3)
M is equal to M1 or M2, whichever is larger.
M1 = 100c1psb o2 /k N-cm (kgf-cm, lbf-in.)
M2 = 100ps ! 2/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 0.536)
c1 = 1/(n + 1)2, not to be taken less than 0.02 and need not be greater than 0.05
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2) as specified in 5-3-3/Table 3

for deck at centerline, not to be less than 20.6 kN/m2 (2.1 tf/m2, 0.192
Ltf/ft2)
s = spacing of the deck beams, in mm (in.)
bo = width of the hatch opening, in m (ft)
! = maximum unsupported span of the deck beam, in m (ft)
n = number of deck girders inside the lines of hatch openings
= 0.4Sm fy
15.7.2 Moment of Inertia 5-3-4/15.7.2

The net moment of inertia of the deck beam inside the lines of hatch openings, in association
with the effective plating (bwL·tn), is to be not less than obtained from the following equation:
io = kAe ! 2fy /E cm4 (in4)
Part 5
where
k = 2440 (2440, 35.14)
Ae = net sectional area of the beam with the associated effective plating
(bwL tn), in cm2 (in2)
bwL = ce s
ce = 2.25/β − 1.25/β 2 for β ≥ 1.25
= 1.0 for β < 1.25
β = (fy/E)1/2 s/tn
! = unsupported span of the beam, in m (ft)
s and fy are as defined in 5-3-4/7.5.
15.9 Stiffness of Cross Deck Structures (1996) 5-3-4/15.9
15.9.1 Minimum Sectional Area 5-3-4/15.9.1

The total net sectional area of the cross deck structure at ship’s centerline, inside the lines of
hatch openings (see 5-3-4/Figure 10), between two adjacent hatch openings is not to be less
A = F/fc cm2 (in2)
F = F1 + F2
F1 = kc(Q − 0.544P)B/D N (kgf, lbf)
F2 = kpDLH N (kgf, lbf)
where
k = 250 (250, 560)
Q = total cargo weight, in kN (tf, Ltf), with full cargo loads in the two
adjacent holds considered
P = 2LHBdγ, in kN (tf, Ltf)
γ = 10.05 (1.025, 0.0286), in kN/m3 (tf/m3, Ltf/ft3)
c = 0.312 − 0.0688LH /B if LH /B ≥ 0.9
= 0.3625 − 0.125 LH /B if LH /B < 0.9
LH = 0.5(LH1 + LH2)
LH1, LH2 = length of the adjacent holds, in m (ft)
B = breadth of the vessel, as defined in 3-1-1/5, in m (ft)
D = depth of the vessel, as defined in 3-1-1/7.3, in m (ft)
d = design draft of the vessel, as defined in 3-1-1/9, in m (ft)
p = 1.02C1, in kN/m2 (tf/m2, Ltf/ft2)
Part 5
C1 is as defined in 3-2-1/3.5.
fc = permissible compressive stress, in N/cm2 (kgf/cm2, lbf/in2)

= 0.7Sm fy
The following items may be included in the calculation of the sectional area A:
Deck plating and continuous beams
Upper stool or box structure on top of bulkhead corrugation
Hatch-end beams below the deck
The total net section modulus of the cross deck structure at any section with respect to the
vertical axis (z axis shown in 5-3-4/Figure 10) is not to be less than obtained from the
following equation.
SM = M/fb cm3 (in3)
M = Fb1 N-cm (kgf-cm, lbf-in.)
where
F = shear force, in N (kgf, lbf), as defined in 5-3-4/15.5
b1 = transverse distance, in cm (in.), from centerline of the vessel to the
section of the cross deck structure under consideration, as indicated in
5-3-4/Figure 10, b1 is not to be more than 0.5bo, where bo = width of
hatch opening
= 0.70Sm fy
The items included in the calculation of the section modulus are as specified in 5-3-4/15.9.1.
Part 5
FIGURE 10
Cross Deck Structure
Transverse Bulkhead
A
b0/2
b1
Plan View
Z - Axis
Section A-A
17 Deck Girders and Main Supporting Members (1996) 5-3-4/17
17.1 General 5-3-4/17.1
The main supporting members such as the transverse webs and girders are to be arranged and
designed as indicated in 5-3-4/13.1.
17.3 Hatch Side Girders 5-3-4/17.3

The depth of the hatch-side girder below the deck is not to be less than obtained from the following
equation:
dw = c1c2 ! o/25 m (ft)
where
!o = length of the hatch opening in, m (ft)
c1 = 0.85 if n = 2
= 0.75 if n ≥ 3
n = number of transverse webs in the upper wing tank between two ends of the hatch
opening
c2 = 1 for upper wing tank without longitudinal bulkhead
= 0.9 for upper wing tank with longitudinal bulkhead
Part 5
17.5 Hatch-End Beams 5-3-4/17.5

The least net section modulus of the hatch-end beam including hatch coaming in association
with effective deck plating is not to be less than obtained from the following equation:
SM = M/fb cm3 (in3)
M is M 1 or M 2 , whichever is greater, as obtained from the following equations:
M 1 = M1 + 0.75M2
M 2 = M2 + 0.80M1
M1 = C1(0.25q ! 0b 02 + 0.375p ! 1b 02 ) 105 / k1 N-cm (kgf-cm, lbf-in.)
M2 = 0.08b 02 (Mc + 0.5Fch) / [sw(n + 1)] N-cm (kgf-cm, lbf-in.)

if transverse bulkhead, connected with hatch-end beam under consideration has upper stool.
M2 = 0.5Mc1b 02 / [sw(n + 1)] N-cm (kgf-cm, lbf-in.)

if transverse bulkhead, connected with hatch-end beam under consideration, does not have
upper stool.
where
k1 = 12 (12, 66.64)
C1 = 1/(1 + β 3)
Mc, Mc1 = bending moment M, in N-cm (kgf-cm, lbf-in.), as defined in 5-3-4/25.5,
at the upper end of corrugation span for transverse bulkhead with upper
stool (Mc) and without upper stool (Mc1), loaded with dry cargo, ballast
or liquid cargo
Fc = shear force, in N (kgf, lbf), at the upper end of corrugation span for
transverse bulkhead with upper stool, loaded with dry cargo, ballast or
liquid cargo
= k2s ! (0.125p ! + 0.375pu)104
k2 = 1 (1, 0.0144)
β = 0.45 [(I / i) (b0 / w)3 (n + 1 )]1/4
I = net moment of inertia, in m4 (ft4), of cross deck girder or supporting

bracket closet to ship’s centerline at the midspan of ! 1, (with effective
deck plating)
i = net moment of inertia, in m4 (ft4), of hatch-end beam including hatch
coaming at ship’s centerline, (with effective deck plating)
b0 = width, in m (ft), of the hatch opening
!0 = length, in m (ft), of the hatch opening
!1 = distance in m (ft) between the hatch-end beam and the adjacent transverse
bulkhead or upper stool. ! 1 is not to be less than 0.5w to obtain M1.
Part 5
w = width of the cross deck structure, in m (ft), as shown in 5-3-4/Figure 10

s = spacing of corrugation, in m (ft), as shown in 5-3-4/Figure 11
h = height of the upper stool at vessel’s centerline, in cm (in.)
n = number of deck girders or supporting brackets between lines of hatch
openings
q = hatch cover load, in kN/m2 (tf/m2, Ltf/ft2), at the center of hatch opening,
mimimum 20.6 kN/ m2 (2.1 tf/m2, 0.192 Ltf/ft2); design hatch cover load,
green water (see 5-3-3/5.5.4 ) or internal pressure for ballast or liquid
cargo tanks as specified in 5-3-3/Table 3, whichever is greater
p = deck load, in kN/m2 (tf/m2, Ltf/ft2), at the midspan of ! 1, minimum 20.6
kN/m2 (2.1 tf/m2, 0.192 Ltf/ft2); design deck load, green water (see
5-3-3/5.5.4, or internal pressure for ballast or liquid cargo tanks as
specified in 5-3-3/Table 3 whichever is greater
p ! , pu, ! are as defined in 5-3-4/25.3.
fb = permissible bending stress in N/cm2 (kgf/cm2, lbf/in.2)

= 0.95Smfy
17.5.2 Depth 5-3-4/17.5.2

The depth of the hatch-end beam below the deck is not to be less than obtained from the
following equation:
dw = c1bo/20 m (ft)
where
c1 = 1.2 − 0.05n, not to be less than 0.75 and need not be greater than 1.0
n = number of the deck girders or supporting brackets inside the lines of
hatch openings
bo = width of the hatch opening, in m (ft). For calculation of the dw, bo is not
to be taken less than 0.46B
17.7 Deck Girders Inside the Lines of Hatch Openings 5-3-4/17.7

17.7.1 Section Modulus (1997) 5-3-4/17.7.1
The least net section modulus of deck girder or supporting bracket clear of end brackets in
association with effective deck plating is not to be less than obtained from the following
equation:
SM = M/fb cm3 (in3)
M is not to be less than M1 , M 2 and M 3 as obtained from the following equations:
M1 = M1 + 0.75M2
M2 = M2 + 0.80M1
Part 5
M3 = M3 + 0.70M1
M1 = 0.7k1φ1 (0.25qγ1b0 ! 0 ! 1 + pγ2b0 ! 12 ) 105/( n + 1) N-cm (kgf-cm, lbf-in.)

M2 = 0.5c1φ2b0(Mc + 0.5Fch) / [s (n + 1)] N-cm (kgf-cm, lbf-in.)
if transverse bulkhead, connected with deck girder or supporting bracket under consideration,
has upper stool.
= 0.5φ2Mc1b0 / [s(n + 1)] N-cm (kgf-cm, lbf-in.)
if transverse bulkhead, connected with deck girder or supporting bracket under consideration,
does not have upper stool.
M3 = 0.15k1kv cQ1φ2B3I105/(w2AD2 ) N-cm (kgf-cm, lbf-in.)
where
k1 = 1.0 (1.0, 0.269)
C1 = 0.3α 1.5, not to be less than 0.05 and need not be greater than 0.25
γ1 = 1.03β − 0.356, not to be less than 0.05 and need not be greater than 1.0
γ2 = 0.39β − 0.0085, not to be less than 0.13 and need not be greater than 0.5
Fc, Mc and Mc1 are as defined in 5-3-4/17.5.1 above.
Q1 = Q − 0.68P/kv
α = (b0/w)(1000I/A 2d )
φ1 = 1.125 − 1.25he/ ! 1
φ2 = 1 − he/ ! 1
he = length of the bracket of the deck girder, in m (ft), as shown in
5-3-4/Figure 12
A = total net sectional area of cross deck structure at vessel’s centerline in, m2
(ft2), as defined in 5-3-4/15.9.1
q, p, b0, ! 0, ! 1, w, n, h, s and β are as defined in 5-3-4/17.5.1 above.
c, Q, P, B, and D are as defined in 5-3-4/15.9.1.
kv is as defined in 5-3-3/5.7.1(c) for the transverse bulkhead, connected with the deck girder
or supporting bracket under consideration.
fb = permissible bending stress in N/cm2 (kgf/cm2, lbf/in2)
= 0.95Smfy
17.7.2 Depth 5-3-4/17.7.2

The depth of the deck girder inside the lines of hatch openings is not to be less than dw1 and
dw2 as defined below.
dw1 = bo /25 m (ft)
Part 5
dw2 = ! o /25 m (ft)

bo and ! o are as defined in 5-3-4/17.5.1 above.
17.9 Minimum Thickness for Web Portion of Main Supporting Members 5-3-4/17.9
The net thickness of the web of the deck girder, supporting bracket or hatch-end beam is not to be less
than 9.5 mm (0.374 in.)
FIGURE 11
Definition of Parameters for Corrugated Bulkhead
c
d tw
φ (NET)
s
tf (NET)
Part 5
FIGURE 12
Effectiveness of Brackets
Span Span
d/2
d/4
ha ha
d
d Length of Length of
Bracket
(he)
Bracket
Where face plate area on the member is not carried along the face
Where face plate area on the member is carried along of the bracket,and where the face plate area on the bracket is at
the face of the bracket least one-half the face plate area on the member.
Brackets are not to be considered effective beyond the point wherethe arm
on the girder or web is 1.5 times the arm on the bulkhead or base.
Length of
Bracket (he)
1.5a
!1
Length of the "effective" bracket for supporting crossdeck bracket
Part 5
19 Hatch Coamings and Hatch Covers (1996) 5-3-4/19
19.1 Hatch Coamings (1996) 5-3-4/19.1

Steel coamings, where fitted, are to satisfy the following requirements.
The thickness of coamings, specified in 3-2-15/5.9 is not to be less than the value of t3 given in
5-3-4/15.1 with s taken as the spacing of the coaming stiffeners.
The stiffeners are to comply with the requirements of 5-3-4/15.3, where ! is the distance between
brackets and p is not to be less than 1.59 N/cm2 (0.1625 kgf/cm2, 2.31 lbf/in2).
Consideration is to be given to providing an additional degree of strength for deep coamings located
forward of 0.20L from the FP, which may be subject to impact loading from boarding seas. See also
5-3-6/15.
19.3 Hatch Covers (1996) 5-3-4/19.3
The strength of hatch covers and their arrangements are generally to be determined in accordance with
the applicable parts of 3-2-15/7, and 3-2-15/9.
Where it is intended that the covers may carry containers, the requirements of 3-2-15/9.9 are also to
be satisfied.
Hatch covers, located forward of 0.25L from the FP, are to be in compliance with 5-3-6/15.
21 Longitudinal Bulkheads 5-3-4/21
21.1 Sloping Bulkhead Plating of Lower Wing Tanks (1999) 5-3-4/21.1

The net thickness of the lower wing tank sloping bulkhead plating in addition to complying with
5-3-4/5.5, is to be not less than t1, t2 and t3 for the amidship 0.4L, as obtained from the following
equations:
t1 = 0.73s(k1p/f1)1/2 mm (in.)
t2 = 0.73s(k2p/f2)1/2 mm (in.)

where
s = spacing of the longitudinal bulkhead longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.5
Where upper and lower wing tanks are connected by trunks or double sides, the nominal pressure, p,
in load case ‘‘b’’ of 5-3-3/Table 3 may be modified by the following equation:
p = pb − puo
Part 5
pb is nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower edge of each plate, as defined in load
case ‘‘b’’ of 5-3-3/Table 3 for sloping bulkhead plating of the lower wing tank.
lbf/in2)
= [1 − 0.4 (z/B) − 0.52α1(SMRB/SMB)(y/yn)]Sm fy ≤ 0.60 Sm fy, for dry cargo holds
= [1 − 0.4 (z/B) − 0.52α1(SMRB/SMB)(y/yn)]Sm fy, for ballast/liquid cargo holds or
tanks
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor of the bulkhead plating, as defined in 5-3-4/7.3.1
fy = minimum specified yield point of the bulkhead plating, in N/cm2 (kgf/cm2,
lbf/in2)
lower edge of the bulkhead strake under consideration
transverse section to the lower edge of the bulkhead strake under consideration.
yn = vertical distance, in m (ft), measured from the bottom to the neutral axis of the
section
f2 = permissible bending stress, in the vertical direction
= 0.85Sm fy , in N/cm2 (kgf/cm2, lbf/in2), for dry cargo holds
= Sm fy , in N/cm2 (kgf/cm2, lbf/in2) for ballast/liquid holds or tanks

c = 0.7N 2 − 0.2, not to be less than 0.33 but need not be greater than 0.45(Q/Qb) 1/2
N = Rb [(Q/Qb)(y/yn)]1/2
Q = material conversion factor in 5-3-4/5 for the bulkhead plating
The sloping bulkhead is to be longitudinally framed in the lower wing tank except the upper part of
the lower wing tank where the limited access makes longitudinal framing impractical. These parts of
the sloping bulkhead may be transversely framed with efficient brackets arranged in line with the side
frames provided the net thickness of sloping bulkhead plating here is not less than that of the adjacent
longitudinally framed bulkhead plating and is also not less than t4 obtained from the following
equation:
t4 = 0.73sk(k2p/f) 1/2 mm (in.)
Part 5
where
s = spacing of the transverse brackets, in mm (in.)
k = (3.075 α − 2.072)/(α + 0.272) (1≤ α ≤ 2)
= 1.0 (α > 2)
k2 = 0.5
p = nominal pressure, as defined above
= [1 − 0.4 (z/B) − 0.52α1(SMRB/SMB)(y/yn)]Sm fy ,
21.3 Sloping Bulkhead Plating of Upper Wing Tank (1999) 5-3-4/21.3
The net thickness of the upper wing tank sloping bulkhead plating in addition to complying with
5-3-4/5.5, is not to be less than t1, t2 and t3 as specified below:
t1 = 0.73s(k1p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)

where
k1 = 0.342
k2 = 0.50
p = pn − puo
5-3-3/Table 3 for sloping plating of the upper wing tank in dry cargo holds.
lbf/in2)
= 1.2[1 − 0.4(z/B) − 0.52α2(SMRD/SMD)(y/yn)] Sm fy, above the neutral axis
α2 = Sm2fy2/Sm fy
yn = vertical distance, in m (ft), measured from the deck to the neutral axis of the
section
Part 5
= 0.8Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
c = 0.7N 2 − 0.2
c for the top strake is not to be taken less than 0.4Q1/2 but need not be greater than 0.45. c for other
strake is not to be taken less than 0.33 but need not be greater than 0.45(Q/Qd)1/2.
N = Rd [(Q/Qd)(y/yn)]1/2
transverse section to the upper edge of the bulkhead strake
yn = vertical distance, in m (ft), measured from the deck to the neutral axis of the
section
Sm , fy , z, y and B are as defined in 5-3-4/21.1.
The sloping bulkhead is to be longitudinally framed in the upper wing tank except the lower part of
the upper wing tank where the limited access makes longitudinal framing impractical. These parts of
the sloping bulkhead may be transversely framed with efficient brackets arranged in line with the side
frames provided the net thickness of the sloping bulkhead plating in this area is not less than that of
the adjacent longitudinally framed bulkhead plating and is also not less than t4 obtained from the
following equation.
t4 = 0.73sk(k2 p/f )1/2 mm (in.)
where
s = spacing of transverse brackets, in mm (in.)
k = (3.075 α − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)
= 1.0 (α > 2)
k2 = 0.5
p = nominal pressure as defined above
f = permissible bending stress, in N/cm2 (kgf/cm2, lbf/ in2)
= 1.2[1 − 0.4(z/B) − 0.52α2(SMRD/SMD)(y/yn)]Sm fy
All other parameters are as defined above
The minimum vertical extent of the top strake from the upper deck for the midship 0.4L is to be
b = 5L + 800 mm for L ≤ 200 m
= 0.06L + 31.5 in. for L ≤ 656 ft
Part 5
b = 1800 mm for 200 < L ≤ 500 m

= 70.87 in for 656 < L ≤ 1640 ft
b = vertical extent of the top strake, in mm (in.)
21.5 Non-tight Bulkhead in Upper Wing Tank Where Adjacent to Cargo Hold (1999)
5-3-4/21.5
The net thickness of the non-tight longitudinal bulkhead plating, where fitted in the upper wing tank,
is not to be less than obtained from the following equation.
The net thickness, t, may be determined based on Sm and fy of the hull girder strength material
t = cs (Sm fy/E)1/2 mm (in.)
but not to be less than 13 mm (0.51 in.)
where
c = 0.7N 2 − 0.2, not to be less than 0.33 but need not be greater than 0.45(Q/Qd)1/2.
N is as defined in 5-3-4/21.3.
E is as defined in 5-3-4/7.3.1
21.7 Non-tight Bulkhead in Upper Wing Tank where Adjacent to Ballast or Liquid
Cargo Hold (1999) 5-3-4/21.7
The net thickness of the non-tight longitudinal bulkhead plating, where fitted in the upper wing tank,
is not to be less than t1 and t2 obtained from the following equation.
t1 = 0.1F/(hfs) mm (in.)
t2 = 0.37s(Sm fy /E)1/2 mm (in.)

but not to be less than 13 mm (0.51 in.)
F = kpLH bsu N (kgf, lbf)
where
k = 180 (180, 403.2)
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the intersection of longitudinal
bulkhead and sloping bulkhead as specified in 5-3-3/Table 3
LH = length of the ballast or liquid cargo hold, in m (ft)
bsu = width of the sloping bulkhead, as indicated in 5-3-4/Figure 9, in m (ft)
h = height of the longitudinal bulkhead, in m (ft)
fs = permissible shear stress, N/cm2 (kgf/cm2, lbf/in2)
Part 5
= 0.5Sm fy
Sm , fy , E are as defined in 5-3-4/7.3.1.
21.9 Inner Hull Longitudinal Bulkhead (1996) 5-3-4/21.9
21.9.1 General 5-3-4/21.9.1

The net thickness of the inner hull longitudinal bulkhead plating, where fitted between the
upper and lower wing tanks, in addition to complying with 5-3-4/5.7, is to be not less than t as
specified below:
21.9.2 Transversely Framed Plating (1999) 5-3-4/21.9.2
t = 0.73s(kp/f )1/2 mm (in.)
where
s = spacing of vertical stiffeners, in mm (in.)
k = 0.5
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower edge of each
plate, as specified in 5-3-3/Table 3
Where double hull space is connected to the upper wing tank, the nominal pressure, p, in load
case ‘‘b’’ may be modified by the following equation:
p = pb − puo
pb is nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower edge of each plate, as defined
in load case ‘‘b’’ of 5-3-3 /Table 3 for other bulkhead plating.

= 0.75Sm fy
21.9.3 Longitudinally Framed Plating (1999) 5-3-4/21.9.3

t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)
t3 = cs(Smfy/E)1/2 mm (in.)
where
s = spacing of inner hull bulkhead longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.5
p = nominal pressure as defined above
Part 5

(kgf/cm2, lbf/in2)
= [1 − 0.4(z/B) − 0.52α1(SMRB/SMB)(y/yn)] Sm fy ≤ 0.60Sm fy for dry cargo
hold, below neutral axis
= [1 − 0.4(z/B) − 0.52α1(SMRB/SMB)(y/yn)] Sm fy for ballast/liquid cargo
holds or tanks below neutral axis
= 0.60Sm fy for dry cargo hold, above neutral axis
= 1.2[1 − 0.4(z/B) − 0.52α2(SMRD/SMD)(y/yn)] Sm fy for ballast/liquid cargo
holds or tanks, above neutral axis
yn = vertical distance, in m (ft), measured from the deck (bottom) to the
neutral axis of the section, when the strake under consideration is above
(below) the neutral axis
= 0.85Sm fy , in N/cm2 (kgf/cm2, lbf/in2) for dry cargo holds
= Sm f y , in N/cm2 (kgf/cm2, lbf/in2) for ballast/ liquid holds or
tanks, below neutral axis.
= 0.80Sm fy, in N/cm2 (kgf/cm2, lbf/in2) for ballast/ liquid holds or
tanks, above the neutral axis
c = 0.7N 2 − 0.2, not to be taken less than 0.33 but need not be greater than
0.45(Q/Qd)1/2 for the strake above the neutral axis nor 0.45(Q/Qb)1/2 for
the strake below the neutral axis
N = Rd [(Q/Qd)(y/yn)]1/2 for strake above neutral axis
= Rb [(Q/Qb)(y/yn)]1/2 for strake below neutral axis
y = vertical distance, in m (ft), measured from the neutral axis of hull girder
transverse section to the upper edge (lower edge) of the bulkhead strake,
when the strake under consideration is above (below) the neutral axis for
N
= vertical distance, in m (ft), measured from the neutral axis of the hull
girder transverse section to the lower edge of the bulkhead strake under
consideration for f1
yn = vertical distance, in m (ft), measured from the deck (bottom) to the
neutral axis of the section, when the strake under consideration is above
SMRB, SMB, Rb and Qb are as defined in 5-3-4/7.3.1.
α1, Sm, fy, y and B are as defined in 5-3-4/21.1.
α2 is as defined in 5-3-4/21.3.
Part 5
21.11 Longitudinal and Vertical Stiffeners (1996) 5-3-4/21.11

The net section modulus of each individual longitudinal or vertical stiffener on longitudinal
bulkheads, in association with the effective plating to which they are attached, is not to be less than
M = 1000c1ps ! 2/k in N-cm (kgf-cm, lbf-in)

where
k = 12 (12, 83.33)
c1 = 1.0 for longitudinals and horizontal stiffeners
γ = specific weight of the liquid, ≥ 1.005 N/cm2-m (0.1025 kgf/cm2-m,
0.444 lbf/in2-ft)
s = spacing of longitudinals or vertical stiffeners, in mm (in.)
! = span of longitudinals or stiffeners between effective supports, in m (ft)
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the longitudinal or stiffener
considered as specified in 5-3-4/21.1, 5-3-4/21.3, 5-3-4/21.9, and 5-3-4/7.13. For
vertical stiffeners, pressure is to be taken at the middle of span of each stiffener
= 0.70Sm fy for vertical stiffeners of dry cargo holds
= 0.80Sm fy for vertical stiffeners of ballast/liquid cargo holds or tanks
= 1.4[1 − 0.4(z/B) − 0.52α1(SMRB/SMB)(y/yn)] Sm fy ≤ 0.70Sm fy, for longitudinal
bulkhead longitudinals of dry cargo holds, below neutral axis
= 1.4[1 − 0.4(z/B) − 0.52α1(SMRB/SMB)(y/yn)] Sm fy ≤ 0.90 Sm fy, for longitudinal
bulkhead longitudinals of ballast/ liquid cargo holds or tanks, below neutral axis
= 2.2[1 − 0.4(z/B) − 0.52α2(SMRD/SMD)(y/yn)]Sm fy ≤ 0.90Sm fy, for longitudinal
bulkhead longitudinals, above neutral axis
z = transverse distance, in m (ft), measured from the centerline of the hull girder
transverse section to the longitudinal under consideration at its connection to the
associated plate
α2, y, yn, SMRD and SMD are as defined in 5-3-4/9.3.
The net moment of inertia of longitudinals on the longitudinal bulkhead, with the associated effective
plating (bwL·tn), within the region of 0.1D from the deck at side is to be not less than io as specified in
5-3-4/9.3.
Part 5
23 Plane Transverse Bulkheads (1999) 5-3-4/23
23.1 Plating (1999) 5-3-4/23.1

The net thickness of transverse bulkhead plating is to be not less than t as specified below:
t = 0.73sk(k2p/f )1/2 in mm (in.)
where
s = spacing of transverse bulkhead stiffeners, in mm (in.)
k2 = 0.50
k = (3.075(α)1/2 − 2.077)/( α + 0.272), (1 ≤ α ≤ 2)
= 1.0, (α > 2)
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in.2), at the lower edge of each plate, as
In the upper wing tank and the lower wing tank which is connected to the upper wing tank by trunks
or double sides, the nominal pressure, p, in such ballast tanks may be modified by the following
equation:
p = pn − puh
In no case is p to be taken less than 2.06 N/cm2 (0.21kgf/cm2, 2.987 lbf/in2).

pn is nominal pressure in N/cm2 (kgf/cm2, lbf/in2) at the lower edge of each plate, as defined in
5-3-3/Table 3.
puh is as defined in 5-3-4/7.3.1.
f = permissible bending stress
= 0.85Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
23.3 Vertical/Horizontal Stiffeners 5-3-4/23.3
The net section modulus of each individual vertical/horizontal stiffener on transverse bulkheads, in
association with the effective plating to which they are attached, is to be not less than obtained from
M = 1000c1ps ! 2/k in N-cm(kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
c1 = 1.0 for horizontal stiffeners
γ = specific weight of the dry cargo or ballast as specified in Notes 4 and 5 in
5-3-3/Table 3
Part 5
s = spacing of vertical/horizontal stiffeners, in mm (in.)

! = span of stiffeners between effective supports, in m (ft)
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the stiffener considered, as
defined in 5-3-4/23.1.
For vertical stiffeners, pressure is to be taken at the middle of span of each
stiffener.
fb = permissible bending stresses, in N/cm2 (kgf/cm2, lbf/ in2)
= 0.70Sm fy for transverse bulkhead stiffeners
23.5 Horizontal Girder on Transverse Bulkhead 5-3-4/23.5

The net section modulus of the horizontal girder with effective plating is to be not less than
SM = M/ fb cm3 (in3)
M = 1000kc1ps !2b N-cm (kgf-cm, lbf-in.)

where
k = 10 (10, 26.9)
!b = span, in m (ft), of the horizontal girder, as shown in 5-3-4/Figure 13
s = sum of the half lengths, in m (ft), of the vertical stiffeners supported on
each side of the horizontal girder
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), calculated at the midspan of
the horizontal girder under consideration, as specified in 5-3-3/Table 3
= 0.70Sm fy
c1 may be obtained from the following equations:
For transverse bulkheads without vertical webs
c1 = 0.83
For transverse bulkheads with vertical webs
c1 = 0.83α2 for α < 0.5
= 0.531α2 + 0.0747 for 0.5 ≤ α ≤ 1.0

= 0.2243α + 0.3814 for α > 1.0
c1 is not to be taken less than 0.10 and need not be greater than 0.83.
α = ( ! v ! b)[(I/Iv)(sv/s)]1/4
!v = span, in m (ft), of the vertical web, as shown in 5-3-4/Figure 13
Part 5
sv = sum of the half distance, in m (ft), between the vertical web under
consideration and the main vertical supporting members on each side of
the vertical web
I, Iv = moments of inertia in, cm4 (in4), of the horizontal girder and the vertical
web clear of the end brackets
For determination of α, if more than one vertical web is fitted on the bulkhead, average values
of ! v, sv and Iv are to be used when these values are not the same for each web.
23.5.2 Sectional Area 5-3-4/23.5.2

The net sectional area of the web portion of the horizontal girder is to be not less than
A = F/fs cm2 (in2)
F = 1000ksc1 p(0.5 ! − he) N (kgf, lbf)
where
k = 1.0 (1.0, 2.24)
c1 = 1.0 for transverse bulkheads without vertical webs
= 0.85 α1/2 for transverse bulkheads with vertical webs but not less than
0.3 and need not be greater than 1.0
! = span of the horizontal girder, in m (ft), as shown in 5-3-4/Figure 13
he = length, in m (ft) of the end bracket, as shown in 5-3-4/Figure 13
p, s and α are as defined in 5-3-4/23.5.1.
= 0.45Sm fy
23.7 Vertical Web on Transverse Bulkhead 5-3-4/23.7

The net section modulus of the vertical web in association with the effective plating is to be
not less than obtained from the following equation.
SM = M/fb cm3 (in3)
M = 100 kpsv ! 2v N-cm (kgf-cm, lbf-in.)

where
k = 83 (83, 22.3)
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), at the midspan of the vertical
web, as specified in 5-3-3/Table 3
sv and ! v are as defined in 5-3-4/23.5.1 above.

= 0.70Sm fy
Part 5
23.7.2 Sectional Area 5-3-4/23.7.2

A = F/fs cm2 (in2)
F = 1000ksv p(0.5 ! − he) N (kgf, lbf)
where
k = 1.0 (1.0, 2.24)
! = span of vertical web, in m (ft), as shown in 5-3-4/Figure 13
he = length of the end bracket, in m (ft), as shown in 5-3-4/Figure 13
p and sv are as defined in 5-3-4/23.7.1.
= 0.45Sm fy
Part 5
FIGURE 13
Transverse Bulkheads - Definitions of Spans
!b
he
TRANSVERSE BHD
!l
a. Horizontal Girder
DECK
he
TRANSVERSE BHD
! !t
he
DECK
b. Vertical Web
Part 5
25 Corrugated Transverse Bulkheads(1995) 5-3-4/25
25.1 General (1 July 1998) 5-3-4/25.1
All vertically corrugated transverse bulkheads in cargo holds intended for either dry cargoes or ballast
or liquid cargoes are to be designed in compliance with the requirements specified in this subsection
and the strength assessment criteria with respect to yielding, buckling and ultimate strength, and
fatigue, as specified in Section 5-3-5.
The scantlings of all water-tight vertically corrugated bulkheads in dry cargo holds of single side skin
bulk carriers carrying bulk cargoes of density 1.0 mt/m3 (62.4 lbm/ft3) or above are to meet the
requirements for flooded condition in Appendix 5-3-A5b of this part.
In general, the approximation equations given below are applicable to vertical corrugations with
corrugation angles φ (5-3-4/Figure 11) within the range between 57 and 90 degrees. For corrugation
angles less than 57 degrees and corrugation in the horizontal direction, direct calculations may be
required.
25.3 Plating (1 July 1998) 5-3-4/25.3
The net thickness of the vertically corrugated plating is not to be less than t1, t2, t3 and t4 obtained
from the following equations for all anticipated service loading conditions.
t1 = 0.516k1a(p ! /f1)1/2 in mm (in.) for flange and web plating
t2 = 0.42ak2(fy/E)1/2 in mm (in.) for flange plating
t3 = k(a/k3)(f3)1/210-3 in mm (in.) for flange plating

t4 = 100F/(df4) in mm (in.) for web plating
where
k = 0.728(2.28, 0.605)
a = width of flange plating, in mm (in.) (5-3-4/Figure 11)
c = width of web plating, in mm (in.) (5-3-4/Figure 11)
d = depth of corrugation, in mm (in.) (5-3-4/Figure 11)
φ = corrugation angle, (5-3-4/Figure 11)
k1 = (1 − c/a + c2/a2)1/2
k2 = f2/(0.73fy)
k3 = 7.65 − 0.26(c/a)2
F = shear force, in N (kgf, lbf), imposed on the web plating at the lower end of
corrugation span
= k4s ! (0.375p ! + 0.125pu)
k4 = 10 (10, 12)
s = spacing of corrugation, in mm (in.)
= a + c cos φ, (5-3-4/Figure 11)
Part 5
! = span of corrugation, in m (ft), taken as the distance between the lower and upper
stools at centerline. If there is no lower stool, the span is to be taken as the
distance between inner bottom and upper stool at centerline. If there is no upper
stool, the span is to be taken as the distance between lower stool and upper deck
at centerline, (5-3-4/Figure 14)
p ! , pu = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower and upper ends of span
respectively as specified in 5-3-3/Table 3
= 0.90Sm fy
f2 = maximum vertical bending stress in the flange at the mid-depth of corrugation
f3 = maximum vertical bending stress in the flange at the lower end of corrugation
f4 = pemissible shear stress, in N/cm2 (kgf/cm2, lbf/in2)
= 0.40Sm fy
E, Sm and fy are as defined in 5-3-4/7.3.
The plate thickness, as determined above based on the maximum anticipated pressures, is to be
generally maintained throughout the entire corrugated bulkhead, except that the net thickness of
plating above 0.7 of span ! from the top of the lower stool may be reduced by 20%.
25.5 Stiffness of Corrugation 5-3-4/25.5

25.5.1 Depth/Length Ratio 5-3-4/25.5.1
The depth/length ratio (d/ ! ) of the corrugation is to not be less than 1/15 for cargo holds
intended for ballast or liquid cargoes and 1/17.5 for all other cargo holds where d and ! are as
defined in 5-3-4/25.3 above.
The net section modulus for any unit corrugation is to be not less than obtained from the
following equation for all anticipated service loading conditions.
SM = M/fb cm3 (in3)
M = 1000 Ci ps ! 2o /k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
!o = nominal length of the corrugation, in m (ft), measured from the mid-
depth of the lower stool, or the inner bottom if there is no lower stool, to
the mid-depth of the upper stool or the deck at centerline if there is no
upper stool
p = (pu + p ! )/2, N/cm2 (kgf/cm2, lbf/in2)

= 0.90Sm fy , for lower end of corrugation span !
Part 5
= ce fy ≤ 0.90Sm fy , for the mid ! /3 region of the corrugation
ce = 2.25/β − 1.25/β 2 for β ≥ 1.25

= 1.0 for β < 1.25
β = (fy/E)1/2 a/tf
tf = net thickness of corrugation flange
Ci = the bending moment coefficients as given below
Values of Ci (All Bulkheads with Lower Stool)
Location Lower End of Span ! Mid-depth Upper End of Span !

Ballast Tank or C1 Cm1 0.50Cm1
Liquid Cargo Holds
(with upper stool)
Dry Cargo Holds
(with upper stool) C2 Cm2 0.60Cm2
(without upper stool) C3 Cm3 0.10Cm3
Values of Ci (Dry Cargo Hold Bulkhead without

Lower Stool for Vessels Shorter than 190 m in Length)

Dry Cargo Holds
C1 = a1 + b1(kAd/Ld)1/2 ≥ 0.6,
where a1 = 0.89 − 0.152/Rb,
b1 = -0.37 + 0.102/Rb
Cm1 = am1 + bm1(kAd /Ld)1/2,

where am1 = 0.47 + 0.08/Rb,
bm1 = -0.05 − 0.067/Rb
C2 = a2 + b2(kAd /Ld)1/2,
where a2 = 1.08 − 0.028/Rb,
b2 = -0.37 + 0.026/Rb
Cm2 = am2 + bm2(kAd /Ld)1/2,

where am2 = 0.52 + 0.014/Rb,
bm2 = -0.07 − 0.014/Rb
C3 = 1.03 − 0.035/Rb
Cm3 = 0.51 + 0.014/Rb
Part 5
C4 = a4 + b4(kAd /Ld)1/2,
where a4 = l.9 − 0.209Ra − 0.504/Ra,
b4 = 0.06 − 0.079Ra − 0.173/Ra
Cm4 = am4 + bm4(kAd /Ld)1/2,

where am4 = -0.1 + 0.208Ra + 0.484/Ra,
bm4 = -0.48 + 0.069Ra + 0.173/Ra
Rb = kHs(Bc + Bs)(1 + Lh /Lb + 0.5Hb /Lh)/(2Lb)
Ra = k(1 + LH /Lb + 0.5Hb /Lh)
Ad = cross section area, in m2 (ft2), enclosed by the outside lines of upper stool
Bc = width of the bottom stool, in m (ft), at the top (5-3-4/Figure 14)
Bs = width of the bottom stool, in m (ft), at the inner bottom level
(5-3-4/Figure 14)
Hb = double bottom height, in m (ft)
Hs = height of the bottom stool, in m (ft), from the inner bottom to the top
(5-3-4/Figure 14)
Lb = transverse distance, in m (ft), between hopper tanks at the inner bottom
level (5-3-4/Figure 14)
Ld = transverse distance, in m (ft), between upper wing tanks at the deck level
(5-3-4/Figure 14)
Lh = longitudinal distance, in m (ft), between bottom stools in the loaded holds
at the inner bottom level (5-3-4/Figure 14)
k = 1 (1, 3.281)
a, ! , s, pu and p ! are as defined in 5-3-4/25.3 above.
Sm and fy are as defined in 5-3-4/7.
The developed net section modulus SM may be obtained from the following equation, where
a, c, d, tf (net) and tw (net), all in cm (in.), are as indicated in 5-3-4/Figure 11.
SM = d(3atf + ctw)/6 cm3 (in3)
25.7 Strengthening for Flooded Conditions 5-3-4/25.7
To prevent a catastrophic casualty, in case that one cargo hold is flooded, the plate thickness and
section modulus of corrugation are to be properly strengthened for all the dry cargo hold bulkheads as
specified below.
25.7.1 Flooded Condition 5-3-4/25.7.1
Unless a direct calculation is carried out to determine the most probable pressures imposed on
the corrugated bulkhead for a simulated flooded condition, an equivalent pressure distribution
corresponding to 70% of the pressure obtained for a full ballast hold as specified in
5-3-3/Table 3 is to be used for this purpose.
Part 5
25.7.2 Plate Thickness (1 July 1998) 5-3-4/25.7.2

The net thickness of the flange panels and web panels below 0.7 of span ! from the top of the
lower stool is not to be less than t2 and t4, respectively, as specified in 5-3-4/25.3 above with
the flooded pressure defined in 5-3-4/25.7.1 above and bending moment coefficient defined in
5-3-4/25.7.3(b) below. In determination of t4, the permissible shear stress of 0.50Sm fy is to be
used.
25.7.3 Section Modulus and Ultimate Bending Moment (1 July 1998) 5-3-4/25.7.3
The net section modulus of the corrugation obtained from 5-3-4/25.5 above is to be increased
as specified below.
25.7.3(a) The net section modulus for any unit corrugation below 0.7 of span ! from the top
of the lower stool is not to be less than SM required in 5-3-4/25.5 for the mid-depth region
with the flooded pressure defined in 5-3-4/25.7.1 above and bending moment coefficients
given in the table in 5-3-4/25.7.3(b) below. The permissible bending stress is as defined as
follows:
fb = ce fy ≤ 0.95Sm fy
ce, fy and Sm are as defined in 5-3-4/25.5 above.
25.7.3(b) The calculated maximum bending moment, M, at the lower end and mid-depth of
corrugation is not to be greater than 90% of the ultimate bending moment, Mu, defined as
follows:
Mu = 0.25d(2atf + ctw)10-3 Sm fy N-cm (kgf-cm, lbf-in.)
For the calculation of M for 5-3-4/25.7.3(a) and 5-3-4/24.7.3(b) above, the following bending
moment coefficients, Ci may be used.
Dry Cargo Hold Bulkhead with Lower Stool

Dry Cargo Holds
(without upper stool) C5 Cm5 0.20Cm5
Dry Cargo Hold Bulkhead without Lower Stool

for Vessels Shorter than 190m in Length

Dry Cargo Holds C6 Cm6 0.50Cm6
(with upper stool)
where
C5 = 1.01 − 0.166/Rb
Cm5 = 0.52 + 0.085/Rb
C6 = a6 + b6(kAd /Ld)1/2,
where a6 = 1.81 − 0.118Ra − 0.266/Ra,
Part 5
b6 = -0.55 - 0.105Ra − 0.224/Ra
Cm6 = am6 + bm6(kAd /Ld)1/2,

where am6 = 0.66 + 0.041Ra + 0.085/Ra,
bm6 = -0.62 + 0.031Ra + 0.079/Ra
25.9 Bulkhead Lower Stool (1 July 1998) 5-3-4/25.9

The height of the lower stool is to be not less than 3 times the minimum depth of corrugation. The net
thickness and material grade of the stool top plate is not to be less than that required for the bulkhead
plating. The net thickness and material grade of the upper part of vertical or sloping side stool plate,
within the region of one corrugation flange width from the stool top, is not to be not less than those
required for the flange at the lower end of corrugation. The net thickness of the side stool plating and
the net section modulus of the side stool stiffeners are to be not less than those required for plane
transverse bulkhead and stiffeners, in 5-3-4/23.1 and 5-3-4/23.3 with the pressure specified in
5-3-4/25.7.1 nor, where applicable, those required by 5-3-A5b/13. The ends of the side stool vertical
stiffeners are to be attached to brackets at the upper and lower ends of the stool.
The width of the top plate is to be not less than the depth of corrugation plus 3 plate thicknesses of the
corrugation. The stool bottom is to be installed in line with double bottom floors, fitted with proper
brackets and diaphragms to effectively support the panels of the corrugated bulkhead and is to have
width not to be not less than 2.5 times that of top plate. Scallops in the brackets and diaphragms in
way of the top and bottom connections to the top plate and the double bottom floors or girders are to
be avoided.
For vessels less than 190 meters in length, the lower stool may be omitted in dry cargo holds. In that
case the strength of corrugated bulkhead is to comply with the requirements in 5-3-4/25.5 for the
bulkhead without lower stool. When no lower stool is fitted, the corrugation flanges are to be in line
with the supporting floors and cut-outs in the floors for inner bottom longitudinals are to be closed by
collar plates. The thickness and material properties of these floors are to be at least equal to those
provided for the corrugation flanges.
25.11 Bulkhead Upper Stool 5-3-4/25.11

The upper stool, where fitted, is to have a height measured at the inboard side of the upper wing tank
generally not less than 2 times the minimum depth of corrugation, and is to be properly supported by
girders or deep brackets between the adjacent hatch-end beams.
The width of the stool bottom plate is generally to be the same as that of the lower stool top plate. The
net thickness of the stool bottom plate is generally to be not less than that required for the upper part
of the bulkhead plating, and the net thickness of the lower part of the stool side plate is to be not less
than 80% of that required for the stool bottom plate. The net thickness of the stool side plating and the
net section modulus of the stool side stiffeners are to be not less than those required for plane
transverse bulkhead and stiffeners, in 5-3-4/23.1 and 5-3-4/23.3, with the pressure specified in
5-3-4/25.7.1 nor, where applicable, those required by 5-3-A5b/13. The ends of the stool side stiffeners
are to be attached to brackets at the upper and lower ends of the stool. Brackets or diaphragms are to
be fitted to effectively support the web panels of corrugated bulkhead. Scallops in the brackets and
diaphragms in way of the connection to the stool bottom plate are to be avoided.
Part 5
25.13 Bulkhead Stool Alignment 5-3-4/25.13

Stool side plating is to align with the corrugation flanges.
Stool side plating is not to be knuckled anywhere between the inner bottom plating and the stool top.
When no upper stool is fitted, care is to be exercised to provide proper backing structure for the
corrugation flanges at the deck level. This may generally be accomplished by fitting two heavy
transverse beams in line with the corrugation flanges.
Stool side vertical stiffeners and their brackets in lower stool are to align with both the inner bottom
longitudinals and the web panels of corrugation. When the web panels of corrugation are not aligned
with the brackets or diaphragms within the lower stool, the stool top plate is to be constructed of
material class III, as specified in 3-1-2/Table 1.
25.15 Bulkhead End Connection (1 July 1998) 5-3-4/25.15
The structural arrangements and welding at the ends of corrugations are to be designed to develop the
required strength of the corrugated bulkhead. Shedder plates (slanting plates) are to be fitted at the
lower end connection of corrugation to the lower stool. It is recommended that the upper end of
corrugation be connected to the upper stool or the upper deck with brackets or gussets arranged in line
with corrugation flanges. For floor plates directly below the stool side plating or directly below the
corrugation flange if no stool is provided. Cut-outs for the inner bottom longitudinals are to be closed
by collar plates.
Welded connections are to comply with Section 3-2-19 except as modified in the following
paragraphs.
At the lower end, corrugation flanges and stool side plating are to be connected to the stool top plate
by full penetration welding. The plating of the lower stool and supporting floors is to be connected to
the inner bottom plating by full or partial penetration welding (see 3-2-19/15). If no lower stool is
fitted, corrugations are to be connected to the inner bottom plating by full penetration welding.
At the upper stool, the welds connecting the bulkhead and stool within 10% of the depth of the
corrugation from the outer surface of the corrugation are to have double continuous welds with fillet
size not less than 0.7 times the thickness of the bulkhead plating or equivalent penetration welds (see
5-3-4/Figure 15).
Shedder plates are to be welded to the corrugations and stool top plates by one sided penetration
welds or equivalent. Gusset plates are to be welded to the stool top plate with full penetration welds
and to the corrugations by one sided penetration welds or equivalent.
Part 5
FIGURE 14
Definition of Parameters for Corrugated Bulkhead
Ld
Lb
L
C
Ad
!o !
Bc
Hs
Hb Bs Lh
Part 5
FIGURE 15
Corrugated Bulkhead End Connections
Bottom of Upper Stool
0.7t ( t = ACTUAL)
d
0.1d
t (ACTUAL)
PART
5
CONTENTS
1 General................................................................................. 457
1.1 General................................................................................. 457
3 Yielding Criteria................................................................... 458
3.1 General................................................................................. 458
3.5 Plating................................................................................... 459
5 Buckling and Ultimate Strength Criteria ............................ 460
5.1 General................................................................................. 460
5.3 Plate Panels ......................................................................... 460
5.9 Deck Girders and Webs ....................................................... 464
5.11 Corrugated Bulkheads.......................................................... 465
5.13 Hull-girder Ultimate Strength ................................................ 466
7 Fatigue Life .......................................................................... 469
7.1 General................................................................................. 469
7.3 Procedures ........................................................................... 469
9.7 Local Structural Models........................................................ 471
9.9 Load Cases .......................................................................... 471
TABLE 1 Combined Load Cases to be Investigated for Each
Structural Member*4 .................................................472
PART
5
SECTION 5 Total Strength Assessment 5 - 3 - 5
1.1 General (1996) 5-3-5/1.1

In assessing the adequacy of the structural configuration and the initially selected scantlings, the
the failure criteria specified in 5-3-5/3 below. In this regard, the structural response is to be calculated
by performing a structural analysis as specified in 5-3-5/9 or by other equivalent and effective means.
Due consideration is to be given to structural details as specified in 5-3-4/1.5.

considered together with impact loads specified in 5-3-3/11. Vibratory hull-girder and other loads as
specified in 5-3-3/13 are also to be considered as necessary.

1.5.1 General 5-3-5/1.5.1
The total stress in stiffened plate panels are divided into the following three categories.
1.5.1(a) Primary
Primary stresses are those resulting from hull-girder bending. The primary bending stresses
bending moments and the effective net hull-girder section modulus at the section considered.
These primary stresses, designated by fL1 (fL1V, fL1H for vertical and horizontal bending,
respectively) may be regarded as uniformly distributed across the thickness of plate elements,
at the same level measuring from the relevant neutral axis of the hull girder.
1.5.1(b) Secondary
longitudinal and transverse bulkheads due to local loads in an individual cargo or ballast hold.
Part 5
The secondary bending stresses, designated by fL2 or fT2, are to be determined by performing a
3D FEM analysis as outlined in this section.
For stiffened hull structures there is another secondary stress due to the bending of
longitudinals or stiffeners with the associated plating between deep supporting members or
* *
floors. The latter secondary stresses are designated by f L2 or f T2, and may be approximated
by simple beam theory.
The secondary stresses, fL2, fT2, f L*2 or f *

T2, may be regarded as uniformly distributed in the
flange plating and face plates.
1.5.1(c) Tertiary
Tertiary stresses are those resulting from the local bendings of plate panels between stiffeners.
The tertiary stresses, designated by fL3 or fT3, can be calculated from classic plate theory.
3 Yielding Criteria 5-3-5/3
3.1 General 5-3-5/3.1

The calculated stresses in the hull structure are to be within the limits given below for all the
combined load cases specified in 5-3-3/9.3.
3.3 Structural Members and Elements 5-3-5/3.3
combined effects of all the calculated stress components are to satisfy the following limits:
fi ≤ Sm fy
where
= ( f L2 + fT2 − fL fT + 3 f LT
2 1/2
) N/cm2 (kgf/cm2, lbf/in2)
fL = calculated total in-plane stress in the longitudinal direction including primary and
secondary stresses
= fL1 + fL2 + f L*2 , N/cm2 (kgf/cm2, lbf/in2)
fL1 = direct stress due to the primary (hull girder) bending, N/cm2 (kgf/cm2, lbf/in2)
fL2 = direct stress due to the secondary bending between bulkheads in the longitudinal
direction, N/cm2 (kgf/cm2, lbf/in2)
f L*2 = direct stress due to local bending of longitudinal between transverses in the
longitudinal direction, N/cm2 (kgf/cm2, lbf/in2)
fT = calculated total direct stress in the transverse/vertical direction, including
secondary stresses
= fT1 + fT2 + fT*2 N/cm2 (kgf/cm2, lbf/in2)
fLT = calculated total in-plane shear stress, N/cm2 (kgf/cm2, lbf/in2)
Part 5
fT1 = direct stress due to sea and cargo loads in the transverse/vertical direction, N/cm2
(kgf/cm2, lbf/in2)
fT2 = direct stress due to the secondary bending between bulkheads in the
transverse/vertical direction, N/cm2 (kgf/cm2, lbf/in2)
fT*2 = direct stress due to local bending of stiffeners in the transverse/vertical direction,
fy = specified minimum yield point, N/cm2 (kgf/cm2, lbf/in2)
For this purpose, f L*2 and fT*2 in the flanges of longitudinal and stiffener, at the ends of span may be
f L*2 ( fT*2 ) = 0.071sp ! 2/SML (SMT) N/cm2 (kgf/cm2, lbf/in2)

where
3.5 Plating 5-3-5/3.5

components are to satisfy the limits specified in 5-3-5/3.3 with fL and fT modified as follows:
fL = fL1 + fL2 + f L*2 + fL3 N/cm2 (kgf/cm2, lbf/in2)
fT = fT1 + fT2 + fT*2 + fT3 N/cm2 (kgf/cm2, lbf/in2)

where
fL3, fT3 = plate bending stresses between stiffeners in the longitudinal and transverse
directions, respectively, and may be approximated as follows.
fL3 = kL p(s/tn)2 N/cm2 (kgf/cm2, lbf/in2)
fT3 = kT p(s/tn)2 N/cm2 (kgf/cm2, lbf/in2)

kL = 0.182 or 0.266 for stiffeners in the longitudinal or transverse direction,
respectively
kT = 0.266 or 0.182 for stiffeners in the longitudinal or transverse direction,
respectively
p = lateral pressures for the combined load case considered (see 5-3-3/9), in N/cm2
(kgf/cm2, lbf/ in2)
s = pacing of longitudinals or stiffeners, in mm (in.)
fL1, fL2, f L*2 , fT1, fT2 and fT*2 are as defined in 5-3-5/3.3.
Part 5
5 Buckling and Ultimate Strength Criteria (1996) 5-3-5/5
5.1 General 5-3-5/5.1

5.1.1 Approach 5-3-5/5.1.1
The strength criteria given here correspond to either serviceability (buckling) state limits or
ultimate state limits for structural members and panels, according to the intended functions
and buckling resistance capability of the structure. For plate panels between stiffeners,
buckling in the elastic range is acceptable provided that the ultimate strength of the structure
satisfies the specified design limits. The critical buckling stresses and ultimate strength of
structures may be determined based on either well-documented experimental data or a
calibrated analytical approach. When a detailed analysis is not available, the equations given
in Appendix 5-3-A2 may be used to assess the buckling strength.
For vertically corrugated transverse bulkheads the buckling and ultimate strength is to be in
compliance with the criteria given in 5-3-5/5.11 below. In this case the buckling of the flange
and web panels is not acceptable for the load cases specified in 5-3-3/9.
The strength criteria, in 5-3-5/5.3 through 5-3-5/5.13 are based on the following assumptions
and limitations with respect to buckling control in design.
the plate panels they support.
5.1.2(b) All longitudinals with the associated effective plating are to have moments of inertia
not less than io given in 5-3-A2/11.1.
5.1.2(c) The main supporting members, including transverses, girders and floors, with the
effective associated plating are to have the moments of inertia not less than Is given in
5-3-A2/11.5.
In addition, tripping (e.g. torsional instability) is to be prevented as specified in 5-3-A2/9.5.
that local instability is prevented. (See 5-3-A2/11.7)
prevented. (See 5-3-A2/11.9).
For structures which do not satisfy these assumptions, a detailed analysis of the buckling
strength using an acceptable method is to be submitted for review.
equation.
(fLb/R ! fcL)2 + (fTb/Rt fcT)2 + (fLT/fcLT)2 ≤ 1.0
where
fLb = fL1 + fL2 = calculated total compressive stress in the longitudinal direction
for the plate, in N/cm2 (kgf/cm2, lbf/in2), induced by bending of the hull-
girder and large stiffened panels between bulkheads
Part 5
fTb = fT1 + fT2 = calculated total compressive stress in the transverse/vertical

direction, in N/cm2 (kgf/cm2, lbf/in2)
longitudinal, transverse/vertical directions and edge shear, respectively, in N/cm2 (kgf/cm2,
lbf/in2), and may be determined from the equations given in 5-3-A2/3.
R ! , Rt = reduction factors accounting for lateral load effects, and may be
approximated by,
R! = 1.0, Rt = 1.0 − 0.45 (q − 0.5), q ≥ 0.5 for plating longitudinally stiffened
Rt = 1.0, R ! = 1.0 − 0.45 (q − 0.5), q ≥ 0.5 for plating transversely stiffened
q = lateral load parameter = pn(s/tn)4/π2E

pn = lateral pressure for the combined load case considered (see 5-3-3/9), in
s = longitudinal spacing, in mm (in.)
E = Young’s modulus, in N/cm2 (kgf/cm2, lbf/ in.2), for steel 2.06 × 107
(2.10 × 106, 30 ×106) R ! , Rt are not to be taken less than 0.50
fL, fT and fLT are to be determined for the panel in question under the load cases specified in
5-3-3/9, including the primary and secondary stresses as defined in 5-3-5/3.1.
When buckling state limit specified in 5-3-5/5.3.1 above is not satisfied, the effective width
bwL or bwT of the plating given below is to be used instead of the full width between
longitudinals, s, for determining the effective hull-girder section modulus SMe, specified in
5-3-5/5.13 and also for verifying the ultimate strength as specified in 5-3-5/5.3.3 below.
When the buckling state limit in 5-3-5/5.3.1 is satisfied, the full width between longitudinals,
s, may be used as the effective width bwL for verifying the ultimate strength of longitudinals
and stiffeners specified in 5-3-5/5.5 and for determining the effective hull-girder section
modulus SMe specified in 5-3-5/5.13 below.
5.3.2(a) For long plate (compression on the short edges)
bwL/s = C
C = 2.25/β − 1.25/β 2 for ≥ 1.25
= 1.0 for < 1.25
β = (fy /E)1/2 s/tn
s, tn and E are as defined in 5-3-5/5.3.1 above.

lbf/in2)
Part 5
5.3.2(b) For wide plate (compression on the long edges)

bwt/ ! = Cs/ ! + 0.115(1 − s/ ! )(1 + 1/ β 2)2 ≤ 1.0
where
! = spacing of transverses/girders, in cm (in.)
s = longitudinal spacing, in cm (in.)
C, β are as defined in 5-3-5/5.3.2(a) above
equations:
(fLb/R ! fuL)2 + (fLT/fuLT)2 ≤ Sm
(fTb/Rt fuT)2 + (fLT/fuLT)2 ≤ Sm
(fLb/R ! fuL)2 + (fTb/Rt fuT)2 − η(fLb/R ! fuL)(fTb/Rt fuT) + (fLT/fuLT) ≤ Sm

where
fLb, fTb, fLT, R ! and Rt are as defined in 5-3-5/5.3.1 above.
η = 1.5 − β /2 ≥ 0
β is as defined in 5-3-5/5.3.2 above.
respectively, and may be obtained from the following equations, except that they need not be
taken less than the corresponding critical buckling stresses specified in 5-3-5/5.3.1 above.
fuL = fy bwL/s ≥ fcL, fuT = fy bwT / ! ≥ fcT for plating longitudinally stiffened
fuT = fy bwT/ ! ≥ fcL, fuT = fy bwL/s ≥ fcT for plating transversely stiffened
fuLT = fcLT + 0.5(fy − 3 fcLT)/(1 + α + α2)1/2 ≥ fcLT

where
α = ! /s
fy, bwL, bwT, s, ! , fcL, fcT and fcLT are as defined in 5-3-5/5.3.1 and 5-3-5/5.3.2 above.
For assessing the ultimate strength of plate panels between stiffeners, special attention is to be
paid to the longitudinal bulkhead plating in the regions of high hull girder shear forces and the
bottom and inner bottom plating in the mid region of cargo holds subject to bi-axial
compression.

The buckling state limits for longitudinals and stiffeners are considered as the ultimate state
limits for these members and are to be determined as follows:
fa/(fua Ae/A) + mfb/fy ≤ Sm
Part 5
where
= P/A, N/cm2 (kgf/cm2, lbf/in2)

P = total compressive load, N (kgf, lbf)
fua = critical buckling stress, fca, as given in 5-3-A2/5.1 or fct as given in
5-3-A2/5.3, whichever is lesser, N/cm2 (kgf/cm2, lbf/in2)
A = total net sectional area, cm2 (in2)
= As + stn
As = net sectional area of the longitudinal, excluding the associated plating,
cm2 (in2)
Ae = effective net sectional area, cm2 (in2)
= As + bwLtn
bwL = effective width, as specified in 5-3-5/5.3.2(a) above
E = Young’s modulus, 2.06 × 107 N/cm2 (2.1 × 106 kgf/cm2, 30 × 106 lbf/in2)
for steel
fb = bending stress, N/cm2 (kgf/cm2, lbf/in2)
= M/SMe
M = maximum bending moment induced by lateral loads
= cm ps ! 2/12 N-cm (kgf-cm, lbf-in.)
p = lateral pressure for the region considered, N/cm2 (kgf/cm2, lbf/in2)
SMe = effective section modulus of the longitudinal at flange, accounting for the
effective breadth, be, cm3 (in3)
be = effective breadth, as specified in 5-3-4/Figure 4, line b
= 1/[1 − fa /π2E(r/ ! )2] ≥ 1.0
5.5.2 Torsional-Flexural Buckling 5-3-5/5.5.2

Part 5
where
fa = nominal calculated compressive stress, as defined in 5-3-5/5.5.1 above
equations given in 5-3-A2/5.3

For a vessel under the assumptions made in 5-3-5/5.1.2 above with respect to the buckling
control concepts, the large stiffened panels of the double bottom and wing tank structures
between transverse bulkheads should automatically satisfy the design limits, provided that
each individual plate panel and longitudinally and uniaxially stiffened panel satisfy the
specified ultimate state limits. Assessments of the buckling state limits are to be performed
for large stiffened panels of the deck structure, side shell and plane transverse bulkheads. In
this regard, the buckling strength is to satisfy the following condition for uniaxially or
orthogonally stiffened panels.
(fL1/fcL)2 + (fT1/fcT)2≤ Sm
where
fL1, fT1 = the calculated average compressive stresses in the longitudinal and
transverse/vertical directions respectively, in N/cm2 (kgf/cm2, lbf/in2)
accordance with 5-3-A2/7, in N/cm2 (kgf/cm2, lbf/in.2)
5.7.2 Uniaxially Stiffened Panels between Transverses and Girders

The bucking strength of uniaxially stiffened panels between deep transverses and girders is
also to be examined in accordance with the specifications given in 5-3-5/5.7.1, by replacing
fL1 and fT1 with fLb and fTb, respectively. fLb and fTb are as defined in 5-3-5/5.3.1.
5.9 Deck Girders and Webs 5-3-5/5.9

compliance with the requirements 5-3-A2/11.3. Web stiffeners which are oriented parallel to
and near the face plate thus subject to axial compression are also to satisfy the limits specified
in 5-3-5/5.5 considering the combined effect of the compressive and bending stresses in the
web. In this case, the unsupported span of these parallel stiffeners may be taken between
tripping brackets, as applicable.
the limits specified below.
5.9.1(a) For web plate
(fLb /fcL)2 + (fb/fcb)2 + (fLT /fcLT)2 ≤ Sm
where
fLb = calculated uniform compressive stress along the length of the girder, in
Part 5
fb = calculated ideal bending stresses, in N/cm2 (kgf/cm2, lbf/in2)

fLb, fb and fLT are to be calculated for the panel in question under the combined load cases
fcL, fcb and fcLT are critical buckling stresses with respect to uniform compression, ideal
bending and shear, respectively, and may be determined in accordance with Appendix
5-3-A2. Sm is as defined in 5-3-4/7.3.1.
In the determination of fcL and fcLT the effects of openings are to be considered.
5-3-A2/11.
The buckling strength is to satisfy the limits specified above for web plate.
5.9.2 Tripping
5.11 Corrugated Bulkheads 5-3-5/5.11

5.11.1 Local Plate Panels 5-3-5/5.11.1
5.11.1(a) Buckling Criteria
The buckling strength of the flange and web plate panels are to satisfy the conditions
specified below:
(fLb/R ! fcL)2 + (fTb/Rt fcT)2 + (fLT /fcLT)2 ≤ Sm for flange panels
(fLb/R ! fcL)2 + (fb/fcb)2 + (fLT/fcLT)2 ≤ Sm for web panels

All the parameter definitions and calculations are as specified in 5-3-5/5.3.1 and
5-3-5/5.9.1(a) above, except that fLb is the average compressive stress at the upper and lower
ends of the corrugation and an average value of fLT and fb calculated along the entire length of
the panel is to be used in the above equation. When a direct calculation is not available, the
fLT in the flange panels may be taken as one half of that in the web panels and fTb for the
flange panels may be approximated by
fTb = p(c + a cos φ)/(2t sin φ)
where
p = nominal pressure specified in Section 5-3-3 for the corrugated bulkhead,
a = width of flange panel, in cm (in.)
c = width of web panel, in cm (in.)
φ = corrugation angle, in degrees
Part 5
5.11.1(b) Ultimate Strength

The ultimate strength of flange panels in the middle third region of the depth is to satisfy the
following criteria for all service load cases and the specified flooded conditions. In this case a
part of the flange panel with a length of three times the panel width, a, covering the worst
bending moments in the mid-depth region is to be considered.
(fLb/fuL)2 + (fTb/fuT)2 ≤ Sm
where
fLb = the calculated average compressive bending stress in the region within 3a
in length, N/cm2 (kgf/cm2, lbf/in2)
fTb = horizontal compressive stresses, as specified in 5-3-5/5.11.1(a) above
fuL and fuT may be calculated in accordance with 5-3-5/5.3.3.
5.11.2 Unit Corrugation 5-3-5/5.11.2

Any unit corrugation of the bulkhead may be treated as a beam column and is to satisfy the
buckling criteria (same as the ultimate strength) specified in 5-3-5/5.5.1. The ultimate bending
stress is to be determined in accordance with 5-3-A2/5.5.
5.11.3 Entire Corrugation 5-3-5/5.11.3
The buckling strength of the entire corrugation is to satisfy the equation given in 5-3-5/5.7.1
with respect to bi-axial compressions by replacing the subscripts ‘‘L’’ and ‘‘T’’ with ‘‘V’’
and ‘‘H’’ for the vertical and horizontal directions respectively.
5.13 Hull-girder Ultimate Strength 5-3-5/5.13
In addition to the strength requirements specified in 5-3-4/3.1 the ultimate strength of the hull-girder
is to be assessed for the combined load cases given in 5-3-3/9.3 and the specifications given in
5-3-5/5.13.1 and 5-3-5/5.13.2 below.
5.13.1 Maximum Longitudinal Bending Stresses 5-3-5/5.13.1
The maximum longitudinal bending stresses in the deck and bottom plating are not to be
greater than that given in 5-3-5/5.13.1(a) below.
5.13.1(a) fL ≤ Sm fy
where
fL = total direct stress in the longitudinal direction, N/cm2 (kgf/cm2, lbf/in2)
= fb1 + fb2
fb1 = effective longitudinal bending stress, N/cm2 (kgf/cm2, lbf/in2)

= Mt/SMe
Mt = Ms + kukcMw , ku = 1.15, kc = 1.0, N-cm (kgf-cm, lbf-in.)
For vessels having significant bowflare, ku is to be increased based on 5-3-3/11.3.3.
SMe = the effective section modulus, as obtained from 5-3-5/5.13.1(b) below,
cm3 (in3)
fy = minimum specified yield point of the material, N/cm2 (kgf/cm2, lbf/in2)
Part 5
fb2 = secondary bending stress of large stiffened panel between longitudinal

bulkheads and transverse bulkheads, N/cm2 (kgf/cm2, lbf/in2)
5.13.1(b) Calculation of SMe
For assessing the hull girder ultimate strength the effective section modulus is to be
calculated, accounting for the buckling of the plate panels and shear lag effects as applicable.
i) Effective Width
The effective widths of the side, bottom shell, inner bottom plating and longitudinal bulkhead
plating are to be used instead of the full width between longitudinals. The effective width, bwL
is given in 5-3-5/5.3.2(a) above.
ii) Shear Lag
For vessels with alternate hold loading patterns, the effective breadths (Be) of the deck, and
inner and outer bottom plating, are to be determined based on the cL/bi ratio as defined below.
cL/bi = 12 10 9 8 7 6 5 4
2Be/B = 0.98 0.96 0.95 0.93 0.91 0.88 0.84 0.78
where
cL is the length between two points of zero bending moment, away from the midship, may be
taken as 60% of the ship length.
bi is the width of the top tank, (bd) or the half width of the double bottom (bb), as shown in
5-3-5/Figure 1.
For cL/bi > 12, no shear lag effects need to be considered.
The effective sectional areas of deck, inner bottom and bottom longitudinals are to be reduced
by the same ratio, 2Be/B, for calculating SMe.
5.13.2 Buckling and Ultimate Strength of Large Stiffened Panels 5-3-5/5.13.2

Under the combined effects of the normal stresses, fL and fT the buckling and ultimate strength
of the stiffened panel is to satisfy the requirements specified in 5-3-5/5.7.
5.13.3 Hull Girder Shearing Strength 5-3-5/5.13.3
The hull girder shearing stress in the side shell and longitudinal bulkhead is not to be greater
than that given below.
fs ≤ Sm fuLT
where
fs = hull girder shearing stress, N/cm2 (kgf/cm2, lbf/in2), and may be
calculated for Ft from the equations in 5-3-4/5.3, 5-3-4/5.5 and 5-3-4/5.7
using net thickness of side shell and longitudinal bulkhead
Ft = Fs + kckuFw , ku = 1.15, kc = 1.0, N-cm (kgf-cm, lbf-in.).
For vessels having flare parameter Ar exceeding 21m (68.9 ft), ku is to be increased as
required by 5-3-3/11.3.3.
Sm = strength reduction factor as defined in 5-3-4/7.3.1
fuLT = ultimate shearing strength of panel as defined in 5-3-5/5.3.3
Ar is as defined in 5-3-3/11.3.
Part 5
FIGURE 1
bd
bb
L
C
A.P. cL F.P.
Part 5
7 Fatigue Life (1996) 5-3-5/7
7.1 General 5-3-5/7.1
The fatigue strength of welded joints and details in highly stressed areas are to be analyzed, especially
bracket toes and also to abrupt changes of structural sections. A simplified assessment of the fatigue
strength of structural details may be accepted when carried out in accordance with the
Appendix 5-3-A1.
7.1.1 Workmanship 5-3-5/7.1.1
construction.
7.1.2 Fatigue Data 5-3-5/7.1.2
In the selection of S-N curves and the associated stress concentration factors, attention is to be
paid to the background of all design data and its validity for the details being considered. In
this regard, recognized design data, such as those by AWS (American Welding Society), API
(American Petroleum Institute), and DEn (Department of Energy), should be considered.
Sample fatigue data and their applications are shown in the Appendix 5-3-A1 ‘‘Guide for
Fatigue Strength Assessment of Bulk Carriers.’’
If other fatigue data are to be used, the background and supporting data are to be submitted
for review.
proposed S-N curve. Considerations are also to be given to the additional stress
concentrations.
combinations specified in 5-3-A1/7.5 are to be considered.
7.3.1 Step 1—Classification of Various Critical Locations 5-3-5/7.3.1
7.3.2 Step 2—Permissible Stress Range Approach 5-3-5/7.3.2
Step 1 may be checked against the permissible stress ranges, as shown in Appendix 5-3-A1.
Part 5
7.3.3 Step 3—Refined Analysis 5-3-5/7.3.3

Structural details for which the total applied stress ranges obtained from Step 2 are greater
the classified details and the associated S-N curves, refined analyses are to be performed as
The fatigue life of the structure is generally not to be less than 20 years unless otherwise
specified.
Alternatively a spectral analysis may be performed as outlined in 5-3-5/7.5 below to directly

anticipated for the design service life of the vessel with respect to the hull girder local loads.
Instead of the design wave loads specified in Section 5-3-3, a wave scatter diagram (such as
Walden’s Data) is to be employed to simulate a representative distribution of all the wave
within the anticipated shipping routes. The representative environment (the wave scatter
diagram) is not to be taken less severe than the North Atlantic Ocean in terms of the fatigue
damage.
The wave load RAO’s with respect to the wave induced bending moments, shear forces,
group. For this purpose, the 3D structural model and 2D models specified in Subsection 9
may be used for determining structural responses. The additional secondary and tertiary
stresses are also to be considered.
Based on the stress spectrum and the wave scatter diagram established above, the cumulative
fatigue damage and the corresponding fatigue life can be estimated by Palmgren-Miner linear
damage rule.
Part 5

Maximum stresses in the structure are to be determined by performing structural analyses as outlined
below. Guidelines on structural idealization, load application, and structural analysis are given in ABS
‘‘Guidance for Finite Element Analysis of Bulk Carrier Structures.’’

model, representing usually three cargo holds within 0.4L amidships, is required.
For hull structures beyond 0.4L amidships, the same 3D model may be used with modifications to the
structural properties and the applied loads, provided the structural configurations are considered as
representative of the location under consideration.
When bottom slamming and bowflare slamming are to be considered as specified in 5-3-3/11.1 and
5-3-3/11.3 a separate 3D F.E. model is recommended to represent the forebody structures for the
analysis.

or more structural members, two dimensional fine mesh finite element models are required.
9.7 Local Structural Models (1996) 5-3-5/9.7

To examine stress concentration such as at intersections of the transverse bulkheads with sloping
longitudinal bulkheads, a 3D fine mesh model is to be used.
9.9 Load Cases (1996) 5-3-5/9.9

When performing structural analysis, the ten combined load cases specified in 5-3-3/9.1 are to be
considered. 5-3-5/Table 1 indicates the load cases to be investigated in assessing the adequacy of
structures in each designated hold. In general, the structural responses for the still water conditions are
to be calculated separately to establish reference points for assessing the wave induced responses.
Additional load cases may be required for special loading patterns and unusual design functions, such
as impact loads as specified in 5-3-3/11. Additional load cases may also be required for hull structures
beyond the region of 0.4L amidships.
Part 5
TABLE 1
Combined Load Cases to be Investigated
for Each Structural Member*4
Holds Designed for Alternate Hold Loading*1

Structural Members/Components Loaded Holds Empty Holds Holds Designed for Ballast
Loading*1,*3
Bottom, Inner Bottom, Side, Deck, LC 1, 3, 5, 7 & 10 LC 2, 4, 6, 7, 8 & 10 LC 9 & 10
Wing Tank Structures (Plate,
Stiffeners, Frames*2, Floors,
Webs*2, Stringers*2, and Girders
Transverse Bulkhead (including LC 1, 2, 3, 4, 5, 6, 7 & 8 LC 1, 2, 3, 4, 5, 6, 7 & 8 LC 9 & 10

stools) in Holds and Tanks
Notes:
*1 In general, the strength assessment is to be focused on the results obtained from structures in the mid cargo hold of
a three hold length model.
*2 Notwithstanding the above, hold frames, web frames and stringers of side structures in loaded holds under
alternate loading condition are also to be assessed for load case 6 using the end holds of a three hold length model.
Similarly, transverse webs in lower and upper wing tanks in all holds are also to be assessed for load case 9 using
the end holds.
*3 A ballast hold is also to be assessed as a hold designed for alternate hold loading, either loaded or empty
depending upon its designation.
*4 A vessel designed for homogeneous loading only may be subject to special consideration.
PART
5

Amidships
CONTENTS
1.1 General................................................................................. 475
1.3 Structures within Cargo Spaces ........................................... 475
3 Bottom Shell Plating and Stiffeners in Forebody.............. 476
3.1 Bottom Shell Plating ............................................................. 476
3.3 Bottom Longitudinals/Stiffeners ........................................... 477
3.5 Bottom Girders and Floors ................................................... 477
5 Side Shell Plating and Stiffeners in Forebody................... 480
5.1 General................................................................................. 480
5.3 Plating Forward of Forepeak Bulkhead................................ 480
5.5 Plating between Forepeak Bulkhead and 0.125L from FP .. 481
5.7 Plating between 0.3L and 0.125L from FP........................... 481
5.9 Plating in Upper and Lower Wing Tanks.............................. 481
5.11 Side Frames and Longitudinals Forward of 0.3L from FP ... 482
5.13 Hold Frames ......................................................................... 483
5.15 Hold Frames in the Foremost Cargo Hold ........................... 484
7 Side Transverses and Stringers in Forebody.................... 486
7.1 Section Modulus ................................................................... 486
7.3 Sectional Area of Web.......................................................... 489
7.5 Depth of Transverse/Stringer ............................................... 491
7.7 Thickness ............................................................................. 492
9 Deck Structures in Forebody.............................................. 494
9.1 General................................................................................. 494
9.3 Deck Plating ......................................................................... 494
9.5 Deck Longitudinals/Beams................................................... 494
9.7 Cross Deck Beams............................................................... 495
9.9 Hatch End Beams ................................................................ 495
9.11 Deck Girders Inside the Lines of Hatch Opening ................. 495
9.13 Deck Transverse in Upper Wing Tank ................................. 495
11 Transition Zone ....................................................................496
11.1 General................................................................................. 496
13 Forebody Strengthening for Slamming ..............................497
13.1 General................................................................................. 497
13.3 Bottom Slamming ................................................................. 497
15 Steel Hatch Covers in Forebody .........................................500
15.1 General................................................................................. 500
15.3 Net Thickness and Nominal Design Corrosion Value .......... 500
15.5 Hatch Cover Loads............................................................... 500
15.7 Internal Pressure Due To Ballast or Cargo Oil..................... 501
15.9 Structural Analysis................................................................ 501
15.11 Allowable Stress Check........................................................ 501
15.13 Effective Width of Compression Panel ................................. 502
15.15 Hatch Cover Plating.............................................................. 503
15.17 Hatch Coamings ................................................................... 503
15.19 Local Details ......................................................................... 503
FIGURE 1 Double Bottom Structure in Forebody Region.......479

FIGURE 2 Transverse Distribution of pd ..................................484
FIGURE 4 Definition of Spans...................................................493
FIGURE 5 Transition Zone ........................................................496
PART
5

Amidships 5 - 3 - 6
1.1 General 5-3-6/1.1

beyond 0.4L amidships, including the forebody, aft end and machinery spaces, are to be in compliance
with this Chapter and other relevant sections of the Rules.
Forebody Structures - In addition to the requirements specified in other relevant sections of the Rules,
the scantlings of structures forward of 0.4L amidships are also to satisfy the requirements in 5-3-6/3,
5-3-6/5, 5-3-6/7, 5-3-6/9 and 5-3-6/11 below.
The nominal design corrosion values in the forepeak tank may be taken as 1.5 mm in determining
design scantlings.
1.3 Structures within Cargo Spaces 5-3-6/1.3

The scantlings of longitudinal structural members and elements in way of cargo spaces beyond the
0.4L amidships may be gradually reduced toward 0.125L from the ends, provided that the hull girder
section modulus is in compliance with 5-3-4/3.1.1 and that the strength of the structure satisfies the
requirements specified in 5-3-6/1.1 and the material yielding, buckling and ultimate strength criteria
specified in 5-3-5/3 and 5-3-5/5.
In addition, consideration is to be given to the effects of bottom and bowflare slamming as specified
in 5-3-3/11.1 and 5-3-3/11.3 with respect to the strength of both the hull girder and local structures as
outlined in 5-3-6/13.1.
The scantlings of main supporting members (transverse webs in lower and upper wing tanks) in way
of cargo spaces beyond 0.4L amidships are to be checked for compliance with the specifications given
in 5-3-4/13. In this case the nominal pressure is to be calculated with the hold or tank at the location
under consideration.
Part 5
3 Bottom Shell Plating and Stiffeners in Forebody 5-3-6/3
3.1 Bottom Shell Plating 5-3-6/3.1

The net thickness of the bottom shell plating forward of 0.3L from the FP is not to be less than t1 and
t2 obtained from the following equations:
t1 = 0.73s(k1p/f1) 1/2 in mm (in.)
t2 = 0.73s(k2p/f2) 1/2 in mm (in.)

where
s = spacing of longitudinal, in mm (in.)
k1 = 0.342
k2 = 0.50
p = nominal pressure | pi − pe |, in N/cm2 (kgf/cm2, lbf/in2), as specified in
5-3-3/Table 3, with the following modifications.
i) Ati is to be calculated at the forward end of the tank. Between 0.3L and
0.25L aft of the FP the internal pressure need not be greater than that
obtained amidships.
ii) Ae is to be calculated at the center of the panel in accordance with
5-3-3/5.5.3, using L.C.1 and wave trough located amidships.
iii) Be is to be calculated at the center of the panel in accordance with
5-3-3/5.5. (ps +ku pd, full draft, heading angle = 0, ku = 1.1)
iv) (1999) Where upper and lower wing tanks are connected by trunks or
double sides, the internal pressure, pi, in the lower wing tank may be
calculated by the following equation:
v) pi = pia − puh
vi) pia is internal pressure in the lower wing tank, in N/cm2 (kgf/cm2,
lbf/in2), as defined in 5-3-3/Table 3 for bottom plating.
vii) puh is as defined in 5-3-4/7.3.1.
f1/f2 = permissible bending stress in the longitudinal/transverse direction, in N/cm2
(kgf/cm2, lbf/in2)
f1 = 0.45Sm fy , within 0.2L from FP
f2 = 0.8Sm fy
Bottom shell plating may be transversely framed in limited areas such as pipe tunnels provided that
the net thickness of the bottom shell plating is not less than t3 obtained from the following equation:
t3 = 0.73sk(k2 p/f1)1/2 mm (in.)
Part 5
where
s = spacing of bottom transverse frame, in mm (in.)
k2 = 0.5
k = (3.075(α)1/2 − 2.077)/( α + 0.273), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
3.3 Bottom Longitudinals/Stiffeners 5-3-6/3.3

The section modulus of the longitudinal/stiffener including the associated effective plating on the
bottom plating forward of 0.3L from the FP is not to be less than that obtained from the following
equation.
SM = M/fb cm3 (in3)
M = 1000ps ! 2/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
p = nominal pressure | pi − pe |, in N/cm2 (kgf/cm2, lbf/ in2), as specified in
5-3-3/Table 3 with the following modifications.
i) Ati is to be calculated at the forward end of the tank. Between 0.3L and
0.25L aft of the FP the internal pressure need not be greater than that
obtained amidships.
ii) Ae is to be calculated at the middle of the unsupported span in accordance
with 5-3-3/5.5.3 using L.C.1 and wave trough located amidships.
iii) Be is to be calculated at the middle of the unsupported span in accordance
with 5-3-3/5.5 (ps + kuPd, full draft, heading angle = 0, ku = 1.1)
iv) (1999) Where upper and lower wing tanks are connected by trunks or
double sides, the internal pressure, pi, in the lower wing tank may be
calculated as defined in 5-3-6/3.1iv).
! = the unsupported span of the longitudinal or stiffener, in m (ft)
fb = 0.65Sm fy, in N/cm2 (kgf/cm2, lbf/in.2)
The effective breadth of plating, be, is as defined in 5-3-4/7.5. The permissible stress, fb, between 0.3L
and 0.2L from FP is to be obtained by linear interpolation between midship region (5-3-4/7.5) and the
permissible stress at 0.2L from FP, as specified above.
3.5 Bottom Girders and Floors 5-3-6/3.5

The net thickness of bottom girders and floors may be determined by the equations given in 5-3-4/7.7,
5-3-4/7.9, and 5-3-4/7.11, with the following modifications.
bs = bsa − (bsa − bsf ) x/ ! s
Part 5
where
x = longitudinal distance from the aft end of double bottom length ( ! s) to the
location under consideration, in m (ft)
bsa = breadth at the aft end of the double bottom structure under consideration, in m
(ft), as shown in 5-3-6/Figure 1
bsf = breadth at the forward end of the double bottom structure, in m (ft), as shown in
5-3-6/Figure 1
β1 = 1 − (1.2z1/bsa) ≥ 0.6 for loaded holds under alternate loading conditions
= 1.25 − (2z1/bsa) ≥ 0.6 for all holds or tanks under all other loading conditions and
for slamming loads
β3 = 1 − 0.4z2/bsa for loaded holds under alternate loading conditions
= 1 for all holds or tanks under all other loading conditions and for slamming loads
γ1 = (Ccg − x)/( ! s − Ccg − sf /2) ≤ 1.0 for x ≤ Ccg for centerline girder
= (x − Ccg)/( ! s − Ccg − sf /2) ≤ 1.0 for x > Ccg for centerline girder
= (Csg − x)/( ! sg − Csg − sf /2) ≤ 1.0 for x ≤ Csg for side girder
= (x − Csg)/( ! sg − Csg − sf /2) ≤ 1.0 for x > Csg for side girder
γ2 = 1 − (Cf − x)(1.245λ + 0.044)/2Cf ≥ 0.4 for x ≤ Cf for floor
= 1 − (x − Cf)(1.245λ + 0.044)/2Cf ≥ 0.4 for x > Cf for floor
Ccg = [ ! s(2bsf + bsa)]/[3(bsa + bsf)]
Csg = Ccg for z1 ≤ bsf /2
= [ ! s (bsa − 2z1)(4z1 + bsa)]/[3(bsa − bsf) (bsa + 2z1)] for z1 > bsf /2
Cf = (1.08 − 0.58(bsf /bsa)1/2) ! s

! sg = !s for z1 ≤ bsf /2
= [ ! s (bsa − 2z1)/(bsa − bsf)] for z1 > bsf /2
For calculation of shear force in the side girders, ! sg is to be used in lieu of ! s
P = nominal pressure |pi − pe|, in kN/m2 (tf/m2, Ltf/ ft2), as specified in 5-3-3/Table 3,
with modification that Abi, Ae and Be are to be calculated in accordance with
5-3-3/5.5 and 5-3-3/5.7 at the center of the double bottom under consideration.
Ae is to be calculated at the center of the double bottom with wave trough located
amidships. Be is to be calculated with wave crest at the center of the double
bottom under consideration. The pressure is not to be taken less than required by
5-3-4/7.7, 5-3-4/7.9 and 5-3-4/7.11 for the double bottom amidships.
The net thickness of floors and girders (including centerline girder) are also not to be less than the
following:
t = (0.026L + 4.5)R mm (in.)
Part 5
where
L is as defined in 3-1-1/3.
R is as defined in 5-3-4/7.7.
FIGURE 1
Double Bottom Structure in Forebody Region
bsf
P
!s
CL
bsa
Part 5
5 Side Shell Plating and Stiffeners in Forebody 5-3-6/5

5.1 General 5-3-6/5.1
The thickness as determined below is to be extended from the bilge to the freeboard deck provided
that there is no significant bowflare (see 5-3-3/11.3).
Otherwise the thickness of side shell plating above the LWL is to be determined based on 5-3-6/13.1
of this section
5.3 Plating Forward of Forepeak Bulkhead 5-3-6/5.3

The net thickness of the side shell plating forward of the forepeak bulkhead is to be not less than t1, t2
and t3 specified below.
t1 = 0.73s(k1 p/f1)1/2 in mm (in.)
t2 = 0.73s(k2 p/f2)1/2 in mm (in.)
t3 = 0.73sk(k3 pb /f3)1/2 in mm (in).,

for side shell and bow plating above LWL in the region from the forward end to the forepeak bulkhead
where
k3 = 0.50
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
f1 = 0.45Sm fy, in N/cm2 (kgf/cm2, lbf/in2), in the longitudinal direction for
longitudinally stiffened plating (1998)
f1 = 0.60Sm fy, in N/cm2 (kgf/cm2, lbf/in2), in the longitudinal direction for
transversely stiffened plating (1998)
f2 = 0.80Sm fy, in N/cm2 (kgf/cm2, lbf/in2), in the transverse (vertical) direction
f3 = 0.85Sm fy, in N/cm2 (kgf/cm2, lbf/in2)

5-3-3/Table 3 at the upper turn of bilge level amidships, with the following
modifications:
i) Ati is to be calculated at the forward or aft end of the tank, whichever is
greater
ii) Ae is to be calculated at the center of the panel in accordance with
5-3-3/5.5.3, using L.C.7 with kfo = 1.0 and xo located amidships
iii) Be is to be calculated at 0.05L from F.P. in accordance with 5-3-3/5.5
(ps + ku pd , full draft, heading angle = 0, ku = 1.1)
Part 5
iv) (1999) In the upper wing tank and lower wing tank which is connected to
the upper wing tank by trunks or double sides, the internal pressure, pi, in
the such tanks may be calculated by the following equation:
v) pi = pia − puo
vi) pia is internal pressure in the wing tanks, in N/cm2 (kgf/cm2, lbf/in2), as
defined in 5-3-3/Table 3 for side shell plating.
vii) puo is as defined in 5-3-4/9.1.
pb = the design bow pressure = ku pbij
ku = 1.1
pbij = nominal bow pressure, as specified in 5-3-3/5.5.4 at the center of the supported
panel under consideration, in N/cm2 (kgf/cm2, lbf/in2)
5.5 Plating between Forepeak Bulkhead and 0.125L from FP 5-3-6/5.5

Aft of the forepeak bulkhead and forward of 0.125L from FP, the side shell plating is to be not less
than as given in 5-3-6/5.3 with Be calculated at 0.125L.
5.7 Plating between 0.3L and 0.125L from FP (1998) 5-3-6/5.7
The net thickness of the side shell plating between 0.3L and 0.125L from FP is to be determined from
the equations in 5-3-6/5.3 and 5-3-6/5.5 above, with Be calculated at the longitudinal location under
consideration. Between 0.3L and 0.25L from FP the internal pressure need not be greater than that
obtained amidships. The permissible stress f1 between 0.3L and 0.2L from FP is to be obtained by
linear interpolation between midship region (5-3-4/9.1) and the permissible stress f1 as specified in
5-3-6/5.3.
5.9 Plating in Upper and Lower Wing Tanks 5-3-6/5.9

The side shell is to be longitudinally framed in the lower and upper wing tanks except the upper part
of the lower wing tank and the lower part of the upper wing tank where the limited access makes this
impractical. These portions of the side shell may be transversely framed with efficient brackets
arranged in line with the side frames, provided the net thickness of the side shell plating in this area is
not less than that of the adjacent longitudinally framed shell and is also not less than t4 obtained from
the following equation.
t4 = 0.73sk(k2 p/f) 1/2 mm (in.)
where
s = spacing of side transverse brackets in mm (in.)
k = (3.075(α)1/2 − 2.077)/( α + 0.272) (1 ≤ α ≤ 2)
= 1.0 (α > 2)
k2 = 0.5
p = nominal pressure |pi − pe| at the lower end of the panel, as specified in
5-3-3/Table 3 with the following modifications:
Part 5

greater. Between 0.3L and 0.25L aft of the FP the internal pressure need
not be greater than that obtained amidships
ii) Ae is to be calculated in accordance with 5-3-3/5.5.3 using L.C.7 with kfo
= 1.0 and xo located amidships
iii) Be is to be calculated in accordance with 5-3-3/5.5 (ps + ku pd , full draft,
heading angle = 0, ku = 1.1)
iv) (1999) In the upper wing tank and the lower wing tank which is
connected to the upper wing tank by trunks or double sides, the internal
pressure, pi, in the wing tanks may be calculated as defined in
5-3-6/5.3iv).
= 0.60Sm fy within 0.2L from FP
The permissible stress, f, between 0.3L and 0.2L from FP is to be obtained by linear interpolation
between midship region (5-3-4/9.1) and the permissible stress at 0.2L from FP, as specified above.
The net thickness of the side shell plating, where transversely framed between upper and lower wing
tanks, is not to be less than t4 as specified above with the nominal pressure calculated at the top of
lower wing tank. The thickness is also not to be less than that of the adjacent shell.
5.11 Side Frames and Longitudinals Forward of 0.3L from FP 5-3-6/5.11

The net section modulus of side longitudinals and frames in association with the effective plating to
which they are attached, is to be not less than that obtained from the following equation:
SM = M/fbi in cm3 (in3)
M = 1000ps ! 2/k in N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
p = nominal pressure |pi − pe|, in N/cm2 (kgf/cm2, lbf/in.2), as specified in
5-3-3/Table 3 with the following modifications:
greater. Between 0.3L and 0.25L aft of the FP the internal pressure need
not be greater than that obtained amidships.
ii) Ae is to be calculated at the center of the panel, in accordance with
5-3-3/5.5.3 using L.C.7 with kfo = 1.0 and xo located amidships.
iii) Be is to be calculated at the center of the panel, in accordance with
5-3-3/5.5 (ps + ku pd , full draft, heading angle = 0, ku = 1.1), with the
distribution of pd, as shown in 5-3-6/Figure 2, at the side longitudinal and
frame under consideration.
iv) (1999) In the upper wing tank and the lower wing tank which is
connected to the upper wing tank by trunks or double sides, the internal
pressure, pi, in the wing tanks may be calculated as defined in
5-3-6/5.3iv).
Part 5
Longitudinal distribution of pd may be taken as constant from the FP to forepeak bulkhead, as per
5-3-6/5.3 and from 0.125L to the forepeak bulkhead, as per 5-3-6/5.5. Pd is to be calculated in
accordance with 5-3-3/5.5 between 0.3L and 0.125L from FP, as per 5-3-6/5.7.
fbi = 0.80Sm fy, in N/cm2 (kgf/cm2, lbf/in2), for longitudinals between 0.125L and 0.2L
from FP
= 0.85Sm fy, in N/cm2 (kgf/cm2, lbf/in2), for longitudinals forward 0.125L from FP
= 0.85Sm fy, in N/cm2 (kgf/cm2, lbf/in2), for vertical frames (other than hold frames)
Between 0.3L and 0.2L from FP the permissible stress is to be obtained by linear interpolation
between midship region and 0.80Sm fy
For side longitudinal/stiffener in the region forward of 0.0125L from FP and above LWL, the section
modulus is not to be less than obtained from the above equation, based on p = pb, fb = 0.95Sm fy and
k = 16 (16, 111.1), where pb is as defined in 5-3-6/5.3 above.
5.13 Hold Frames 5-3-6/5.13

The net section modulus of the hold frames forward 0.3L measured from the FP, in association with
effective shell plating to which it is attached, is not to be less than obtained from the following
equation:
M = 1000c1ps ! 2/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
! = unsupported span of hold frames, in m (ft), (see 5-3-4/Figure 6) measured along
the chord of the member
p = nominal external pressure, in N/cm2 (kgf/cm2, lbf/ in2), at the middle of
unsupported span of each hold frame, calculated in accordance with 5-3-3/5.5.
= ps + ku pd , (Full draft, wave heading angle = 0, ku = 1.1)
fb = 0.80Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
c1 and s are as defined in 5-3-4/11.3.
section modulus of the hold frame is also not to be less than obtained from the above equation with p
as nominal internal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the middle of unsupported span of hold
frames calculated in accordance with 5-3-3/5.7 for the forward end of the particular hold
(5-3-3/Table 3 hold frame (ballast or liquid cargo holds)).
The net section modulus of the lower and upper brackets at the top of lower wing tank and the bottom
of upper wing tank is not to be less than obtained from 5-3-4/11.7.1 with h3 as the chord distance, in
m (ft), measured between the top of lower wing tank and the bottom of upper wing tank.
Part 5
The net thickness of the upper and lower brackets and the web part of the frames is not to be less than
as specified in 5-3-4/11.7.3, respectively.
5.15 Hold Frames in the Foremost Cargo Hold (1 July 1998) 5-3-6/5.15
In addition to the requirements of 5-3-6/5.13, hold frames in the foremost cargo hold are to meet the
i) The gross thickness of the web portion of the frames is to be increased by a factor of 1.15
over that required by 5-3-4/11.7.3 except that tn need not exceed 13.5 mm (0.53 in.)
ii) The gross thickness of lower brackets is to be at least the gross thickness of the web of frame
being supported or the gross thickness required by 5-3-6/5.15i) above increased by 2 mm
(0.08 in.), whichever is greater.
iii) The gross thickness of upper brackets is to be at least the gross thickness of the web of frame
being supported or the gross thickness required by 5-3-6/5.15i) above, whichever is greater.
iv) When hold frames are asymmetric sections, tripping brackets are to be fitted at approximately
mid-span and at every two frames, as shown in 5-3-6/Figure 3.
FIGURE 2
Transverse Distribution of pd
Pd0 = Pg (see 5-3-3/5.5.4)

Freeboard Deck
Pd1 LWL
Bilge Radius
Amidships
Pd2
L
C
Part 5
HOLD NO. 1
ASYMMETRIC
BHD
SIDE FRAME
FP
Part 5
7 Side Transverses and Stringers in Forebody 5-3-6/7
7.1 Section Modulus 5-3-6/7.1

The net section modulus of side transverse and stringer in association with the effective side shell
plating is not to be less than obtained from the following equation.
7.1.1 Longitudinally Framed Side Shell 5-3-6/7.1.1

For side stringer
M = 1000c1c2 ps ! t ! s /k in N-cm (kgf-cm, lbf-in)
For side transverse, M is not to be less than M1 or M2, whichever is greater.
M1 = 1000c3 ps ! 2t (1.0 − c4φ)/k in N-cm (kgf-cm, lbf-in.)
M2 = 850p1s ! 2t1 /k in N-cm (kgf-cm, lbf-in.)

where
k = 0.12 (0.12, 0.833)
c1 = 0125 + 0.875φ, but not less than 0.3
Coefficient c2

Top Stringer 0.70
Stringers Between Top and 0.0 0.90 0.75
Lowest Stringers
Lowest Stringer 0.80
Coefficient c3

Transverse above Top 0.55 0.55
Stringer
Stringer
Coefficient c4

Part 5
transverses using the same load cases as specified in 5-3-3/Table 3 for
side transverses in lower wing tank. Ati, Ae and Be may be taken at the
center of the side shell panel under consideration with the following
modifications:
i) Ae is to be calculated in accordance with 5-3-3/5.5.3, using L.C.7
with kfo = 1.0 and xo located amidships
stringers or between side stringer and platform, flat as shown in
5-3-6/Figure 4 ) of the side transverse under consideration, with the
following modifications:
shown in 5-3-6/Figure 2
s = sum of half distances, in m (ft), between side transverse under
consideration and adjacent side transverses or transverse bulkhead
For side stringers
s = 0.45 ! s
φ = 1/(1 + α)
α = 1.33(It /Is)( ! s ! t)3
It = moment of inertia, in cm4 (in4), (with effective side plating) of side
bracket
Is = moment of inertia, in cm4 (in4), (with effective side plating) of side
stringer at the middle of the span ! s, clear of the bracket
! t , ! s= spans, in m (ft), of the side transverse ( ! t) and side girder ( ! s) under
consideration as shown in 5-3-6/Figure 4
or stringer and platform (flat) as shown in 5-3-6/Figure 4b
When calculating α, if more than one side transverse or stringer is fitted and they are not
identical, average values of It and Is within side shell panel (panel between transverse
bulkheads and platforms, flats) are to be used.
Part 5
fb = permissible bending stress, in N/cm2 (kgf/cm2, lbf/in.2)

= 0.75Sm fy
7.1.2 Transversely Framed Side Shell 5-3-6/7.1.2
For side transverse
M = 1000c1ps ! t ! s /k in N-cm (kgf-cm, lbf-in)
M1 = 1000c2 ps ! 2s (1.0 − c3φ1)/k in N-cm (kgf-cm, lbf-in.)

M2 = 1100p1s ! s1/k in N-cm (kgf-cm, lbf-in.)
where
k = 12(0.12, 0.833)
If no side transverses are fitted between transverse bulkheads
c2 = 1.1
c3 = 0
If side transverses are fitted between transverse bulkheads
c2 = 0.8
c3 = 0.8
stringers using the same load cases as specified in 5-3-3/Table 3 for side
transverses in lower wing tank. Ati, Ae and Be may be taken at the center
of the side shell panel under consideration with the following
modifications
full draft, heading angle = 0, ku = 1), with the distribution of pd as
transverses or between side transverse and transverse bulkhead as shown
in 5-3-6/Figure 4a) of the side stringer under consideration, with the
following modifications.
Part 5

For side stringers
s = sum of half distances, in m (ft), between side stringer under consideration
and adjacent side stringers or platforms (flats)
s = 0.45 ! t
φ1 = α/(1 + α)
! s1 = span, in m (ft), of the side stringer under consideration between side
transverses or side transverse and transverse bulkhead, as shown in
5-3-6/Figure 4a
= 0.75Sm fy
! t, ! s and α are as defined in 5-3-6/7.1.1.
7.3 Sectional Area of Web 5-3-6/7.3

The net sectional area of the web portion of the side transverse and side stringer is not to be less than
A = F/fs
7.3.1 Longitudinally Framed Side Shell 5-3-6/7.3.1

For side stringer
F = 1000kc1p ! s N (kgf, lbf)
F1 = 850kc2p ! s(1.0 − c3φ − 2he / ! ) N (kgf, lbf)
F2 = 1700kc2p1s(0.5 ! 1 − he) N (kgf, lbf)
where
k = 0.5 (0.5, 1.12)
Coefficient c1

Stringers 0.0 0.52 0.40
Part 5
Coefficient c2

Transverses Above Top 0.9 0.9
Stringer
Stringer
Coefficient c3


stringers or side stringer and platform (flat), as shown in 5-3-6/Figure 4b
5-3-6/Figure 4b
= 0.45Sm fy
p, p1, φ and s are as defined in 5-3-6/7.1.1.
stringer (or above the platform is no stringer is fitted).
For side transverse
F1 = 1000kp ! s(1.0 − 0.6φ1 − 2he / ! ) in N (kgf, lbf)
F2 = 2000kp1s(0.5 ! 1 − he) in N (kgf, lbf)
Part 5
where
k = 0.5(0.5, 1.12)
transverse bulkheads, as shown in 5-3-6/Figure 4a
consideration, as shown in 5-3-6/Figure 4a
To obtain F1, he is equal to the length of the end bracket at the end of span ! of the side
To obtain F2, he is equal to the length of the end bracket at the end of span ! 1 of the side
fs = permissible shear stress, in N/cm2 (kgf/cm2, lbf/ in2)
= 0.45Sm fy
p, p1, φ1 and s are as defined in 5-3-6/7.1.2 above.
7.5 Depth of Transverse/Stringer 5-3-6/7.5

The depths of side transverses and stringers, dw, are neither to be less than obtained from the
following equations nor to be less than 2.5 times the depth of the slots respectively.
7.5.1 Longitudinally Framed Shell 5-3-6/7.5.1
For side transverse
dw = (0.08 + 0.80α) ! t for α ≤ 0.05
= (0.116 + 0.084α) ! t for α > 0.05
and need not be greater than 0.2 ! t
If no side stringer is fitted between platforms (flats), dw is not to be less than 0.2 ! t or 0.06D,
For side stringer
dw = (0.42 − 0.9α) ! s for α ≤ 0.2
= (0.244 − 0.0207α) ! s for α > 0.2
! t, ! s and α are as defined in 5-3-6/7.1.1.
D is as defined in 3-1-1/7.
Part 5

For side stringer
dw = (0.08 + 0.80α1) ! s for α1 ≤ 0.05
= (0.116 + 0.084α1) ! s for α1 > 0.05
and need not be greater than 0.2 ! s
dw = 0.2 ! s
For side transverse
dw = (0.277 − 0.385α1) ! t for α1 ≤ 0.2
= (0.204 − 0.205α1) ! t for α1 > 0.2
α1 is not to be taken greater than 7.5 to determine the depth of the side transverse
where
α1 = 1/α
! t, ! s and α are as defined in 5-3-6/7.1.1 above
7.7 Thickness 5-3-6/7.7
The net thickness of side transverse and stringer is not to be less than 9.5 mm (0.374 in.)
Part 5
FIGURE 4
Definition of Spans
he
he h
e SIDE
SHEL
L
he
!s1
!s
!s1
!1
TRANSV. BHD
TRANSV. BHD
a. Stringer
PLATFORM FLAT
he
!1
!t1
he
he !t !
!t1
SIDE SHELL
!1
he
PLATFORM FLAT
b. Transverse
Part 5
9 Deck Structures in Forebody (1999) 5-3-6/9
9.1 General 5-3-6/9.1

The deck plating, longitudinals, beams, girders and transverses forward of 0.25L from FP are to meet
the requirements specified in 5-3-4/15 with the deck pressure, p = pg, where pg is the nominal green
water loading given in 5-3-3/5.5.4(b) or the normal internal pressure as specified in 5-3-3/Table 3 at
the forward end of the particular tank, whichever is greater, and the permissible stresses as specified
below. The nominal internal pressure for deck plating and longitudinals in upper wing tank may be
calculated by the following equation:
p = pi − puh
pi is nominal pressure in N/cm2 (kgf/cm2, lbf/in2), as defined in 5-3-3/Table 3 for deck members
within the upper wing tank.
puh is as defined in 5-3-4/7.3.1.
9.3 Deck Plating (1999) 5-3-6/9.3

The net thickness of deck plating is to be not less than t1 and t2 as specified in 5-3-4/15.1 with the
following modifications:
f1 = 0.50Sm fy , in N/cm2 (kgf/cm2, lbf/in2), for main deck within 0.1L from FP.
f1 = 0.60Sm fy , in N/cm2 (kgf/cm2, lbf/in2), for forecastle deck

The permissible stress, f1, for main deck between 0.25L and 0.1L from FP is to be obtained by linear
interpolation between midship region (5-3-4/15.1) and the permissible stress at 0.1L from FP as
specified above.
In addition, the net thickness of main deck plating is also not to be less than t3 as specified below.
t3 = 0.30s(Sm fy /E)1/2 mm (in.) for main deck within 0.1L from FP
The required thickness, t3, between 0.30L and 0.1L from FP is to be obtained by linear interpolation
between midship region and the t3 above.
9.5 Deck Longitudinals/Beams 5-3-6/9.5

The net section modulus is not to be less than obtained from 5-3-4/15.3 with the following
modifications.
fb = 0.70Sm fy, in N/cm2 (kgf/cm2, lbf/in2), for main deck longitudinals within 0.1L from FP
and forecastle deck longitudinals
fb = 0.80Sm fy, in N/cm2 (kgf/cm2, lbf/in2), for main deck beams forward of the foremost hatch
opening (No. 1 hatch) and forecastle deck beams
Part 5
The permissible bending stress, fb, for main deck longitudinals between 0.25L and 0.1L from FP is to
be obtained by linear interpolation between midship region (5-3-4/15.3 ) and the permissible stress at
0.1L from FP as specified above.
9.7 Cross Deck Beams 5-3-6/9.7

The net section modulus of the deck beams inside the lines of hatch openings Nos. 1 and 2 is not to be
less than obtained from 5-3-4/15.7 with the green water loading and the following modification, or
directly obtained from 5-3-4/15.7, whichever is greater.
fb = 0.6Sm fy , in N/cm2 (kgf/cm2, lbf/in2)
9.9 Hatch End Beams 5-3-6/9.9

The scantlings of hatch end beams are to satisfy 5-3-4/17.5 with the green water loading and the
following modification, or directly obtained from 5-3-4/17.5, whichever is greater.
q = (pg − kd), in kN/m2 (tf/m2, Ltf/ft2)

where
d = depth of hatch coaming, in m (ft)
pg = nominal green water pressure, in kN/m2 (tf/m2, Ltf/ft2)
k = 10.05 (1.025, 0.0286)
9.11 Deck Girders Inside the Lines of Hatch Opening 5-3-6/9.11

The scantlings of the deck girder are to satisfy 5-3-4/17.7 with the green water loading and the
q = (pg − kd), in kN/m2 (tf/m2, Ltf/ft2)

where
d = depth of hatch coaming, in m (ft)
k = 10.05 (1.025, 0.0286)
9.13 Deck Transverse in Upper Wing Tank 5-3-6/9.13

The scantlings of deck transverses are to satisfy 5-3-4/13.3 with the green water loading and the
M1 = 0, for 5-3-4/13.3.1
F = 1000kps(0.5 ! − he) N (kgf, lbf) for 5-3-4/13.3.2
where
k = 0.9 (0.9, 2.016)
Part 5
11 Transition Zone 5-3-6/11
11.1 General 5-3-6/11.1

In the transition zone between the forepeak and the No.1 cargo hold due consideration is to be given
to the proper tapering of major longitudinal members within the forepeak such as flats, decks,
horizontal ring frames or side stringers aft into the cargo hold. Where such structure is in line with
longitudinal members aft of the forward cargo hold bulkhead, such as in the upper and lower wing
tanks, this may be effected by fitting of large tapering brackets inside the wing tanks. These brackets
are to have a taper of 4:1 based on the size of the wing tank longitudinal. When forepeak structure
does not align with longitudinal structure in the cargo hold area and terminate at the forward cargo
hold bulkhead, in way of the vertical side shell frames, either of the following arrangements is to be
adopted.
11.1.1 5-3-6/11.1.1
For a stringer a bracket of length 2-1/2 times the depth of the stringer or 3 frame spaces,
whichever is greater, is to be fitted at the end of the stringer. The bracket is to be gradually
tapered, suitably stiffened and have collars fitted at the slots for the vertical frames. (See
5-3-6/Figure 5).
11.1.2 (1999) 5-3-6/11.1.2 (1999)
The first two vertical frames aft of the forepeak bulkhead within the cargo hold are to have a
section modulus at least 2-1/2 times that required by 5-3-6/5.11, 5-3-6/5.13 and 5-3-6/5.15.
Where major longitudinal structures within the forepeak do not terminate in way of the
vertical framing, no special arrangements are required.
FIGURE 5
Transition Zone
Grea
t
2.5d er of
or 3
S
Side
Shel Bracket
l
Improved Cope Hole
Extension Piece
S
Stiffener
d
No. 1 Hold Forepeak tank

or space
Collision
Bulkhead
Part 5
13 Forebody Strengthening for Slamming 5-3-6/13

13.1 General 5-3-6/13.1
Where the hull structure is subject to slamming as specified in 5-3-3/11, proper strengthening may be
required as outlined below.
13.3.1 Bottom Plating 5-3-6/13.3.1
When bottom slamming as specified in 5-3-3/11.1 is considered, the bottom structure in the
region of the flat bottom forward of 0.25L measured from the FP is to be in compliance with
the following requirements.
The net thickness of the flat bottom plating forward of 0.25L measured from the FP is not to
be less than t1 or t2, whichever is greater, obtained from the following equations.
t1 = 0.73s(k1 ps/f1)1/2 in mm (in.)
t2 = 0.73s(k2 ps/f2)1/2 in mm (in.)

where
ps = the maximum slamming pressure = ku psi
psi = nominal bottom slamming pressure, as specified in 5-3-3/11.1.1, at the
center of the panel, in N/cm2 (kgf/cm2, lbf/in2)
f1 = permissible bending stress in the longitudinal direction, in N/cm2
(kgf/cm2, lbf/in2)
= 0.85Sm fy forward of 0.125L, measured from the FP
= 0.75Sm fy between 0.125L and 0.25L, measured from the FP
f2 = permissible bending stress in the transverse direction, in N/cm2 (kgf/cm2,
lbf/in2)
= 0.85Sm fy
13.3.2 Bottom Longitudinals and Stiffeners 5-3-6/13.3.2

bottom forward of 0.25L measured from FP is not to be less than obtained from the following
equation:
M = 1000pss ! 2/k in N-cm (kgf-cm, lbf-in.)
Part 5
where
k = 16 (16, 111.1)
psi = nominal bottom slamming pressure, as specified in 5-3-3/11.1.1, at the
midpoint of the span ! , in N/cm2 (kgf/cm2, lbf/in2)
! = the unsupported span of the stiffener, in m (ft)
fb = 0.9Sm fy for transverse and longitudinal stiffeners in the region forward of
0.125L, measured from the FP
= 0.8Sm fy for longitudinal stiffeners in the region between 0.125L and
0.25L, measured from the FP
The struts connecting the bottom and inner bottom longitudinals are not to be fitted.
13.3.3 Supporting Members 5-3-6/13.3.3
The thickness of floors, girders and partial girders/floors, if any, are to be checked against the
expected shear forces in the region of flat bottom forward of 0.25L measured from the FP in
accordance with the formula in 5-3-6/3.5. In this case nominal pressure, p, may be taken as:
∑ bi*s3i
p=c ps, i =1..N, but not less than 0.5 ps
∑ 0.5bsi s3i
where
c = 1.185 × 10-3 L + 0.485 for SI and MKS units (3.612 × 10-4 L + 0.485 for
US units)
ps = the maximum bottom slamming pressure within the particular double
bottom panel
= ku psi
psi = nominal bottom slamming pressure, as specified in 5-3-3/11.1.1, in
kN/m2 (tf/m2, Ltf/ft2)
ku = slamming loading factor = 1.0
b *i = half width of flat bottom at the i-th floor in the double bottom panel, in m
(ft), but should not be greater than 0.5bsi
bsi = unsupported width of the i-th floor in the double bottom panel, in m (ft)
s3i = sum of one-half of floor spacings on both sides of the i-th floor, in m (ft)
N = number of floors in the double bottom panel
L is as defined in 3-1-1/3.1
The permissible shear stress may be taken as 0.5Sm fy
Part 5
13.5.1 Side Shell Plating (1999) 5-3-6/13.5.1
t1 = 0.73s(k1 ps/f1)1/2 in mm (in.)
t2 = 0.73s(k2 ps/f2)1/2 in mm (in.)

where
ps = the design slamming pressure = ku pij
center of the supported panel under consideration, in N/cm2 (kgf/cm2,
lbf/in2)
f1 = 0.85Sm fy for side shell plating forward of 0.125L from the FP, in N/cm2
(kgf/cm2, lbf/in2)
= 0.75Sm fy for side shell plating in the region between 0.125L and 0.25L
f2 = 0.85Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
s, k1, k2, Sm and fy are as defined in 5-3-6/13.3 above.
13.5.2 Side Longitudinals and Stiffeners 5-3-6/13.5.2

The section modulus of the stiffener, including the associated effective plating, is not to be
M = 1000pss ! 2/k, in N-cm (kgf-cm, lbf-in.)

where
k = 16 (16, 111.1)
! = unsupported span of the stiffener, in m (ft)
in 5-3-6/13.5.1, at the midpoint of the span !
s and fb are as defined in 5-3-6/13.3.2 above
Part 5
13.5.3 Side Transverses and Side Stringers 5-3-6/13.5.3

The net section modulus and sectional area requirements for side transverses and side
stringers as specified in 5-3-6/7 are to be met with the bow flare slamming pressure as
specified in 5-3-3/11.3.2 for the region between 0.0125L and 0.25L from FP.
15 Steel Hatch Covers in Forebody 5-3-6/15
15.1 General 5-3-6/15.1

The following is applicable to all bulk or combination carriers and provides requirements for cargo
hold hatch covers located forward of 0.25L from the forward perpendicular.
These requirements are supplemental to those in 5-3-4/19 with respect to the design of hatch covers.
The notation HCS placed after the appropriate classification notation in the Record will signify that
the cargo hold hatch covers in the forebody region of the vessel are in compliance with the criteria of
this Section.
15.3 Net Thickness and Nominal Design Corrosion Value 5-3-6/15.3

In the calculation of the hatch covers, net thickness is to be used.
The nominal design corrosion value (ts) is to be taken as follows:
For all structures (plating and stiffeners) of single skin cover 2.0 mm. (0.08 in.)
For pontoon hatch covers
top and bottom plating 2.0 mm (0.08 in.)
internal structures 1.5 mm (0.06 in.)
15.5 Hatch Cover Loads 5-3-6/15.5

Hatch covers are to withstand a design load pressure, Pgi, as given below.
The pressure is to be calculated at the fore and aft end of the hatch cover and the average of these
pressures applied as a uniform loading over the entire cover.
Pgi = k M Ri − k1Fbi kN/m2 (tf/m2, Ltf/ft2)
but Pgi is not to be less than 20.6 kN/m2 (2.1 tf/m2, 0.192 Ltf/ft2)
where
k = 19.614 (2, 0.0557), for m (ft)
k1 = 1.0 (3.28), for m (ft)
MRi = 0.44 Ai VL / Cb for L in meters
= 2.615 Ai VL / Cb for L in feet

V = 75% of the design speed, Vd, in knots. V is not to be taken less than 10 knots.
Vd = as defined in 3-2-14/3
Fbi = the distance, in m (ft), measured from the summer load line to the top of the hatch
coaming.
Ai is as shown in 5-3-6/Table 1.
Part 5
Internal Pressures, if applicable, are also to be considered as indicated in 5-3-6/15.7.
TABLE 1
Distance from the FP Ai

FP 1.00
0.05 L 0.80
0.10 L 0.63
0.15 L 0.53
0.20 L 0.45
0.25 L 0.37
Note:
For intermediate positions, Ai is obtained by linear interpolation between the table values
15.7 Internal Pressure Due To Ballast or Cargo Oil 5-3-6/15.7

The hatch cover structure is to be of adequate strength to resist the upward pressure of ballast water or
cargo oil in the holds caused by the pitch and roll motions of the vessel specified in Section 5-3-3.
The cleats and their connections are to be designed with a higher factor of safety than the cover itself.
In addition, the strength of the covers is to be verified for a pressure corresponding to the p/v valve
setting.
15.9 Structural Analysis 5-3-6/15.9

The distribution of normal and shear stresses in the hatch cover structure is to be determined by an
acceptable method of engineering analysis.
When calculating the stresses σ and τ, the net thickness is to be used.
15.11 Allowable Stress Check 5-3-6/15.11

The normal and shear stresses σ and τ in the hatch cover stiffening members are not to exceed the
allowable values, σa and τa, in N/mm2 (kgf/mm2, psi) given by:
σa = 0.80 fy
τa = 0.45 fy
where
fy is the specified yield stress of the material, in N/mm2 (kgf/mm2, psi).
For determination of the section modulus of primary supporting members, the effective width of the
compression flange is not to be taken larger than is given below in 5-3-6/15.13.1 or 5-3-6/15.13.2 as
appropriate.
For determination of the section modulus of ordinary stiffeners, the effective width of plating is not to
be taken larger than ! /10, where ! is the unsupported span of the stiffener.
In case of stiffeners of variable cross section, the provisions of Appendix 3-2-A6 are to be applied.
Part 5
15.13 Effective Width of Compression Panel 5-3-6/15.13

The effective width is generally to be taken as given in 5-3-6/15.13.1 or 5-3-6/15.13.2 below:
15.13.1 Effective width of long panels (compression in the short edge) 5-3-6/15.13.1
The effective width bef, ! , in mm (in), of compression panel is given by:
bef, ! = Ce, ! s
where:
Ce, ! = (1.80/β) – (0.80/β 2) for β > 1.0
Ce, ! = 1.0 for β ≤ 1.0
s
β = fy / E
t
t = net thickness of plate panel, in mm (in)
s = shorter side of plate panel, in mm (in)
fy = specified yield stress, in N/mm2, (kgf/cm2, psi)
E = modulus of elasticity of steel, in N/mm2, (kgf/cm2, psi)

15.13.2 Effective width of wide panels (compression on the long edge) 5-3-6/15.13.2
The effective width bef,t, in mm (in), of the compression panel, is given by:
bef,t = Ce,t !
where:
s s
Ce,t = Ce, ! + 0.115 (1 − ) (1 + 1/β 2)2 ≤ 1.0
! !
!,s = longer and shorter dimension of the panel, in mm (in), respectively
Ce, ! , β = as given in 5-3-6/15.13.1 above
The effective plate width S ! (St) in mm (in.) of the primary members is given by the sum of bef, !
(bef,t) within the spacing or 33% of unsupported span of primary member, whichever is lesser.
n=n
S! = ∑ (bef ,! )n for girder
n =1
n=n
St = ∑ (bef ,t )n for transverse web
n =1
n = number of bef, ! (or bef,t) within the spacing or 33% of unsupported span
of girder (or transverse web), whichever is lesser
Part 5
15.15 Hatch Cover Plating 5-3-6/15.15

The required thickness of the plating of a hatch cover exposed to green water or internal liquid
pressure, in mm (in), is not to be less than tnet as given below:
tnet = Cf s. p
fy
where:
Cf = 17.88 (17.88, 2.22)
s = plate panel width, in m (in.)
p = pressure, in kN/m2 (tf/m2, Ltf/ft2), as given in 5-3-6/15.5 or 5-3-6/15.7
fy = minimum specified yield point, in N/mm2 (kgf/mm2, psi), of the material.
Bottom plating of pontoon covers not directly subject to green water or internal liquid pressure is to
have thickness necessary to satisfy requirements of 5-3-6/15.11 with a minimum tnet equal to 4.5 mm
(0.18 in.).
15.17 Hatch Coamings 5-3-6/15.17

The scantlings of the hatch coamings, for the foremost hold on ships without forecastle or breakwater,
are not to be less than that required by Section 3-2-11 for front bulkheads of deckhouses at that
position.
15.19 Local Details 5-3-6/15.19

The design of local details is to be such as to insure the efficient transfer of the pressure on the hatch
covers to the hatch coamings and, through them, to the supporting structures below.
PART
5
SECTION 7 Cargo Safety
CONTENTS
1 Application........................................................................... 507
3 Bulk cargo spaces............................................................... 507
3.1 Fire protection....................................................................... 507
3.3 Vessels carrying low fire risk cargoes .................................. 507
3.5 Vessels intended to carry solid dangerous goods in bulk .... 508
3.7 Vessels intended to carry coal in bulk .................................. 510
3.9 Vessels intended to carry materials hazardous only in bulk 511
5 Hold piping........................................................................... 511
7 Self-unloading cargo gear .................................................. 511
7.1 Fail-safe arrangements and safety devices ......................... 512
7.3 Hydraulic Piping Installations ............................................... 512
7.5 Equipment in Hazardous areas ............................................ 512
7.7 Self-unloading gear controls and alarms.............................. 512
TABLE 1 Dangerous goods classes....................................... 509

TABLE 2 Application of the requirements to different classes
of solid dangerous goods in bulk........................... 509
PART
5
SECTION 7 Cargo Safety 5-3-7
1 Application 5-3-7/1
Provisions of Part 5 Chapter 3 Section 7 (referred to as Section 5-3-7) apply to vessels intended to
carry ore or solid bulk cargoes in respect of the hazards of the cargo carried. They form a part of the
necessary condition for assigning the class notation Bulk Carrier or Ore Carrier. The provisions of
Part 4, specifying conditions for assigning the machinery class notation AMS (see Section 4-1-1), are
applicable to these vessels in addition to the provisions of this section.
Attention is directed to the requirements of IMO BC Code which may be prescribed by the vessel’s
Flag Administration. If requested by the vessel’s owner and authorized by the Flag Administration,
the Bureau will review plans and carry out surveys for purposes of verifying compliance with the
Code on behalf of the Administration.
3 Bulk cargo spaces 5-3-7/3
3.1 Fire protection 5-3-7/3.1

Except for cargoes in 5-3-7/3.3, cargo spaces of vessels of 2,000 gross tonnage and upwards are to be
protected by a fixed gas fire-extinguishing system complying with the provisions of 4-7-3/3 or by a
fire extinguishing system which gives equivalent protection.
3.3 Vessels carrying low fire risk cargoes 5-3-7/3.3

Cargo spaces of any vessel if constructed and solely intended for carrying ore, coal, grain, unseasoned
timber, non-combustible cargoes or cargoes which constitute a low fire risk may exempt from the
requirements of 5-3-7/3.1 and 5-3-7/3.5. Such exemptions may be granted only if the vessel is fitted
with steel hatch covers and effective means of closing all ventilators and other openings leading to the
cargo spaces. Vessels with exemption are to be distinguished in the Record as suitable for carriage of
low fire risk cargoes only.
Part 5
Chapter 3 Vessels Intended to Ore or Bulk Cargoes (150 meters (492 feet) or more in Length)
Section 7 Cargo Safety 5-3-7
In accordance with IMO MSC/Circ.671 List of solid bulk cargoes which are non-combustible or
constitute a low fire risk or for which a fixed gas fire extinguishing system is ineffective, the
following solid bulk cargoes may be regarded as non-combustible or constitute a low fire risk:
Cargoes listed in IMO BC Code Appendix A List of bulk materials which may liquefy: all.
Cargoes listed in IMO BC Code Appendix B List of bulk materials possessing chemical
hazards: only the following:
− Aluminum processing by-products
− Aluminum ferrosilicon powder (including briquettes)
− Aluminum silicon powder, uncoated
− Calcined pyrides (Pyritic ash, Fly ash)
− Direct reduced iron briquettes, hot moulded
− Ferrophospherous (including briquettes)
− Ferrosilicon containing 25% to 30% silicon, or 90% or more silicon (including briquettes)
− Ferrosilicon, containing more than 30% but less than 90% silicon (including briquettes)
− Fluorspar (calcium fluoride)
− Lime (unslaked)
− Magnesia (Unslaked)
− Pencil pitch
− Petroleum coke (when loaded and transported under the provisions of the BC Code)
− Radioactive material, low specific activity material (LSA-1)
− Radioactive material, surface contaminated objects (SCO-1)
− Silicomanganese
− Sulfur (lump or coarse grained powder)
− Vanadium ore
− Woodchips with moisture content of 15% or more
− Wood pulp pellets with moisture content of 15% or more
− Zinc ashes
− Zinc dross
− Zinc residues
− Zinc skimmings
Cargoes listed in IMO BC Code Appendix C List of bulk materials which are neither liable to
liquefy nor to possess chemical hazards: all.
3.5 Vessels intended to carry solid dangerous goods in bulk 5-3-7/3.5

3.5.1 General 5-3-7/3.5
Bulk cargo holds intended for the carriage of dangerous goods are to comply with the following
tabulated requirements, except when carrying dangerous goods in limited quantities (as defined in
section 18 of the General Introduction of IMDG Code):
5-3-7/Table 1 provides a description of the list of dangerous goods as defined in IMDG Code.
5-3-7/Table 2 provides the application of the requirements described in 4-7-2/7.3 to the
different classes of solid dangerous goods in bulk.
Part 5
TABLE 1
Dangerous goods classes
CLASS SUBSTANCE
1 Explosives
(1.1 through 1.6)
2.1 Flammable gases (compressed, liquefied or dissolved under pressure)
2.2 Non flammable gases (compressed, liquefied or dissolved under pressure)
2.3 Toxic gases
3 Flammable liquids
(3.1 through 3.3)
4.1 Flammable solids
4.2 Substances liable to spontaneous combustion
4.3 Substances which, in contact with water, emit flammable gases
5.1 Oxidizing substances
5.2 Organic peroxides
6.1 Toxic substances
6.2 Infectious substances
7 Radioactive materials
8 Corrosives
9 Miscellaneous dangerous substances and articles, that is any substance which experience
has shown, or may show, to be of such a dangerous character that the provisions for
dangerous substance transportation are to be applied.
TABLE 2
Application of the requirements to different classes
of solid dangerous goods in bulk
4-7-2/… Requirements
4.1 4.2 4.31) 5.1 6.1 8 9
7.3.1(a) Availability of water x x - x - - x
7.3.1(b) Quantity of water x x - x - - x
7.3.2 Sources of ignition x x2) x x3 - - x3)
7.3.4(a) Number of air changes - x2) x - - - -
7.3.4(b) Ventilation fan x4) x2) x x2), 4) - - x2), 4)
7.3.4(c) Natural ventilation x x x x x x x
7.3.6 Personnel protection x x x x x x x
7.3.8 Insulation of machinery space x x x x2) - - x5)
boundary
Notes
1 The hazards of substances in this class which may be carried in bulk are such that
special consideration must be given to the construction and equipment of the vessels
involved in addition to meeting the requirements enumerated in this table. Complete
design and installation details are to be submitted for review in each case.
2 Only applicable to Seedcake containing solvent extractions, to Ammonia nitrate, and
to Ammonia nitrate fertilizers.
3 Only applicable to Ammonia nitrate and to Ammonia nitrate fertilizers. However, a
degree of protection in accordance with standards contained in IEC 79 Electrical
Apparatus for Explosive Gas Atmosphere is sufficient.
4 Only suitable wire mesh guards are required.
5 The requirements of the Code of Safe Practice for solid Bulk Cargoes (IMO
Resolution A.434(XI), as amended), are sufficient.
Part 5
3.5.2 Cargoes for which fixed gas fire-extinguishing system is ineffective 5-3-7/3.5.2
Fixed gas fire-extinguishing system is considered ineffective for the following solid bulk
cargoes, for which a fire-extinguishing system giving equivalent protection is to be available:
Aluminum nitrate Magnesium nitrate
Ammonium nitrate Potassium nitrate
Ammonium nitrate fertilizers Sodium nitrate
Barium nitrate Chilean natural nitrate
Calcium nitrate Sodium nitrate and potassium nitrate, mixture
Lead nitrate Chilean natural potassic nitrate
3.7 Vessels intended to carry coal in bulk 5-3-7/3.7
3.7.1 Flag administration (1998) 5-3-7/3.7.1
Attention is directed to the requirements for the carriage of coal in bulk in the IMO BC Code
and their application as may be prescribed by the vessel’s flag administration. If requested by
the vessel’s owner and authorized by the Administration, the Bureau will review the plans and
carry out surveys in accordance with the above Code on behalf of the Administration.
3.7.2 Hazardous areas 5-3-7/3.7.2
Areas where flammable or explosive gases, vapors, or dust are normally present or likely to
be present are known as hazardous areas. For vessels intended to carry coal in bulk, the
following areas are to be regarded as hazardous areas:
cargo hold spaces,
enclosed and semi-enclosed spaces having a direct opening to cargo hold space, and
open deck areas within 3 m (10 ft) of cargo hold mechanical ventilation outlets.
3.7.3 Installation of electrical equipment in hazardous areas 5-3-7/3.7.3
Electrical equipment installed in hazardous areas identified in 5-3-7/3.7.2 is to be:
i) intrinsically safe type (Ex ia or ib);
ii) flame-proof (explosion-proof) type (Ex d Group IIA T4);
iii) pressurized or purged type (Ex p); or
iv) increased safety type (Ex e) in open deck hazardous areas only.
See also 4-8-3/13 and 4-8-4/27.
3.7.4 Installation of internal combustion engines in hazardous areas 5-3-7/3.7.4
Where essential for the operation of the vessel, the installation of internal combustion engines
in hazardous areas identified in 5-3-7/3.7.2 may be permitted. This is subject to the
elimination of all sources of ignition from the installation; the engine exhaust being led
outside the hazardous areas, and the engine air intake being not less than 3 m (10 ft) from the
hazardous areas. Complete details are to be submitted for review in each case.
3.7.5 Cargo hold atmosphere measuring instruments (1998) 5-3-7/3.7.5
3.7.5(a) Required measurements. Instruments are to be provided to measure the following in
the cargo holds:
concentration of methane in the atmosphere;
concentration of oxygen in the atmosphere;
concentration of carbon monoxide in the atmosphere; and
pH value of cargo hold bilge samples.
Part 5
In addition, where self-heating coals are to be carried, it is recommended that consideration be

given by the Owner/designer to provide the means for measuring the temperature of the cargo
in the range of 0°C (32°F) to 100°C (212°F) during loading operations and during the voyage.
Means for calibration of the above instruments are to be provided on board.
3.7.5(b) Arrangements of measurement. The required measurements and their readings are to
be obtainable without entry into the cargo hold, and without introducing source of ignition or
otherwise endangering the cargo and cargo hold atmosphere. Instruments for measuring
methane, oxygen and carbon monoxide concentrations are to be provided, together with an
aspirator, flexible connection, a length of tubing and means for sealing the sampling hole, in
order to enable a representative sample to be obtained from within the hatch cover
surroundings. Alternative means for obtaining a representative sample will be considered.
3.7.5(c) Sampling points. Sampling points are to be provided for each hold, one on the port
side and the other on the starboard side of the hatch cover, as near to the top of the hatch
cover as possible. Each sampling point is to be fitted with screw cap or equivalent and a
threaded stub of approximately 12 mm (0.5 in.) bore welded to the side of the hatch cover to
prevent ingress of water and air. Alternative sampling point arrangements/details will be
considered.
3.7.6 Warning plate (1998) 5-3-7/3.7.6
A permanent warning plate is to be installed in conspicuous places in cargo areas to state that
smoking, naked flames, burning, cutting, chipping, welding or other sources of ignition are
prohibited.
3.7.7 Hot areas 5-3-7/3.7.7
Coal is not to be stowed adjacent to hot surfaces having temperature of 45°C or above. Spaces
adjacent to cargo holds that are likely to be hot, such as heated fuel oil tanks, are to be
provided with suitable measures to prevent the common boundaries from being raised to a
temperature beyond that considered safe for carriage of the coal.
3.9 Vessels intended to carry materials hazardous only in bulk 5-3-7/3.9

Vessels intended to carry materials hazardous only in bulk (MHB), other than coal as addressed in
5-3-7/3.7, are to be based on the recommendations of the Code of Safe Practice for Solid Bulk
Cargoes (IMO Resolution A.434(XI), as amended) and the intents of 5-3-7/3.7.
5 Hold piping 5-3-7/5
Where cargo hold is used alternately for dry cargo or ballast water, the following arrangements are to
be made:
i) When the hold is used for ballast, the bilge suction is to be blanked off. Suitable means of
venting and overflow in accordance with the intent of 4-6-4/9 is to be provided.
ii) When the cargo hold is used for dry cargo, the ballast line is to be blanked off, and the bilge
suction is to be effective.
7 Self-unloading cargo gear 5-3-7/7
Dry bulk cargo vessels are to meet the following additional requirements when fitted with self-
unloading cargo handling equipment.
Part 5
7.1 Fail-safe arrangements and safety devices 5-3-7/7.1

Fail-safe arrangements and safety devices are to be provided on the self-unloading equipment. A
system is considered fail-safe if a component failure or loss of power will result in a controlled
securing of the equipment or control of movement so as not to endanger personnel.
7.3 Hydraulic Piping Installations 5-3-7/7.3

The passage of self-unloading system hydraulic pipes through cargo holds is to be limited to only that
which is necessary for operational purposes. Pipes installed within cargo holds are to be protected
from mechanical damage.
System connection to other hydraulic systems is subject to special consideration. Failure in any one
part of the self-unloading hydraulic system is not to cause the failure of other parts of the self-
unloading system or of other ship’s systems.
7.5 Equipment in Hazardous areas 5-3-7/7.5

For requirements regarding the installation of equipment associated with the self-unloading cargo gear
in hazardous areas, see 5-3-7/3.7, as applicable.
7.7 Self-unloading gear controls and alarms 5-3-7/7.7

7.7.1 General 5-3-7/7.7.1
Where vessels are equipped with self-unloading systems, controls are to be provided for the
safe operation of the self-unloading system. These controls are to be clearly marked to show
their functions. Energizing the power unit at a location other than the cargo control station is
not to set the gear in motion.
7.7.2 Monitors 5-3-7/7.7.2
As appropriate, monitoring is to indicate system operational status (operating or not
operating), availability of power, overload alarm, air pressure, hydraulic pressure, electrical
power or current, motor running and motor overload, and brake mechanism engagement.
7.7.3 Emergency shutdowns 5-3-7/7.7.3
Remote emergency shutdowns of power units for self-unloading equipment are to be provided
outside of the power unit space so that they may be stopped in the event of fire or other
emergency. Where remote controls are provided for cargo gear operation, means for the local
emergency shutdowns are to be provided.
PART
5

Assessment of Bulk Carriers
CONTENTS
1 General................................................................................. 515
1.1 Note ...................................................................................... 515
1.3 Applicability........................................................................... 515
1.5 Loadings ............................................................................... 515
Assessment ......................................................................... 516
3.1 General................................................................................. 516
5.1 Assumptions ......................................................................... 522
5.3 Criteria .................................................................................. 522
5.5 Long Term Stress Distribution Parameter, γ ........................ 522
7 Fatigue Inducing Loads ...................................................... 525
7.1 General................................................................................. 525
7.3 Wave-induced Loads............................................................ 525
7.5 Fatigue Assessment Zones and Controlling Load
Combination ......................................................................... 526
7.9 Secondary Stress fd2............................................................ 527
7.11 Additional Secondary Stresses f *d2 and
Tertiary Stresses fd3 ............................................................. 529
7.13 Calculation of Stress Range for Hold Frame........................ 531
9 Resulting Total Stress Ranges............................................537
9.1 Definitions............................................................................. 537
11 Determination of Stress Concentration Factors (SCF’s)...538
11.1 General................................................................................. 538
Element Analysis ................................................................548
13.1 Introduction........................................................................... 548
13.3 S-N Data............................................................................... 548
13.5 S-N Data and SCF’s ............................................................. 548
13.7 Calculation of Hot Spot Stress for Fatigue Analysis of Ship
Structures ............................................................................. 551
TABLE 1 Fatigue Classification for Structural Details ..........518

TABLE 2 Coefficient k2b for double bottom panels when
ρb ≥ 1.0 ......................................................................532
TABLE 3 Coefficient kb' for double bottom panels when
ρb ≤ 1.0 ......................................................................532
TABLE 4 Coefficient k3b for double bottom panels ...............533
TABLE 5 Coefficient k2s for double side panels when
ρs ≥ 1.0.......................................................................534
TABLE 6 Coefficient ks ′ for double side panels when
γs ≤ 1.0 .......................................................................534
TABLE 7 Coefficient k3s for double side panels ....................534
FIGURE 1 Basic Design S-N Curves.........................................524

FIGURE 2 Dimensions of Double-bottom, Double Side ..........533
FIGURE 3 Cn = Cn(ψ) ..................................................................535
FIGURE 4 Hold Frame ...............................................................536
FIGURE 8 Connection of Longitudinal and Stiffener ..............543
FIGURE 9 Connection Between Corrugated Transverse
Bulkhead and Deck ..................................................543
FIGURE 10 Connection Between Corrugated Transverse
Bulkhead and Inner Bottom with Respect to
Lateral Load on the Bulkhead .................................544
FIGURE 11 Connection Between Inner Bottom and Hopper
Tank Slope ................................................................545
FIGURE 12 Hatch Corner ............................................................545
FIGURE 13 Hold Frames .............................................................546
FIGURE 14 Doublers and Non-Load Carrying Members on
Deck or Shell Plating................................................547
PART
5

Assessment of Bulk Carriers 5 - 3 - A 1
1 General 5-3-A1/1
1.1 Note 5-3-A1/1.1

used, for certain structural details, in lieu of more elaborate methods such as spectral fatigue analysis.
The criteria in this Appendix are developed from various sources including the Palmgren-Miner linear
damage model, S-N curve methodologies, a long-term environment data of the North-Atlantic Ocean
(Walden’s Data), etc., and assume workmanship of commercial marine quality acceptable to the
Surveyor. The capacity of structures to resist the fatigue is given in terms of permissible stress range
to allow designers the maximum flexibility possible.
to the actual design. For this reason, a PC based software has been developed and is available to the
more information.

The criteria in this Appendix are specifically written for bulk carriers to which 5-3-6/5.11, is
applicable. For vessels intended to carry oil/bulk cargoes/ores Appendix 5-1-A1 is also applicable.
1.5 Loadings (1996) 5-3-A1/1.5

The criteria have been written for ordinary wave induced motions and loads. Other cyclic loadings,
Where it is known that a vessel will be engaged in long-term service on a route with more severe
environment, the fatigue strength assessment criteria in this Guide are to be modified accordingly.
Part 5
Appendix 1 Guide for Fatigue Strength Assessment of Bulk Carriers 5-3-A1

factor cf. See 5-3-A1/9.1.1.

The criteria in this Guide are presented as a comparison of fatigue strength of the structure (capacity)
and fatigue inducing loads (demands) as represented by the respective stress ranges. In other words,
classification and typical structural joints of bulk carriers. 5-3-A1/7 presents the procedures to be used
to establish the applied total stress range. 5-3-A1/11 provides typical stress concentration factors
(SCF’s) and guidelines for direct calculation of the required SCF’s.

Assessment 5-3-A1/3
3.1 General (1996) 5-3-A1/3.1

arrangements so that most of the important structural details anywhere in the vessel can be subjected
comparison with details proven satisfactory under equal or more severe conditions an explicit

As a general guidance for assessing fatigue strength for a bulk carrier, the following connections and
locations are to be considered:
3.3.1 Connections of hold frame: 5-3-A1/3.3.1
All typical end connections of hold frames to the upper and lower wing tanks in the ballast,
heavy cargo and general cargo holds, as illustrated for Class F2 item 2 in 5-3-A1/Table 1.
3.3.2 Connections of longitudinal stiffeners to transverse web/floor and to transverse

bulkhead: 5-3-A1/3.3.2
3.3.2(a) 2 to 3 selected side longitudinals in the upper and lower wing tanks for the midship
region and also in the region between 0.15L and 0.25L from FP
3.3.2(b) 1 to 2 stiffeners selected from each of the following groups:
Deck longitudinals, bottom longitudinals, inner bottom longitudinals and
longitudinals on the slope/longitudinal bulkheads.
One longitudinal on the longitudinal bulkheads within 0.10D from the deck is to be
included.
for Class F item 2) and Class F2 item 1) in 5-3-A1/Table 1.
Part 5
Then, the critical spots on the web plate cut-out, on the lower end of the stiffener as well as
the weld throat are also to be checked for the selected structural detail. For illustration see
5-3-A1/11.3.2 and 5-3-A1/11.3.3(a), 5-3-A1/11.3.3(b) and 5-3-A1/11.3.3(c).
Where the stiffener end bracket arrangements on two sides of a transverse web or transverse
bulkhead are different, both configurations are to be checked.
3.3.3 Connections of transverse bulkhead plating (corrugated) to the stools or the slope
longtidudinal plates. 5-3-A1/3.3.3
3.3.4 Shell, bottom or bulkhead plating at connections to the sloping longitudinal bulkhead
plating, transverse webs or floors. 5-3-A1/3.3.4
3.3.4(a) 1 to 2 selected locations of side shell plating at connections of the sloping bulkhead
plating and hold frames, and near the summer LWL amidships and also between 0.15L and
0.25L from FP
3.3.4(b) 1 to 2 selected locations in way of bottom, inner bottom and also lower strakes of the
slope longitudinal bulkhead of the lower wing tanks amidships, respectively.
For this structural detail, the value of fR, the total stress range as specified in 5-3-A1/9.1, is to
be determined from fine mesh F.E.M. analyses for the combined load cases as specified for
Zone B in 5-3-A1/7.5.2.
3.3.5 End Bracket Connections for Transverses and Girders 5-3-A1/3.3.5
3.3.6 Other Regions and Locations 5-3-A1/3.3.6
Other regions and locations, highly stressed by fluctuating loads, as identified from structural
analysis
Part 5
TABLE 1
Long-term
Class Description Distribution Permissible Stress
Designation Parameter γ Range kgf/mm2
B Parent materials, plates or shapes as-rolled or drawn, 0.7 92.2*
with no flame-cut edges 0.8 75.9
0.9 64.2
1.0 55.6

0.8 63.9
2) Full penetration seam welds or longitudinal fillet welds 0.9 53.3
made by an automatic submerged or open arc process, 1.0 45.7
and with no stop-start positions within the length
D 1) Full penetration butt welds made either manually or by 0.7 59.9

an automatic process other than submerged arc, from 0.8 47.3
both sides, in downhand position 0.9 38.9
1.0 32.9
2) Welds in C-2) with stop-start positions within the length
E 1) Full penetration butt welds made by other processes than 0.7 52.8
those specified under D-1) 0.8 41.7
0.9 34.2
2) Full penetration butt welds made from both sides 1.0 29.0
between plates of unequal widths or thicknesses
2a 2b
E
4 1
TAPER
E
1 3
TAPER
3) welds of brackets and stiffeners to web plate of girders
*1) The permissible stress range cannot be taken greater than two times the specified minimum tensile
strength of the material.
2) To obtain the permissible stress range in SI and U.S. Units the conversion factors of 9.807 (N/mm2) and
1422 (lbf/in.2) can be used, respectively.
Part 5
TABLE 1 (continued)
Long-term
F 1) Full penetration butt welds made on a permanent backing 0.7 44.7
strip 0.8 35.3
0.9 29.0
1.0 24.5
2) Rounded fillet welds as shown below
2a 2b
TRANSVERSE OR FLOOR
Y
F
F F
LONGITUDINAL
SHELL OR BOTTOM PLATING F

"Y" IS REGARDED AS A NON-LOAD CARRYING MEMBER

F
Part 5
TABLE 1 (continued)
Long-term
F2 1) Fillet welds as shown below with rounded welds and no 0.7 39.3
undercutting
0.8 31.1
0.9 25.5
1.0 21.6
1a 1b
Y Y
F F F F
2 2 2 2
2) Fillet welds with any undercutting at the corners dressed out by local grinding
2a 2b
F2
F2
F2 F2
Part 5
TABLE 1 (continued)
Long-term
G 1) Fillet welds in F2-1) without rounded toe welds or with 0.7 32.8
limited minor undercutting at corners or bracket toes 0.8 25.9
0.9 21.3
1.0 18.0
2) Fillet welds in F2-2) with minor undercutting
3) Doubler on face plate or flange
G
I I
I-
G I G
W 1) Fillet welds in G-3) with any undercutting at the toes 0.7 28.3
0.8 22.3
0.9 18.4
2) Fillet welds—weld throat 1.0 15.5
Part 5
5.1 Assumptions (1996) 5-3-A1/5.1

The fatigue strength of a structural detail under the loads specified here in terms of a long term,
with the S-N data in 5-3-A1/Figure 1 (extracted from Ref. 11).
have been ignored.
The target design life of the vessel is taken to be 20 years.
The long-term stress ranges on a detail can be characterized using a modified Weibull
probability distribution parameter (γ).
Simple nominal stress (e.g. determined by P/A and M/SM) is the basis of fatigue assessment
element analysis of the details is to be carried out to determine stress concentration factors. 5-3-A1/13
contains guidance on finite element analysis modeling to determine stress concentration factors for
weld toe locations that are typically found at longitudinal stiffener end connections.
1
Ref 1: ‘‘Offshore Installations: Guidance on Design, Construction and Certification’’, Department of Energy, U.K., Fourth
Edition—1990, London: HMSO
5.3 Criteria (1996) 5-3-A1/5.3


In 5-3-A1/Table 1, the permissible stress range is given as a function of the long term distribution
γ = msγo
ms = 1.05 for deck and bottom structures of vessels with a bowflare parameter Aγ = 27
as defined in 5-3-3/11.3, and vessels with bottom slamming (draft at FP = 0.03L)
as defined in 5-3-3/11.1.
= 1.02 for deck and bottom structures of vessels with a bowflare parameter Aγ = 24
and vessels subject to bottom slamming (draft at FP = 0.035L)
= 1.0 for structures elsewhere, and all structures of vessels without bottom and
bowflare slamming (Aγ ≤ 21, draft at FP ≥ 0.04L)
For intermediate values of Aγ and draft at FP, ms may be obtained by linear
interpolation. For Aγ > 27 and draft at FP < 0.03L, m0s is to be determined by direct
calculations
Part 5
γo = 1.40 − 0.2α L0.2 for 150 < L ≤ 305 m
= 1.54 − 0.245α0.8L0.2 for L > 305 m

γo = 1.40 − 0.16α L0.2 for 492 < L ≤ 1001 ft
= 1.54 − 0.19α0.8L0.2 for L > 1001 ft

where
α = 1.0 for deck structures, including side shell and longitudinal bulkhead
structures within 0.1D from the deck
= 0.93 for bottom structures, including inner bottom, and side shell and
longitudinal bulkhead structures within 0.1D from the bottom
= 0.80 for hold frames and transverse bulkhead structures
0.25D (0.2D) from the deck (bottom).
L and D are the ship’s length and depth and as defined in 3-1-1/3.1 and 3-1-1/7.3, respectively.

5-3-A1/Table 1 contains a listing of the permissible stress ranges for various categories of structural
connections/details, the direction of dominant loading and the parameter, γ, as defined in 5-3-A1/5.5.
Linear interpolation may be used to determine the values of permissible stress range for a value of γ
Part 5
FIGURE 1
Basic Design S-N Curves (1995)
Part 5
Notes (For 5-3-A1/Figure 1 )

log(N) = log(K2) − m log(SB)
where
log(K2) = log(K1) − 2σ
K1 Standard deviation
Class K1
log10 loge m log10 loge K2
B 2.343 × 1015 15.3697 35.3900 4.0 0.1821 0.4194 1.01 × 1015
14
C 1.082 × 10 14.0342 32.3153 3.5 0.2041 0.4700 4.23 × 1013
D 3.988 × 1012 12.6007 29.0144 3.0 0.2095 0.4824 1.52 × 1012
12
E 3.289 × 10 12.5169 28.8216 3.0 0.2509 0.5777 1.04 × 1012
12
F 1.726 × 10 12.2370 28.1770 3.0 0.2183 0.5027 0.63 × 1012
F2 1.231 × 1012 12.0900 27.8387 3.0 0.2279 0.5248 0.43 × 1012
G 0.566 × 1012 11.7525 27.0614 3.0 0.1793 0.4129 0.25 × 1012
W 0.368 × 1012 11.5662 26.6324 3.0 0.1846 0.4251 0.16 × 1012
7 Fatigue Inducing Loads 5-3-A1/7
7.1 General (1996) 5-3-A1/7.1

fatigue damage (see 5-3-A1/7.3); 2) the load combination cases to be considered for different regions
of the hull containing the structural detail being evaluated (see 5-3-A1/7.5) and 3) procedures to
idealize the structural components to obtain the total stress range acting on the structure.
7.3 Wave-induced Loads 5-3-A1/7.3

The fatigue-inducing load components to be considered are those induced by the seaway. They are
hull girder wave-induced moments (vertical, horizontal and torsional), see 3-2-1/3.5 and
5-3-3/5.
Part 5
external hydrodynamic pressures, and

internal cargo/liquid loads (including inertial loads and added static head due to ship’s
motion), see 5-3-3/5.5 and 5-3-3/5.7.
7.5 Fatigue Assessment Zones and Controlling Load Combination (1996) 5-3-A1/7.5
Depending on the location of the structural details undergoing the fatigue assessment, different
combinations of load cases are to be used to find the appropriate stress range as indicated below for
indicated respective zones.
7.5.1 Zone A 5-3-A1/7.5.1
Zone A consists of deck and bottom structures; side shell and longitudinal bulkhead
structures, including the upper and lower wing tanks, within 0.1D (D is ship’s molded depth)
from deck and bottom, respectively. For Zone A stresses are to be calculated based on the
wave induced loads specified in 5-3-3/Table 1 as follows.
respectively.
loading cases.
LC1 and LC2, and
LC3 and LC4
7.5.2 Zone B 5-3-A1/7.5.2
Zone B consists of side shell and all longitudinal bulkhead structures within the region
between 0.25D upward and 0.30D downward from the mid-depth; hold frames and transverse
bulkhead structures. The total stress ranges for Zone B may be calculated based on the wave-
induced loads specified in 5-3-3/Table 1 as follows:
respectively.
7.5.2(b) Calculate three sets of stress ranges, one each for the following three pairs of
combined loading cases.
LC5 and LC6,
LC7 and LC8, and
LC9 and LC10
However, inner bottom, sloping bulkhead, inner skin and side shell of holds other than the
ballast hold, stress range of LC9 and LC10 may be neglected.
7.5.3 5-3-A1/7.5.3
Transitional zone between A and B consists of; side shell and all longitudinal bulkhead
structures between 0.1D and 0.25D (0.2D) from deck (bottom).
fR = fR(B) − [fR(B) − fR(A)] yu/0.15D for upper transitional zone
fR = fR(B) − [fR(B) – fR(A)] y ! /0.1D for lower transitional zone
Part 5
where
fR(A) , fR(B) = the total stress ranges based on the combined load cases defined for Zone
A or Zone B respectively
yu , y ! = vertical distances from 0.25D(0.3D) upward (downward) from the mid-
depth to the location considered
7.5.4 5-3-A1/7.5.4
For vessels with either special loading patterns or special structural configurations/features

to be taken as that of maximum principal stresses at the location considered to account for the
combined load effects of the direct stresses and shear stresses. For calculating the value of fd1v for
longitudinal deck members normal camber may be disregarded.
For Panamax class and other bulk carriers of length not greater than 230 meters, the primary stress
range fR1 may be calculated based on 85% of the wave induced moments induced in 5-3-3/5.3.
7.9 Secondary Stress fd2 (1996) 5-3-A1/7.9

When a 3D structural analysis is not available, the secondary bending stress ranges may be obtained
from an analytic calculation or experimental data with appropriate boundary conditions. Otherwise,
the secondary bending stresses may be calculated using the approximate equations given below.
7.9.1 Double Bottom 5-3-A1/7.9.1
The secondary longitudinal bending stress ranges in double bottom panels may be obtained
fd2i = k1bk2bk3bpeb2ri/(iLiT)1/2 N/cm2 (kgf/cm2, lbf/in2)
where
fd2i = secondary longitudinal bending stress range in the structural member ‘‘i’’
at the intersection with the transverse bulkhead, N/cm2 (kgf/cm2, lbf/in2)
k1b = 0.075 for bottom or inner bottom plating
= 0.068 for face plates, flanges and web plates
k2b = coefficients depending on apparent aspect ratio ‘‘ρb’’
= as given in 5-3-A1/Table 2 for ρb≥ 1
= ρb2kb′ where kb′ = as given in 5-3-A1/Table 3 for ρb < 1

ρb = ( ! /b)(iT /iL)1/4
k3b = coefficients given in 5-3-A1/Table 4 depending on the number of
longitudinal girders in the double bottom and location of the longitudinal
member considered
pe = effective average lateral pressure range on the double bottom panel for
the load case considered, as specified in 5-3-A1/7.3, in N/cm2 (kgf/cm2,
lbf/in2)
Part 5
b = width of the double bottom panel (see also 5-3-A1/Figure 2 ), in cm (in.)

! = length of the cargo hold being considered (see 5-3-A1/Figure 2 ), in cm
(in.)
iL, iT = unit moments of inertia of the double bottom panel in the longitudinal
and transverse directions, respectively, in cm3 (in3)
iL = IL/SL
iT = IT/ST
IL, IT = moments of inertia of equally spaced girders and floors, respectively,
including the effective width of plating and stiffeners attached to the
effective plating, in cm4 (in4)
SL, ST = spacing of bottom girders and floors, respectively, in cm (in.)
ri = distance between the horizontal neutral axis of the double bottom cross
section and the location of the structural element being considered
(bending lever arm—see 5-3-A1/Figure 2), in cm (in.)
7.9.2 Double Sides 5-3-A1/7.9.2
For double side’s structural members, the secondary longitudinal bending stress range at the
intersection with the transverse bulkhead may be obtained from the following equation.
fd2i = k1sk2sk3s pe h2ri /(iL iV)1/2 N/cm2 (kgf/cm2, lbf/in2)
where
fd2i = secondary longitudinal bending stress in the structural element ‘‘i’’
k1s = 0.075 for shell or inner skin plating
= 0.068 for face plates, flanges, and web plates
k2s = coefficients depending on apparent aspect ratio ‘‘ρ’’
= as given in 5-3-A1/Table 5 for ρs ≥ 1
= ρ2sks′ where ks′ = as given in 5-3-A1/Table 6 for ρs < 1
ρs = ( ! 1/h)(iV / iL)1/4
k3s = coefficients given in 5-3-A1/Table 7 depending on the number of side
stringers in the double side
pe = effective lateral pressure range, which is the maximum pressure (pressure
range) on the double side for the load case being considered, as specified
in 5-3-A1/7.3, in N/cm2 (kgf/ cm2, lbf/in2)
h = height of the double side panel between upper and lower wing tanks (see
also 5-3-A1/Figure 2 ), in cm (in.)
!1 = length of the cargo hold being considered (see 5-3-A1/Figure 2 ), in cm
(in.)
iL, iV = unit moments of inertia of the double side panel in the longitudinal and
vertical directions, respectively, in cm3 (in3)
Part 5
iL = IL/SL
iV = IV /SV
IL, IV = moments of inertia of equally spaced longitudinal stringers and web
frames, respectively, including the effective width of plating and
stiffeners attached to the effective plating, in cm4 (in4)
SL, SV = spacing of longitudinal stringers and web frames, respectively, in cm (in.)
ri = distance between the vertical neutral axis of the double side cross section
and the structural member in question (bending lever arm—see
5-3-A1/Figure 2, in cm (in.)
7.9.3 5-3-A1/7.9.3
For those connections specified in 5-3-A1/3.3.2, the wave-induced secondary bending stress
fd2 may be ignored.
7.11 Additional Secondary Stresses f *d2 and Tertiary Stresses fd3 5-3-A1/7.11
*
7.11.1 Calculation of f d2 (1997) 5-3-A1/7.11.1
stiffener, f *d 2 , may be approximated by
*
f d2 = CtCy M/SM N/cm2 (kgf/cm2, lbf/in2)
where
M = Cd ps ! 2/12 N-cm (kgf-cm, lbf-in.), at the supported ends of
longitudinal
Where flat bar stiffeners or brackets are fitted, the bending moment, M, given above, may be
adjusted to the location of the brackets toe, i.e., Mx in 5-3-4/Figure 4.
longitudinal connected to a transverse bulkhead on one end), considerations are to be given to
the increase of bending moment at the joint.
Cd = 1.15 for longitudinal stiffener connections at the transverse bulkhead for
side longitudinals, deck longitudinals, and longitudinals on longitudinal
bulkheads.
= 1.0 elsewhere
p = wave induced local net pressure range, in N/cm2 (kgf/cm2, lbf/in2), for the
specified location and load cases at the mid-span of the longitudinal
considered
5-3-4/Figure 3
SM = net section modulus of longitudinal with the associated effective plating,
in cm3 (in3), at flange or point considered. The effective breadth, be, in
cm (in.), may be determined as shown in 5-3-4/Figure 4.
Part 5
Cy = 0.656(d/z) 4 for side shell longitudinals only where z/d ≥ 0.9, but Cy
≥ 0.30
= 1.0 elsewhere
z = distance above keel of side shell longitudinal under consideration
d = scantling draft, m (ft)
bracket to the flange of longitudinal as shown in 5-3-4/Figure 3.
ar = CnCpSM/K
Cp = 31.2dw(e/ ! )2
e = horizontal distance between web centerline and the shear center of the
cross section, including longitudinal and the effective plating
= dwbf 2tf u/(2 SM) cm (in.)
= [bf t 3f + dwt 3w ]/3 cm4 (in4)

u = 1 − 2b1/bf
ψ = 0.31 ! (K/Γ )1/2
= mIyf d 2w + d 3w t 3w /36 cm6 (in6)
Iyf = tf b3f (1.0 + 3.0u2 Aw/As)/12 cm4 (in4)
Aw = dwtw cm2 (in2)

As = net sectional area of the longitudinals excluding the associated plating, in
cm2 (in2)
m = 1.0 − u(0.7 − 0.1dw/bf)
dw, tw, b1, bf, tf, all in cm (in.), are as defined in 5-3-A2/Figure 1. For general applications, ar
needs not to be taken greater than 0.65 for a fabricated angle bar and 0.50 for a rolled section.
For connection as specified in 5-3-A1/3.3.4, the wave-induced additional secondary stress f
*
d2 may be ignored.
7.11.2 Calculation of fd3 5-3-A1/7.11.2

For welded joints of a stiffened plate panel, fd3, may be determined based on the wave-
induced local loads as specified in 5-3-A1/7.11.1 above, using the approximate equations
Part 5
given below. For direct calculation, non-linear effect and membrane stresses in the plate may
be considered.
For plating subjected to lateral load, fd3, in the longitudinal direction is determined as;
fd3 = 0.182p(s/tn)2 N/cm2 (kgf/cm2, lbf/in2)
where
p = wave-induced local net pressure range, in N/cm2 (kgf/cm2, lbf/in2)
s = spacing of longitudinal stiffeners, in mm (in.)
7.13 Calculation of Stress Range for Hold Frame 5-3-A1/7.13

For the fatigue strength assessment the stress range acting at the flange of a hold frame may be
∗
fR = cf cwKs|f R2 | N/cm2 (kgf/cm2, lbf/in2)
the value of f*R2 may be approximated by
*
f R2 = Ct M/SM + F/A N/cm2 (kgf/cm2, lbf/in2)
where
M = ps ! 2/12 N-cm (kgf-cm, lbf-in.), at the supported ends of the hold frame
F = 10(0.5 + 2 ! H/be)Bspb , N (kgf, lbf)
At the locations [1] in 5-3-A1/Figure 4, the bending moment, M, given above, may be adjusted to the
location of the bracket toe, i.e. Mx in 5-3-4/Figure 4, but not less than 65% of M. At locations [2] and
[3] in 5-3-A1/Figure 4, the bending moment, M, given above, may be used without modification.
Ks = stress concentration factor
= 1.0 for location [1]
= 2.0 for locations [2] and [3] unless otherwise determined from FEM analysis
based on 5-3-A1/13
p = total range of the net fluctuating local loads of hold frame, N/cm2 (kgf/cm2,
lbf/in2), for the specified load cases, (LC5 and LC6) and (LC7 and LC8). For
hold frames in ballast holds, the local loads are to be investigated also for the load
cases (LC9 and LC10). The local loads are to be taken as an average value of
those calculated at the lower and upper end of the span.
pb = total range of the net fluctuating loads of double bottom, N/cm2 (kgf/cm2, lbf/in2),
for the corresponding load cases as mentioned above. The local loads are to be
taken at B/4 off the centerline of the hull girder transverse section
s = spacing of hold frames, in cm (in.)
! = unsupported span of the hold frame, as shown in 5-3-A1/Figure 4, in cm (in.)
!H = length of the cargo hold, in m (ft)
Part 5
be = breadth of the double bottom structure, in m (ft).

For vessels having lower wing tanks with sloping tops, making an angle of about
45 degrees with horizontal, the breadth may be measured between the midpoints
of the sloping plating
SM = section modulus of the hold frame with the associated effective plating, at the
flange or point considered, cm3 (in3). The effective breadth, be, may be
determined as shown in 5-3-4/Figure 4, in cm (in.). For the fatigue assessment at
locations [2] and [3] in 5-3-A1/Figure 4, SM is to be taken at the lower and upper
supported ends of the hold frame respectively. Where the bracket is fitted with
the face plate or flange sniped at both ends, such face plate or flange is not to be
included in the calculation of the section modulus.
A = net sectional area of the frame and the associated plating (stn), in cm2 (in2)
cf, cw and Ct are as defined in 5-3-A1/9.1.1 and 5-3-A1/7.11.1 above.
TABLE 2
Coefficient k2b for double bottom panels when ρb ≥ 1.0
bulk carriers with bulk carriers with

ρb double sides or two single sides and no
long. Bulkheads long. bulkheads
1.0 0.57 0.69
1.2 0.61 0.82
1.4 0.62 0.91
1.6 0.63 0.96
1.8 0.63 0.99
2.0 0.63 1.01
2.2 0.63 1.03
2.5 & up 0.63 1.04
TABLE 3
Coefficient kb' for double bottom panels when ρb ≤ 1.0
bulk carriers with bulk carriers with

1/ρb double sides or two single sides and no
long. bulkheads long. bulkheads
1.0 0.57 0.69
1.2 0.70 0.79
1.4 0.80 0.86
1.6 0.86 0.90
1.8 0.89 0.92
2.0 0.91 0.93
2.2 & up 0.92 0.92
Part 5
TABLE 4
Coefficient k3b for double bottom panels
Distance of the longitudinal member in question from the

middle of panel’s width Number of equally spaced* long. girders in the panel
None 1 2 3 4 5 & up
0 1.0 1.15 0.9 1.05 0.98 1.0
0.1b 0.95 1.0 0.9 0.9 0.95
b/6 0.9
0.25b 0.75 0.75 0.75 0.75 0.75 0.75
0.45b 0.30 0.25 0.35 0.30 0.33 0.30
0.50b 0 0 0 0 0 0
*Notes: 1. girders are considered to be equally spaced if adjacent spacings differ by less than 15%.
2. for locations other than those given in Column 1, k3b is to be obtained by linear interpolation.
FIGURE 2
Dimensions of Double-bottom, Double Side
Type I when one or more longitudinal girders are fitted in double-skin structures
Type II when no longitudinal girders are fitted in double-skin structure
TOP AND BOTTOM

CONNECTIONS
!1 b/2
S
T
I II
S
L SL
ri ri
_ SL
SL _ = = = =
Part 5
TABLE 5
Coefficient k2s for double side panels when ρs ≥ 1.0
ρs k2s
1.0 0.31
1.2 0.39
1.4 0.41
1.6 0.43
1.8 0.44
2.0 0.45
2.2 & up 0.45
TABLE 6
Coefficient ks ′ for double side panels when γs ≤ 1.0
1/ρs ks ′
1.0 0.31
1.2 0.34
1.4 0.35
1.6 0.39
1.8 0.40
2.0 0.40
2.2 & up 0.40
TABLE 7
Coefficient k3s for double side panels
Distance of the longitudinal member under

consideration from the middle of panel’s width Number of side stringers
None 1 2 3 & up
0 1.0 1.15 0.9 1.0
0.1h 0.95 1.0 — 0.95
h/6 — — 0.9 —
0.25h 0.75 0.75 0.75 0.75
0.45h 0.30 0.25 0.35 0.30
0.50h 0 0 0 0
*Note: For locations other than those given is column 1, k3s is to be obtained by linear
interpolation.
Part 5
FIGURE 3
Cn = Cn(ψ)
Part 5
FIGURE 4
Hold Frame
[3]
d/2 [3]
d/2
[1]
d [1]
SHELL PLATING
SHELL PLATING
l
l
SPAN
SPAN
[1]
d
[1]
d/2 d/2
[2] [2]
Part 5
9 Resulting Total Stress Ranges 5-3-A1/ 9
9.1 Definitions (1996) 5-3-A1/9.1

9.1.1 The total stress range, fR, is computed as the sum of the two stress ranges as
follows; 5-3-A1/9.1.1
fR = cf (fRG + fRL) N/cm2 (kgf/cm2, lbf/in2)
where
fRG = global dynamic stress range in N/cm2 (kgf/cm2, lbf/in2)
= |( fd1vi – fd1vj) + (fd1hi − fd1hj )|
fRL = local dynamic stress range in N/cm2 (kgf/cm2, lbf/in2)

* *
= cw | (fd2i + f d 2i + fd3i) − (fd2j + f d2 j + fd3j)|

= 0.95
= 0.75
vertical bending in, N/cm2 (kgf/cm2, lbf/in2), for load case i and j of the
selected pairs of combined load cases, respectively
fd1hi, fd1hj = wave-induced component of the primary stresses produced by hull girder
horizontal bending in, N/cm2 (kgf/cm2, lbf/in2), for load case i and j of
the bending of cross-stiffened panels between transverse bulkheads, in
* *
f d 2i ,f d2 j = wave-induced component of the additional secondary stresses produced
by the local bending of the longitudinal stiffener between supporting
structures (e.g. transverse bulkheads and web frames), in N/cm2 (kgf/cm2,
lbf/in2), for load case i and j of the selected pairs of combined load cases,
respectively
fd3i, fd3j = wave-induced component of the tertiary stresses produced by the local
bending of plate elements between the longitudinal stiffeners, in N/cm2
(kgf/cm2, lbf/in2), for load case i and j of the selected pairs of combined
load cases, respectively
For calculating the wave induced stresses, sign convention is to be observed for the respective
directions of wave-induced loads as specified in 5-3-3/Table 1. The wave-induced local loads
are to be calculated with the sign convention for the external and internal loads; however, the
total of the external and internal pressures, including both static and dynamic components,
need not be taken less than zero.
Part 5
5-3-A1/1.7) and in accordance with 5-3-A1/7.5 through 5-3-A1/7.11. The results of direct
11 Determination of Stress Concentration Factors (SCF’s) 5-3-A1/11
11.1 General (1995) 5-3-A1/11.1

fatigue assessment.
Where, for a particular example shown no specific value of SCF is given when one is called for, it
11.3 Sample Stress Concentration Factors (SCF’s) 5-3-A1/11.3

11.3.1 Misalignment (1995) 5-3-A1/11.3.1
SCF = 1 + 1.5e/t2 for 5-3-A1/Figure 5a and b.
For ship structures built with a recognized shipbuilding standard, the eccentricity, e, may be
FIGURE 5
Misalignment
t1
t2 t1 ≥ t2
e
Class E
t1
t2
t1 ≥ t2
e
Part 5
11.3.2 Cut-outs (Slots) for Longitudinals (1995) 5-3-A1/11.3.2

5-3-A1/Table 8 and 5-3-A1/Figure 6.
TABLE 8
Ks(SCF)
Location [1] [2] [3] [1] [2] [3]
Notes: a The Ks is given based on nominal shear stresses near the locations under consideration.
Locations [1] and [2]: Class C or B as indicated in 5-3-A1/Table 1
Location [3]: Class F
c The peak stress range is to be obtained from the following equations:
1 For locations [1] and [2] (1999)
fRi = cf[Ksifsi + fni]
where
cf = 0.95
fsi = fsc + αi fswi, fsi ≥ fsc
= Fi/Aw
= CyP/(Ac + As)
P = s ! po
Ac = sectional area of the support or of both supports for double-sided support
2 For location [3]
2
fR3 = cf [f n3 + (Ks fs2)2]1/2
where
fs2 = shear stress range as defined in 1 above near location [3].
Part 5
FIGURE 6
Web Plate F.B.

Class C or B Stiffener
[2] [2]
[1]
[1]
F1 F2 F1 F2
R R f3
f3
[1] [1]
[3] [3]
f s1 f s2 f s1 fs2
P R ≥ 35mm P
Web Plate F.B.

[2] [2]
[1] [1]
F1 F2 F1 F2
R R R f3
f3
[1] [1] [3] [3]
f s1 fs2 f s2
f s1
R ≥ 35mm
P P
Web Plate F.B.

[2] [2] [1] [2]

F1 F2 F1 F2
R R R R
f3 f3
[1]
f s2 [3] fs1 fs1
R ≥ 35mm
P P
Part 5

11.3.3(a) For assessing fatigue life of the flat bar stiffener at location [1] or [2], the peak
stress range is to be obtained from the following equations:
fRi = [(αi fs)2 + fL2 ]1/2 (i = 1 or 2)
where
= cf CyP/(As + Ac)
P, As , Ac , cf are as defined in 5-3-A1/11.3.2 and Cy in 5-3-A1/7.11.1. For flat bar stiffener
with soft-toed brackets, the brackets may be included in the calculation of As.
fLi = stress range in the longitudinal at Location i (i = 1or 2), as specified in
5-3-A1/9
αi = stress concentration factor at Location i (i = 1or 2) accounting for
misalignment and local distortion.
At location [1]
At location [2]
11.3.3(b) For assessing the fatigue life of the weld throat as shown in 5-3-A1/Table 1, Class
W, the peak stress range fR at the weld may be obtained from the following equation:
fR = 1.25fsAs /Asw
where
calculation of Asw.
fs and As are as defined in 5-3-A1/11.3.3 (a).
11.3.3(c) For assessing fatigue life of the longitudinal, the fatigue classification given in
5-3-A1/Table 1 for a longitudinal as the only load carrying member is to be considered.
Alternatively, the fatigue classification shown in the 5-3-A1/Figure 7 in conjunction with the
Part 5
FIGURE 7
45° 45°
* *

of As and Asw.
Web Plate
Web Plate
Flat Bar
Flat Bar
[1]
Class E
fL1 [1] [2]
fs
[2] Class E Class E
fs
[1] Class F
Class F
fL1 fL2 fL1 fL2

P P
11.3.4 Welded Connection with Two or More Load Carrying Members 5-3-A1/11.3.4
For brackets connecting two or more load carrying members an appropriate stress
concentration factor (SCF) determined from fine mesh 3D or 2D finite element analysis is to
be used. In this connection, the fatigue class at bracket toes may be upgraded to class E.
Sample connections are illustrated below with SCF.
11.3.4(a) Connection of Longitudinal and Stiffener
11.3.4(b) Connection Between Corrugated Transverse Bulkhead and Deck
11.3.4(c) Connection Between Corrugated Transverse Bulkhead and Inner Bottom with
Respect to Lateral Load on the Bulkhead
11.3.4(d) Connection Between Inner Bottom and Hopper Tank Slope
11.3.4(e) Hatch Corner
11.3.4(f) Hold Frames
11.3.4(g) Doublers and Non-Load Carrying Members on Deck or Shell Plating
Part 5
FIGURE 8
Connection of Longitudinal and Stiffener
FIGURE 9
Connection Between Corrugated Transverse Bulkhead and Deck
E with SCF
HATCH SIDE
COAMING
DETAIL
Deck
Corrugated Bhd
Deck
E with SCF
E with SCF
Deck
E with SCF
Part 5
FIGURE 10
Connection Between Corrugated Transverse Bulkhead and Inner Bottom
with Respect to Lateral Load on the Bulkhead
E with SCF
Part 5
FIGURE 11
Connection Between Inner Bottom and Hopper Tank Slope
E with SCF C with SCF
FIGURE 12
Hatch Corner
C with SCF
E with SCF
Part 5
FIGURE 13
Hold Frames
E with SCF

E with SCF
F2
F2 F2
SHELL PLATING
F2
E with SCF
E with SCF
F2
G
SHELL PLATING
SHELL PLATING
FRAME
FRAME
G F2
Part 5
FIGURE 14
Doublers and Non-Load Carrying Members on Deck or Shell Plating
G
G
C E
D E F2
Part 5

13.1 Introduction (1995) 5-3-A1/13.1

13.3 S-N Data (1995) 5-3-A1/13.3

of numerous tests which often display considerable scatter. The recommended design curves for
the design curves have been based on the selection of the lower bound, 95% confidence limit. In other
words about 2.5% of the test failure results fall below this curve. Treating the design curve in this
manner introduces a high, yet reasonable degree of conservatism in the design and fatigue evaluation
processes.
Individual S-N curves are presented to reflect certain generic structural geometries or arrangements.
5-3-A1/Table 1 and 5-3-A1/11.3 contain sketches of typical found weld connections and other details
in ship structure, giving a list of the S-N classification. This information is needed to assess the
fatigue strength of a detail. Also needed is a consistent way to establish the demands or load effects
placed on the detail so that a compatible assessment can be made of the available strength versus the
demand. Here is where interpretation and judgment enter the fatigue assessment.
presence of a weld or other local discontinuity. In an actual structure it is rare that a match will be
found between the tested sample geometry and loadings. One is then faced with the problem of
making the appropriate interpretation.
13.5 S-N Data and SCF’s (1995) 5-3-A1/13.5

Selection of appropriate S-N data are straight-forward with respect to ‘‘standard details’’ offered in
5-3-A1/Table 1 or other similar reference. However, in the case of welded connections in complex
structures, it is required that SCF’s be used to modify the nominal stress range. An example of the
need to modify nominal stress for fatigue assessment purposes is shown in 5-3-A1/Figure 15 below,
relating to a hole drilled in the middle of a flat plate traversed by a butt weld.
In this example the nominal stress SN is P/Area, but the stress to be used to assess the fatigue strength
at point A is SA or SN·SCF. This example is deceptively simple because it does not tell the entire
story. The deficiency of the example is that one needs to have a definitive and consistent basis to
obtain the SCF. There are reference books, which indicate that based on the theory of elasticity the
SCF to be applied in this case is 3.0. However, when the SCF is computed using the finite element
analysis techniques, the SCF obtained can be quite variable depending on the mesh size. The example
does not indicate which S-N curve should be applied, nor does the example show how the selection of
the design S-N data could be affected by the mentioned finite element analysis issues. Therefore, if
such interpretation questions exist for a simple example, the higher difficulty of appropriately treating
more complex structures should be evident.
Part 5
Referring to the S-N curves to be applied to welded connections (for example S-N curves D-W in
5-3-A1/Figure 1 ) the SCF’s resulting from the presence of the weld itself are already accounted for in
these curves. If one were to have the correct stress distribution in the region—from the weld to a
stress obtained from P/A and M/SM)—the stress distribution may be generically separated into three
distinct segments as shown in the 5-3-A1/Figure 16 below.
presence of other structure such as the bracket end shown in the figure. This must be
accounted for to obtain an appropriate stress to be used in the fatigue analysis at the weld toe.
design curve and need not be discussed further. Since the typical way to determine the stress
method of analysis.
advance and with certainty the distances from the weld toe where the indicated changes of slope for
the stress gradient occur. For this reason, definite rules need to be established to determine the slopes,
then criteria can be established and used to find the stress at the weld toe which is to be used in the
fatigue assessment.
In this regard two approaches can be used to find the stress at the weld toe, which reflect two methods
of structural idealization. One of these arises from the use of a conventional beam element idealization
of the structure including the end bracket connection, and the other arises from the use of a fine mesh
finite element idealization.
Using a beam element idealization, the nominal stress at any location (i.e. P/A and M/SM) can be
obtained. (See 5-3-4/Figure 4 for a sample beam element model).
In the beam element idealization there will be questions as to whether or not the geometric stress
concentration due to the presence of other structure is adequately accounted for; this is the ‘‘Segment
II’’ stress gradient previously described. In the beam modeling approach shown in the figure, the
influence on stresses arising from the ‘‘carry over’’ of forces and bending moments from adjacent
structural elements has been approximately accounted for. At the same time the strengthening effect
of the brackets has been ignored. Hence for engineering purposes, this approach is considered to be
sufficient in conjunction with the nominal stress obtained at the location of interest and the nominal S-
N curve, i.e. the F or F2 Class S-N data, as appropriate.
In the fine mesh finite element analysis approach one needs to define the element size to be used. This
is an area of uncertainty because the calculated stress distribution can be unduly affected by both the
employed mesh size and the uniformity of the mesh adjacent to the weld toe. Therefore, it is necessary
to establish ‘‘rules’’ as given below to be followed in the producing of the fine mesh model adjacent
to the weld toe. Further since the area adjacent to the weld toe (or other discontinuity of interest) may
be experiencing a large and rapid change of stress (i.e., a high stress gradient) it is also necessary to
provide a rule which can be used to establish the stress at the location where the fatigue assessment is
to be made.
weld toe’’ element stresses and to obtain a (linearly) extrapolated stress at the weld toe. When stresses
are obtained in this manner the use of the E Class S-N data is considered to be acceptable.
Weld hot spot stress can be determined from linear extrapolation to weld toe using calculated stresses
at t/2 and 3t/2 from weld toe. Defining stresses are the principal centroidal stresses (Principal Stresses
are to be used even if their orientation slightly deviates from the plane shown) in the elements as
shown. Description of numerical procedure is given in 5-3-A1/13.7 below.
Part 5
FIGURE 15 (1995)
S N = P/Area
A
P
SA
SCF = SA / SN
FIGURE 16 (1995)
Calculated Stress
Physical Stress
I Bracket
II
III
Weld
Stiffener
Part 5
FIGURE 17 (1995)
Peak Stress
t Weld Toe
~
t/2
3t/2
13.7 Calculation of Hot Spot Stress for Fatigue Analysis of Ship Structures (1995) 5-
3-A1/13.7
The algorithm described in the following is applicable to obtain the hot spot stress for the point at the
toe of a weld. The weld connects either a flat bar member or a bracket typically to the flange of a
longitudinal stiffener as shown in 5-3-A1/Figure 18.
elements the first of which is adjacent to the weld toe. Assuming that the applicable components of
the principal stresses, Si , at Pi have been determined from FEM analysis, the ‘‘hot spot’’ stress, the
13.7.1 5-3-A1/13.7.1
Select two points, L and R, such that points L and R are situated at distances t/2 and 3t/2 from
the weld toe; i.e.,
XL = t/2, XR = 3t/2
13.7.2 5-3-A1/13.7.2
Let X = XL and compute the values of four coefficients as follows:

C1 = [(X – X2) (X – X3) (X – X4)] / [(X1 – X2) (X1 – X3) (X1 – X4)]
C2 = [(X – X1) (X – X3) (X – X4)] / [(X2 – X1) (X2 – X3) (X2 – X4)]
C3 = [(X – X1) (X – X2) (X – X4)] / [(X3 – X1) (X3 – X2) (X3 – X4)]
C4 = [(X – X1) (X – X2) (X – X3)] / [(X4 – X1) (X4 – X2) (X4 – X3)]
The corresponding stress at Point L can be obtained by interpolation as:
SL = C1S1 + C2S2 + C3S3 + C4S4
13.7.3 5-3-A1/13.7.3
Let X = XR and repeat Step in 5-3-A1/13.7.2 to determine four new coefficients, the stress at
Part 5
Point R can be interpolated likewise, i.e.,

SR = C1S1 + C2S2 + C3S3 + C4S4
13.7.4 5-3-A1/13.7.4
The hot spot stress, S0, is given by

S0 = (3SL − SR)/2
Footnotes:
The algorithm presented in the foregoing involves two types of operations. The first is to utilize the stress values at the
centroid of the four elements considered to obtain estimates of stress at Points L and R by way of an interpolation algorithm
known as Lagrange interpolation. The second operation is to make use of the stress estimates SL and SR to obtain the hot
spot stress via linear extrapolation.
While the Lagrange interpolation is applicable to any order of polynomial, it is not advisable to go beyond the 3rd order
(cubic). Also, the even order polynomials are biased; so that leaves the choice between a linear scheme and a cubic scheme.
Therefore, the cubic interpolation as described in 5-3-A1/13.7.2 should be used. It can be observed that the coefficients, C1
to C4 are all cubic polynomials. It is also evident that, when X = Xj which is not equal to Xi all the C’s vanish except Ci; and
if X = Xi, Ci = 1.
FIGURE 18 (1995)
(L) (R)
P1 P2 P3 P4
X1
X2
X3
X4
PART
5

Stresses
CONTENTS
1 General................................................................................. 555
5 Longitudinals, Stiffeners, Hold Frames and Unit
Corrugation for Transverse Bulkhead ............................... 558
5.3 Torsional / Flexural Buckling ................................................ 558
5.5 Buckling Criteria for Unit Corrugation of
Transverse Bulkhead ........................................................... 560
7.1 Large Stiffened Panels ......................................................... 561
7.3 Corrugated Transverse Bulkheads ...................................... 563
Large Brackets ..................................................................... 564
9.5 Tripping................................................................................. 564
11.9 Webs of Longitudinals and Stiffeners................................... 566
TABLE 1 Buckling Coefficient, Ki .......................................... 556
FIGURE 1 Net Dimensions and Properties of Stiffeners ........ 561
PART
5

1 General 5-3-A2/1
from experimental data or analytical studies may be considered, provided well documented supporting
data are submitted for review.

from the following equations with respect to uniaxial compression, bending and edge shear,
respectively.
fci = fEi for fEi ≤ Pr fyi
fci = fyi[1 − Pr(1 – Pr) fyi/fEi] for fEi > Pr fyi
where
shear, separately, N/cm2 (kgf/cm2, lbf/in2)
fEi = Ki[π2E/12(1 − ν2)](tn/s)2, N/cm2 (kgf/cm2, lbf/in2)
Ki = buckling coefficient as given in 5-3-A2/Table 1
ν = Poisson’s ratio, may be taken as 0.3 for steel
tn = net thickness of the plate, in cm (in.)
Part 5
fyi = fy, for uniaxial compression and bending
= fy / 3 , for edge shear
TABLE 1
Buckling Coefficient, Ki (1995)
A Uniaxial compression ! a. For f ‘L = fL: 4C1

fL fL
1. Long plate b. For f ‘L = fL/3: 5.8C1
S
! ≥s (see note)
f'L f'L
2. Wide plate fT
f'T
! >s a. For f ‘T = fT: [1 + (s/ ! )2]2C2
b. For f ‘T = fT/3:
S ! 1.45[1+(s/ ! )2]2C2
(see note)
f'T
fT
1. Long plate 24C1
s
! ≥s
-f b -f b
2. Wide plate
fb
! >s
-f b
a. For 1.0 ≤ ! /s ≤ 2.0: 24 (s/ ! )2C2
b. For 2.0 < ! /s: 12 (s/ ! )C2

s !
(see note)
-f b
fb
Part 5
C Edge Shear f LT Ki
s f LT
[5.34+4(s/ ! )2]C1

C1 = 1.1
C2 = 1.2 elsewhere

C1 = 1.0
C2 = 1.1 elsewhere
* applicable where shorter edges of a panel are supported by rigid members such as bottom, inner bottom, side shell, inner
skin bulkhead, double bottom floor/girder and double side web stringer.
A Axial compression
'
'
b. For f L = fL /2: 5.2C
(see note)
where
B Ideal Bending
Same as I.B. 24C
Part 5
III. Flange and Face Plate Ki
b2 b2
s = b2
′ ′
Note: In I.A. (II.A), Ki for intermediate values of (fL /fL) and (fT /fT) may be obtained by interpolation between a and b.
5 Longitudinals, Stiffeners, Hold Frames and Unit

Corrugation for Transverse Bulkhead 5-3-A2/5

The critical buckling stress, fca, of a beam-column, i.e. the longitudinal and the associated effective
Fca = fE for fE ≤ Pr fy
fca = fy[1 − Pr(1 − Pr)fy /fE], for fE > Pr fy
where
fE = π2E/( ! /r)2, N/cm2 (kgf/cm2, lbf/in2)
5-3-4/Figure 3
r = radius of gyration of area Ae, in cm (in.)
Ae = As + bwLtn
plating, cm2 (in2)
bwL = effective width of the plating, as given in 5-3-5/5.3.2, in cm (in.)
tn = net thickness of the plating, in cm (in.)
fy , Pr and E are as defined in 5-3-A2/3
5.3 Torsional / Flexural Buckling (1996) 5-3-A2/5.3

The critical torsional/flexural buckling stress with respect to axial compression of a longitudinal,
including its associated plating (effective width, bwL) may be obtained from the following equations:
fct = fET for fET ≤ Pr fy
fct = fy[1 − Pr(1 − Pr)fy /fET] for fET ≥ Pr fy
Part 5
where
fct = critical torsional/flexural buckling stress with respect to axial compression, N/cm2
(kgf/cm2, lbf/in2)
fET = E[K/2.6 + (nπ/ ! )2Γ + Co( ! /nπ)2/E]/Io[1 + Co( ! /nπ)2/Io fcL], N/cm2 (kgf/cm2,
lbf/in2)
K = St. Venant torsion constant for the longitudinal’s cross section, excluding the
associated plating.
= 1/3[bf t 3f + dw t w3 ]
Io = polar moment of inertia of the longitudinal, excluding the associated plating,

about the toe (intersection of web and plating), in cm4 (in4)
= Ix + mIy + As(x2o + y2o)
I x, I y = moment of inertia of the longitudinal about the x-and y-axis, respectively,
through the centroid of the longitudinal excluding the plating (x-axis
perpendicular to the web), in cm4 (in4)
m = 1.0 − u(0.7 − 0.1 dw /bf)
= 1 − 2b1 /bf
xo = horizontal distance between centroid of stiffener As and centerline of the web
plate, cm (in.)
yo = vertical distance between the centroid of the longitudinal’s cross section and its
toe, cm (in)
dw = depth of the web, cm (in.)
tw = net thickness of the web, cm (in.)
bf = total width of the flange/face plate, cm (in.)
b1 = smaller outstanding dimension of flange with respect to centerline of web (see
5-3-A2/Figure 1), cm (in.)
tf = net thickness of the flange/face plate, cm (in.)
Co = E t n3 /3s
Γ = warping constant
≅ mIyf d w2 + d w3 t w3 /36
Iyf = tf b 3f (1.0 + 3.0u2dwtw /bf tf)/12, cm4 (in4)
fcL = critical buckling stress for the associated plating corresponding to n-half waves,
= π2E(n/α +α/n)2(tn/s)2/12(1 − ν2)
Part 5
α = ! /s
n = number of half-wave which yield a smallest fET
= 1 for fixed end beam
fy, Pr, E, s and v are as defined in 5-3-A2/3.
As, tn and ! are as defined in 5-3-A2/5.1.
5.5 Buckling Criteria for Unit Corrugation of Transverse Bulkhead 5-3-A2/5.5

The critical buckling stress, which is also the ultimate bending stress, fcb, for a unit corrugation may
be determined from the following equation (See 5-3-5/5.11.2).
fcb = fEc for fEc ≤ Pr fy
fcb = [1 − Pr(1 − Pr)fy /fEc]fy for fEc > Pr fy
where
fEc = kcE(t/a)2
kc = 0.091 [7.65 − 0.26(c/a)2]2
c and a are widths of the web and flange panels respectively, in cm2 (in2)
Pr, fy and E are as defined in 5-3-A2/3.
The maximum vertical bending moment, M, may be determined in accordance with 5-3-4/25 at the
lower end of the corrugation.
Part 5
FIGURE 1
Net Dimensions and Properties of Stiffeners (1995)
bf
b2 b1
1
tf
X0
CENTROID OF WEB
AND FACE PLATE
(NET SECTION)
tw
yo dw
tp
be
in 5-3-A1/Figure 3
7.1 Large Stiffened Panels 5-3-A2/7.1

fci = fy[1 − Pr(1− Pr)fy /fEi] for fEi > Pr fy
Part 5
where
fEi = kLπ2(DLDT)1/2/tLb2 in the longitudinal direction, N/cm2 (kgf/cm2, lbf/ in2)
fEi = kTπ2(DLDT)1/2/tT ! 2 in the transverse direction, N/ cm2 (kgf/cm2, lbf/in2)

kL = 4 for ! /b ≥ 1
= [1/ φ L2 + 2η + φ L2 ] for ! /b < 1

kT = 4 for b/ ! > 1
= [1/ φ T2 + 2η + φ T2 ] for b/ ! < 1
DL = EIL/sL(1 − ν2)
DL = E t n3 /12(1 − ν2) if no stiffener in the longitudinal direction
DT = EIT /sT(1 − ν2)
DT = E t n3 /12(1 − ν2) if no stiffener in the transverse direction

!,b = length and width between transverse and longitudinal bulkheads, respectively, cm
(in.)
tL, tT = net equivalent thickness of the plating and stiffener in the longitudinal and
transverse direction, respectively, cm (in.)
= (sLtn + AsL)/sL or (sT tn + AsT)/sT
sL, sT = spacing of longitudinals and transverses respectively, cm (in.)
φL = ( ! /b)(DT/DL)1/4
φT = (b/ ! )(DL/DT)1/4
η = [(IpLIpT)/(ILIT)]1/2
IpL, IpT = net moment of inertia of the effective plating (effective breadth due to shear lag)
alone about the neutral axis of the combined cross section, including stiffener and
plating, cm4 (in4)
IL, IT = net moment of inertia of the stiffener (one) with effective plating in the
longitudinal or transverse direction, respectively, cm4 (in4). if no stiffener, the
moment of inertia is calculated for the plating only.
fy, Pr, E and ν are as defined in 5-3-A2/3. tn is as defined in 5-3-A2/5.1.
Except for deck panels, when the lateral load parameter, qo , defined below is greater than 5, reduction
of the critical buckling stresses given above is to be considered.
qo = pnb4/(π4tTDT)
qo = pn ! 4/(π4tLDL)
Part 5
where
pn = average net lateral pressure N/cm2 (kgf/cm2, lbf/in2)
DT , b, ! , tT and sT are as defined above.
f ci′ = Ro fci N/cm2 (kgf/cm2, lbf/in2)
where
Ro = 1 − 0.045(qo − 5) for qo ≥ 5
Ro is not to be taken less than 0.5.
For deck panels, Ro = 1.0 and f ci′ = fci
FIGURE 2
!
T.B ./S .S
sT
Pn
longitudina l
b sL
L.B .
tr ansv erse plating, t T.B .

T.B . n
7.3 Corrugated Transverse Bulkheads 5-3-A2/7.3

For corrugated transverse bulkheads the critical buckling stresses with respect to uniaxial compression
may be calculated from the equations given in 5-3-A2/7.1 above by replacing the subscriptions ‘‘L’’
and ‘‘T’’ with ‘‘V’’ and ‘‘H’’ for the vertical and horizontal directions respectively. The rigidities DV
and DH are defined as follows.
DV = EIv /s
DH = [s/(a+c)][Et3/12(1 − ν2)]
where
Iv = moment of inertia of a unit corrugation with spacing s, s = a + c cos φ
= t/4[c sin φ]2 (a + c/4 + c sin φ/12), in cm4 (in4)

a, c = widths of the flange and web panels respectively, in cm (in.)
Part 5
t = net thickness of the corrugations, in cm (in.)

s and ν are as defined in 5-3-A2/3.
also
! = length of the corrugation, in cm (in.)
sv and sH may be both taken as s.
η, IpH and AsH may be taken as zero.
AsV = t c sin φ

The depth of cut-out, in general, is to be not greater than dw /3 and the stresses in the area calculated
are to account for the local increase due to the cut-out.
When cut-outs are present in the web plate the effects of the cut-outs on reduction of the critical
buckling stresses is to be considered as outlined below:
shear may be obtained from equations given in 5-3-A2/3
9.3.2 Reinforced by Face Plates Around Contour of Cut-outs 5-3-A2/9.3.2
When reinforcement is made by adding face plates along contour of the cut-out, the critical
buckling stresses with respect to compression, bending and shear may be obtained from
equations given in 5-3-A2/3, without reduction, provided that the net sectional area of the face
plate is not less than 8tw2, where tw is the net thickness of the web plate and that depth of cut-
out is not greater than dw /3, where dw is the depth of the web.

When reinforcement is not provided, the buckling strength of the web plate surrounding the
cut-out may be treated as a strip of plate with one edge free and the other edge simply
supported.
9.5 Tripping (1995) 5-3-A2/9.5

with a spacing generally not greater than 3 meters. (9.84 ft.) Design of tripping brackets may be based
on the force P acting on the flange as given by the following equation.
 1 
P = 0.02 f c!  A f + Aw 
 3 
Part 5
Af
P
where
brackets, N/cm2 (kgf/ cm2, lbf/in2)
f c! = fce, for fce ≤ Pr fy
= fy[1 – Pr(1 − Pr) fy/fce], for fce > Pr fy
fce = 0.6E[(bf/tf )(tw/dw )3]1/2, N/cm2 (kgf/cm2, lbf/in2)
Af = net cross sectional area of the flange/face plate in cm2 (in2)
Aw = net cross sectional area of the web in cm2 (in2)

bf, tf, dw, tw are as defined in 5-3-A2/5.3.


The net moment of inertia of the longitudinals, io , with effective breadth of net plating is to be not less
than that given by the following equation.
st 3n
io = γo cm4 (in4)
12(1 − ν 2 )
where
γo = (2.6 + 4.0δ)α 2 + 12.4α − 13.2α1/2
δ = A/stn
α = ! /s
s = spacing of longitudinals, cm (in.)
tn = net thickness of plating supported by the longitudinal, cm (in.)
Part 5
ν = Poisson’s ratio
= 0.3 for steel
A = net sectional area of the longitudinal (excluding plating), cm2 (in2)
! = unsupported span of the longitudinal, cm (in.)

exceeding s or 0.33 ! , whichever is less, is not to be less than obtained from the following equations:
i = 0.17 ! t3( ! /s)3 cm4 (in4), for ! /s ≤ 2.0
i = 0.34 ! t3( ! /s)2 cm4 (in4), for ! /s > 2.0
where
! = length of stiffener between effective supports in cm (in.)
t = required net thickness of web plating in cm (in.)
s = spacing of stiffeners in cm (in.)

The net moment of inertia of the supporting members such as transverses and webs is not to be less
than that obtained from the following equation.
Is /io ≥ 0.2(Bs / ! )3(Bs /s)
where
Is = moment of inertia of the supporting member, including the effective plating, cm4
(in4)
io = moment of inertia of the longitudinals, including the effective plating, cm4 (in4)
Bs = unsupported span of the supporting member, cm (in.)
limits given below.
b2/tf = 0.4(E/fy)1/2
where
b2 = larger outstanding dimension of flange, as given in 5-3-A2/Figure 1, cm (in.)
tf = net thickness of flange/face plate, cm (in.)
11.9 Webs of Longitudinals and Stiffeners 5-3-A2/11.9

Depth-thickness ratio of webs of longitudinals and stiffeners is to satisfy the limits given below:
dw/tw ≤ 1.5(E/fy)1/2 for angles and tee bars
dw/tw ≤ 0.85(E/fy)1/2 for bulb plates
Part 5
dw/tw ≤ 0.5(E/fy)1/2 for flat bars

where dw and tw, are as defined in 5-3-A2/5.3 and E and fy are as defined in 5-3-A2/3
considered satisfied. If not, the buckling strength of the web is to be further investigated as per
5-3-A2/3 of this Appendix.
PART
5
APPENDIX 3 The Design and Evaluation of Ore

and Ore/Oil Carriers
CONTENTS
1 General................................................................................. 571
5 Loading Patterns ................................................................. 571
FIGURE 1 Loading Pattern of Ore/Oil Carrier.......................... 572
PART
5
APPENDIX 3 The Design and Evaluation of Ore

and Ore/Oil Carriers 5 - 3 - A 3
1 General 5-3-A3/1
This Appendix is intended to provide guidance for the design and evaluation of ore and ore/oil
carriers, ranging in length from 150 to 350 meters, fitted with two complete longitudinal bulkheads
which divide the cross section into three holds of approximately equal breadth. The vessels may have
a complete or partial double bottom with a single bottom in the wing spaces and the double bottom
space may be designated for ballast, fuel oil or as voids. The ore cargo is to be carried only in the
center holds with the wing spaces used for ballast or cargo oil. The center holds may also be used for
cargo or ballast. The vessels are assumed to have large openings in the decks for hatchways.
The design criteria specified in Part 5, Chapter 3 are generally applicable to this type of vessel with
modifications and additions as given in this appendix. The strength criteria as specified in Part 5,
Chapter 1, and Part 5, Chapter 2 may be applied to the same type of vessel for carriage of oil cargoes.
3 Nominal Design Corrosion Values 5-3-A3/3

The nominal design corrosion values for an ore carrier may be taken the same as for a single hull
tanker in the wing tanks and as for a bulk carrier in the center hold. In ore/ oil carriers where the wing
spaces alternate between ballast and cargo usage, the corrosion values for longitudinal scantlings are
to be those specified for ballast spaces while the nominal design corrosion values for transverse
members may correspond to the actual usage of the tank. Where two corrosion values are specified for
one structural item, as is the case for the longitudinal bulkheads, the larger value is to be adopted. The
nominal design corrosion value for double bottom voids may be 1.00 mm for transverse members.
5 Loading Patterns 5-3-A3/5

Ten loading patterns given in 5-3-A3/Figure 1 are to be used for determining local loads and
calculating structural responses for design and evaluation. These are applicable in conjunction with
the ten combined load cases specified in 5-3-3/Table 1.
Part 5
Appendix 3 The Design and Evaluation of Ore and Ore / Oil Carriers 5-3-A3
FIGURE 1
Loading Pattern of Ore/Oil Carrier
Part 5
Appendix 3 The Design and Evaluation of Ore and Ore / Oil Carriers 5-3-A3
7 Strength Criteria 5-3-A3/7

In general, initial scantlings for wing tank plating, stiffeners and main supporting structures may be
determined based on the requirements specified in Part 5, Chapter 1 and Part 5, Chapter 2. In way of
the center ore holds, the applicable sections of 5-3-4 may be used. Certain structural members, which
may be alternately subject to dry and liquid cargo loading, such as the inner bottom and longitudinal
and transverse bulkheads, are to be checked against both the Tanker and Bulk Carrier Rules to
determine the proper initial scantling.
Alternatively, the distribution of bending and shear in the main supporting structure for the
determination of initial scantlings may be obtained from a structural analysis with the loads specified
in 5-3-A3/5 above.
The required thickness of the longitudinal bulkheads for hull girder shear is to be determined in
accordance with 5-1-4/5 with the distribution factors Ds and Di determined by direct calculation or by
Appendix 5-2-A1.
PART
5
APPENDIX 4 Load Cases for Structural Analysis

With Respect to Slamming
CONTENTS
1 Bowflare Slamming ............................................................ 577
1.1 Load Case - A....................................................................... 577
1.3 Load Case - B....................................................................... 577
1.5 Hull Girder Loads ................................................................. 577
1.9 Internal Bulk and Ballast Pressures ..................................... 579
1.11 Reference Wave Heading and Position ............................... 579
3 Bottom Slamming................................................................ 579
3.1 Load Case - C ...................................................................... 579
3.3 Hull Girder Loads ................................................................. 579
3.7 Internal Ballast Pressures (no bulk pressure) ...................... 579
3.9 Reference Wave Heading and Position ............................... 580
FIGURE 1 Loading Patterns for Slamming Study ................... 578
PART
5
APPENDIX 4 Load Cases for Structural Analysis

With Respect to Slamming 5 - 3 - A 4
1 Bowflare Slamming 5-3-A4/1
1.1 Load Case - A: 5-3-A4/1.1

First cargo hold filled; second cargo hold empty; ballast tanks and fore peak ballast hold empty (see
5-3-A4/Figure 1).
1.3 Load Case - B: 5-3-A4/1.3

First cargo hold and ballast tanks empty; second cargo hold filled; fore peak ballast hold filled (see
5-3-A4/Figure 1 ).
1.5 Hull Girder Loads 5-3-A4/1.5

Additional inertial load may be applied in conjunction with other local loads to yield the specified
total hull girder vertical shear force (VSF) at the aft transverse bulkhead of the first cargo hold of the
fore-end structural model.
Static VSF* kc = ±0.5
Dynamic VSF kc = ±1.0

*Maximum allowable still water VSF at aft transverse bulkhead section.
1.7 External Pressures 5-3-A4/1.7
(including Pij as specified in 5-3-3/11.3.1 and 5-3-3/11.3.2, and 5-3-3/5.5.4(a) for load case A, and
5-3-3/11.3.1 and 5-3-3/11.3.2, for load case B).
Kc = +1.0
Kfo = −1.0 sagging wave
Part 5
Appendix 4 Load Cases for Structural Analysis With Respect to Slamming 5-3-A4
FIGURE 1
Loading Patterns for Slamming Study
Draft 1/2
load case C
ballast
S.G. 1.025
ballast
load case B
full load
Draft 2/3
S.G. 3.0
cargo
load case A
full load
Draft 2/3
Part 5
1.9 Internal Bulk and Ballast Pressures 5-3-A4/1.9

Kc = + 0.5 for bulk and ballast
Wv = + 0.6
W! = Forward bulkhead + 0.6, Aft bulkhead −0.6
Pitch = −0.5
Roll = 0.0
1.11 Reference Wave Heading and Position 5-3-A4/1.11
Heading Angle = 0 (head wave)
Heave = Down
Pitch = Bow Down
Roll = 0
3 Bottom Slamming 5-3-A4/3
3.1 Load Case - C: 5-3-A4/3.1

First cargo hold empty; second cargo hold empty; ballast tanks in both holds filled; fore peak ballast
hold filled (see 5-3-A4/Figure 1).
3.3 Hull Girder Loads 5-3-A4/3.3

Additional inertial load may be applied in conjunction with other local loads to yield the specified
total hull girder vertical bending moment (VBM) at the aft transverse bulkhead of the first cargo hold
of the fore-end structural model.
Static VBM* kc = +0.5
Dynamic VBM kc = +0.3
*Maximum allowable stillwater VBM at aft transverse bulkhead section.
3.5 External Pressures 5-3-A4/3.5
(including Psi as specified in 5-3-3/11.1.1 and 5-3-3/11.1.3).

Kc = +1.0
kfo = +1.0 hogging wave
3.7 Internal Ballast Pressures (no bulk pressure) 5-3-A4/3.7

Kc = +1.0 for ballast
Wv = −0.4
W! = forward bulkhead −0.2, aft bulkhead +0.2
Pitch = +0.5
Roll = 0.0
Part 5
3.9 Reference Wave Heading and Position 5-3-A4/3.9

Heading angle = 0 (head wave)
Heave = up
Pitch = Bow up
Roll = 0
PART
5
APPENDIX 5a Single Side Skin Bulk Carriers in

Flooded Conditions - Longitudinal
Strength
CONTENTS
1 Longitudinal Strength ......................................................... 583
1.1 General................................................................................. 583
1.3 Flooding Assumptions .......................................................... 583
1.5 Flooding Conditions.............................................................. 584
1.7 Stress Assessment............................................................... 584
1.9 Strength Criteria ................................................................... 584
1.11 Buckling Strength ................................................................. 584
PART
5
APPENDIX 5a Single Side Skin Bulk Carriers in

Flooded Conditions - Longitudinal
Strength (1 July 1998) 5 - 3 - A 5 a
1 Longitudinal Strength 5-3-A5a/1
1.1 General 5-3-A5a/1.1

Single side skin bulk carriers of 150 m (492 ft) or more in length and intended to carry cargoes with
bulk density of 1.0 t/m3 (62.4 lb/ft3) or above, are to have their hull girder strength checked for
flooded conditions specified below. Each of the at sea cargo and ballast conditions in the intact
longitudinal strength calculations are to be considered.
For each loading condition examined, the individual cargo holds are to be assumed flooded in
accordance with 5-3-A5a/1.3 and 5-3-A5a/1.5. The resulting envelope curves of hull girder shear
forces and bending moments are to be used to determine the strength of the hull girder as specified in
5-3-A5a/1.7 through 5-3-A5a/1.11.
1.3 Flooding Assumptions 5-3-A5a/1.3

When calculating the weight of water entering the hold, the following assumptions are to be made:
1.3.1 5-3-A5a/1.3.1
The permeability of empty cargo spaces and volume left in loaded cargo spaces above any
cargo is to be taken as 0.95.
1.3.2 5-3-A5a/1.3.2
For the space below the top surface of bulk cargo in the loaded hold, appropriate
permeabilities and bulk densities are to be used for any cargo carried. For iron ore, a
permeability of 0.3 with a corresponding bulk density of 3.0 t/m3 (187 lb/ft3) is to be used.
For cement, a permeability of 0.3 with a corresponding bulk density of 1.3 t/m3 (81 lb/ft3) is
to be used. In this respect, ‘‘permeability’’ for bulk cargo means the ratio of the floodable
volume between the particles, granules or any larger piece of the bulk cargo, to the gross
volume occupied by the bulk cargo.
Part 5
Chapter 3 Vessels Intended to Carry Ore or Bulk Cargoes (L ≥ 150m)
Appendix 5a Single Side Skin Bulk Carriers in Flooded Conditions - Longitudinal Strength 5-3-A5a
For packed cargoes (such as steel mill products), permeability is to be based on the actual
floodable volume.
1.5 Flooding Conditions 5-3-A5a/1.5

Each cargo hold is to be considered individually flooded up to the equilibrium waterline.
The wave induced loads in the flooded conditions are assumed to be equal to 80% of the loads in
3-2-1/3.5.2 and 3-2-1/3.5.3.
1.7 Stress Assessment 5-3-A5a/1.7

For strength evaluation the hull structure is assumed to remain fully effective in resisting the applied
loading. The actual hull girder bending stress σbf in kN/cm2, (tf/cm2, Ltf/in2) at any location is given
by:
σbf = (Mswf + 0.8Mw)/SM
where:
Mswf = still water bending moment, in kN-m (tf-m, Ltf-ft), in the flooded conditions for
the section under consideration
MW = wave bending moment, in kN-m (tf-m, Ltf-ft), as given in 3-2-1/3.5.2 for the
section under consideration
SM = gross hull girder section modulus, in cm2-m, (in2-ft) for the section under
consideration.
The actual hull girder shear stress, τsf in kN/cm2, (tf/cm2, Ltf/in2), at any location is given by:
τsf = (Fswf + 0.8Fw)/2tsI
where:
Fswf = still water shear force, in kN (tf, Ltf), in the flooded conditions for the section
under consideration corrected as per 3-2-1/3.9.3
FW = wave shear force, in kN (tf, Ltf), as given in 3-2-1/3.5.3 for the section under
consideration
I, m = as defined in 3-2-1/3.5.2
ts = thickness of side shell plating, in cm (in.).
1.9 Strength Criteria 5-3-A5a/1.9

The calculated hull girder bending and shear stresses are not to exceed the values given below:
in bending fbf = 17.5/Q kN/cm2 (1.784/Q tf/cm2, 11.33/Q Ltf/in2)
in shear fsf = 11.0/Q kN/cm2 (1.122/Q tf/cm2, 7.122/Q Ltf/in2)

where:
Q is as defined in 3-2-1/5.5
1.11 Buckling Strength 5-3-A5a/1.11

The buckling strength of the effective members of the longitudinal hull girder at the deck (from the
deck to the bottom of the upper wing tank) and bottom (from the bottom to the top of the lower wing
tank) are to be verified using the procedures given in 3-2-A4/1, 3-2-A4/3, 3-2-A4/5, and 3-2-A4/9.
PART
5
APPENDIX 5b Single Side Skin Bulk Carriers in

Flooded Conditions - Corrugated
Transverse Watertight Bulkheads
(1 July 1998)
CONTENTS
1 Corrugated Transverse Watertight Bulkheads.................. 587
1.1 Application ............................................................................ 587
1.3 Definitions............................................................................. 587
3 Load Model .......................................................................... 588
3.1 General................................................................................. 588
3.3 Minimum Bulkhead Loading ................................................. 588
3.5 Flooding Head ...................................................................... 588
3.7 Cargo Pressure in the Intact Holds ...................................... 588
3.9 Combined Cargo/Flooding Pressure in the Flooded Holds.. 589
3.11 Resultant Pressure and Force.............................................. 591
5 Bending Moment and Shear Force..................................... 593
5.1 Bending Moment .................................................................. 593
5.3 Shear Force.......................................................................... 593
7.1 General................................................................................. 594
7.3 Bending Capacity ................................................................. 594
7.5 Effective Shedder Plates ...................................................... 595
7.7 Effective Gusset Plates ........................................................ 595
9 Section Properties............................................................... 597
9.1 Section Modulus at the Lower End of Corrugations............. 597
9.3 Section Modulus of Corrugations at Cross-Sections other
than the Lower End .............................................................. 598
9.5 Effective Width of the Compression Flange ......................... 598
11 Shear Strength .....................................................................599
11.1 Shear Stress......................................................................... 599
11.3 Shear Buckling ..................................................................... 599
13 Local Net Plate Thickness ...................................................599
15 Stool Construction...............................................................600
17 Local Scantlings and Details...............................................600
17.1 Shedder Plates ..................................................................... 600
17.3 Gusset Plates ....................................................................... 600
FIGURE 4 Symmetric shedder plates .......................................596

FIGURE 5 Asymmetric shedder plates.....................................596
FIGURE 6 Symmetric gusset/shedder plates...........................597
PART
5
Bulk Cargoes (150 meters (492 feet)
or more in Length)
APPENDIX 5b Single Side Skin Bulk Carriers in

Flooded Conditions - Corrugated
Transverse Watertight Bulkheads
(1 July 1998) 5 - 3 - A 5 b
1 Corrugated Transverse Watertight Bulkheads (1998) 5-3-A5b/1
1.1 Application 5-3-A5b/1.1

This Appendix will apply to vertically corrugated transverse watertight bulkheads between two cargo
holds of single side skin bulk carriers of 150 m (492 ft) or more in length, intended to carry solid bulk
cargoes having density of 1.0 t/m3, (62.4 lb/ft3) or above.
1.3 Definitions 5-3-A5b/1.3
1.3.1 Homogeneous Loading 5-3-A5b/1.3.1

In Appendix 5-3-A5b, a homogeneous loading is a loading condition wherein cargo is loaded
in two adjacent holds and wherein the ratio between the higher and lower filling levels, after
correction for different cargo densities, does not exceed 1.20.
1.3.2 Non-Homogeneous Loading 5-3-A5b/1.3.2
Any loading condition not fitting the description in 5-3-A5b/1.3.1 is considered non-
homogeneous for the application of Appendix 5-3-A5b, except that non homogeneous partial
loading conditions associated with multi-port loading and unloading operations for initially
homogeneous loading conditions are excluded.
1.5 Net Thickness and Nominal Design Corrosion Value 5-3-A5b/1.5

In calculating the scantlings for bulkhead and stool structures, the net thickness is to be used. The
design nominal corrosion value for these structures is to be taken as 3.5 mm (0.14 in.)
Part 5
Appendix 5b Single Side Skin Bulk Carriers in Flooded Conditions
- Corrugated Transverse Watertight Bulkheads 5-3-A5b
3 Load Model 5-3-A5b/3
3.1 General 5-3-A5b/3.1

The loads to be considered as acting on the bulkheads are those given by the combination of the cargo
loads with those induced by the flooding of one hold adjacent to the bulkhead under examination. The
scantlings of each bulkhead are to be checked using the design loading conditions included in the
longitudinal strength calculations and in the loading manual (see 3-2-1/7) and the most severe
combinations of cargoes and flooded water are to be used. Holds carrying packaged cargoes are to be
considered as empty holds for the application of Appendix 5-3-A5b.
Vessels which are not designed to operate exclusively in non-homogenous conditions carrying heavy
ore cargoes (density greater than 1.78 t/m3 (111 lb/ft3)) are to have their bulkheads evaluated
assuming the hold is filled to the level of the deck at centerline with cargo at the nominal design
density. The nominal design density is defined as the maximum cargo mass in the hold divided by the
hold volume.
3.3 Minimum Bulkhead Loading 5-3-A5b/3.3

For any bulkhead, the pressure due to the flooding water alone is to be considered as the minimum
loading.
3.5 Flooding Head 5-3-A5b/3.5

The flooding head hf (see 5-3-A5b/Figure 1) is the distance, in m (ft), measured vertically with the
ship in the upright position, from the point under consideration to a level located at a distance df, in m
(ft), from the baseline as given in the following table:
Df
after bulkhead of foremost hold 1 all other bulkheads
DWT Type of
ρc ≥ 1.78 or ρc < 1.78 & ρc ≥ 1.78 or ρc < 1.78 &
(tonnes) Freeboard
homo. cargo non-homo. homo. cargo non-homo.
≥ 50,000 or B60, B100 D 0.95D 0.9D 0.85D
< 50,000 and B0 0.95D 0.9D 0.85D 0.8D
Note: 1. Applicable for either case of flooding No.1 cargo hold or No.2 cargo hold
where:
D is the molded depth of the vessel, in m (ft), defined in 3-1-1/7.1 (see 5-3-A5b/Figure 1).
3.7 Cargo Pressure in the Intact Holds 5-3-A5b/3.7

At each point of the bulkhead, the pressure pc, in N/cm2 (kgf/cm2, lbf/in2), is given by:
(1 − sin α)
pc = k1 ⋅ ρ c h1 ⋅
(1 + sin α )
The force Fc, in N (kgf, lbf), acting on a corrugation is given by:
(d1 − hDB − hLS )2 (1 − sin α)

Fc = k2 ⋅ ρc s1 ⋅ ⋅
2 (1 + sin α )
where:
k1 = conversion factor, to be taken as 0.981 (0.0981, 1/144)
Part 5
ρc = bulk cargo density, in t/m3 (lb/ft3)

d1 = vertical distance, in m (ft), from the baseline to a horizontal plane corresponding
to the average height of the cargo (see 5-3-A5b/Figure 1 )
h1 = vertical distance, in m (ft), from the calculation point to horizontal plane
corresponding to the average height of the cargo (see 5-3-A5b/Figure 1)
α = angle of repose of the cargo, in degrees, that may generally be taken as 35° for
iron ore and 25° for cement
k2 = conversion factor, to be taken as 98.1 (10, 1/12)
s1 = spacing of corrugations, in cm (in) (see 5-3-A5b/Figure 2 )
hLS = mean height of the lower stool, in m (ft), from the inner bottom.
hDB = height of the double bottom, in m (ft)
FIGURE 1
hf
D
df
h1 V
d1
P1
3.9 Combined Cargo/Flooding Pressure in the Flooded Holds 5-3-A5b/3.9

3.9.1 Bulk Cargo Holds 5-3-A5b/3.9.1
Two cases are to be considered, depending on the values of d1 and df.
3.9.1(a) df ≥ d1
i) At each point of the bulkhead located at a distance between d1 and df from the
baseline, the pressure pc,f , in N/cm2 (kgf/cm2, lbf/in2), is given by:
pc, f = k1 ⋅ ρ ⋅ hf
ii) At each point of the bulkhead located at a distance less than d1 from the baseline, the
pressure pc, f , in N/cm2, (kgf/cm2, lbf/in2), is given by:
1 − sin α
pc, f = k1 ⋅ ρ ⋅ hf + k1 ⋅ [ρc ⋅ − ρ ⋅ (1 − perm)] ⋅ h1 ⋅
1 + sin α
Part 5
iii) The force Fc, f, in N (kgf, lbf), acting on a corrugation is given by:

Fc, f = k2 ⋅ s1 ⋅  ρ ⋅
(
d f − d1 )2 + p ⋅ (d f − d1 )+ (pc, f )!e ⋅ (d )

1 − hDB − hLS 
 2 2 
where:
ρ = density of sea water, in t/m3 (lb/ft3)
k1 = as defined in 5-3-A5b/3.7
hf = flooding head as defined in 5-3-A5b/3.5
df = as given in 5-3-A5b/3.5
perm = permeability of cargo, to be taken as 0.3 for ore (corresponding bulk
cargo density for iron ore may be 3.0 t/m3), coal cargoes and for cement
(corresponding bulk cargo density for cement may be 1.3 t/m3)
( pc , f )!e = pressure, in N/cm2, (kgf/cm2, lbf/in2), at the lower end of the corrugation
k1, k2, s1, d1, h1, hDB, hLS ρc, α are as given in 5-3-A5b/3.7
3.9.1(b) df < d1
i) At each point of the bulkhead located at a distance between df and d1 from the
baseline, the pressure pc, f , in N/cm2, (kgf/cm2, lbf/in2), is given by:
(1 − sin α)
pc, f = k1 ⋅ ρ c h1 ⋅
(1 + sin α )
ii) At each point of the bulkhead located at a distance lower than df from the baseline,
the pressure pc, f , in N/cm2 (kgf/cm2, lbf/in2), is given by:
1 − sin α 
pc, f = k1 ⋅ ρ ⋅ hf + k1 ⋅ [ρc ⋅ h1 − ρ ⋅ (1 − perm) ⋅ hf ] ⋅  
1 + sin α 
iii) The force Fc, f , in N (kgf, lbf) acting on a unit corrugation is given by:
  (1 − sin α )  
 (
Fc, f = k 2 ⋅ s1 ⋅  ρ c ⋅
d1 − d f )2 ⋅ (1 − sin α ) + ρc ⋅ (d1 − d f ) (1 + sin α )  + (pc, f )!e ⋅ (d − hDB − hLS

)

 2 (1 + sin α ) 2
f

 
 
where:
ρ = density of sea water, in t/m3 (lb/ft3)
perm = permeability of cargo, to be taken as 0.3 for ore (corresponding bulk
cargo density for iron ore may be 3.0 t/m3), coal cargoes and for cement
(corresponding bulk cargo density for cement may be 1.3 t/m3)
( pc , f )!e = pressure, in N/cm2, (kgf/cm2, lbf/in2), at the lower end of the corrugation
k1, k2, ρc, s1, d1, h1, hf, hDB , hLS α are as given in 5-3-A5b/3.7
Part 5
3.9.2 Empty Holds Pressure due to Flooding Water Alone 5-3-A5b/3.9.2

At each point of the bulkhead, the hydrostatic pressure pf , in N/cm2 (kgf/cm2, lbf/in2),
induced by the flooding water alone is given by:
pf = k1 ⋅ ρ ⋅ hf
The force Ff, in N (kgf, lbf), acting on a unit corrugation is given by:
Ff = k2 ⋅ s1 ⋅ ρ ⋅
(d f − hDB − hLS )
2
where:
k1, k2, s, hDB , hLS = as given in 5-3-A5b/3.7
ρ = as given in 5-3-A5b/3.9.1(a)
3.11 Resultant Pressure and Force 5-3-A5b/3.11

3.11.1 Homogeneous Loading Conditions 5-3-A5b/3.11.1
At each point of the bulkhead structures, the resultant pressure p, in N/cm2 (kgf/cm2,lbf/in2),
acting on the bulkhead is given by:
p = pc, f − 0.8Pc or p = pf whichever is greater
The resultant force F, in N (kgf, lbf), acting on a unit corrugation is given by:
F = Fc, f − 0.8Fc or F = Ff whichever is greater
3.11.2 Non Homogeneous Loading Conditions

At each point, the resultant pressure p, in N/cm2 (kgf/cm2, lbf/in2), acting on the bulkhead is
given by:
p = pc, f or p = pf whichever is greater
The resultant force F, in N (kgf, lbf), acting on a unit corrugation is given by:
F = Fc, f or F = Ff whichever is greater
Part 5
FIGURE 2
L
C
n = neutral axis of the corrugations a
φ tw
S1 tf
Part 5
5 Bending Moment and Shear Force 5-3-A5b/5

The bending moment, M, and the shear force, Q, in the bulkhead corrugations are obtained using the
formulae given in 5-3-A5b/5.1 and 5-3-A5b/5.3. The M and Q values are to be used for the checks in
5-3-A5b/7.3 and 5-3-A5b/11.
5.1 Bending Moment 5-3-A5b/5.1

The design bending moment M, in N-cm (kgf-cm, lbf-in.), for the bulkhead corrugations is given by:
M = 12.5 ⋅ F ⋅ ! (SI / MKS units) M = 1.5 ⋅ F ⋅ ! (US units)
where:
F = resultant force, in N (kgf, lbf), as given in 5-3-A5b/3.11
! = span of the corrugation, in m (ft), to be taken according to 5-3-A5b/Figure 2 and
5-3-A5b/Figure 3
5.3 Shear Force 5-3-A5b/5.3

The shear force Q, in N (kgf, lbf), at the lower end of the bulkhead corrugations is given by:
Q = 0.8 ⋅ F
where:
F = as given in 5-3-A5b/3.11
FIGURE 3
See
Note
! ! ! ! !
Note For the definition of ! , its upper end is not to be taken more than a distance from the deck at the
inboard side of the upper wing tank equal to:
- 3 times the depth of corrugations, in general
- 2 times the depth of corrugations, for regular stool
Part 5
7 Strength Criteria 5-3-A5b/7

7.1 General 5-3-A5b/7.1
The following criteria are applicable to transverse bulkheads with vertical corrugations (see
5-3-A5b/Figure 2). For ships of 190 m or more in length, these bulkheads are to be fitted with a
bottom stool, and generally with a upper stool below deck. For smaller ships, corrugations may extend
from inner bottom to deck.
The corrugation angle φ shown in 5-3-A5b/Figure 2 is not to be less than 55°.
Requirements for local net plate thickness are given in 5-3-A5b/13
In addition, the criteria as given in 5-3-A5b/7.7 and 5-3-A5b/9 are to be complied with.
The thickness and material of the lower part of corrugations considered in the application of
5-3-A5b/7.3 and 5-3-A5b/9.1 are to be maintained for a distance from the inner bottom (if no lower
stool is fitted) or the top of the lower stool not less than 0.15 ! , where ! is defined in 5-3-A5b/5.1
The thickness and material of the middle part of corrugations as considered in the application of
5-3-A5b/7.3 and 5-3-A5b/9.3 are to be maintained up to the level within 0.3 ! from the deck (if no
upper stool is fitted) or the bottom of the upper stool.
The section modulus of the corrugation in the remaining upper part of the bulkhead is not to be less
than 75% of that required for the middle part, corrected for any difference in yield stress.
7.3 Bending Capacity 5-3-A5b/7.3

The bending capacity of the corrugation is to comply with the following relationship:
M
≤ 0.95
0.5 ⋅ SM !e ⋅ f y ,!e + SM m ⋅ f y ,m
where:
M = bending moment, in N-cm (kgf-cm, lbf-in), as given in 5-3-A5b/5.1
SM !e = section modulus, in cm3 (in3), at the lower end of corrugations, to be calculated
according to 5-3-A5b/9.1. SM !e is to be taken not greater than the SM !′e
Q ⋅ hg − 0.5 ⋅ k ⋅ hg2 ⋅ s1 ⋅ pg
SM !′e = SMg + k ⋅
f y , !e
k = 100 (100, 12)

SMg = section modulus, in cm3 (in3), of the corrugations calculated, according to
5-3-A5b/9.3, in way of the upper end of shedder or gusset plates, as applicable
Q = shear force, in N (kgf, lbf), as given in 5-3-A5b/5.3
hg = height, in m (ft), of shedders or gusset plates, as applicable (see 5-3-A5b/Figure
4, 5-3-A5b/Figure 5, and 5-3-A5b/Figure 6)
s1 = as given in 5-3-A5b/3.7
pg = resultant pressure, in N/cm2(kgf/cm2, lbf/in2), as defined in 5-3-A5b/3,
5-3-A5b/3.9, calculated at the middle of the shedders or gusset plates, as
applicable
Part 5
SMm = section modulus, in cm3 (in3), at the mid-span of corrugations, to be calculated

according to 5-3-A5b/9.3. SMm is to be taken not greater than 1.15 SM !e
f y ,!e = minimum specified yield stress, in N/cm2 (kgf/cm2, lbf/in2), of the material for
the lower end of corrugations
fy, m = minimum specified yield stress, in N/cm2 (kgf/cm2, lbf/in2), of the material for
the mid-span of corrugations
7.5 Effective Shedder Plates 5-3-A5b/7.5

In order for shedder plates to be considered effective for the application of 5-3-A5b/9.1.1, the
following requirements are to be complied with:
7.5.1 5-3-A5b/7.5.1
The shedder plate lies in one plane, i.e:, is not knuckled;

7.5.2 5-3-A5b/7.5.2
The shedder plate is welded to the corrugations and the top of the lower stool by one side
penetration welds or equivalent;
7.5.3 5-3-A5b/7.5.3
The shedder plate angle with respect to the base line is at least 45° and the lower edge is in
line with the stool side plating;
7.5.4 5-3-A5b/7.5.4
The shedder plate is to have a thickness not less than 75% of that of the corrugation flange;
7.5.5 5-3-A5b/7.5.5
Shedders are to have material properties at least equal to those for the flanges
7.7 Effective Gusset Plates 5-3-A5b/7.7
In order for gusset plates to be considered effective for the application of 5-3-A5b/9.1.2, in
combination with shedder plates having thickness, material properties and welded connections in
accordance with the above, the following requirements are to be complied with:
7.7.1 5-3-A5b/7.7.1
The height of the gusset plates is not to be less than half the corrugation flange width;
7.7.2 5-3-A5b/7.7.2
The gusset plates are to be fitted in line with the stool side plating;
7.7.3 5-3-A5b/7.7.3
Gusset plates are to be generally welded to the top of the lower stool by full penetration
welds, and to the corrugations and shedder plates by one side penetration welds or equivalent.
7.7.4 5-3-A5b/7.7.4
Gusset plates are to have thickness and material properties at least equal to those provided for
the flanges.
Part 5
FIGURE 4
Symmetric shedder plates
SHEDDER
PLATE
hg
LOWER
STOOL
FIGURE 5
Asymmetric shedder plates
SHEDDER
PLATE
hg
LOWER
STOOL
Part 5
FIGURE 6
Symmetric gusset/shedder plates
CUSSET
PLATE
hg
LOWER
STOOL
9 Section Properties 5-3-A5b/9

All section properties are to be calculated using the net plate thickness.
The section modulus of corrugations are to be calculated on the basis of the procedure given below in
5-3-A5b/9.1 and 5-3-A5b/9.3
9.1 Section Modulus at the Lower End of Corrugations 5-3-A5b/9.1

The section modulus is to be calculated with the compression flange having an effective flange width
not greater than one half of bef as given in 5-3-A5b/9.5.
If the corrugation webs are not supported by local brackets below the stool top (or below the inner
bottom) in the lower part, the section modulus of the corrugations is to be calculated considering the
corrugation webs 30% effective.
9.1.1 5-3-A5b/9.1.1
Provided that effective shedder plates, as defined in 5-3-A5b/7.5, are fitted above a horizontal
stool top plate, (see 5-3-A5b/Figure 4 and 5-3-A5b/Figure 5 ), when calculating the section
modulus of corrugations at the lower end (cross-section a-a) the area of each applicable flange
may be increased by (k a t f ⋅ t sh ) cm2 (in2)
where:
k = 1.25 (1.25, 1.5)
a = width, in m (ft), of the corrugation flange (see 5-3-A5b/Figure 2)
tsh = net shedder plate thickness, in mm (in.); not to be taken greater than tf
tf = net flange thickness, in mm (in.)
Part 5
9.1.2 5-3-A5b/9.1.2
Provided that effective gusset plates, as defined in 5-3-A5b/7.7, are fitted (see 5-3-A5b/Figure
6), when calculating the section modulus of corrugations at the lower end (cross-section 1),
the area of each applicable flange may be increased by (k · hg · tf) cm2 (in2) where:
k = 3.5 (3.5, 4.2)
hg = height of gusset plate, in m (ft), see 5-3-A5b/Figure 6, not to be taken
greater than
 10 
 ⋅ s gu 
7 
sgu = width of the gusset plates, in m (ft)
tf = net flange thickness, in mm (in.)
9.1.3 5-3-A5b/9.1.3
If the sloping stool top plate is at least 45 degrees to the horizontal, the section modulus of the
corrugations may be calculated considering the corrugation webs fully effective. In case
effective gusset plates are fitted, when calculating the section modulus of corrugations the
area of flange may be increased as specified in 5-3-A5b/9.1.2 above. No credit can be given
to shedder plates only. If the angle to the horizontal is less than 45 degrees, the effectiveness
of the web may be obtained by linear interpolation between 30% at 0 degrees and 100% at 45
degrees.
9.3 Section Modulus of Corrugations at Cross-Sections other than the Lower End5-
3-A5b/9.3
The section modulus is to be calculated with the corrugation webs considered effective and the
compression flange having an effective flange width, not greater than one half of bef as given in
5-3-A5b/9.5.
9.5 Effective Width of the Compression Flange 5-3-A5b/9.5

The effective width bef, in cm (in.), of the compression flange is given by:
bef = Ce · a
where:
2.25 1.25
Ce = − 2 for β > 1.25
β β
Ce = 1.0 for β ≤ 1.25
a fy
β= ⋅
tf E
tf = net flange thickness, in cm (in)

a = width, in cm (in), of the corrugation flange (see 5-3-A5b/Figure 2)
fy = minimum specified yield stress of the material, in N/cm2(kgf/cm2, lbf/in2),
E = modulus of elasticity of the material, in N/cm2 (kgf/ cm2, lbf/in2)
Part 5
11 Shear Strength 5-3-A5b/11
11.1 Shear Stress 5-3-A5b/11.1

The shearing stress fs in the corrugation web plate is calculated as follow:
Q
fs =
c ⋅ sin ⋅ φ ⋅ t w
and is not to exceed the allowable value fa given by:
fa = 0.5fy
Q = shear force in web, in N (kgf, lbf), calculated in accordance with 5-3-A5b/5.3
fy = minimum specified yield stress, in N/cm2 (kgf/cm2, lbf/in2), of the web material.
φ = corrugation angle (see 5-3-A5b/Figure 2)
c = corrugation web length (see 5-3-A5b/Figure 2), in cm (in.)
tw = net thickness of the corrugation web plating, in cm (in.)
11.3 Shear Buckling 5-3-A5b/11.3

The buckling check is to be performed for the web plates at the corrugation ends.
The shear stress fs is not to exceed the critical value τc, in N/mm2, (kgf/cm2, psi), as given in
Appendix 3-2-A4, with kt = 6.34 and tb = net thickness of the corrugation web plating.
13 Local Net Plate Thickness 5-3-A5b/13

The bulkhead local net plate thickness tn or tw1, in mm (in), is given by:
p
tn = 0.483 ⋅ sn ⋅
fy
p
tw1 = 0.483 ⋅sw ⋅
fy
where:
sn, (sw) = width, in mm (in), of the narrower (wider) plate of the corrugation (see
5-3-A5b/Figure 2 )
p = resultant pressure, in N/cm2 (kgf/cm2, lbf/in2), as defined in 5-3-A5b/3.11, at the
bottom of each strake of plating. The net thickness of the lowest strake is to be
determined using the resultant pressure at the top of the lower stool, or at the
inner bottom, if no lower stool is fitted or at the top of shedders, if shedder or
gusset/shedder plates are fitted.
f y, = minimum specified yield stress, in N/cm2 (kgf/cm2, lbf/in2), of the material
In addition, where the proposed net thickness tnp of narrower plating is less than tw1 given above, the
net thickness of the wider plating is to be not less than tw2, in mm (in.), obtained by the following
Part 5
tw2 = 2 ⋅ t w12 − t npn 2
tnp = proposed net thickness of the narrower plate, in mm (in.)
15 Stool Construction 5-3-A5b/15

The scantlings, details and arrangements of the upper and lower stool structures are to comply with
the requirements of 5-3-4/25.9
17 Local Scantlings and Details 5-3-A5b/17
17.1 Shedder Plates 5-3-A5b/17.1

In addition to the requirements of 5-3-A5b/7.5, shedder plates are to have a net thickness not less than
t in 5-3-4/23.1 with the pressure, p, determined as per 5-3-A5b/3.11 at the middle of the shedder.
17.3 Gusset Plates 5-3-A5b/17.3

In addition to the requirements of 5-3-A5b/7.7, gusset plates are to comply with the following:
The gusset plating is to be sized in accordance with 5-3-A5b/13 with s taken as the distance between
gusset stiffeners or the dimension — (a + 2c cos α) or hg whichever is less if no stiffening is provided.
The pressure, p is to be taken at the lower edge of the gusset.
Gusset plate stiffeners, where fitted, are to comply with the net SM in 5-3-4/23.3 with the pressure p
determined as per 5-3-A5b/3.9, c1 = 1.0, k = 8 (8, 125) and fb = 0.90Smfy.
PART
5
APPENDIX 5c Single Side Skin Bulk Carriers in

Flooded Conditions - Permissible
Cargo Loads in Holds
CONTENTS
1 Permissible Cargo Loads in Holds..................................... 603
1.1 Application ............................................................................ 603
1.5 Check of Proposed Loading Conditions............................... 603
3 Load Model .......................................................................... 604
3.1 General................................................................................. 604
3.3 Flooding Head ...................................................................... 604
3.5 External Sea Water Head..................................................... 604
5 Shear Strength and Shear Capacity ................................... 605
5.1 Floor Shear Strength ............................................................ 605
5.3 Girder Shear Strength .......................................................... 605
5.5 Shear Capacity of Double Bottom ........................................ 606
7 Allowable Cargo Load in Holds .......................................... 607
PART
5
feet) or more in Length) 5 - 3 - A 5 c
APPENDIX 5c Single Side Skin Bulk Carriers in

Flooded Conditions - Permissible
Cargo Loads in Holds (1 July 1998)
1 Permissible Cargo Loads in Holds 5-3-A5c/1
1.1 Application 5-3-A5c/1.1

This Appendix will apply to cargo loading in each hold of single side skin bulk carriers of 150 m (492
ft) or more in length, intended to carry cargoes having a bulk density of 1.0 t/m3 (62.4 lb/ft3) or more,
and having conventional double bottom structures formed by a grillage consisting of regularly spaced
floors and girders, and supported by hopper tanks at the side and transverse bulkheads at the ends.
1.3 Net Thickness and Nominal Design Corrosion Value 5-3-A5c/1.3

In calculating the shear strength, the net thickness of floors and girders is to be used. The nominal
design corrosion value for the floors and girders is to be taken as 2.5 mm (0.10 in.).
1.5 Check of Proposed Loading Conditions 5-3-A5c/1.5

All proposed cargo loading conditions including the following:
homogeneous loading conditions;
non homogeneous loading conditions;
packaged cargo conditions (such as steel mill products), are to be checked against the allowable load
in the flooded condition calculated in accordance with 5-3-A5c/7.
In general, the maximum bulk cargo density to be carried is to be considered in calculating the
allowable load in the hold. In no case is the allowable hold loading in flooded condition to be taken
greater than the design hold loading in intact conditions.
Part 5
Appendix 5c Single Side Skin Bulk Carriers in Flooded Conditions
- Permissible Cargo Loads in Holds 5-3-A5c
3 Load Model 5-3-A5c/3
3.1 General 5-3-A5c/3.1

The loads considered in the assessment of allowable load in cargo hold are those by the external sea
pressure, the combination of the cargo and flooded water in the hold and the weight of the contents of
the double bottom space in way of the hold.
3.3 Flooding Head 5-3-A5c/3.3

The flooding head hf (see 5-3-A5c/Figure 1) is the distance, in m (ft), measured vertically with the
ship in the upright position, from the point under consideration to a level located at a distance df, in m
(ft), from the baseline given in the following table:
df
DWT (tonnes) and/or Type of Freeboard
foremost hold all other holds
≥50,000 or B60, B100 D 0.9D
<50,000 and B0 0.95D 0.85D
where: D is the distance, in m (ft), from the baseline to the freeboard deck at side
amidships as defined in 3-1-1/7.1.
3.5 External Sea Water Head 5-3-A5c/3.5

The external sea water head (E), in m (ft), is measured vertically from the baseline of the vessel with
the ship in the upright position, and is given by the following:
E = df - 0.1D
where: df , D = as defined above
FIGURE 1
hf
D
h1 d1 df
h1 V
d1
V= Volume of cargo
Part 5
5 Shear Strength and Shear Capacity 5-3-A5c/5
5.1 Floor Shear Strength 5-3-A5c/5.1

The shear strength of the floor panel adjacent to hoppers, Sf1, and in way of any openings in the same
panel, Sf 2, are given by the following:
fs
Sf 1 = 10-3 · m · Af · in kN (tf, Ltf)
η1
fs
Sf 2 = 10-3 · m · Af, h · in kN (tf, Ltf)
η2
where:
Af = sectional area of the floor panel adjacent to hoppers, in cm2 (in2)
Af, h = sectional area in way of the openings in the same panel, in cm2 (in2)
fs = allowable shear stress, in kN/cm2 (tf/cm2, Ltf/in2), to be taken equal to the lesser
k ⋅ f y 0.6 fy
of: or
(s / tnet ) 0.8
k1 3
k = 1.02 (0.411, 0.529)
k1 = 1000 (1000, 2240)
For floors next to stools or transverse bulkheads, as identified in 5-3-A5c/Figure 2, fs may be taken
equal to:
fy
k1 3
fy = minimum specified yield stress of the material, in N/cm2 (kgf/cm2, lbf/in2)

m = 0.50 for the floor next to the stool or transverse bulkhead, see 5-3-A5c/Figure 2
= 1.0 for all other floors
η1 = 1.10
η2 = 1.20, in general. If the opening in the floor is reinforced by a ring stiffener or
‘‘boxed’’ by additional panel stiffeners η2 may be taken at 1.10
5.3 Girder Shear Strength 5-3-A5c/5.3

The shear strength of the girder panel adjacent to stools (or transverse bulkheads, if no stool is fitted),
Sg1, and in way of the largest of any openings in the same panel, Sg2, are given by the following:
fs
Sg1 = 10-3 · Ag · in kN (tf, Ltf)
η1
fs
Sg2 = 10-3 · Ag,h · in kN (tf, Ltf)
η2
Part 5
where:
Ag = sectional area of the girder panel adjacent to stools (or transverse bulkheads, if no
stool is fitted), in cm2 (in2)
Ag, h = sectional area in way of the largest opening in the same panel, in cm2 (in2),
fs = allowable shear stress, in kN/cm2 (tf/cm2, Ltf/in2), as given in 5-3-A5c/5.1

η1 = 1.10
η2 = 1.15 in general. If the opening in the girder is reinforced by a ring stiffener or
‘boxed’ by additional panel stiffeners η2 may be taken at 1.10.
FIGURE 2
Transverse bulkhead
Lower stool
Floor adjacent Floor adjacent to the

to the stool transverse bulkhead
L
C
Girders
Floors
5.5 Shear Capacity of Double Bottom 5-3-A5c/5.5

The shear capacity, C, of the double bottom, is defined as the sum of the shear strength at each end of
complete floors and girders attached directly to the boundary hopper or stool/bulkhead.
Where in the end holds, girders run out and are not directly attached to the boundary stool/bulkhead,
their strength is to be evaluated for the attached end only.
Only the floors and girders inside the hold boundaries formed by the hoppers and stools (or transverse
bulkheads if no stool is fitted) may be considered. The hopper side girders and the floors directly
below the connection of the bulkhead stools (or transverse bulkheads if no stool is fitted) to the inner
bottom are not to be included.
Part 5
The shear capacity Ce and Ch for use with Z1 and Z2 in 5-3-A5c/7 are to be in accordance with the
above definition, with consideration for the type of shear strength as follows:
Ch = shear capacity of the double bottom, in kN (tf, Ltf), considering for each floor,
the lesser of the shear strengths Sf1 and Sf2 (see 5-3-A5c/5.1) and, for each girder,
the lesser of the shear strengths Sg1 and Sg2 (see 5-3-A5c/5.3)
Ce = shear capacity of the double bottom, in kN (tf, Ltf), considering for each floor,
the shear strength Sf1 (see 5-3-A5c/5.1) and, for each girder, the lesser of the
shear strengths Sg1 and Sg2 (see 5-3-A5c/5.3)
Where the geometry and/or the structural arrangement of the double bottom differs from the above,
the shear capacity C of double bottom may be determined by an approved method.
7 Allowable Cargo Load in Holds 5-3-A5c/7

The allowable cargo load in hold W, is given by:
ρ c ⋅V
W = k1 ⋅ in kN (tf, Ltf)
F
where:
k1 = conversion factor, to be taken as 9.81 (1.0, 1/2240)
F = 1.10 for bulk cargoes
= 1.05 for steel mill products
ρc = cargo density, in t/m3 (lb/ft3). Generally, for bulk cargoes the maximum density to
be carried is to be considered.
V = volume, in m3 (ft3), occupied by cargo at a level η1
h1 = average height of the cargo, in m (ft) — See 5-3-A5c/Figure 1
X
h1 =
k1 ⋅ ρ c
X = for bulk cargoes, the lesser of X1 or X2
X1 =
(
Z + k1 ⋅ ρ ⋅ E − h f )
ρ
1− (1 − perm)
ρc
X2 = Z + k1 ⋅ ρ ⋅(E − hf ⋅perm)
= for steel mill products, X may be taken as X1, using perm = 0.
ρ = sea water density, 1.025 t/m3 (64 lb/ft3)
E = external sea water head, in m (ft), as defined in 5-3-A5c/3.5
hf = flooding head, in m (ft), as defined in 5-3-A5c/3.3
perm = cargo permeability, (for bulk cargoes the ratio of floodable volume between the
particles, granules or any larger piece of the cargo, to the gross volume occupied
by the bulk cargo; but need not be taken greater than 0.3)
Part 5
Z = the lesser of Z1 and Z2 given by:

C h − M DB,h
Z1 =
ADB;h
Ce − M DB,e
Z2 =
ADB,e
Ch, Ce = as defined in 5-3-A5c/5.5

MDB, h = load in kN (tf, Ltf) of the contents of the double bottom space within ADB, h in
way of the hold under consideration
MDB, e = load in kN (tf, Ltf) of the contents of the double bottom space within ADB, e in
way of the hold under consideration
i=n
ADB, e = ∑ Si ⋅ BDB, i
i =1
i =n
ADB, e = ∑ S i ⋅ (B DB − s )
i =1
n = number of floors between stools (or transverse bulkheads, if no stool is fitted)

Si = space of i-th -floor, in m (ft)
BDB, i = BDB − s for the floor for which Sf1 is used in determining Ch or Ce (see 5-3-
A5c/5.5)
BDB, i = BDB, h for the floor for which Sf2 is used in determining Ch (see 5-3-A5c/5.5)
BDB = breadth, in m (ft), of double bottom between hoppers (see 5-3-A5c/Figure 3)
BDB, h = distance, in m (ft), between the two considered openings (see 5-3-A5c/Figure 3)
s = spacing, in m (ft), of double bottom longitudinals next to hoppers
FIGURE 3
BDB, h
BDB
PART
5
Bulk Cargoes (Under 150 Meters
(492 feet) in Length)
CONTENTS
1 General................................................................. 613
3 Carriage of Oil Cargoes ....................................... 614
5 Special Requirements for Deep Loading ............. 614
3 Transverse Bulkheads in Hold ............................. 617
5 Shell Plating ......................................................... 617
7 Deck Plating ......................................................... 618
9 Double-bottom and Tank Structure ...................... 618
11 Framing ................................................................ 620
13 Hatch Covers........................................................ 623
15 Testing.................................................................. 623
17 Self-Unloading Gear............................................. 623
SECTION 3 Cargo Safety.......................................................... 627
PART
5
CONTENTS
1 General................................................................................. 613
1.1 Classification ........................................................................ 613
1.3 Application ............................................................................ 613
1.5 Arrangement......................................................................... 613
1.7 Scantlings ............................................................................. 614
1.9 Higher-strength Materials ..................................................... 614
3 Carriage of Oil Cargoes....................................................... 614
3.1 General................................................................................. 614
3.3 Gas Freeing.......................................................................... 614
3.5 Slop Tanks ........................................................................... 614
5 Special Requirements for Deep Loading ........................... 614
PART
5
Note: Vessels with Length Lf as defined in 3-1-1/3.3 of 150m (492 ft) or more are to comply with SOLAS Chapter XII
upon its coming into force on 1 July 1999. Part A of this Section may be used for that purpose.
1 General 5-4-1/1

In accordance with 1-1-3/3, the classification ✠A1 Bulk Carrier, or ✠A1 Ore Carrier, is to be
assigned to vessels designed for the carriage of bulk cargoes, or ore cargoes, and built to the
requirements of this section and other relevant sections of the Rules. Where the vessel has been
specially reinforced for the carriage of heavy-density cargoes, special loading arrangements, or both,
it will be distinguished in the Record with a notation describing the special arrangements. Full
particulars of the loading conditions and the maximum density of the cargoes to be provided for are to
be given on the basic design drawings.

These requirements are intended to apply to vessels having machinery aft, one deck and a complete or
partial double bottom. They are intended to apply to vessels generally of welded construction, of usual
form and having proportions in accordance with 3-1-2/7. They are applicable to vessels having
longitudinal framing and may have topside tanks and side tanks, or two continuous longitudinal
bulkheads. Transverse side framing will also be acceptable. These Rules are also intended to apply to
other vessels of similar type and arrangement.

Watertight and strength bulkheads in accordance with Section 3-2-9 are to be provided. Where this is
impracticable, the transverse strength and stiffness of the hull is to be effectively maintained by deep
webs or partial bulkheads. Where it is intended to carry liquid in any of the spaces, additional
bulkheads or swash bulkheads may be required. Tank bulkheads are to be in accordance with the
requirements of Section 3-2-10 or Section 5-2-1, as appropriate. The depth of double bottom at the
centerline is not to be less than the height for center girders, as obtained from Section 3-2-4. Tanks
forward of the collision bulkhead are not to be arranged for the carriage of oil or other liquid
substances that are flammable.
Part 5
Chapter 4 Vessels Intended to Carry Ore or Bulk Cargoes (Under 150 Meters in Length)
1.7 Scantlings 5-4-1/1.7

It is recommended that compliance with the following requirements be accomplished through detailed
investigation of the magnitude and distribution of the imposed longitudinal and transverse forces by
using an acceptable method of engineering analysis. Where the structural members are highly
stressed, their stability characteristics are to be investigated. In any case, the following paragraphs are
to be used as a guide in determining scantlings.
1.9 Higher-strength Materials 5-4-1/1.9

In general, applications of higher-strength materials for vessels intended to carry ore or bulk cargoes
are to meet the requirements of this section, but may be modified generally in accordance with the
following sections. Section 3-2-4 for deep longitudinal members Section 3-2-4 and Section 3-2-7 for
longitudinals Section 3-2-10 for bulkhead plating Section 3-2-2 for shell plating Section 3-2-3 for
deck plating

3 Carriage of Oil Cargoes 5-4-1/3
3.1 General 5-4-1/3.1

Ore carriers and bulk carriers intended also for the carriage of oil cargoes, as defined in 5-2-1/1, are to
comply with the applicable parts of Section 5-2-1 as well as this section.
3.3 Gas Freeing 5-4-1/3.3

Prior to and during the handling of bulk or ore cargoes, all spaces except slop tanks are to be free of
cargo oil vapors.
3.5 Slop Tanks 5-4-1/3.5

Slop tanks are to be separated from spaces that may contain sources of vapor ignition by oiltight and
adequately vented cofferdams, as defined in 5-2-1/5.3, or by cargo oil tanks which are maintained gas
free.

Bulk carriers or ore carriers to which freeboards are assigned based on the subdivision requirements
of the International Convention on Load Lines, 1966, are to comply with those regulations.
PART
5
CONTENTS
1.3 Hull Girder Shear and Bending Moments ............................ 617
3 Transverse Bulkheads in Hold ........................................... 617
5 Shell Plating......................................................................... 617
7 Deck Plating......................................................................... 618
9 Double-bottom and Tank Structure.................................... 618
9.1 General................................................................................. 618
9.3 Floors and Transverses........................................................ 618
9.5 Bottom- and Side-tank Framing ........................................... 618
9.7 Inner-bottom Longitudinals................................................... 619
9.9 Inner-bottom Plating ............................................................. 619
9.11 Tank Bulkhead Plating ......................................................... 619
9.13 Lower Wing Tank Stiffeners ................................................. 620
9.15 Transverse Webs ................................................................. 620
9.17 Carriage of Water Ballast or Liquid Cargoes in
Cargo Holds.......................................................................... 620
11 Framing ................................................................................ 620
11.1 Transverse Hold Framing..................................................... 620
11.3 Topside Wing Tank Framing ................................................ 622
11.5 Transverse Webs ................................................................. 622
13 Hatch Covers ....................................................................... 623
15 Testing ................................................................................. 623
17 Self-Unloading Gear ............................................................ 623
FIGURE 1 Length of Hold Frame.............................................. 624
PART
5

The longitudinal hull girder strength is to be as required by the equations given in Section 3-2-1.
1.3 Hull Girder Shear and Bending Moments 5-4-2/1.3

For shear and bending-moment calculation requirements see Section 3-2-1.

Loading Guidance is to be as required by 3-2-1/7.
3 Transverse Bulkheads in Hold (1995) 5-4-2/3

Transverse bulkheads in holds are to be in accordance with 5-4-1/1.5. For corrugated bulkheads, the
distance, ! , between supporting members may be measured between the upper and lower stools,
except that the credit for upper stools of rectangular cross section is not to exceed twice the width of
the cross section.
5 Shell Plating (1 July 1998) 5-4-2/5

Shell plating is to be not less in thickness than required by Section 3-2-1 and Section 3-2-2. In
addition, the thickness of the side shell plating in way of cargo holds of single side skin bulk carriers
is not to be less than given by:
tmin = (L)1/2 mm tmin = 0.02175(L)1/2 in
where L is the length of the vessel, as defined in 3-1-1/3.1, in m (ft).
Part 5
7 Deck Plating 5-4-2/7

Deck plating is to be not less in thickness than required by Section 3-2-1 and Section 3-2-3.
9 Double-bottom and Tank Structure 5-4-2/9
9.1 General 5-4-2/9.1

The double bottom is generally to be arranged with a centerline girder, or equivalent, and full-depth
side girders, in accordance with Section 3-2-4, except that the side girders are to be spaced
approximately 3 m (10 ft). The scantlings of the double-bottom structure are to be in accordance with
Section 3-2-4, except as modified in this section. Increases may be required when cargo is to be
carried in alternate holds. It is recommended that the depth of double bottom forward be increased
where subject to slamming forces and that unnecessary openings in the floors and girders be avoided.
See also 5-4-1/1.5. Where ducts forming a part of the double bottom structure are used as a part of the
piping system for transferring cargo oil or ballast, the structural integrity of the duct is to be
safeguarded by suitable relief valves or other arrangement to limit the pressure in the system to the
value for which it is designed. See also 5-4-1/1.5.
9.3 Floors and Transverses 5-4-2/9.3

In general, transverse floors under the cargo holds are to be spaced not more than 3 m (10 ft) and their
thickness is to be as required by Section 3-2-4. Closely spaced transverses or floors fitted in the lower
wing tanks are to have thickness as required by 3-2-4/5 for floors, intercostals and brackets elsewhere.
9.5 Bottom- and Side-tank Framing 5-4-2/9.5

Bottom longitudinals are to be in accordance with 3-2-4/11.3. Side members in lower wing tanks or
sidetanks in bulk carriers, as well as shell frames and longitudinal bulkhead-stiffeners in ore carriers,
are to have a section modulus SM not less than obtained from the following equation:
SM = 7.8chs ! 2 cm3 SM = 0.0041chs ! 2 in3
c = 1.00 for vertical side shell frames and vertical stiffeners on bulkheads
= 0.95 for side shell longitudinals
= 0.90 for horizontal stiffeners on bulkheads
h = for frames, the distance, in m (ft), from the longitudinal or from the middle of !
for vertical members, to the load line, or to a point located two-thirds of the
distance from the keel to the bulkhead or freeboard deck, whichever is greater.
= for bulkhead stiffeners the distance measured to a point located two-thirds of the
distance from the top of the tank to the top of the overflow, and in no case is h to
be less than the distance measured to a point located above the top of the tank as
given in column (e) of 3-2-7/Table 1, appropriate to the vessel’s length
s = spacing of the members, in m (ft)
! = length of unsupported span, in m (ft)
longitudinal to that required for bottom longitudinals. Shell longitudinals are to be at least as required
by Section 3-2-9 or Section 3-2-10 for bulkhead stiffeners and by 3-2-5/3.17 for side longitudinals.
Part 5
9.7 Inner-bottom Longitudinals 5-4-2/9.7

The section modulus SM of each inner-bottom longitudinal is not to be less than 85% of that required
for bottom longitudinals, nor is to be less than obtained from the following equation.
SM = kcnhs ! 2 cm3 (in3)
k = 7.8 (0.0041)
c = 1.12 for vessels intended for bulk cargo
= 1.75 for vessels specially reinforced for ore cargo or for loading in alternate holds
n = 0.40 (1 + V/1041) for vessels intended for bulk cargo SI and
MKS
= V/2403 for vessels specially reinforced for ore cargo or
Units
for loading in alternate holds
= 0.40 (1 + V/65) for vessels intended for bulk cargo US
= V/150 for vessels specially reinforced for ore cargo or for loading in Units
alternate holds
In no case is n to be less than 0.80.
V = cargo deadweight, in kg (lb), divided by the total volume of the holds, in m3 (ft3).
Where the cargo is not uniformly distributed in all holds, the value of V is to be
checked for each hold (cargo deadweight of each hold, in kg (lb), divided by the
volume of the hold, in m3 (ft3)), and where in any one hold it exceeds the mean
value calculated as directed above, the longitudinals of that hold are to be
increased accordingly.
h = distance, in m (ft), from the inner bottom to the deck at centerline, or for inner
bottom longitudinals located directly under upper wing tanks, to the underside of
the upper wing tank.
s = spacing of longitudinals, in m (ft)
! = spacing of the floors, in m (ft)
9.9 Inner-bottom Plating 5-4-2/9.9

The inner-bottom plating is to be not less than required by 3-2-4/9.1 and 3-2-4/9.3 and is to be flush
throughout the cargo space.
Where ore or heavy bulk cargoes are carried or where cargo is handled by grabs, the requirements of
3-2-4/9.1 are to be suitably increased, but the increase need not exceed 5 mm (0.20 in.)
It is recommended that for vessels specially designed as ore carriers, the minimum thickness of inner
bottom be 19 mm (0.75 in.) at 510 mm (20 in.) spacing of longitudinals.
9.11 Tank Bulkhead Plating 5-4-2/9.11

The thickness of the transverse and longitudinal bulkheads of side or wing tanks is not to be less than
that required by 3-2-10/3.1 for the spacing of stiffeners and the distance h in m (ft) measured from the
lower edge of the plating to a point located at two-thirds of the distance from the top of the tank to the
top of the overflow. In no case is h to be less than the distance measured to a point located above the
top of the tank as given in column (e) of 3-2-7/Table 1, appropriate to the vessel’s length.
For vessels intended to carry cargo oil, the thickness of the transverse or longitudinal bulkheads of
side or wing tanks is to be not less than required by 5-2-2/7.1.
Part 5
Where a sloped part of the tank bulkhead plating is within or near the line of the cargo hatch, it is
recommended that the part of the sloping bulkhead within or near the line of the cargo hatch be
suitably reinforced.
9.13 Lower Wing Tank Stiffeners 5-4-2/9.13

The section modulus for each stiffener on the lower wing tank bulkheads is to be in accordance with
5-4-2/9.5, or as determined by the equation in 5-4-2/9.7, except that for the latter, h is to be measured
from the longitudinal or, in the case of vertical stiffeners, from the middle of ! .
9.15 Transverse Webs 5-4-2/9.15

Each transverse web in the lower wing tanks, where fitted in bulk carriers, is to have a section
modulus SM not less than obtained from the following equation.
SM = 4.74chs ! 2 cm3 SM = 0.0025chs ! 2 in3
s, h, ! are as defined under 5-4-2/9.5
c = 1.5 for side-shell, bottom-shell and wing-tank bulkheads.
Transverse webs are to be in line with the solid floors and are to have depths of not less than 0.145 !
(1.75 in./ft of span ! ). In general, the depth is to be not less than two times the depth of the slots. See
also 5-4-2/9.3.
9.17 Carriage of Water Ballast or Liquid Cargoes in Cargo Holds 5-4-2/9.17

Where a cargo hold is intended to be used for the carriage of water ballast or liquid cargoes, the hold
is in general to be completely filled and the scantlings of the inner bottom, side structure, transverse
bulkheads, deck and hatch covers are also to be in accordance with Section 3-2-10. The hatch cover
and securing devices are to be suitable for the internal loading. See 3-2-15/9.
Special consideration may be given to the scantlings of cargo holds partially filled with water ballast
or liquid cargoes and full particulars are to be submitted.
11 Framing 5-4-2/11
11.1 Transverse Hold Framing (1 July 1998) 5-4-2/11.1
11.1.1 Frames 5-4-2/11.1.1

Transverse hold frames are to meet the requirements in Section 3-2-5, as modified below.
For a bulk carrier having topside tanks and bottom wing tanks with adequately spaced
transverse strength bulkhead, the section modulus SM is not to be less than obtained from the
following equation.
SM = 3.5sh1 ! 2 cm3 SM = 0.00185sh1 ! 2 in3
h1 = h+P
s = frame spacing, in m (ft.)
! = unsupported span of frames, in m (ft.), as indicated in 5-4-2/Figure 1
h = vertical distance, in m (ft.), from the middle of ! to the load line
P = C1(1.09 _ 0.65h/d) m
= 3.28C1(1.09 _ 0.65h/d) ft
Part 5
C1 = as defined in 3-2-1/3.5.1
d = molded draft as defined in 3-1-1/9
The web depth to thickness ratio is to comply with the requirements of 5-1-A2/11.9.
The ratio of outstanding flange breadth to thickness is not to exceed 10 Q where Q is as
defined in 3-2-1/5.5.
11.1.2 Frame Brackets (1998) 5-4-2/11.1.2

11.1.2(a) The section modulus SME of the frame and bracket measured at the heels of the
frame attachment is to be at least 2.0 times the SM required by 5-4-2/11.1.1 above. See
5-4-2/Figure 1.
11.1.2(b) Side frames of higher tensile steels are to be symmetrical sections with integral
upper and lower brackets. The brackets are to be soft toed.
The flange of the frame is to be curved (not knuckled) at the transition to the integral brackets
and the radius of curvature is not to be less than r, in mm (in.), given by:
r = 0.4 bf2/tf
where:
tf = flange thickness of the bracket, in mm (in.)
bf = flange width, in mm (in.)
11.1.2(c) Where frames and brackets are of ordinary strength steel, the frames may be
asymmetric or rolled sections and fitted with separate brackets. The brackets are to be soft
toed at their heels and the face plate or flange sniped at both ends.
11.1.2(d) Integral or separate frame brackets are to extend at least for a length of 0.125h3 onto
the frame and the depth of the bracket plus frame measured at the heel of the frame is to
generally to be at least 1.5 times that of the frame. Where the hull form renders this
impracticable, equivalent strength in shear and bending is to be provided. The brackets are to
be arranged with ‘‘soft’’ toes. See 5-4-2/Figure 2 and 5-4-2/Figure 3.
11.1.3 Minimum Thickness 5-4-2/11.1.3

11.1.3(a) Frames and Upper Brackets
The thickness of upper brackets and the web portions of the frames are not to be less than
obtained from the following equations:
t = 0.03L1 + 7 mm
t = 0.00036L1 + 0.28 in.
L1 = scantling length of the vessel, in m (ft), as defined in 3-1-1/3.1
In the foremost cargo hold, the thickness given in 5-4-2/11.1.3(a) above is to be increased by
a factor of 1.15.
11.1.3(b) Lower Brackets
The thickness of the brackets at the lower end of frames is to be at least 2 mm (0.08 in)
greater than the minimum thickness of web portions of frames required by 5-4-2/11.1.3(a)
above or the actual thickness of web of the frame being supported, whichever is greater.
Part 5
11.1.4 Supporting Brackets 5-4-2/11.1.4

Brackets are to be fitted in the lower and upper wing tanks in line with every side frame.
These brackets are to be stiffened against buckling.
11.1.5 Longitudinals at the Toe of Brackets 5-4-2/11.1.5

The section moduli of side longitudinals and sloping bulkhead longitudinals at the toe of
brackets are to be determined as per 5-4-2/9.5, 5-4-2/9.13 and 5-4-2/11.3, with length ! equal
to the unsupported span between transverses and spacing s equal to ‘‘b’’, as indicated in
5-4-2/Figure 3.
11.1.6 Tripping Brackets 5-4-2/11.1.6

When the frames in the foremost hold are asymmetric sections, tripping brackets are to be
fitted at every two frames at approximately mid-span as shown in 5-4-2/Figure 4.
11.1.7 Side Frame Aft of Collision Bulkhead 5-4-2/11.1.7

In order to prevent large relative deflection of the side shell plating, e.g., panels just aft of the
collision bulkhead, the section modulus of the first two frames aft of this bulkhead is to be at
least 2.5 times the requirement in 5-4-2/11.1.1 above. Other means of achieving this, such as
brackets in line with forepeak structures, will be considered.
11.3 Topside Wing Tank Framing 5-4-2/11.3

Each structural section for the side shell and wing tank stiffener and deck longitudinal in way of
topside wing tanks is to have a section modulus SM not less than obtained from the following
equation:
SM = 7.8chs ! 2 cm3 SM = 0.0041chs ! 2 in3
c = 0.95 for side-shell longitudinals
= 0.90 for bulkhead longitudinals
= 1.00 for vertical side frames and bulkhead stiffeners
= 1.05 for deck longitudinals
h = distance, in m (ft), from the center of the area supported to a point located two-
thirds of the distance from the top of the tank to the top of the overflow, and in no
case is h to be less than the distance measured to a point located above the top of
the tank, as given in column (e) of 3-2-7/Table 1, appropriate to the vessel’s
length, except for deck members, where column (a) of 3-2-7/Table 1, applies
s = spacing of member, in m (ft)
! = unsupported span, in m (ft)
11.5 Transverse Webs 5-4-2/11.5

Each transverse web in the upper wing tanks, where fitted, is to have a section modulus SM not less
SM = 4.74chs ! 2 cm3 SM = 0.0025chs ! 2 in3
s, h, ! are as defined under 5-4-2/11.3.
c = 1.50 for shell and sloping-bulkhead webs and deck transverses
The webs in the upper wing tanks are to have depths of not less than 0.0832 ! (1 in. per ft of span).
Thickness is to be not less than 1 mm per 100 mm (0.01 in. per in.) of depth plus 4 mm (0.16 in.), but
Part 5
are to be not less than 8 mm (0.31 in.) and need not exceed 11 mm (0.44 in.). In general, the depth is
to be not less than twice the depth of the slots.
13 Hatch Covers (2000) 5-4-2/13

On all bulk or combination carriers, cargo hold hatch covers located forward of 0.25L from the
forward perpendicular, with L as defined in 3-1-1/3.1, are to meet the requirements in 5-3-6/15. These
criteria are supplemental to the load line convention in Section 3-2-15, with respect to the design of
hatch covers. The notation HCS placed after the appropriate classification notation in the Record will
signify that the cargo hold hatch covers in the forebody region of the vessel are in compliance with
the criteria of 5-3-6/15.
15 Testing 5-4-2/15
Requirements for testing are contained in Section 7-1-1.
17 Self-Unloading Gear 5-4-2/17

Requirements for self-unloading gear are contained in 5-3-7/7.
Part 5

Length of Hold Frame
Upper
Wing Tank
SM E 1.5b
! Unsupported
Span
SM E
1.5b1
b1
Lower
Wing Tank
Part 5

0.5d
(in general)
0.125h 3
d
WEB HEIGHT
SOFT TOE
Part 5
HOLD NO. 1
ASYMMETRIC
BHD
SIDE FRAME
FP
PART
5
See Section 5-3-7.
PART
5
CHAPTER 5 Vessels Intended to Carry
Containers (130 meters (427 feet)
to 350 meters (1148 feet) in
Length)
CONTENTS
SECTION 1 Introduction .......................................................... 631
1 General................................................................. 633
3 Section Properties of Structural Members ........... 634
General Requirements ......................................... 637
3 Nominal Design Corrosion Values ....................... 640
SECTION 3 Load Criteria ......................................................... 643
1 General................................................................. 645
3 Static Loads.......................................................... 645
5 Wave-Induced Loads ........................................... 648
7 Nominal Design Loads ......................................... 673
9 Combined Load Cases......................................... 675
11 Impact Loads........................................................ 676
13 Other Loads.......................................................... 684
SECTION 4 Initial Scantling Criteria ....................................... 685
1 General................................................................. 689
5 Hull Girder Shearing Strength .............................. 692
7 Hull Girder Torsional Stiffness ............................. 696
9 Torsion-induced Longitudinal Stress.................... 697
11 Double Bottom Structures .................................... 706
13 Side Shell Plating and Longitudinals.................... 721
15 Side Transverses and Side Stringers .................. 726
17 Deck Structures.................................................... 734
19 Hatch Coamings and Hatch Covers..................... 745
21 Longitudinal Bulkheads ........................................ 746
23 Transverse Bulkheads – Plating and Stiffeners ... 752
25 Watertight Bulkheads Main Supporting Members 754
SECTION 5 Total Strength Assessment .................................765
3 Yielding Criteria .................................................... 768
5 Buckling And Ultimate Strength Criteria............... 770
7 Fatigue Life........................................................... 777
3 Bottom Shell Plating and Stiffeners in Forebody . 784
5 Side Shell Plating and Stiffeners in Forebody...... 785
7 Side Transverses and Stringers in Forebody....... 791
9 Deck Structures.................................................... 794
11 Pillars or Struts ..................................................... 798
13 Transition Zone .................................................... 799
15 Fore-peak Structure ............................................. 799
17 Watertight Bulkheads ........................................... 800
19 Deep Tank Bulkheads .......................................... 802
21 Collision Bulkheads .............................................. 804
23 Structure Strengthening for Impact Loads ........... 806
25 Aftbody and Machinery Space Structure.............. 817
SECTION 7 Cargo Safety ..........................................................837
1 Application............................................................ 839
3 Container cargo spaces ....................................... 839
APPENDIX 1 Guide for Fatigue Strength Assessment of

Container Carriers ................................................843
APPENDIX 2 Calculation of Critical Buckling Stresses ...........899
APPENDIX 3 Definition of Hull-Girder Torsional Properties ....917
PART
5
Length)
CONTENTS
1 General................................................................................. 633
1.1 Classification ........................................................................ 633
1.3 Application ............................................................................ 633
1.5 Arrangement......................................................................... 634
1.7 Submission of Plans ............................................................. 634
3 Section Properties of Structural Members ........................ 634
PART
5
Length)
1 General 5-5-1/1

In accordance with 1-1-3/3 and 1-1-3/21, the classification ✠A1 Container Carrier, SH is to be
assigned to vessels designed primarily for the carriage of containers in holds or on deck or both, with
structures for that purpose, such as cell guides, pedestals, etc., and built to the requirements of this
Chapter and other relevant Sections of the Rules.
1.3 Application (1998) 5-5-1/1.3
1.3.1 Size and Proportions 5-5-1/1.3.1

The requirements contained in this Chapter are applicable to container carriers in the range of
130 to 350 meters (427-1148 feet) in length, having proportions within the range as specified
in 3-2-1/1 and are intended for unrestricted service.
1.3.2 Vessel Types 5-5-1/1.3.2

The equations and formulae for determining design load and strength requirements as
specified in Section 5-5-3 and Section 5-5-4 are applicable to container carriers with either
double-sided or single-sided construction. In general, the strength assessment procedure and
failure criteria as specified in Section 5-5-5 are applicable to all types of container carriers.

alternative strength criteria based on first principles will be accepted for consideration,
provided that all the supporting data, analysis procedures and calculated results are fully
be employed.
Part 5
Chapter 5 Vessels Intended to Carry Containers (130 meters to 350 meters in Length)

Strength bulkheads or combined deep webs and substantial partial bulkheads are to be provided in
accordance with 3-2-9/1.7. Upper wing torsional boxes or double hull side construction are to be
provided in way of container holds having wide deck openings.
1.7 Submission of Plans 5-5-1/1.7

In addition to the plans listed elsewhere in the Rules (see Section 1-1-7 ), the following plans are to be
submitted. Stowage arrangement of containers including stacking loads and height. Location of
container supports and their connection to hull.
3 Section Properties of Structural Members (1999) 5-5-1/3

The geometric properties of structural members may be calculated directly from the dimensions of the
section and the associated effective plating. For structural members with angle θ between web and
associated plating not less than 75 degrees, the section modulus, web sectional area, and moment of
inertia of the ‘‘standard’’ (θ = 90 degrees) section may be used without modification. Where the angle
θ is less than 75 degrees, the sectional properties are to be directly calculated about an axis parallel to
the associated plating. (See 5-5-1/Figure 1)
For longitudinals, frames and stiffeners, the section modulus may be obtained by the following
equation:
SM = α θSM90
where
αθ = 1.45 – 40.5/θ
SM90 = the section modulus at θ = 90 degrees
Part 5
Chapter 5 Vessels Intended to Carry Containers (130 meters to 350 meters)
FIGURE 1 (1998)
dw
θ = 90°
Standard
dw
PART
5
Length)

CONTENTS
1.1 General................................................................................. 639
1.3 Initial Scantling Requirements.............................................. 639
1.5 Strength Assessment-Failure Modes ................................... 639
1.7 Structural Redundancy and Residual Strength .................... 640
TABLE 1 Nominal Design Corrosion Values for Container

Carriers..................................................................... 642
FIGURE 1 Nominal Design Corrosion Values ......................... 641
PART
5
Length)

1.1 General (1998) 5-5-2/1.1

determining the required scantlings, and performing structural analyses and strength assessments, the
nominal design corrosion values given in 5-5-2/Table 1 are to be deducted.
1.3 Initial Scantling Requirements (1998) 5-5-2/1.3

The initial plating thicknesses, section moduli of longitudinals/stiffeners, and the scantlings of the
for further assessment as required in the following paragraph. The relevant nominal design corrosion
1.5 Strength Assessment-Failure Modes (1998) 5-5-2/1.5

A total assessment of the structures determined on the basis of the initial strength criteria in

5-5-5/3 for all load cases specified in 5-5-3/9.

be in compliance with the requirements specified in 5-5-5/5. In addition, the hull girder
Part 5
1.5.3 Fatigue 5-5-2/1.5.3


Considerations is to be given to structural redundancy and hull-girder residual strength in the early
design stages.
Vessels which have been built in accordance with the procedures and criteria for calculating and
evaluating the residual strength of hull structures in the ABS ‘‘Guide for Assessing Hull-Girder

As indicated in 5-5-2/1.1 the strength criteria specified in this Chapter are based on a ‘‘net’’ ship
specified in the Rules, minimum corrosion values for plating and structural members as given in
5-5-2/Table 1 and 5-5-2/Figure 1 are to be applied. These minimum corrosion values are being
introduced solely for the above purpose, and are not to be construed as renewal standards.
margins on reduction of stresses and increase of the effective hull-girder section modules can be
Part 5
FIGURE 1
NOTES
1) In splash zone (1.5 meters down from tank top) use uniform
corrosion value of 2.0 mm (0.08 in.) for all internal members within
this zone. Boundary plating of tank is considered according to 5-5-
2/Table 1.
2) It is recognized that corrosion rates depend on many factors

including coating properties, cargo and temperature of carriage and
that actual wastage rates observed may be appreciably different
from those given here.
HATCH COAMINGS INCLUDING STAYS 3) Pitting and grooving are regarded as localized phenomena and
1.0 mm - PLATE are not covered in 5-5-2/Table 1.
1.0 mm - STIFFENER WEB
1.0 mm - STIFFENER FLANGE
LONGITUDINAL BULKHEAD
IN TANK SPACE
STRENGTH DECK 1.5 mm - PLATE
OUTBOARD OF LINES OF HATCH OPENINGS 1.0 mm - STIFFENER WEB*
1.5 mm - PLATE 1.0 mm - STIFFENER FLANGE*
1.0 mm - STIFFENER WEB IN DRY SPACE
1.0 mm - STIFFENER FLANGE 1.0 mm - PLATE LONGITUDINAL DECK GIRDER
INBOARD OF LINES OF HATCH OPENINGS 1.0 mm - STIFFENER WEB AND CROSS DECK BOX BEAM
1.0 mm - PLATE 1.0 mm - STIFFENER FLANGE 1.0 mm - PLATE
1.0 mm - STIFFENER WEB 1.0 mm - STIFFENER WEB
1.0 mm - STIFFENER FLANGE 1.0 mm - STIFFENER FLANGE
SIDE SHELL
IN TANK SPACE
1.5 mm - PLATE
1.0 mm - STIFFENER WEB*
1.0 mm - STIFFENER FLANGE*
IN DRY SPACE
1.5 mm - PLATE
SIDE STRINGER
TIGHT***
2.0 mm - PLATE
NON-TIGHT TRANSVERSE BULKHEAD
1.5 mm - PLATE IN TANK SPACE
1.0 mm - STIFFENER WEB 1.5 mm - PLATE
2.0 mm - STIFFENER FLANGE*** 1.0 mm - STIFFENER WEB*
IN VOID SPACE 1.0 mm - STIFFENER FLANGE*
1.0 mm - PLATE IN DRY SPACE
1.0 mm - STIFFENER WEB 0.5 mm - PLATE
1.0 mm - STIFFENER FLANGE 0.5 mm - STIFFENER WEB
TRANSVERSE WEB
IN TANK SPACE
1.5 mm - PLATE
1.0 mm - STIFFENER WEB*
1.0 mm - STIFFENER FLANGE*
IN DRY SPACE TRANSVERSE IN PIPE DUCT SPACE
1.0 mm - PLATE 1.5 mm - WEB
1.0 mm - STIFFENER WEB 1.5 mm - FLANGE
1.0 mm - STIFFENER FLANGE TIGHT FLAT FORMING RECESSES OR STEPS
BOTTOM AND BILGE 1.5 mm - PLATE**
IN TANK SPACE 2.0 mm - STIFFENER WEB
1.0 mm - PLATE 2.0 mm - STIFFENER FLANGE
2.0 mm - STIFFENER WEB*** .
2.0 mm - STIFFENER FLANGE***
IN PIPE DUCT SPACE
C.L DOUBLE BOTTOM FLOOR*** INNER BOTTOM
2.0 mm - PLATE 1.5 mm - PLATE**
1.0 mm - PLATE 2.0 mm - STIFFENER WEB 2.0 mm - STIFFENER WEB***
1.5 mm - STIFFENER WEB 2.0 mm - STIFFENER FLANGE 2.0 mm - STIFFENER FLANGE***
1.5 mm - STIFFENER FLANGE IN PIPE DUCT SPACE
STRUT 1.5 mm - PLATE
DOUBLE BOTTOM GIRDER IN DOUBLE BOTTOM TANK 1.5 mm - STIFFENER WEB
IN TANK SPACE*** 2.0 mm - PLATE*** 1.5 mm - STIFFENER FLANGE
2.0 mm - PLATE IN SIDE TANK
2.0 mm - STIFFENER WEB 1.0 mm - PLATE*
2.0 mm - STIFFENER FLANGE * 2.0 mm FOR NON-VERTICAL WEB OR
IN PIPE DUCT SPACE FLANGE
** 2.0 mm FOR TOPS OF TANKS
1.5 mm - PLATE *** MAY BE REDUCED TO 1.5 MM IF
1.5 mm - STIFFENER WEB LOCATED INSIDE FUEL OIL TANK
Part 5
TABLE 1
Nominal Design Corrosion Values for Container Carriers (1998)
Nominal Design Corrosion Values in mm (in.)
Attached Stiffeners
Structural Element/Location Plate Web Flange
Strength Deck Outboard of Lines of Hatch Openings 1.5 (0.06) 1.0 (0.04) 1.0 (0.04)
Inboard of Lines of Hatch Openings 1.0 (0.04) 1.0 (0.04) 1.0 (0.04)
Side Shell In Tank Space 1.5 (0.06) 1.0 (0.04) * 1.0 (0.04) *
In Dry Space 1.5 (0.06) 1.0 (0.04) 1.0 (0.04)
Bottom and Bilge In Tank Space 1.0 (0.04) 2.0 (0.08) *** 2.0 (0.08) ***
In Pipe Duct Space 1.0 (0.04) 1.5 (0.06) 1.5 (0.06)
Inner Bottom In Tank Space 1.5 (0.06) ** 2.0 (0.08) *** 2.0 (0.08) ***
In Pipe Duck Space 1.5 (0.06) 1.5 (0.06) 1.5 (0.06)
Longitudinal Bulkhead In Tank Space 1.5 (0.06) 1.0 (0.04) * 1.0 (0.04) *
In Dry Space 1.0 (0.04) 1.0 (0.04) 1.0 (0.04)
Transverse Bulkhead In Tank Space 1.5 (0.06) 1.0 (0.04) * 1.0 (0.04) *
(except for Cross Deck Box Beam) In Dry Space 0.5 (0.02) 0.5 (0.02) 0.5 (0.02)
Transverse Web In Tank Space 1.5 (0.06) 1.0 (0.04) * 1.0 (0.04) *
In Dry Space 1.0 (0.04) 1.0 (0.04) 1.0 (0.04)
Tight Flat forming Recesses or Steps 1.5 (0.06) ** 2.0 (0.08) 2.0 (0.08)
Side Stringer Tight *** 2.0 (0.08) 2.0 (0.08) 2.0 (0.08)
Non-Tight 1.5 (0.06) 1.0 (0.04) 2.0 (0.08) ***
In Void Space 1.0 (0.04) 1.0 (0.04) 1.0 (0.04)
Double Bottom Girder In Tank *** 2.0 (0.08) 2.0 (0.08) 2.0 (0.08)
In Pipe Duct Space 1.5 (0.06) 1.5 (0.06) 1.5 (0.06)
Double Bottom Floor *** 2.0 (0.08) 2.0 (0.08) 2.0 (0.08)
Transverse in Pipe Duct Space -- 1.5 (0.06) 1.5 (0.06)
Longitudinal Deck Girder and Box Beam 1.0 (0.04) 1.0 (0.04) 1.0 (0.04)
Hatch Coamings including Stays 1.0 (0.04) 1.0 (0.04) 1.0 (0.04)
Hatch Cover 1.0 (0.04) 1.0 (0.04) 1.0 (0.04)
Strut In Double Bottom Tank -- 2.0 (0.08) ***
In Side Tank -- 1.0 (0.04) *
* 2.0 mm (0.08 in.) for non vertical members

** 2.0 mm (0.08 in.) for tops of tanks
*** May be reduced to 1.5 mm (0.06 in.) if located inside fuel oil tank
Notes: 1) In splash zone (1.5 meters down from tank top) use uniform corrosion value of 2.0 mm (0.08 in.) for all internal
members within this zone. Boundary plating of tank is considered according to the above table.
2) It is recognized that corrosion rates depend on many factors including coating properties, cargo and temperature of
carriage and that actual wastage rates observed may be appreciably different form those given here.
3) Pitting and grooving are regarded as localized phenomena and are not covered in this table.
PART
5
Length)
CONTENTS
1 General................................................................................. 645
1.1 Load Components ................................................................ 645
3 Static Loads ......................................................................... 645
3.1 Still-Water Bending Moments, Shear Forces and Torsional
Moment................................................................................. 645
3.3 Cargo Container Loads ........................................................ 648
5 Wave-Induced Loads........................................................... 648
5.1 Wave-Induced Longitudinal Bending and Torsional Moments
and Shear Forces ................................................................. 648
5.3 External Pressures and Impact Loads ................................. 651
5.5 Cargo Loads and Liquid Pressure........................................ 654
7 Nominal Design Loads ........................................................ 673
7.1 Hull-girder Loads - Longitudinal Bending Moments, Shear
Forces and Torsional Moment.............................................. 673
7.3 Local Loads for Design of Supporting Structures................. 674
7.5 Local Pressures for Design of Plating and Longitudinals..... 674
9 Combined Load Cases ........................................................ 675
9.1 Combined Load Cases for Structural Analysis..................... 675
9.3 Combined Load Cases for Strength Assessment ................ 675
11 Impact Loads ....................................................................... 676
11.1 Bottom Slamming Pressure.................................................. 676
13 Other Loads ......................................................................... 684
13.1 Vibrations.............................................................................. 684
13.3 Ice Loads .............................................................................. 684
13.5 Accidental Loads .................................................................. 684
TABLE 1 Combined Load Cases For Container Carriers ......668
TABLE 2 Design Pressure for Local and
Supporting Members................................................670
TABLE 3 Values of α ................................................................680
TABLE 4 Values of Ai and Bi ....................................................680
FIGURE 1 Sign Conventions.....................................................646

FIGURE 2 Distribution Factor fMV ............................................646
FIGURE 3 Loading Pattern of Container Carrier......................647
FIGURE 4 Distribution Factor mh ..............................................661
FIGURE 5 Distribution Factor fh................................................661
FIGURE 6 Distribution Factor mT ..............................................662
FIGURE 7 Torsional Moment Distribution Curves...................662
FIGURE 8 Distribution of Hydrodynamic Pressure .................663
FIGURE 9 Hydrodynamic Pressure Distribution Factor k ! o ...663
FIGURE 10 Illustration of Determining Total
External Pressure.....................................................664
FIGURE 11 Definition of Bow Geometry ....................................665
FIGURE 12 Distribution of Container Loads to Corners
in Hold.......................................................................666
FIGURE 13 Transfer of Container Corner Loads on the Cell
guide to Support Points...........................................666
FIGURE 14 Definition of Tank Geometry....................................667
FIGURE 15 Location of Hold for Nominal Pressure
Calculation................................................................674
Along the Section Girth ...........................................681
FIGURE 17 Ship Stem Angle, γ ...................................................682
FIGURE 18 Definition of Bow Flare Geometry for Bow Flare
Shape Parameter ......................................................683
FIGURE 19 Definition of Half Deck Width ..................................684
PART
5
Length)
1 General 5-5-3/1
1.1 Load Components (1998) 5-5-3/1.1

In the design of the hull structure of container carriers, all load components with respect to the hull
girder and local structure as specified in this Chapter and Section 3-2-1 are to be taken into account.
These include static loads in still water, wave-induced hull-girder loads, wave-induced internal and
external loads, slamming, impact loads and other loads where applicable.
3 Static Loads (1998) 5-5-3/3

The sign convention for bending, MH, and torsional moments, TS, and shear forces, FH, is as follows
in 5-5-3/Figure 1.
3.1 Still-Water Bending Moments, Shear Forces and Torsional Moment 5-5-3/3.1
For still-water bending moment and shear force calculations see 3-2-1/3.3.
Envelope curves are also to be provided for the still-water bending moments (hogging and sagging)
and shear forces (positive and negative).
Still-water torsional moment due to uneven distribution of cargo and other weights is to be
considered. Unless the maximum still-water torsional moment is specified in the loading manual, the
following equations may be used to calculate still-water torsional moment amidships.
TS = ± k B WT kN-m (tf-m, Ltf-ft)
where
k = 0.004
Part 5
B = breadth of vessel as defined in 3-1-1/5, in m (ft)

WT = maximum total container weight of vessel, kN (tf, Ltf)
The sign convention for bending, MH, and torsional moments, TS, and shear forces, FH, is as follows:
The still-water torsional moment along the length of the vessel L may be obtained by multiplying the
midship value by the distribution factor fMV as given in 5-5-3/Figure 2.
FIGURE 1
Sign Conventions
(+)
FH
(+)
MH
TS , TM
(+)
(+)
FIGURE 2
Distribution Factor fMV
1.0
fMV
0
0.0 0.4 0.65 1.0
Aft Forward
end of L end of L
Distance from the aft end of L in terms of L
Part 5
FIGURE 3
Loading Pattern of Container Carrier
Part 5
3.3 Cargo Container Loads (1998) 5-5-3/3.3

The cargo container loads acting on the supporting structure in still-water, may be determined based
on the weight of containers and may be distributed as given in 5-5-3/5.5.2. Stowage arrangement of
containers including stacking loads and height is to be submitted for review.
5 Wave-Induced Loads (1998) 5-5-3/5

for review.
5.1 Wave-Induced Longitudinal Bending and Torsional Moments and Shear Forces
5-5-3/5.1
5.1.1 Vertical Wave Bending Moment 5-5-3/5.1.1

The vertical wave bending moment amidships, expressed in kN-m (tf-m, Ltf-ft), may be
obtained from the following equations
Mw = kw Mws Wave Sagging Moment
Mw = kw Mwh Wave Hogging Moment
where
kw = 1.0 for the nominal wave bending moment and shear force in
determination of the hull girder section modulus in 5-5-4/3.1.1, shearing
strength in 5-5-4/5 and the bowflare slamming effects on hull-girder
loads in 5-5-3/11.3.3
= ks for strength formulation and assessment of local structural elements
and members in Section 5-5-4 and Section 5-5-5 and Appendix 5-5-A1.
kw may be linearly reduced from ks to 1.0 between (1.0 − 0.35 ks) L and 0.65L from the aft end
of L. kw of 1.0 may be used forward of 0.65L from the aft end.
k0 = 1.09 + 0.029 V − 0.47 Cb
ks = k01/2
V = 75% of the design speed, Vd, in knots.
V need not to be taken greater than 24 knots.
Vd = the design speed as defined in 3-2-14/3
Mws, Mwh and Cb are as defined in 3-2-1/3.5.1.
5.1.2 Vertical Wave Shear Force 5-5-3/5.1.2

The envelopes of the maximum wave-induced shearing forces, Fw, expressed in kN (tf, Ltf),
may be obtained from the following equations:
Fw = kw Fwp for positive shear force (upward front section)
Fw = kw Fwn for negative shear force (downward front section)
Part 5
where
kw is as defined in 5-5-3/5.1.1.
Fwp, Fwn are the envelopes of maximum wave-induced vertical shearing forces as defined in
3-2-1/3.5.3 wherein Cb is not to be taken less than 0.6.

The horizontal wave bending moment amidships, expressed in kN-m (tf-m, Ltf-ft), positive
(tension port) or negative (tension starboard), may be obtained from the following equation.
MH = ± ks K3 C1 L2 D (Cb + 0.7) × 10-3
where
ks is defined in 5-5-3/5.1.1.
K3 = 104.2 (10.62, 0.973)
C1 is as given in 3-2-1/3.5.1
Cb is as defined in 3-2-1/3.5.1 and is not to be taken less than 0.6.
L = length of vessel as defined in 3-1-1/3.1, in m (ft)
D = depth of vessel as defined in 3-1-1/7, in m (ft)
The horizontal wave bending moment along the length of the vessel L may be obtained by
multiplying the midship value by the distribution factor mh as given in 5-5-3/Figure 4.

The envelope of the horizontal wave shear force, FH, expressed in kN (tf, Ltf), positive
(toward port front section) or negative (toward starboard front section), may be obtained from
FH = fh ks k C1 L D (Cb + 0.7) × 10-2 kN (tf, Ltf)
where
fh = distribution factor, as given in 5-5-3/Figure 5
k = 36 (3.67, 0.34)
C1, L, D and Cb are as defined in 5-5-3/5.1.3 above.
5.1.5 Wave Induced Torsional Moment 5-5-3/5.1.5

5.1.5(a) Nominal Wave-Induced Torsional Moment
The nominal wave-induced torsional moment amidships, in kN-m (tf-m, Ltf-ft), positive
clockwise looking forward, may be determined as follows:
TM = ks k L B2d [(Cw − 0.5)2 + 0.1] [0.13 − (e/D)(co /d)1/2]
Part 5
where
k = 2.7 (0.276, 0.077)
co = 0.14 (0.14, 0.459)
d = draft, as defined in 3-1-1/9, in m (ft); its value is not to be taken less than
12.5 m (41 ft)
e = the vertical distance, in m (ft), of the effective shear center of the hull
girder within cargo space, measured from the baseline of the vessel,
positive upward.
The effective shear center may be calculated by considering an open section of the cargo hold
nearest to the midship.
Cw = waterplane coefficient for the draft d, if not available it may be
approximated by Cw = Cb + 0.2, need not to be taken greater than 0.9 for
typical container carriers
L, B and D are as defined in 3-1-1/3.1, 3-1-1/5, and 3-1-1/7 respectively.
5.1.5(b) Distribution of Wave-Induced Torsional Moment
The nominal wave induced torsional moment along the length of the vessel L may be obtained
by multiplying the midship value by the distribution factor mT as given in 5-5-3/Figure 6.
5.1.5(c) Simultaneous Distribution of Wave-Induced Torsional Moment
When a direct calculation is not available, the wave induced torsional moment, T(x), along the
length of vessel at an instantaneous time may be approximated by the following equations.
For assessing the structural response to torsion, i.e. distortions and warping stresses, at least
two different torsional moment distribution curves in a critical region, such as in front of the
engine room, is to be considered. One curve gives approximately a peak value of the torsional
moment, one shows a maximum slope of the moment curve. Three sample torsional moment
distribution curves are shown in 5-5-3/Figure 7. These three curves should be considered as
the least set to assess torsional responses for the engine room region, amidships, and the
forward quarter length region, respectively.
A: T(x) = TM [0.8 sin [2 π (x/L − 0.025)] + 0.2], for 0.05L ≤ x ≤ 0.95L
B: T(x) = TM [0.7 cos [2.72π (x/L − 0.5)] + 0.3], for 0.05L ≤ x ≤ 0.95L
C: T(x) = -TM [0.75 sin (2 π x/L) + 0.05], for 0.05L ≤ x ≤ 0.95L
T(x) = 0, at x = 0 and x = 1.0L
where
TM is as defined in 5-5-3/5.1.5(a) above.
x is the distance from the aft end of L to station considered, in m (ft).
L is as defined in 3-1-1/3.1.
Part 5
5.3 External Pressures and Impact Loads(1998) 5-5-3/5.3

The external pressures, Pe, positive toward inboard, imposed on the hull in a seaway can be
expressed by the following equation at a given location:
Pe = ρ g(hs + kuhde) ≥ 0 N/cm2 (kgf/cm2, lbf/in2)
where
ku = load factor, and may be taken as unity unless otherwise specified
calculated as follows
hde = kchdi
where
kc = correlation factor for a specific combined load, as given in 5-5-3/Table 1
and 5-5-3/Table 2
hdi = hydrodynamic pressure head, in m (ft), at location i, (i = 1, 2, 3, 4 or 5;
see 5-5-3/Figure 8)
= k ! αi hdo, in m (ft)

= 1 + (k ! o − 1) cosµ, k ! o is as given in 5-5-3/Figure 9
= 1.0 amidships
hdo = 1.36 ks C1
ks = as defined in 5-5-3/5.1.1
C1 = as defined in 3-2-1/3.5.1
αi = distribution factor around the girth of vessel at location ‘‘i’’, linearly
interpolated at other locations
= 0.40 − 0.10 cos µ, for i = 2, at bilge, starboard
= 0.30 − 0.20 sin µ, for i = 3, at bottom centerline
= 2 α3 − α2, for i = 4, at bilge, port
µ = wave heading angle in degrees, to be taken from 0° to 90° (0° for head
sea, 90° for beam sea for wave coming from starboard)
The distribution of the total external pressure including static and hydrodynamic pressures is
Part 5

pressure, Pe, as defined in 5-5-3/5.3.1 with ku and kc given in 5-5-3/7 and 5-5-3/9, is to be
used.

girder may be obtained from
Pes = ρ g(hs + kf ku hde) ≥ 0 N/cm2 (kgf/cm2, lbf/in2)
where
kf is the distribution function of hde corresponding to a designated wave profile along the
vessel’s length, and may be determined as follows:
5.3.3(a) For the combined load cases, L.C.1 through L.C.6 specified in 5-5-3/Table 1
kf = kfo {1− [1 − cos 2π (x/L − xo/L) ] cos µ}
5.3.3(b) For the combined load cases, L.C.7 and L.C.8 specified in 5-5-3/Table 1
kf = kfo cos {4π (x/L − xo/L − 0.25) cos µ}
5.3.3(c) For the combined load cases, L.C.9 and L.C.10 specified in 5-5-3/Table 1
kf = kfo cos {4π (x/L − xo/L + 0.25) cos µ}
5.3.3(d) For the combined load cases, L.C. F1 and L.C. F2 specified in 5-5-A1/Table 2
kf = kfo cos {4π (x/L − xo/L) cos µ}
where
x = distance from AP to the station considered, in m (ft)
xo = distance from AP to the reference station, in m (ft).
The reference station is the point along the ship length where the wave
trough or crest is located in head seas, and may be taken as the mid-point
of the middle hold of three hold model.
L is the ship length as defined in 3-1-1/3.1, in m (ft).
µ is the wave heading angle in degrees, as defined in 5-5-3/5.3.1.
kfo = ± 1.0, as specified in 5-5-3/Table 1 and 5-5-A1/Table 3
based on the wave heading angles specified in 5-5-3/Table 1 and 5-5-A1/Table 3.
5.3.4 Impact Loads on Bow and Deck 5-5-3/5.3.4

5.3.4(a) Bow Pressures
When experimental data or direct calculation is not available, nominal wave-induced bow
pressures above the load waterline (LWL) in the region from the forward end to the collision
bulkhead may be obtained from the following equations:
Pbij = k Ck Cij Vij2 sin γij kN/m2 (tf/m2, Ltf/ft2)
Part 5
where
k = 1.025(0.1045, 0.00888)
Cij = {1 + cos2 [90 (Fbi – 2aij)/Fbi]}1/2
Vij = ω1 V sin αij + ω2 (L)1/2

ω1 = 0.515 (1.68) for m (ft)
ω2 = 1.0 (1.8) for m (ft)
V = as defined in 5-5-3/5.1.1. V is not taken less than 10 knots.
50°
= tan-1 (tan βij /cos αij)
αij = local waterline angle between the tangent line and the centerline, see
5-5-3/Figure 11, not taken less than 35°
βij = local body plan angle measured from the horizontal, see 5-5-3/Figure 11,
not taken less than 35°
Fbi = freeboard from the highest deck at side to the LWL at station i, in m (ft),
see 5-5-3/Figure 11
aij = vertical distance from the LWL to j-th WL, in m (ft), see 5-5-3/Figure 11
Ck = 0.7 at collision bulkhead and 0.9 at 0.0125L aft of FP, with linear
interpolation for intermediate locations
= 0.9 between 0.0125L aft of FP and FP
required by the forward body strength requirements
L = ship length, as defined in 3-1-1/3.1, in m (ft).
5.3.4(b) Green Water
When experimental data or direct calculation is not available, nominal green water pressures
imposed on deck in the region forward of 0.3L from FP may be obtained from the following
equations. Pgi is not to be taken less than 20.6 kN/m2 (2.1 tf/m2, 0.192 Ltf/ft2).
Pgi = k Fn sin (δj)(MRi − k1Fbi)1/2 kN/m2 (tf/m2, Ltf/ft2)

where
k = 128.16 (13.063, 0.3584)
k1 = 1.5 (4.92) for m (ft)
Fn = Vd /(gL)1/2 ≥ 0.225, Vd is design speed as defined in 3-2-14/3, in
m/s (ft/s)
Fbi = freeboard at station i, in m (ft)
MRi = as defined in 5-5-3/11.1, if MRi < k1Fbi, then Pgi = 0
Part 5
δj = the angle between the horizontal and a line connecting the highest deck at
the side and the half beam at the still waterline of station i, see
5-5-3/Figure 11
g = acceleration due to gravity = 9.807 m/sec2 (32.2 ft/sec2)
5.5 Cargo Loads and Liquid Pressure (1998) 5-5-3/5.5

In determining the cargo loads and liquid pressure, the dominant ship motions, pitch and roll,
and the resultant accelerations induced by the wave are required. When a direct calculation is
not available, the approximate equations given below may be used:
5.5.1(a) Pitch (1998)
The pitch amplitude: (positive bow up)
φ = k1(V/Cb)1/4/L in deg.,
but need not to be taken more than 10 deg.
Tp = k2 (Cb di)1/2 in sec.
where
k1 = 1030 (3378) for L, in m (ft)
k2 = 3.5 (1.932) for di, in m (ft)
V = as defined in 5-5-3/5.1.1
di = draft amidships for the relevant loading conditions
The vessel length L is as defined in 3-1-1/3.1, in m (ft).
5.5.1(b) Roll (1998)
The roll amplitude: (positive starboard down)
θ = CR (28.4 − kθ Cdi ∆/1,000) if Tr > 20 sec.
θ = CR (28.4 − kθ Cdi ∆/1,000)(1.5375 − 0.027 Tr) if 12.5 ≤ Tr ≤ 20 sec.
θ = CR (28.4 − kθ Cdi ∆/1,000) 1.2 if Tr < 12.5 sec.
where
kθ = 0.002 (0.02, 0.02)
θ, in degrees, but need not to be taken greater than 30 degrees.
CR = 1.0 − 0.00625V
Cdi = 1.25 (di /d) − 0.25
di = draft amidships for the relevant loading conditions, in m (ft)
d = draft as defined in 3-1-1/9, in m (ft)
Part 5
∆ = kd Cb L B d kN (tf, Ltf)
kd = 10.05 (1.025, 0.0286)
L, B are as given in 3-1-1/3.1 and 3-1-1/5.
Tr = k4 kr/GM1/2 in sec.
where
k4 = 2 (1.104) for kr, GM in m (ft)
conditions and 0.40B for 2/3 draft conditions.
= GM (full) for di = d
= 3.0 GM (full) for di = 2/3 d
GM(full) = metacentric height for fully loaded condition
If GM(full) is not available, GM(full) can be taken as 0.06B.
5.5.1(c) Accelerations
The vertical, longitudinal and transverse accelerations of tank contents (cargo or liquid), av ,
a ! and at may be obtained from the following formulae:
av = Cv kv ao g m/sec2 (ft/sec2) positive downward
a ! = C ! k ! ao g m/sec2 (ft/sec2) positive forward
at = Ct kt ao g m/sec2 (ft/sec2) positive starboard

where
ao = k0 (2.4/L1/2 + 34/L − 600/L2) for L in m
= k0 (4.347/L1/2 + 111.55/L − 6458/L2) for L in ft

k0 = as defined in 5-5-3/5.1.1
Cb = as defined in 3-2-1/3.5.1 and is not to be taken less than 0.6
Cv = cos2 µ + (1 + 1.0 z/B) (sin µ)/kv
kv = [1 + 0.65(5.3 − 45/L)2 (x/L − 0.45)2]1/2 for L in m
= [1 + 0.65(5.3 − 147.6/L) 2 (x/L − 0.45)2]1/2 for L in ft

C! = 0.35 − 0.0005 (L − 200) for L in m
= 0.35 − 0.00015 (L − 656) for L in ft
Part 5
k! = 0.5 + 8y/L
Ct = 1.27[1 + 1.52(x/L − 0.45)2]1/2

kt = (0.35 + 0.5 y/B) sin µ
L, B are the length and breadth of vessel, as defined in 3-1-1/3.1 and 3-1-1/5, respectively, in
m (ft).
x = longitudinal distance from the AP to the station considered, in m (ft)
positive upward
z = transverse distance from the centerline to the point considered in m (ft),
positive starboard
g = acceleration due to gravity = 9.807 m/sec2 (32.2 ft/ sec2)
5.5.2 Cargo Container Loads 5-5-3/5.5.2

5.5.2(a) General
For the design and evaluation of hull structure, the following forces due to the loaded
containers are to be considered:
Static weight in upright condition
Dynamic forces due to roll and pitch of vessel
Inertial force due to acceleration.
For the design and evaluation of the hull structure, all containers are considered to be stored
by stacks in the cargo hold and above the deck. All containers in the hold are to be restrained
by cell guides, which are a series of vertical steel angles, suitably spaced according to the
container length and width, which provides alignment and horizontal restraint for container
stacks. The static and dynamic forces due to loaded containers are to be applied to supporting
structures, such as, web, girders, pillars, etc., as concentrated forces through the cell guide and
to bottom corners of the container stack.
The container loads from the containers stored above the deck are to be applied to hatch
coamings, bulwark, or other supporting structures at the bottom of the container stack.
5.5.2(b) Loads
The forces from individual containers are to be calculated at the center of gravity of each
container. The center of gravity of the container may be normally considered as the mid point
of the container.
Fv = W + ku Fdv kN (tf, Ltf )
Ft = ku Fdt kN (tf, Ltf )
F ! = ku Fd ! kN (tf, Ltf )
where
Fv = vertical container load due to each container, positive downward
Ft = transverse container load due to each container, positive starboard
F! = longitudinal container load due to each container, positive forward
W = Gross weight of the container, in kN (tf, Ltf)
Part 5
Fdv = dynamic vertical container load due to ship motion

= kc W [cos φe cos θe + ave /g − 1]
Fdt = dynamic transverse container load due to ship motion, positive starboard
= kc W [sin θe + ate /g ]
Fd ! = dynamic longitudinal container load due to ship motion, positive forward
= kc W [-sin φe + a ! e /g]
kc = correlation coefficient and may be taken as unity unless otherwise

specified
ku = dynamic load factor and may be taken as unity unless otherwise specified
θe = effective angle of roll = 0.71 Cθθ
φe = effective angle of pitch = 0.71 Cφφ
ave = effective vertical acceleration = 0.71 cv av
ate = effective transverse acceleration = 0.71 cTat
a!e = effective longitudinal acceleration = 0.71 cLa !
cv, cT, cL, Cθ and Cφ are as specified in 5-5-3/Table 1, 5-5-3/Table 2 and 5-5-A1/Table 3.
av, at, and a ! are as specified in 5-5-3/5.5.1(c).
φ and θ are pitch and roll amplitudes, as given in 5-5-3/5.5.1(a) and 5-5-3/5.5.1(b).
The container load Fv, Ft, and F ! may be distributed equally to four corners of the container
in the direction of the load component as shown in 5-5-3/Figure 12. The transverse and
longitudinal container loads acting on the cell guide may be transmitted to supporting
structural members by statically distributing to adjacent supporting points along the cell guide
All vertical container loads are to be transmitted to the bottom corners of each container stack.
All container loads above the deck are to be transmitted to the bottom corners of each
container stack, and then distributed to supporting structures such as, hatch coaming, bulwark
or stanchions.
5.5.3 Internal Liquid Pressures

5.5.3(a) Distribution of Internal Pressures
The internal liquid pressures, Pi, positive toward tank boundaries for a fully filled ballast or
other tank may be obtained from the following formula:
Pi = ρ g(η + ∆η + ku h d) ≥ 0 in N/cm2 (kgf/cm2, lbf/in2)
where
ρg = specific weight of the fluid in N/cm2-m (kgf/cm2-m, lbf/in2-ft), but not to
be taken less than the specific weight of sea water
η = local coordinate in vertical direction for tank boundaries measuring from
the top of the tank to the point considered as shown in 5-5-3/Figure 14, in
m (ft)
Part 5
∆η = 0 for the upper tank whose tank top extends to the strength deck
= a distance equivalent to 2/3 of the distance from tank top to the top of the
overflow (The exposed height is minimum 760 mm above freeboard deck
or 450 mm above superstructure deck.) for the lower tank whose tank top
does not extend to the strength deck.
ku = load factor and may be taken as unity unless otherwise specified.
hd = wave induced pressure head, including inertial force and added pressure
head
= kc(ηai /g + ∆hi), m (ft)
kc = correlation factor and may be taken as unity unless otherwise specified.
ai = effective resultant acceleration, in m/sec2 (ft/sec2), at the point
considered, may be approximated by 0.71 Cdp [wv av + w ! ( ! /h) a ! + wt
(b/h) at]
g = acceleration due to gravity
= 9.807 m/sec2 (32.2 ft/sec2)
Cdp is specified in 5-5-3/5.5.3(d).
av, a ! and at are as given in 5-5-3/5.5.1(c).
wv, w ! and wt are weighted coefficients, showing directions, as specified in 5-5-3/Table 1,
5-5-3/Table 2, and 5-5-A1/Table 3.
in m (ft).
In general, the added head may be calculated based on the vertical distance from the reference
point of the tank to the point considered. The reference point is (i) the highest point of the
tank boundary after roll and pitch, or (ii) the average height of the points, after roll and pitch,
which are ∆η above the top of the tank at the overflow, whichever is greater.
For prismatic tanks on starboard side, whose tank top extends to the strength deck, added
pressure head may be calculated as follows:
∆hi = ξ sin(-φe) + Cru (ζe sin θe cos φe + ηe cos θe cos φe − η)
ζe = b − ζ
ηe = η
∆hi = ( ! -ξ)sin φe + Cru {ζe sin(-θe) cos φe + ηe cos θe cos φe − η}
ζe = ζ − δb
ηe = η − δh
Cru is specified in 5-5-3/5.5.3(d).
Part 5
ξ, ζ, η are the local coordinates, in m (ft), for the point considered with respect to the origin
shown in 5-5-3/Figure 14; b and h are the local coordinate adjustments, in m (ft), for a
rounded tank corner, as shown in 5-5-3/Figure 14.
where
θe = 0.71 Cθθ
φe = 0.71 Cφφ
h = height of the tank considered, in m (ft)
φ and θ are pitch and roll amplitudes, as given in 5-5-3/5.5.1(a) and 5-5-3/5.5.1(b).
Cφ and Cθ are weighted coefficients, showing directions, as given in 5-5-3/Table 1,
5-5-3/Table 2, and 5-5-A1/Table 3.
For prismatic lower tanks on starboard side whose tank top does not extend to the strength
deck, added pressure head may be calculated as follows assuming the reference point based
on the average height of the overflow.
∆hi = (ξ− ! /2) sin (-φe) + Cru (ζe sin φe cos θe + ηe cos θe cos φe − ηe)
ζe = ba − ζ
ηe = η + ∆η
∆hi = ( ! /2 −ξ) sin φe + Cru {ζe sin(-θe) cos φe + ηe cos θe cos φe − ηe}
ζe = ζ − ba
ηe = η + ∆η
ba is the transverse distance of over flow from ξ axis. All other parameters are as defined
above.
5.5.3(b) Extreme Internal Liquid Pressure
For assessing local structures at a tank boundary, the extreme internal liquid pressure with ku
as specified in 5-5-3/7 is to be considered.
5.5.3(c) Simultaneous Internal Liquid Pressures
In performing a structural analysis, the internal liquid pressures may be calculated in
accordance with 5-5-3/5.5.3(a) and 5-5-3/5.5.3(b) above for tanks in the midbody. For tanks
in the fore or aft body, the pressures are to be determined based on linear distributions of
accelerations and ship motions along the length of the vessel.
5.5.3(d) Definition of Tank Shape and Associated Coefficients
i) Rectangular Tank
The following tank is considered as a rectangular tank:
b/b1 ≤ 3.0 or h/h1 ≤ 3.0
Part 5
where
b = extreme breadth of the tank considered
b1 = least breadth of wing tank part of the tank considered
h = extreme height of the tank considered
h1 = least height of double bottom part of the tank considered
as shown in 5-5-3/Figure 14
The coefficients Cdp and Cru of the tank are as follows:
Cdp = 1.0
Cru = 1.0
ii) J-shaped Tank
A tank having the following configurations is considered as a ‘‘J-shaped’’ tank.
b/b1 ≥ 5.0 and h/h1 ≥ 5.0
The coefficients Cdp and Cru are as follows:
Cdp = 0.7
Cru = 1.0
iii) U-shaped Tank
A half of a ‘‘U-shaped’’ tank, divided at the centerline, should satisfy the condition of a
‘‘J-shaped’’ tank.
The coefficients Cdp and Cru are as follows:
Cdp = 0.5
Cru = 0.7
ai, defined in 5-5-3/5.5.3(a), for U-shaped tank is not to be taken less than that calculated for
J-shaped tank.
iv) In a case where the minimum tank ratio of b/b1 or h/h1 whichever is lesser, is greater
than 3.0 but less than 5.0, the coefficients Cdp and Cru of the tank are to be determined
by the following interpolation:
An intermediate tank between rectangular and J-shaped tank:
(Rectangular - J-shaped like tank)
Cdp = 1.0 − 0.15 (the min. tank ratio - 3.0)
Cru = 1.0
An intermediate tank between rectangular and U-shaped tank:
(Rectangular - U-shaped like tank)
Cdp = 1.0 − 0.25 (the min. tank ratio - 3.0)
Cru = 1.0 − 0.15 (the min. tank ratio - 3.0)
ai, defined in 5-5-3/5.5.3(a), for a rectangular - ‘‘U’’ shape like tank is not to be taken less
than that calculated for a rectangular - ‘‘J’’ shape like tank.
v) For non-prismatic tanks mentioned in Note 4 of 5-5-3/Table 2, b1, h and h1 are to be
determined based on the extreme section.
Part 5
FIGURE 4
1.0
Distribution m h
0.0
0 0.4 0.6 1
Aft Forward
end of L end of L
FIGURE 5
1.0
fh
0.7
Distribution
0.0
0 0.2 0.3 0.4 0.60 0.7 0.8 1
Aft Forward
end of L end of L
Part 5
FIGURE 6
Distribution Factor mT (1998)
1.0
0.7
Distribution mT
0.0
0 0.15 0.55 0.65 0.9 1
Aft Forward
end of L end of L
FIGURE 7
Torsional Moment Distribution Curves (1998)
Part 5
FIGURE 8
Distribution of Hydrodynamic Pressure (1998)
W.L.
hd1
hd5
hd4 hd3 hd2
Port Side Starboard Side
FIGURE 9
Hydrodynamic Pressure Distribution Factor k ! o (1998)
2.5
Distribution k lo
1.5
0
0 0.2 0.7 1
Aft Forward
end of L end of L
Distance from the aft end ofL in terms of L
Part 5
FIGURE 10
Illustration of Determining Total External Pressure
h
h*
h or h*
whichever is lesser
h* : Hydrodynamic Pressure Head (indicates negative)
hs : Hydrostatic Pressure Head in Still Water
Note: h* = ku kc hd1 for nominal pressure

h* = kf ku hd1 for simultaneous pressure
Part 5
FIGURE 11
WL -j
α ij
waterline angle tangent line
CL
CL
highest
deck
Fbi
tangent line
s
body plan
angle β ij
WL -j
aij
δ j
LWL
Part 5
FIGURE 12
Distribution of Container Loads to Corners in Hold
1/4F! 1/4F!
1/4Ft
AFT
1/4F!
1/4F!
1/4Ft
RT
1/4Ft PO
m 1/4FV
tto 1/4FV
Bo
1/4Ft
1/4FV 1/4FV
FIGURE 13
Transfer of Container Corner Loads on the Cell guide to Support Points
Support Point B
FB
b
b
FA = F
a+b
F
FB = a
F
a a+b
FA
Support Point A
Part 5
FIGURE 14
Definition of Tank Geometry
ξ
F.P.
b1
h !
h1
Tank Shape Parameters ζ O

b
B/2
L
C
Plan View
δb ξ
δb δh
! δh
O
ζ
ζ o
b
η
B/2 Elevation
L
C
η
Isometric View
668
Section
Chapter
Part
TABLE 1
Combined Load Cases For Container Carriers
5
5
3
A. Hull Girder Loads
Vertical B.M.(3) Sag (-) Hog (+) Sag (-) Hog (+) Sag (-) Hog (+) Sag (-) Hog (+) Sag (-) Hog (+)
Vessels Intended to Carry Containers (130 meters to 350 meters in Length))

Load Criteria
kc 1.0 1.0 0.7 0.7 0.3 0.3 0.4 0.4 0.4 0.4
Vertical S.F. (+) (-) (+) (-) (+) (-) (+) (-) (-) (+)
kc 0.5 0.5 1.0 1.0 0.3 0.3 0.4 0.4 0.4 0.4
Horizontal B.M Stbd Tens (-) Port Tens (+) Stbd Tens (-) Port Tens (+) Port Tens (+) Stbd Tens (-)
kc 0.0 0.0 0.0 0.0 0.3 0.3 0.5 0.5 0.7 0.7
Horizontal S.F. (+) (-) (+) (-) (-) (+)
kc 0.0 0.0 0.0 0.0 1.0 1.0 0.5 0..5 0.7 0.7
Torsional Mt.(4) (-) (+) (-) (+) (-) (+)

kc 0.0 0.0 0.0 0.0 0.55αs 0.55αs αs αs αs αs
B. External Pressure
Kc 0.5 0.5 0.5 1.0 0.5 1.0 0.5 1.0 0.5 1.0
ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000
Kfo -1.0 1.0 -1.0 1.0 -1.0 1.0 -1.0 1.0 1.0 -1.0
C. Container Cargo Load
Kc 0.4 0.4 1.0 0.5 1.0 0.5 1.0 0.5 1.0 0.5
Cv 0.8 -0.8 0.8 -0.8 0.4 -0.4 0.7 -0.7 -0.7 0.7
CL Fwd Bhd 0.6 Fwd Bhd 0.0 Fwd Bhd 0.6 Fwd Bhd 0.0 -- -- Fwd Bhd 0.7 Fwd Bhd 0.0 Fwd Bhd 0.0 Fwd Bhd 0.7
Aft Bhd 0.0 Aft Bhd -0.6 Aft Bhd 0.0 Aft Bhd -0.6 -- -- Aft Bhd 0.0 Aft Bhd -0.7 Aft Bhd -0.7 Aft Bhd 0.0
CT -- -- -- -- Port Wall 0.0 Port Wall - Port Wall 0.0 Port Wall - Port Wall - Port Wall 0.0
-- -- -- -- Stbd Wall 0.9 0.9 Stbd Wall Stbd Wall 0.7 0.7 Stbd Wall 0.7 Stbd Wall Stbd Wall 0.7
0.0 0.0 0.0
Cφ, Pitch -1.0 1.0 -1.0 1.0 0.0 0.0 -0.7 0.7 0.7 -0.7
Cθ, Roll 0.0 0.0 0.0 0.0 1.0 -1.0 0.7 -0.7 -0.7 0.7
5-5-3
Section
Chapter
Part
TABLE 1
Combined Load Cases For Container Carriers (continued)
5
5
3
D. Internal Ballast Tank Pressure

Kc 0.4 0.4 1.0 0.5 1.0 0.5 1.0 0.5 1.0 0.5
Load Criteria
wv 0.75 -0.75 0.75 -0.75 0.25 -0.25 0.4 -0.4 -0.4 0.4
w! Fwd Bhd 0.25 Fwd Bhd Fwd Bhd 0.25 Fwd Bhd -- -- Fwd Bhd 0.2 Fwd Bhd -0.2 Fwd Bhd -0.2 Fwd Bhd 0.2
Aft Bhd -0.25 -0.25 Aft Bhd -0.25 -0.25 -- -- Aft Bhd -0.2 Aft Bhd 0.2 Aft Bhd 0.2 Aft Bhd -0.2
Aft Bhd 0.25 Aft Bhd 0.25
wt -- -- -- -- Port Wall Port Wall Port Wall -0.4 Port Wall 0.4 Port Wall 0.4 Port Wall -0.4
-- -- -- -- -0.75 0.75 Stbd Wall 0.4 Stbd Wall Stbd Wall Stbd Wall 0.4
Stbd Wall Stbd Wall -0.4 -0.4
0.75 -0.75
Cφ, Pitch -1.0 1.0 -1.0 1.0 0.0 0.0 -0.7 0.7 0.7 -0.7
Cθ, Roll 0.0 0.0 0.0 0.0 1.0 -1.0 0.7 -0.7 -0.7 0.7
E. Reference Wave Heading and Position
Heading 0 0 0 0 90 90 60 60 60 60
Angle
Heave Down Up Down Up Down Up Down Up Up Down
Pitch Bow Down Bow Up Bow Down Bow Up -- -- Bow Down Bow Up Bow Up Bow Down
Roll -- -- -- -- Stbd Down Stbd Up Stbd Down Stbd Up Stbd Up Stbd Down
Draft 2/3 1 2/3 1 2/3 2/3 2/3 1 2/3 1
1) ku = 1.0 for all load components.

2) Boundary forces are to be applied to produce the above specified hull girder bending moment at the middle of the structural model, and specified hull girder shear force at one
end of the middle hold of the model. The sign convention for the shear force corresponds to the forward end of middle hold. The specified torsional moment is to be produced at
the aft bulkhead of the middle hold for L.C. 1-8, and at the forward bulkhead of the middle hold for L.C. 9-10.
3) The following still water bending moment (SWBM) is to be used for structural analysis.
L.C. 1, 3, 5, 7 and 9: Maximum sagging SWBM.
L.C. 2, 4, 6, 8 and 10: Maximum hogging SWBM.
4) (1999) αs is to be obtained by the following equation:
αs = (Tm + Ts)/Tm
where
Tm = nominal wave-induced torsional moment amidships, in kN-m (tf-m, Ltf-ft), as defined in 5-5-3/5.1.5(a)
Ts = still-water torsionl moment amidships, in kN-m (tf-m, Ltf-ft), as defined in 5-5-3/3.1
5-5-3
669
670
Section
Chapter
Part
TABLE 2
Design Pressure for Local and Supporting Members
A. Local Structures - Plating & Long’ls/Stiffeners
5
5
3
The nominal pressure (4) (5), p = pi - pe, is to be determined from load cases ‘‘a’’ & ‘‘b’’ below, whichever is greater, with ku = 1.1 and kc = 1.0 unless otherwise specified in
the table (1)

Load Criteria
Case ‘‘a’’ At Forward end of the tank or hold Case ‘‘b’’ At Forward end of the tank or hold
Draft / Wave Location (2) (3) and Loading Coefficients Draft / Wave Location (2) (3) and Loading Coefficients
Structural Members / Heading Angle Pattern pi pe Heading Angle Pattern pi pe
Components
1. Bottom Plating and Long‘l 2/3draft/0° Full double bottom & wing tanks Ai Ae Full draft/0° Empty double bottom & wing -- Be
tanks
2. Inner Bottom Plating and 2/3 draft/0° Full double bottom & wing tanks, Ai -- --
Long’l cargo holds empty
3. Side Shell Plating & 2/3 draft/60°
Starboard side (6) of full double Bi Ae Full draft/60° Empty double bottom & wing -- Be
Long’l/Frame bottom & wing tank tanks
4. Main Deck Plating & Long’l 2/3 draft/0°
Full wing tank (7) Ci --
5. Long’l Bulkhead Plating & 2/3 draft/60°
Starboard side (6) of full double Bi -- 2/3 draft/60° Starboard side (6) of flooded Bi --
long’l/Stiffeners bottom & wing tanks, cargo hold (8) cargo hold, double bottom
empty & wing tanks empty
6. Transverse Bulkhead Plating
& Stiffeners
(i) Tank Boundaries 2/3 draft/0° Forward Bulkhead of full double Ai
bottom & wing tanks
(ii) Cargo Hold Boundaries
Forward Bulkhead of flooded (8) Ai
2/3 draft/0°
cargo hold
7. Double Bottom Structure
Starboard side (6) of full double
(i) Watertight Girder 2/3 draft/60°
bottom or wing tanks, adjacent Bi
Plating & tanks empty
Stiffeners
(ii) Tank End Floor Plating 2/3 draft/0° Forward tank end floor of full Ai
& Stiffeners double bottom or side tank,
adjacent tanks empty
8. Watertight Side Stringer 2/3 draft/0° Full double bottom or side tank, Ai
adjacent tanks empty
5-5-3
Section
Chapter
Part
TABLE 2
Design Pressure for Local and Supporting Members (continued)
5
5
3
The nominal pressure, p = pi - pe, is to be determined from load cases ‘‘a’’ & ‘‘b’’ below, whichever is greater, with ku = 1.1 and kc = 1.0 unless otherwise specified in the table

Load Criteria
Case ‘‘a’’ Mid-Tank Case ‘‘b’’ Mid-Tank
Draft / Wave Coefficients Draft / Wave Coefficients
Structural Members / Heading Angle Location and Loading Pattern pi pe Heading Angle Location and Loading Pattern pi pe
Components
9. Double Bottom Floors & Full draft/0° Mid-tank, cargo holds and ballast --- Be
Girders Bottom Transverse tanks empty
in Pipe Duct Space
10. Transverses and Stringers Full draft/90° Starboard side of mid-tank, cargo --- Be
hold and ballast tanks empty
11. Horizontal Girders and Ai
Forward bulkhead of flooded (8)
2/3 draft/0°
Vertical Webs on Transverse
Watertight Bulkhead cargo hold
12. Transverse Webs on Bi

Starboard side (6) of flooded cargo
2/3 draft/60°
Longitudinal Watertight
Bulkhead hold, double bottom & wing tanks
empty
13. Deck Transverse Ci
Full wing tank (7)
2/3 draft/0°
14. Vertical Web on Double

Starboard side (6) of full double Bi
2/3 draft/60°
Bottom Watertight Girder
bottom or wing tanks, adjacent
tanks empty
5-5-3
671
672
Section
Chapter
Part
TABLE 2
Design Pressure for Local and Supporting Members (continued)
Notes:
5
5
3
1) For calculating pi and pe, the necessary coefficients are to be determined based on the following designated groups:
a) for pi

Load Criteria
w! Wt
wv Cf Cθ
Forward Bulkhead AFt Bulkhead Starboard side Port side
Ai 0.75 0.25 - 0.25 0.0 0.0 - 1.0 0.0
Bi 0.40 0.20 - 0.20 0.4 - 0.4 - 0.7 0.7
Ci - 0.75 0.25 -- 0.0 0.0 - 1.0 0.0
b) for pe
Ae: k !o = 1.0, ku = 1.0, kc = - 0.5
Be: k !o = 1.0
2) For structures within 0.4L amidships, the nominal pressure is to be calculated for a hold or tank located amidships.
The net scantlings of the structural members within 0.4L amidships are to be determined for each cargo hold or tank in the region, based on the assumption that the cargo hold or
tank is located amidships as shown 5-5-3/Figure 15.
3) For structures outside 0.4L amidships, the nominal pressure is to be calculated for members in a hold or tank under consideration.
4) The nominal pressure of a non-prismatic tank is to be calculated based on the extreme tank boundary section which is assumed constant lengthwise as illustrated in 5-5-4/Figure 3.
This calculated pressure is not applicable to members outside the actual tank boundary.
5) In calculation of the nominal pressure, ρ g of the liquid or ballast is not to be taken less than 0.1025 kgf/cm2-m (0.4444 lbf./in2-ft).
6) ‘‘Starboard side’’ and ‘‘Port side’’ designate the desired half portion of the tank, respectively. When calculating the nominal pressure for case a of item 5 and 11, the pressure at
the other half potion of the tank is to be examined.
7) The nominal deck pressure is to be not less than 2.06 N/cm2 (0.21 kgf/cm2, 2.99 lbf/in2) in Position 1 and 1.57 N/cm2 (0.16 kgf/cm2, 2.28 lbf/in2) in Position 2. Position 1 and
Position 2 are defined in 3-2-15/3 of the Rules.
8) The nominal pressure for watertight requirement for flooding condition may be taken as 70% of the nominal pressure calculated for a cargo hold assumed as a ballast tank filled up
to the bulkhead deck.
9) Application items for typical sections are illustrated in 5-5-4/Figure 4. See also Note 6 for members marked with (*).
5-5-3
Part 5

7.1 Hull-girder Loads - Longitudinal Bending Moments, Shear Forces and

Torsional Moment (1998) 5-5-3/7.1
7.1.1 Total Vertical Bending Moment and Shear 5-5-3/7.1.1

The total longitudinal vertical bending moment and shear force may be obtained from the
Mt = Ms + ku kc Mw kN-m (tf-m, Ltf-ft)
Ft = Fs + ku kc Fw kN (tf, Ltf)
where
Ms and Mw are the stillwater bending moment and vertical wave-induced bending moment
respectively, as specified in 5-5-3/3.1 and 5-5-3/5.1 for either hogging or sagging conditions.
Fs and Fw are the stillwater and the vertical wave-induced shear forces respectively, as
obtained from 5-5-3/3.1 and 5-5-3/5.1 for either positive or negative shears.
ku is a load factor and may be taken as unity unless otherwise specified.
The total bending moment is to be obtained based on the envelope curves as specified in
5-5-3/3.1 and 5-5-3/5. For this purpose, ku = 1.0, and kc = 1.0.

force as specified in 5-5-3/5.1 are to be considered as additional hull-girder loads, especially
for the design of the side shell and inner skin structures within the range of 0.35D above and
below the mid-depth of vessel. The effective horizontal bending moment and shear force,
MHE and FHE, may be determined by the following equations:
MHE = ku kc MH kN-m (tf-m, Ltf-ft)
FHE = ku kc FH kN (tf, Ltf)
MH and FH are as specified in 5-5-3/5.1.
7.1.3 Wave-Induced Torsional Moment 5-5-3/7.1.3

The effective wave-induced torsional moment for non-head sea conditions is to be considered
in addition to the hull-girder loads specified in 5-5-3/7.7.1 and 5-5-3/7.1.2 above.
TME = ku kc TM kN-m (tf-m, Ltf-ft)
where
TM is as specified in 5-5-3/5.1.5.
where ku and kc are load factor and correlation factor, respectively, which may be taken as
unity unless otherwise specified. For this purpose, ku = 1.0 and kc = 1.0.
Part 5

stringers, floors and deep webs, the nominal loads induced by the external pressures, ballast pressures
and cargo loads distributed over both sides of the structural panel within the cargo hold boundaries are
to be considered for the worst possible load combinations. In general, consideration is to be given to
the following two loading cases accounting for the worst effects of the dynamic load components.
7.3.1 5-5-3/7.3.1
Maximum internal cargo loads or pressures for a fully loaded cargo hold with the adjacent
holds empty and minimum external pressures, where applicable.
7.3.2 5-5-3/7.3.2
Empty cargo hold with the fore and aft holds full and maximum external pressures, where
applicable.
The specified design loads for main supporting structures are given in 5-5-3/Table 2.
In calculating the required scantlings of plating, longitudinals and stiffeners, the nominal pressures are
to be considered for the two load cases given in 5-5-3/7.3, using ku = 1.1 instead of ku = 1.0 as shown
above.
The necessary details for calculating the nominal pressures are given in 5-5-3/Table 2.
FIGURE 15
Location of Hold for Nominal Pressure Calculation
5
Hold or Tank considered
5 4 3 2 1
FP
AP 0.4L
Part 5
9 Combined Load Cases 5-5-3/9

For assessing the strength of the hull-girder structures and in performing a structural analysis as
outlined in Section 5-5-5, the ten combined load cases specified in 5-5-3/Table 1 are to be considered.
Additional combined load cases may be required as warranted. The loading patterns are shown in
5-5-3/Figure 3 for three cargo hold lengths. It is to be noted that the midship section should be located
within the mid-hold of the three hold FE model. The necessary factors and coefficients for calculating
hull-girder and local loads are given in 5-5-3/Table 1. The total external pressure distribution
including static and hydrodynamic pressures is illustrated in 5-5-3/Figure 10.
If deemed necessary, another three hold length model consisting of the engine room and two adjacent
cargo holds forward is to be analyzed to assess the torsional response of the deck structures
immediately forward of the engine room. For this purpose, four load cases, Load Cases 7 through 10
of 5-5-3/Table 1, are to be considered using the loading patterns of cargo holds specified in
5-5-3/Figure 3.
9.3 Combined Load Cases for Strength Assessment (1998) 5-5-3/9.3

following combined load cases are to be considered:
9.3.1 Ultimate Strength of Hull-girder 5-5-3/9.3.1

For assessing ultimate strength of the hull-girder, the combined effects of the following
9.3.1(a) Primary Loads, Longitudinal Bending Moments and Shear Forces in Head Sea
Conditions
(MH = 0, FH = 0, TM = 0)
Mt = Ms + ku kc Mw , kc = 1.0 hogging and sagging
Ft = Fs + ku kc Fw , kc = 1.0 positive and negative
ku = 1.15 for vessels without bowflare
For vessels having significant bowflare, ku is to be increased as specified in 5-5-3/11.3.3.
Ms, Mw, Fs and Fw are as defined in 5-5-3/3 and 5-5-3/5.
9.3.1(b) Local loads for large stiffened panels
Internal and external pressure loads as given in 5-5-3/Table 2 are to be considered.

For assessing the yielding, buckling and ultimate strength of local structures the ten combined
load cases as given in 5-5-3/Table 1 are to be considered.

For assessing the fatigue strength of structural joints, the ten combined load cases given in
5-5-3/9.1 and two additional load cases given in 5-5-A1/Table 3 are to be used for fatigue
strength assessment as described in Appendix 5-5-A1
Part 5
11 Impact Loads 5-5-3/11
11.1 Bottom Slamming Pressure 5-5-3/11.1

For container carriers with a heavy weather ballast draft forward less than 0.04L, bottom slamming
loads are to be considered for assessing strength of the flat bottom plating forward and the associated
stiffening system in the fore body region.
The equivalent bottom slamming pressure for strength assessment is to be determined based on well
documented experimental data or analytical studies. When these direct calculations are not available,
nominal bottom slamming pressures may be determined by the following equations:
Psi = k ki [v02 + MVi Eni] Ef kN/m2 (tf/m2, Ltf/ft2)
where
k = 1.025 (0.1045, 0.000888)
ki = 2.2 b*/d0 + α ≤ 40
d0 = 1/10th of the section draft at the heavy ballast condition, see 5-5-3/Figure 16
Ef = f1 = ω1 (L)1/2, ω1 is defined in 5-5-3/11.3.3
f1 = 0.004 (0.0022), m (ft)
V = 75% of design speed, Vd, in knots. V is not to be taken less than 10 knots.
Vd = the design speed as defined in 3-2-14/3
v0 = c0 L1/2, m/s (ft/s)
c0 = 0.29 (0.525), m (ft)
L = ship’s length as defined in 3-1-1/3.1, in m (ft)
ni = 5730 (MVi /MRi)1/2 Gei, if ni < 1 then Psi = 0
[-( v0 2 /M vi + d i 2 /M Ri )]
Gei = e
di = local section draft, in m (ft)
MVi = Bi MRi
MRi = c1 Ai (VL/Cb)1/2
c1 = 0.44 (2.615), m (ft)
Cb is as defined in 3-2-1/3.5.1 and is not to be less than 0.6.
where b represents the half breadth at the 1/10th draft of the section, see 5-5-3/Figure 16. Linear
interpolation may be used for intermediate values.
Part 5

Bowflare slamming loads are to be considered for assessing the strength of the side plating and the
associated stiffening system in the forebody region of the vessel at its load waterline.

pressures above the load waterline (LWL) may be determined by the following equations:
Pij = P0ij or Pbij as defined below, whichever is greater
P0ij = k1 (9 MRi − hij2 )1/2 kN/m2 (tf/m2, Ltf/ft2)
Pbij = k2 {c2 + Kij MVi (1 + Eni) } kN/m2 (tf/m2, Ltf/ft2)

where
k1 = 9.807 (1, 0.0278)
k2 = 1.025 (0.1045, 0.00888)
c2 = 39.2 (422.46) for m (ft)
nij = 5730 (MVi/MRi)1/2 Gij ≥ 1.0
Gij = exp (-hij2/MRi)

Mvi = Bi MRi, where Bi is given in 5-5-3/Table 4
MRi = c1 Ai (VL/Cb)1/2, where Ai is given in 5-5-3/Table 4, if 9MRi < hij2, then
Poij = 0
c1 = 0.44 (2.615) for m (ft)
(9.84 ft). Pbij at a location between LWL and 3.0 m (9.84 ft) above LWL
need not be taken greater than Pbij at 3.0 m (9.84 ft) above LWL.
Kij = fij [rj/(bbij + 0.5hij)]3/2 [ ! ij/rj ] [1.09 + 0.029V − 0.47 Cb] 2
rj = (MRi) 1/2
bbij = bij − bi0 > 2.0 m (6.56 ft)
bij = local half beam of location j at station i
bi0 = load waterline half beam at station i
! ij = longitudinal distance of station i at jth-WL measured from amidships,
based on the scantling length
fij = [ 90/βij − 1]2 [tan2 (βij)/9.86] cos γ
βij = local body plan angle, in degrees, measured from the horizontal, as in
5-5-3/Figure 11, not to be taken less than 35 degrees nor greater than
75 degrees
Part 5
γ = ship stem angle at the centerline plane measured from the horizontal, as
in 5-5-3/Figure 17, in degrees, not to be taken greater than 75 degrees.
V = as defined in 5-5-3/11.1
L = as defined in 3-1-1/3.1, in m (ft)
Cb = as defined in 3-2-1/3.5.1 and not to be less than 0.6.
11.3.2 Simultaneous Bowflare Slamming Pressure 5-5-3/11.3.2

spatial distribution of instantaneous bowflare pressures on the fore body region of the hull
may be expressed by multiplying the calculated maximum bowflare slamming pressures, Pij,
at forward ship stations by a factor of 0.71 for the region between the stem and 0.3L from FP.
11.3.3 Effects of Bowflare Slamming on Vertical Hull-Girder Bending Moment and Shear
Force 5-5-3/11.3.3
For container carriers having a forebody parameter, Ar dk, greater than 70 m2 (753 ft2), the
ultimate strength of the hull-girder in the forward half-length is to be evaluated as follows.
induced moments is not to be less than 1.15 or the following, whichever is greater.
ku = k{αi L2 Ar dk Fn1/3/[ω1 Cb2 d]}/|Mwi|
where
|Mwi| = absolute value of wave induced bending moment at station i, as specified
in 5-5-3/5.1.1 for hogging/sagging conditions, where station 10 denotes
the midship and station 20 is the AP.
K = 10.3 (1.05, 3.44) for kN-m (tf-m, Ltf-ft)
αi = envelop curve factors: 0.6, 1.2, 1.8, 2.05, 2.1 and 2.0, corresponding to
stations at 0.1, 0.2, 0.3, 0.35, 0.4, and 0.5L from the FP, respectively.
Linear interpolation may be used for intermediate values
ω1 = natural frequency of the 2-node hull girder vibration of the vessel in the
wet mode, in rad/second. If not known, the following equation may be
used
= µ [B D3/(∆s Cb L3)]1/2 + 1.4 ≥ 3.7
where
µ = 7475 (4127) for m (ft)
∆s = ∆{1.2 + B/(3d)}
∆ = displacement as defined in 5-5-3/5.5.1(b) in tf (Ltf)
d = draft as defined in 3-1-1/9 in m (ft)
Ari = bowflare shape parameter at station i forward of the quarter length, up to
the FP of the vessel, to be determined between the LWL and the highest
deck as follows:
= (bTi/Hi) Σ[b 2j + s 2j ]1/2, j = 1, n n≥4
Part 5
4
dk = 0.2 ∑ bTi
i
= nominal half deck width based on forward five stations of FP, 0.05L,
0.1L, 0.15L and 0.2L, (see 5-5-3/Figure 19)
where
bTi = Σbj at station i
Hi = Σsj at station i
bj = local change (increase) in beam for the j-th segment at station i (see
5-5-3/Figure 18)
sj = local change (increase) in freeboard up to the highest deck for the j-th
segment at station i forward (see 5-5-3/Figure 18)
The load factor, ku, for hull girder ultimate strength assessment in association with the
positive wave-induced shear force is not to be less than 1.15 or the following, whichever is
greater.
ku = Ksi N4
where
Fwi = positive wave induced shear force (see 5-5-3/5.1.2 ) at station i, where
station 10 denotes the midship, kN (tf, Ltf)
N4 = {c2 L Ar dk Fn 1/3/(ω1 Cb2 d)}/Fw4
= ratio of total wave induced to wave induced vertical shear force for ship
station 4 or 0.2L from the FP
c2 = 66.95(6.825, 22.386) for kN (tf, Ltf)
Ksi = shear envelope curve factor at station i
= 0.95 for station 2 and forward
= 1.0 for stations 3 to 6
= 1.05/N4 for station 10
Fn = 0.514 Vd /(gL)1/2, for SI and MKS units
= 1.688 Vd /(gL)1/2, for US units

Vd is the design speed as defined in 3-2-14/3, in knots. g is the acceleration due to gravity
(9.807 m/sec2, 32.2 ft/sec2). Fn is not to be taken less than 0.225.
L, B, D and Cb as defined in Section 3-1-1. Cb is not to be taken less than 0.6.
Part 5
TABLE 3
Values of α
b/do α b/do α
≤ 1.00 0.00 4.00 20.25
1.50 9.00 5.00 22.00
2.00 11.75 6.00 23.75
2.50 14.25 7.00 24.50
3.00 16.50 7.50 24.75
3.50 18.50 ≥25.0 24.75
TABLE 4
Values* of Ai and Bi
Ai Bi
- 0.05L 1.25 0.3600
FP 1.00 0.4000
0.05L 0.80 0.4375
0.10L 0.62 0.4838
0.15L 0.47 0.5532
0.20L 0.33 0.6666
0.25L 0.22 0.8182
0.30L 0.22 0.8182
* Linear interpolation may be used for intermediate values
Part 5
FIGURE 16
Distribution of Bottom Slamming Pressure Along the Section Girth
CL
*
b
d (1/10th draft)
o
P
s
Part 5
FIGURE 17
Ship Stem Angle, γ
F.P.
Stem
Angle
Part 5
FIGURE 18
Definition of Bow Flare Geometry for Bow Flare Shape Parameter
highest deck b4
S4
S3
b3
S2 Bij
(body plan angle)
b2
S1
b1
LWL
centerline
Part 5
FIGURE 19
Definition of Half Deck Width
highest deck line
B T5
LWL B T1
CL
0.2L FP
13 Other Loads 5-5-3/ 13
13.1 Vibrations 5-5-3/13.1

In addition to the vibratory hull girder loads induced by bottom and bow slamming specified in
5-5-3/11, vibratory responses of hull structures induced by the propulsion system and waves are also
to be examined, as applicable.
13.3 Ice Loads 5-5-3/13.3

For vessels intended for special services, such as navigating in cold regions, consideration is to be
given to the effects of ice loads in assessing the strength of the hull structure.
In this case, the limits of the ice loads are to be furnished and analyzed by the designer.
13.5 Accidental Loads 5-5-3/13.5

The effects of possible accidental loads on the stiffening systems in the design of the main supporting
members of the side and bottom shell structures is to be considered. The pressures for flooded
condition, as specified in the Note 8 of 5-5-3/Table 2 for watertight bulkheads and nominal
magnitudes of the accidental loads with respect to collision or grounding as outlined in the ABS
‘‘Guide for Assessing Hull-Girder Residual Strength’’ may be applied for this purpose.
PART
5
Length)
CONTENTS
1 General................................................................................. 689
1.1 Strength Requirements ........................................................ 689
1.3 Calculation of Load Effects................................................... 689
1.5 Structural Details .................................................................. 690
3.1 Hull girder Section Modulus ................................................. 691
3.3 Hull Girder Moment of Inertia ............................................... 692
3.5 Transverse Strength............................................................. 692
5 Hull Girder Shearing Strength ............................................ 692
5.1 General................................................................................. 692
5.3 Net Thickness of Side Shell Plating ..................................... 693
5.5 Net Thickness of the Longitudinal Bulkhead Plating ............ 693
7 Hull Girder Torsional Stiffness ........................................... 696
9 Torsion-induced Longitudinal Stress ................................ 697
9.1 Total Torsion-induced Longitudinal Stress,
(Warping Stress) .................................................................. 697
9.3 Wave-induced Warping Stress............................................. 697
9.5 Still-Water Warping Stress ................................................... 700
9.7 Permissible Warping Stress ................................................. 700
11 Double Bottom Structures .................................................. 706
11.1 General................................................................................. 706
11.3 Bottom Shell and Inner Bottom Plating ................................ 706
11.5 Bottom and Inner Bottom Longitudinals ............................... 710
11.7 Bilge Plate and Longitudinals/Frames.................................. 711
11.9 Bottom Struts........................................................................ 711
11.11 Centerline Girder in way of Cargo Holds.............................. 712
11.13 Bottom Side Girders ............................................................. 713
11.15 Longitudinally Stiffened Bottom Girders............................... 714
11.17 Bottom Tank Boundary Girders............................................ 714
11.19 Vertical Web on Bottom Tank Boundary Girder ................... 715
11.21 Bottom Floors ....................................................................... 716
11.23 Tank End Floors ................................................................... 716
11.25 Transverses in Pipe Tunnel.................................................. 716
11.27 Container Supporting Structures .......................................... 717
13 Side Shell Plating and Longitudinals..................................721
13.3 Side Longitudinals and Side Frames ................................... 724
13.5 Side Struts ............................................................................ 725
15 Side Transverses and Side Stringers .................................726
15.1 Side Transverse in Double Side Vessel ............................... 726
15.3 Side Transverse in Single Side Vessel ................................ 727
15.5 Side Transverse in Underdeck Passageway ....................... 728
15.7 Logitudinal Stringers in Double Side Vessel ........................ 730
15.9 Transverses Forming Tank Boundaries ............................... 731
15.11 Side Stringers Forming Tank Boundaries ............................ 731
15.13 Container Supporting Structures .......................................... 733
17 Deck Structures ...................................................................734
17.1 Strength Deck Plating........................................................... 734
17.3 Strength Deck Longitudinals ................................................ 735
17.5 Upper Wing Torsional Box ................................................... 735
17.7 Cross Deck Structure ........................................................... 737
17.9 Longitudinal Deck Girders Inboard of Lines of Openings .... 740
17.11 Deck Transverse in Underdeck Passageway ...................... 741
17.13 Underdeck Passageway (Second Deck).............................. 742
19 Hatch Coamings and Hatch Covers....................................745
19.1 Hatch Coamings ................................................................... 745
19.3 Hatch Covers........................................................................ 745
21 Longitudinal Bulkheads ......................................................746
21.3 Tank Bulkhead Longitudinals/Stiffeners............................... 749
21.5 Watertight Bulkhead Plating ................................................. 750
21.7 Watertight Bulkhead Longitudinals/Stiffeners ...................... 750
21.9 Longitudinals in Upper Wing Torsional Box ......................... 751
21.11 Transverse Web on Longitudinal Bulkhead in Underdeck
Passageway ......................................................................... 751
23 Transverse Bulkheads – Plating and Stiffeners.................752
23.3 Tank Bulkhead Stiffeners ..................................................... 753
23.5 Watertight Bulkhead ............................................................. 753
23.7 Watertight Bulkhead Stiffeners............................................. 754
23.9 Underdeck Passageway....................................................... 754
25 Watertight Bulkheads Main Supporting Members ............ 754
25.1 Transverse Watertight Bulkhead .......................................... 754
25.3 Mid-hold Strength Bulkhead ................................................. 758
25.5 Minimum Thickness and Stiffening Arrangement of Webs .. 761
FIGURE 1 Scantling Requirement Reference by

Sub-Section.............................................................. 690
FIGURE 2 Improvement of Hatch Corners and Heavy Insert
Deck Plate ................................................................ 691
FIGURE 3 Nominal Pressure Calculation Procedure for Non-
Prismatic Tank ......................................................... 694
FIGURE 4 Applicable Areas of Design Pressures................... 695
FIGURE 5 Strength Deck Definition of
! ! ′ ′
1, 2, b0, b 0, B and B ........................................... 702
FIGURE 6 Deck Structure ......................................................... 703
FIGURE 7 Specified Stations and Coefficients for Warping
Stress Calculation ................................................... 704
FIGURE 8 Unsupported Span of Longitudinals ...................... 718
FIGURE 9 Effective Breadth of Plating be ................................ 719
FIGURE 10 Definitions of ! s, bs, h, db, dw, ds, and y .................. 720

FIGURE 11 Effectiveness of Brackets for Main Supporting
Members................................................................... 721
FIGURE 12 Definitions of h1 and h2 ............................................ 743
FIGURE 13 Sizes of Insert Plates ............................................... 744
FIGURE 14 Transverse Watertight and Mid-hold Strength
Bulkhead Definition of Spans for Bulkhead without
Bottom Stool ............................................................ 762
FIGURE 15 Transverse Watertight and Mid-hold Strength
Bulkhead Definitions of Spans for Bulkhead with
Bottom Stool ............................................................ 763
PART
5
Length)
1 General 5-5-4/1
1.1 Strength Requirements (1998) 5-5-4/1.1

This section specifies the minimum strength requirements for the hull structure with respect to the
determination of initial scantlings, including the hull girder, shell and bulkhead plating,
frames/stiffeners and main supporting members. Once the minimum scantlings are determined, the
strength of the resulting design is to be assessed in accordance with Section 5-5-5. The assessment is
to be carried out by means of an appropriate structural analysis as per 5-5-5/9 in order to establish
compliance with the failure criteria in 5-5-5/3, 5-5-5/5 and 5-5-5/7. Structural details are to comply
with 5-5-5/1.7.
The requirements for the hull girder strength are specified in 5-5-4/3. The requirements in 5-5-4/7 and
5-5-4/9 are applicable to container carriers having upper wing torsional boxes and special
consideration is to be given to vessels without upper wing torsional boxes. The required scantlings of
double bottom structures, side shell, deck, longitudinal bulkheads and transverse bulkheads are
specified in 5-5-4/11, 5-5-4/13, 5-5-4/17, 5-5-4/21, and 5-5-4/23 respectively. 5-5-4/Figure 1 shows
the paragraph numbers giving scantling requirements for the various structural components of typical
container carriers. For hull structures beyond 0.4L amidships the initial scantlings are to be
determined in accordance with Section 5-5-6.

Approximation equations are given in 5-5-4/11 through 5-5-4/25 and Section 5-5-6 for calculating the
maximum bending moments and shear forces for main supporting members clear of the end brackets
for typical structural arrangements and configurations. For designs with different structural
configurations, these local load effects may be determined from a proper 3D structural analysis at the
early design stages, as outlined in 5-5-5/9 for the combined load cases specified in 5-5-3/9, excluding
the hull girder load components. In this case, the results of detailed stress analysis are to be submitted
for review.
Part 5
1.5 Structural Details 5-5-4/1.5

See 5-5-5/1.7 and 5-5-4/Figure 2.
FIGURE 1
Scantling Requirement Reference by Sub-Section
3-2-1/17
5-5-4/17.9 5-5-4/17.7
5-5-4/19 5-5-4/19
5-5-4/5.5
5-5-4/19
5-5-4/21.1
5-5-4/21.5
5-5-4/17.7.2
5-5-4/17.1 5-5-4/17.7
5-5-4/19
5-5-4/15.5
5-5-4/17.5 5-5-4/23.1
5-5-4/17.11 5-5-4/23.5
5-5-4/17.13
5-5-4/23.9
5-5-4/23.3
5-5-4/13.3 5-5-4/23.7
5-5-4/5.3
5-5-4/13.1
5-5-4/21.3
5-5-4/21.7
5-5-4/21.9
5-5-4/15 5-5-4/25.1
5-5-4/15.11
5-5-4/21.1 5-5-4/25.3
5-5-4/21.5
5-5-4/11.7 5-5-4/11.25
5-5-4/11.19
5-5-4/11.5
5-5-4/11.3.2
5-5-4/11.21 5-5-4/11.3.1
C.L
5-5-4/11.23
5-5-4/11.13 5-5-4/11.11
. 5-5-4/11.15 5-5-4/11.15
5-5-4/11.17 5-5-4/11.17
Part 5
FIGURE 2
Improvement of Hatch Corners and Heavy Insert Deck Plate
(t)
Thick Insert Plate
(ti )
Generous
Corner Radius
Cell Guide
3.1 Hull girder Section Modulus (1998) 5-5-4/3.1
3.1.1 Hull girder Section Modulus for 0.4L Amidships 5-5-4/3.1.1

3-2-1/3.7, 3-2-1/5, and 3-2-1/9 where the calculation of the total vertical bending moment, Mt,
is in accordance with 5-5-3/7.1.1. For the assessment of the ultimate strength as specified in

The hull girder section modulus calculation is to be carried out in accordance with 3-2-1/9 as
3.1.3 Extent of Midship Scantlings 5-5-4/3.1.3

The items included in the hull girder section modulus amidships are to be extended as
necessary to meet the hull girder section modulus required at the location being considered.
The required hull girder section modulus can be obtained as Mt/fp at the location being
considered except if (Mt)max/fp is less than SMmin in 3-2-1/3.7.1(b). In this case, the required
section modulus is to be obtained by multiplying SMmin by the ratio of Mti/(Mt)max where Mti
is the total bending moment at the location under consideration and (Mt)max is the maximum
total bending moment amidships.
Part 5
3.3 Hull Girder Moment of Inertia (1998) 5-5-4/3.3

3.5 Transverse Strength (1998) 5-5-4/3.5

To ensure adequate transverse strength of the hull girder, the requirements for the sizes and scantlings
of the primary transverse supporting members such as the cross deck box beams on top of watertight
and mid-hold strength transverse bulkheads, specified in this section as well as the requirements for
the arrangement of transverse bulkheads given in other sections of the Rules are to be satisfied
5 Hull Girder Shearing Strength (1998) 5-5-4/5
5.1 General 5-5-4/5.1

The net thicknesses of the side shell and longitudinal bulkhead plating are to be determined based on
the total vertical shear force, Ft, and the permissible shear stress fs, given below.
Ft = FS + ku kc FW kN (tf, Ltf)
fs = 11.96/Q kN/cm2 (1.220/Q tf/cm2,7.741/Q Ltf/in2) at Sea
= 10.87/Q kN/cm2 (1.114/Q tf/cm2,7.065/Q Ltf/in2 ) in Port

where
FS = still-water shear force based on the envelope curve required by 5-5-3/3.1 for all
anticipated loading conditions at the location considered, in kN (tf, Ltf).
FW = vertical wave shear force as given in 5-5-3/5.1.2 with
kw = 1.0, in kN (tf, Ltf).
Fw for in-port condition may be taken as zero.
For vessels having significant bow flare, the value of Fw at the forebody is subject
to special consideration, as specified in 5-5-3/11.3.3.
ku, kc may be taken as unity unless otherwise specified.
The shear stresses in the side shell and longitudinal bulkhead plating (net thickness) may be calculated
using a direct analysis to determine the general shear distribution. When a direct calculation is not
available and the longitudinal bulkhead is located at any point not less than 0.045B but no further than
0.12B from the side shell, the net thickness of the side shell and longitudinal bulkhead plating may be
obtained from the equations given in 5-5-4/5.3 and 5-5-4/5.5 below.
The nominal design corrosion values as given in 5-5-2/Table 1 for the side shell and longitudinal
bulkhead plating are to be added to the ‘‘net’’ thickness.
Part 5
5.3 Net Thickness of Side Shell Plating: 5-5-4/5.3

ts ≥ Ft Ds m/I fs cm (in.)
where
Ft and fs are as defined above.
Ds = shear distribution factor for side shell
= 0.515 (As/A)(-0.143 + 2.109 As/A)(1.021 − 0.363 b/B) for Type A
= 0.515 (As/A)(-0.266 + 2.449 As/A)(1.029 − 0.692 b/B) for Type B
= 0.515 (As/A)(-0.032 + 1.934 As/A)(0.981 − 0.538 b/B) for Type C
Ab = total projected area of the net longitudinal bulkhead plating above inner bottom
(one side), in cm2 (in2)
As = total projected area of the net side shell plating (one side), in cm2 (in2)
A = Ab + As
b = distance between outer longitudinal bulkhead and side shell, in m (ft)
Sections of Types A, B and C are defined in 5-5-4/Figure 4.
I = moment of inertia of the ‘‘net’’ hull girder section at the position considered in,
cm4 (in4)
of the area between the vertical level at which the shear stress is being determined
and the vertical extremity of the section under consideration.
5.5 Net Thickness of the Longitudinal Bulkhead Plating 5-5-4/5.5

tb ≥ Ft Db m/I fs cm (in.)
where
Db = shear distribution factor for longitudinal bulkhead plating
= 0.550 (Ab/A)(-0.120 + 2.445 Ab/A)(0.975 + 0.431 b/B) for Type A
= 0.550 (Ab/A)(-0.198 + 2.480 Ab/A)(0.969 + 0.741 b/B) for Type B
= 0.550 (Ab/A)(0.098 + 1.934 Ab/A)(1.022 + 0.612 b/B) for Type C
Part 5
FIGURE 3
Nominal Pressure Calculation Procedure for Non-Prismatic Tank
Obtain the extreme

boundary section of a tank
Assume the extreme boundary

section is constant along the
tank's length.
Calculated pressure is not

applicable to members outside
the actual tank
Part 5
FIGURE 4
Applicable Areas of Design Pressures
Passage way
(6(ii))
5b
3
Type A
5a (*)
(6(i))
8
2
7(i)
7(i)
7(ii) 7(ii)
Passage way
(6(ii))
5b
3
Type B
5a (*)
(6(i))
2
8
7(i)
7(i)
(7(ii)) (7(ii))
Passage way
(6(ii))
(6(i))
5b
Type C
3
5a (*)
8
2 (6(i))
7(i)
7(i)
(7(ii)) (7(ii))
Part 5
7 Hull Girder Torsional Stiffness (1998) 5-5-4/7

The strength criteria are based on the following assumptions and limitations to prevent excessive hull
girder distortion in operation.
7.1 5-5-4/7.1
b0 ≤ 0.905 B
7.3 5-5-4/7.3
L0 ≤ 0.75 L
7.5 5-5-4/7.5
αM ΓM ≥ 32 Cn (TM + TS) L02 (2 ωM + he b0) ! 0/[E ( ! 02 + b02)]

where
b0 = width of the hatch opening amidships, measured between the inboard edges of the
strength deck, in m (ft)
L, B, D = length, breadth, depth of the vessel in m (ft), as defined in Section 3-1-1
Cn = 1.0 for vessel without deck girders or with a centerline deck girder inboard of
lines of hatch openings
= 0.95 for vessel with two continuous longitudinal deck girders inboard of lines of
hatch openings
TM = nominal wave-induced torsional moment amidships, in kN-m (tf-m, Ltf-ft), as
defined in 5-5-3/5.1.5
TS = still-water torsional moment amidships, in kN-m (tf-m, Ltf-ft), as defined in
5-5-3/3.1
L0 = effective length, in m (ft), of the consecutive hatch openings between engine
room and forepeak space, as defined in 5-5-4/9.3
!0 = length of the hatch opening amidships, in m (ft)
E = modulus of elasticity of the material, may be taken as 2.06 × 108 kN/m2
(2.1 × 107 tf/m2, 1.92 × 106 Ltf/ ft2) for steel.
he = D−e
αM = 1 + 0.04Lo2 JM /ΓM
ΓM = warping constant of the net hull girder section amidships, in m6 (ft6), (see
Appendix 5-5-A3)
JM = St. Venant torsional constant of the net hull girder section amidships, in m4 (ft4),
(see Appendix 5-5-A3)
ωM = warping function (see Appendix 5-5-A3)of the net hull girder section amidships
at the inboard edge of the strength deck plating, clear of hatch corner, in m2 (ft2)
e is as defined in 5-5-3/5.1.5, measured from the baseline of the vessel, positive upward.
For designs which do not satisfy these assumptions, an appropriate hull girder analysis to verify the
offered torsional stiffness is to be submitted for review.
Part 5
9 Torsion-induced Longitudinal Stress (1998) 5-5-4/9
9.1 Total Torsion-induced Longitudinal Stress, (Warping Stress) 5-5-4/9.1

The total warping stress in deck structures may be obtained from the following equation:
fLW = fLWW + fLWS N/cm2 (kgf/cm2, lbf/in2)
where
fLWW = wave-induced warping stress in N/cm2 (kgf/cm2, lbf/in2), as specified in 5-5-4/9.3
fLWS = still-water warping stress in N/cm2 (kgf/cm2, lbf/in2), as specified in 5-5-4/9.5

The total warping stress is not to be greater than the permissible warping stress, fw, as specified in
5-5-4/9.7.
9.3 Wave-induced Warping Stress 5-5-4/9.3

When a direct calculation using finite element analysis is not available, the wave-induced warping
stress may be determined as specified below:
9.3.1 For Cargo Space forward of Engine Room 5-5-4/9.3.1

9.3.1(a) The Maximum Wave Induced Warping Stress in the Strength Deck Plating in way of
Hatch Opening
The maximum wave-induced warping stress, fLWW, in the strength deck plating in way of
hatch opening may be obtained from the following equation:
fLWW = k Cw TM L0 b0 ωM /(B αM ΓM) N/cm2 (kgf/cm2, lbf/in2)
where
k = 0.0123 (0.0123, 0.583)
Cw = Cn (1 + η C ! )
Cn is as defined in 5-5-4/7.
C ! is a parameter as given in 5-5-4/Figure 7 for the specified stations in function of η, ΓE/R,
ΓFC, ! E/R , ! FC , ICB , I, b0 and ! 0 as defined below.
TM = nominal wave-induced torsional moment amidships in kN-m (tf-m,
Ltf-ft), as defined in 5-5-3/5.1.5
L0 = effective length, in m (ft), of the consecutive hatch openings at the
strength deck level between the aft end of the hatch opening immediately
forward of the engine room and the forward end of the foremost hatch
opening
= !1+δ !2
!1 = length measured between the aft end of the hatch opening immediately
forward of the engine room and the forward end of the first hatch opening
that has the same width as that amidships, in m (ft), as shown in
5-5-4/Figure 5
!2 = length of the fore-end hatch opening area, in m (ft), as shown in
5-5-4/Figure 5
δ = (b0′/B′)f /(b0/B)M ≤ 1.0
Part 5
(b0′/B′)f = average ratio of the hatch opening width to the mean vessel’s breadth for
all hatch openings in the fore-end hatch opening region, ! 2
(b0/B)M = ratio of the hatch opening width to the vessel’s breadth amidships
b0, b0′ = width, in m (ft), of the strength deck hatch opening amidships and the
mean width of the fore-end hatch opening region, ! 2, respectively,
measured between the inboard edges of the strength deck, as shown in
5-5-4/Figure 5
B, B′ = vessel’s breadth, in m (ft), amidships and the mean vessel’s breadth of
the fore-end hatch opening region, ! 2, respectively, as shown in
5-5-4/Figure 5
η = ((αM ΓM)/(α Γ)) (ω /ωM)
α = 1 + 0.04 L02 J/Γ
Γ = warping constant of the net hull girder section under consideration, in m6

(ft6), (see Appendix 5-5-A3)
J = St. Venant torsional constant of the net hull girder section under
consideration, in m4 (ft4), (see Appendix 5-5-A3)
ω = warping function, (see Appendix 5-5-A3), of the net hull girder section
under consideration at the inboard edge of the strength deck plating, clear
of hatch corner, in m2 (ft2)
αM, JM, ΓM and ωM are as defined in 5-5-4/7.
ΓE/R, ΓFC = warping constant, in m6 (ft6), determined in way of the closed hull girder
section immediately abaft of the forward bulkhead of the engine room,
and in way of the closed hull girder section immediately forward of the
foremost hatch opening, respectively.
! E / R , ! FC = length, in m (ft), of the closed hull girder section in the engine room and
in the fore-end region, respectively
ICB , I = net moment of inertia, in m4 (ft4), about the vertical axis z of the cross
deck box beam at the vessel’s centerline and of the side longitudinal deck
box respectively, under consideration (5-5-4/Figure 6 )
!0 = as defined in 5-5-4/7
The following items may be included in the calculation of the moment of inertia ICB of the
cross deck box beam:
Transverse hatch end coaming plate and continuous stiffeners (above the strength
deck)
Cross deck plating and continuous beams at the strength deck level
Bottom and top plating and continuous stiffeners of the cross deck box beam
Side transverse plates and continuous stiffeners of cross deck box beam
The following items may be included in the calculation of the moment of inertia I of the side
longitudinal deck box:
Strength deck plating and continuous longitudinals
Part 5
Side shell and longitudinal bulkhead plating and continuous longitudinals. Effective
depth of side shell and longitudinal bulkhead is equal to the distance between the
strength deck and the second deck, but not to be more than 0.22D
Second deck plating and continuous longitudinals, if the distance between strength
and second decks does not exceed 0.22D
Continuous longitudinal hatch side coaming (plate and continuous longitudinal
stiffeners)
9.3.1(b) The Maximum Wave Induced Wapring Stress at the Top of a Continuous
Longitudinal Hatch Coaming
The maximum wave-induced warping stress, fLWW, for the top of the continuous longitudinal
hatch coaming may be obtained from the equation given in 5-5-4/9.1 above by substituting
the warping function ω by ωc as defined below, and using C ! as given in 5-5-4/Figure 7 for
the hatch coaming top.
ωc = ω + 0.5 h b0
where
h = height, in m (ft), of the continuous longitudinal hatch coaming of the hull
girder section under consideration
b0 = width, in m (ft), of the hatch opening of the hull girder section under
consideration
9.3.2 For Cargo Space abaft Engine Room 5-5-4/9.3.2

The maximum wave-induced warping stress, fLWW in the strength deck plating in way of hatch
opening may be obtained from the following equation:
fLWW = k Cw′ TM′ L0′ b0′ω ′/(B′α′Γ ′) N/cm2 (kgf/cm2, lbf/in2)
where
k = 0.0123 (0.0123, 0.583)
Cw′ = Cn (1 + η′ C ! )
η′ = ((α ′ Γ ′)/(α Γ)) (ω /ω′)
ω, α and Γ are as defined in 5-5-4/9.3.1 above and are to be determined at the hull girder
section under consideration.
ω′, α′ and Γ ′ are as defined in 5-5-4/9.3.1 above for ω, α and Γ and are to be determined at
the hull girder section immediately abaft the engine room (station B in 5-5-4/Figure 7).
ΓE/R′ = warping constant in way of the closed hull girder section immediately
forward of the aft bulkhead of the engine room
TM′ = nominal wave-induced torsional moment, in kN-m (tf-m, Ltf-ft), in way
of the hull girder section immediately abaft the engine room, as defined
in 5-5-3/5.1.5
L0′ = length, in m (ft), of the consecutive hatch openings at the strength deck
level abaft the engine room
b0′, B′ = width, in m (ft), of hatch opening immediately abaft the engine room and
the ship’s breadth respectively at the mid-length of that hatch opening, in
m (ft)
Part 5
Cn is as defined in 5-5-4/7.
C ! is a parameter as given in 5-5-4/Figure 7.
9.3.3 For Hatch Openings in Forecastle Deck 5-5-4/9.3.3

For vessels with hatch openings in the forecastle deck, the maximum wave-induced warping
stress, fLWW, in the forecastle deck plating in way of hatch opening may be obtained from the
equation specified in 5-5-4/9.3.1 above with the appropriate coefficients given in
5-5-4/Figure 7.
9.5 Still-Water Warping Stress 5-5-4/9.5

The still-water warping stresses at the inboard edge of strength deck plating and at the top of
continuous longitudinal hatch coaming may be obtained from the equations in 5-5-4/9.3 using TS in
lieu of TM, or TS′ in lieu of TM′, where TS is as specified in 5-5-3/3.1 and TS′ is still-water torsional
moment, in kN-m (tf-m, Ltf-ft), at the section corresponding to TM′.
TM′ is as specified in 5-5-4/9.3.2.
9.7 Permissible Warping Stress 5-5-4/9.7
9.7.1 Permissible warping stress may be obtained from the following equation: 5-5-4/9.7.1
fw = C Sm fy − (fV + fH + f2) N/cm2 (kgf/cm2, lbf/in2)

where
C = 0.90 for the inboard edge of the strength deck
= 0.95 for the top of the continuous longitudinal hatch side coaming
fy = minimum specified yield point of the material of the member for which
the warping stress is calculated, in N/cm2 (kgf/cm2, lbf/in2)
fV = stress due to vertical still-water and wave-induced hull girder bending
moments, as specified in 5-5-4/9.7.2 below, in N/cm2 (kgf/cm2, lbf/in2)
fH = stress due to horizontal wave-induced bending moment, as specified in
5-5-4/9.7.3 below, in N/cm2 (kgf/cm2, lbf/in2)
f2 = secondary stress, in N/cm2 (kgf/cm2, lbf/in2)
= fP + fB
fP = stress due to external water pressure on side shell, in N/cm2 (kgf/cm2,

lbf/in2), as specified in 5-5-4/17.5.2
fP may be taken as zero when a ship is under hogging condition.
fB = stress due to dynamic container load on transverse bulkhead, in N/cm2
(kgf/cm2, lbf/in2), as specified in 5-5-4/17.5.3
fB may be taken as zero at Stations A, B, C, G, F′ and G′ shown in 5-5-4/Figure 7.
Part 5
9.7.2 Stress due to vertical hull girder bending moment may be obtained from the following
equation: 5-5-4/9.7.2
fV = k MV /SMV N/cm2 (kgf/cm2, lbf/in2)
where
k = 1000 (1000, 2240)
MV = vertical hull girder bending moment at the section under consideration in
kN-m (tf-m, Ltf-ft)
= MS + 0.40 fMV MW
MS = still-water bending moment at the section under consideration, in kN-m
(tf-m, Ltf-ft), as specified in 5-5-3/3.1
MW = vertical wave-induced bending moment amidships, in kN-m (tf-m, Ltf-ft),
as specified in 5-5-3/5.1.1
fMV = distribution factor, as shown in 5-5-3/Figure 2
SMV = vertical hull girder net section modulus at the strength deck or at the top
of continuous longitudinal hatch coaming at the section under
consideration, in m-cm2 (ft-in2), determined based on 5-5-4/3.1.2
9.7.3 Stress due to horizontal hull girder bending moment may be obtained from the
following equation: 5-5-4/9.7.3
fH = k Mh/SMH N/cm2 (kgf/cm2, lbf/in2)
where
k = 1000 (1000, 2240)
Mh = horizontal wave-induced bending moment, in kN-m (tf-m, Ltf-ft), at the
section under consideration
= 0.7 mh MH
MH = horizontal wave-induced bending moment amidships, in kN-m (tf-m,
Ltf-ft), as specified in 5-5-3/5.1.3
mh = distribution factor, as specified in 5-5-3/5.1.3
SMH = 2 Iz/b0 = horizontal hull girder net section modulus, in m-cm2 (ft-in2)
Iz = hull girder net moment of inertia of the section under consideration about
the vertical axis through the centerline of the vessel, in cm2-m2 (in2-ft2)
b0 = width of the hatch opening measured between the inboard edges of the
strength deck at the section under consideration, in m (ft)
Part 5
FIGURE 5
Strength Deck Definition of ! 1, ! 2, b0, b′0, B and B′
!1 !2
0.5B'a
0.5B
Engine 0.5B'b
room
Hatch
0.5b0 Hatch opening Hatch
0.5b'0a 0.5b'0b
openings "a" opening
amidship "b"
L
C
Foremost
hatch opening
!2a !2b
L0 = !1 + δ !2
δ = (b’0 / B’)f / (b0 / B)M ≤ 1.0

(b’ / B’)f = (b’0a / B’a) ( ! 2a / ! 2) + (b’0b / B’b) ( ! 2b / ! 2)
(b0 / B)M = b0 / B
Note: b0, b0a, B’a, and B’b are to be measured at midpoint of

the hatch opening under consideration
Part 5
FIGURE 6
Deck Structure
B !
C !
B W1 W2
0.5b0
A A C
Z
C.L.
!0
STRENGTH DECK
0.22D
Z - AXIS Z - AXIS Z - AXIS

SECTION A - A SECTION B - B SECTION C - C
Part 5
FIGURE 7
Specified Stations and Coefficients for Warping Stress Calculation
705
Section
Chapter
Part
FIGURE 7
Specified Stations and Coefficients for Warping Stress Calculations (Cont’d)
5
5
4
Hatch Opening on strength Deck Level Hatch Opening on Forecastle
Vessels Intended to Carry Containers (130 meters to 350 meters in Length)

Initial Scantling Criteria
Deck
Station A B C D D’ E F G F’ G’
Coefficients & α3 C! α3 C! α1 C! α4 C! α4 C! α5 C! α5 C! α2 C! α2 C! α2 C!
Parameters
0.05 0.45 0.25 1.75 20 1.90 0.010 0.900 0.010 0.750 0.020 0.52 0.100 0.50 2.5 0.45 7.00 0.97 2.00 1.06
0.2 0.55 1.00 2.25 40 2.00 0.024 0.950 0.024 0.870 0.060 0.53 0.300 0.51 10.0 0.55 9.00 0.98 2.20 1.08
0.40 0.63 2.00 2.60 60 2.05 0.030 0.975 0.030 0.910 0.120 0.56 0.500 0.53 20.0 0.62 11.00 1.04 2.40 1.27
Strength Deck 0.70 0.72 3.00 2.80 80 2.08 0.036 1.000 0.036 0.930 0.300 0.68 0.700 0.56 30.0 0.65 13.00 1.10 2.60 1.44
1.00 0.77 4.00 2.95 100 2.10 0.042 1.025 0.042 0.950 0.480 0.86 0.900 0.57 40.0 0.66 15.00 1.16 2.70 1.53
1.30 0.79 5.00 2.98 120 2.12 0.048 1.035 0.048 0.960 0.720 1.09 1.200 0.58 60.0 0.67 17.00 1.22 2.80 1.62
2.40 0.80 12.00 3.00 200 2.15 0.100 1.050 0.100 0.970 0.960 1.20 1.600 0.59 95.0 0.68 19.00 1.22 3.00 1.62
0.05 0.25 5 0.010 0.60 0.010 0.48 0.020 0.40 0.025 0.15 2.5
0.024 0.62 0.024 0.58 0.060 0.41 0.050 0.16
1.75* 1.4* 0.030 0.64 0.030 0.60 0.120 0.42 0.100 0.18
Coaming Top .05** (0.7**) (0.7**) 0.036 0.67 0.036 0.62 0.300 0.47 0.300 0.21 0.1**
0.042 0.69 0.042 0.63 0.480 0.56 0.500 0.22
0.048 0.70 0.048 0.64 0.720 0.62 0.700 0.23
3.00 20.00 250 0.100 0.72 0.100 0.65 0.960 0.64 1.600 0.24 100.0
α1 = (Γ ⋅ L0 ) / (Γ E / R ⋅ ! E / R ) α 2 = (Γ ⋅ L0 ) / (Γ FC ⋅ ! FC ) α 3 = (Γ ⋅ L0′ ) / (Γ E′ / R ⋅ ! E / R )
α 4 = [(I CB / b0 ) / (I / ! 0 )]/ η α5 = ( w' / w) 2 α4
Note:
1 Defintition of parameters and coefficients are specified in 5-5-4/9.3 except otherwise noted.
For calculation of α4 , b0 and ! 0 are as shown in the figure.
b0 is to be measured at the midpoint of the hatch opening.
2 For different value of parameter, C ! may be linearly interpolated or extrapolated.
3 C ! may be taken as zero where blank.
5-5-4
4 * -- Fully connected to the deck house; ** -- End bracket only.
Part 5
11.1 General (1998) 5-5-4/11.1
11.1.1 General 5-5-4/11.1.1

The arrangement of bottom girders, solid floors, stiffening systems and access openings, and
the depth of the double bottom are to be in compliance with the Rules. Centerline and side
girders are to be fitted as necessary to provide sufficient stiffness and strength for docking
loads as well as those specified in Section 5-5-3.
11.1.2 Framing 5-5-4/11.1.2

Generally, bottom and inner bottom plating is to be longitudinally framed except for the
limited area such as pipe tunnels and bilge area.
11.1.3 Keel Plate Thickness 5-5-4/11.1.3

The thickness of the flat keel plate is to be not less than that required for the bottom shell
plating at that location increased by 1.5 mm (0.06 in.), except where the submitted docking
plan specifies all docking blocks be arranged away from the keel.
11.1.4 Definition of Bottom Shell Plating 5-5-4/11.1.4

bilge amidships but the upper turn of the bilge is not to be taken more than 0.2D above the
base line.

The net thickness of the bottom shell and inner bottom plating, over the midship 0.4L, are to satisfy
the hull girder section modulus requirements in 5-5-4/3.1, the buckling and ultimate strength
requirements in 5-5-5/5, and are to be not less than that obtained from the following.

follows:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)
t3 = c s(Sm fy/E)1/2 mm (in.)

where
k1 = 0.342
k2 = 0.500
5-5-3/Table 2. For pipe tunnel, pressure is to be taken as that of the
adjacent tank.
f1 = permissible bending stress, in longitudinal direction, in N/cm2 (kgf/cm2,
lbf/in2)
Part 5
= (0.95 − 0.67 α1 SMRB/SMB)Sm fy ≤ Kp Sm fy

Kp = 0.40 for load case 1-‘‘a’’ in 5-5-3/Table 2
= 0.36 for L > 210 m (689 ft) for load case 1-‘‘b’’ in 5-5-3/Table 2
= 0.36 + (210 − L)/900 for L ≤ 210 m (689 ft) for load case 1-‘‘b’’ in
5-5-3/Table 2
SMRB= reference net hull girder section modulus based on material factor of the
bottom flange of the hull girder in cm2-m (in2-ft)
= 0.9 SM
SM = reference gross hull girder section modulus amidships in accordance with
5-5-4/3.1.1, where kw is to be taken as ko1/2 in calculating Mw (sagging
and hogging) in 5-5-3/5.1.1 for this purpose, based on material factor of
SMB = net design hull girder section modulus amidships at bottom, in cm2-m
(in2-ft)
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor for plating under consideration
= 1.0 for ordinary mild steel
lbf/in2)
fy1 = minimum specified yield point of the bottom flange of the hull girder in
f2 = permissible bending stress, in the transverse direction in N/cm2 (kgf/cm2,
lbf/in2)
= 0.80 Sm fy
c = 0.7N2 − 0.2, not to be taken less than 0.4Q1/2
N = Rb (Q/Qb)1/2
Rb = (SMRBH/SMB)1/2
cm2-m (in2-ft)
= 0.9SMH
Part 5
SMH = reference gross hull girder section modulus in accordance with

5-5-4/3.1.1 for hogging total bending moment, where kw is to be taken as
k01/2 in calculating Mw (hogging) in 5-5-3/5.1.1 for this purpose, based on
the material factor of the bottom flange of the hull girder, in cm2-m (in2-
ft)
Q, Qb = material conversion factor in 5-5-4/5 for the bottom plating and the
bottom flange of the hull girder, respectively
Bottom shell plating may be transversely framed in pipe tunnels or bilge parts provided that
the net thickness of the bottom shell plating, tn, is not less than t4 specified below:
t4 = 0.73 s k (k2 p/f1)1/2 mm (in.)
where
s = spacing of bottom transverse frame, in mm (in.)
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
k2 = 0.500
required by 5-5-4/13.1 adjusted for the spacing of the bottom/bilge longitudinals or frames
and the material factors. For a curved plate, the spacing may be modified by the equations as
specified in 5-5-4/11.7. In no case is the net thickness of the curved plate less than that
required for adjacent flat bottom shell plating.

follows:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)
t3 = c s (Sm fy/E)1/2 mm (in.)
where
k1 = 0.342
k2 = 0.500
5-5-3/Table 2. For pipe tunnel, internal pressure is to be taken as that of
the adjacent tank.
lbf/in2)
Part 5
= (0.95 − 0.50 α1 SMRB /SMB) Sm fy ≤ 0.55 Sm fy , where SMB /SMRB is not to

be taken more than 1.4
lbf/in2)
= 0.85 Sm fy
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor as defined in 5-5-4/11.3.1 for the inner bottom
plating
Sm1 = strength reduction factor as defined in 5-5-4/11.3.1 for the bottom flange
of the hull girder
fy = minimum specified yield point of the inner bottom plating, in N/cm2
(kgf/cm2, lbf/in2)
N/cm2 (kgf/cm2, lbf/ in2)
N = Rb [(Q/Qb) y/yn)]1/2
Q, Qb = material conversion factor in 5-5-4/5 for the inner bottom plating and the
bottom flange of the hull girder respectively
of the section
SMRB, SMB and E are as defined in 5-5-4/11.3.1.
Inner bottom plating may be transversely framed in pipe tunnels provided that the net
thickness of the inner bottom plating, tn, is not less than t4 as specified below:
t4 = 0.73 s k(k2 p/f1)1/2 mm (in.)
where
s = spacing of inner bottom transverse frames, in mm (in.)
k2 = 0.500
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
Part 5

The net section modulus of each bottom or inner bottom longitudinal, or each transverse frame in pipe
tunnels, in association with the effective plating to which it is attached, is to be not less than obtained
SM = M/fb cm3 (in3)
M = c p s ! 2 103/k N-cm (kgf-cm, lbf-in.)

where
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in 5-5-3/Table 2 for
bottom and inner bottom plating, respectively. For pipe tunnel, pressure is to be
taken as that of the adjacent tank.
s = spacing of longitudinals or transverse frames, in mm (in.)
! = span of longitudinals or transverse frames between effective supports as shown in
k = 12 (12, 83.33)
= 1.2 [1.0 − 0.65 α1 SMRB /SMB]Sm fy ≤ 0.55 Sm fy for bottom longitudinals
= 1.1 [1.0 − 0.50 α1 SMRB /SMB]Sm fy ≤ 0.65 Sm fy for inner bottom longitudinals
= 0.70 Sm fy for transverse frames
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor as defined in 5-5-4/11.3.1 for the material of
longitudinals or transverse frames considered
Sm1 = strength reduction factor as defined in 5-5-4/11.3.1 for the bottom flange material
of the hull girder
fy = minimum specified yield point for the material of longitudinals or transverse
frames considered, in N/cm2 (kgf/cm2, lbf/in2)
(kgf/cm2, lbf/in2)
vessel, is also to be not less than that of the lowest side longitudinal required by 5-5-4/13.3 adjusted
Where effective struts are fitted between bottom and inner bottom longitudinals, the inner bottom
longitudinals are also to be not less than 90% of that required for the bottom longitudinal.
When determining compliance with the foregoing, an effective breadth, be, of the attached plating is
to be used in the calculation of the section modulus of the design longitudinal. be is to be calculated
from section b) of 5-5-4/Figure 9 or alternatively be may be approximated as 10% of the span ! ,
defined above.
Part 5
11.7 Bilge Plate and Longitudinals/Frames (1998) 5-5-4/11.7

In general, the bilge plate is to be longitudinally stiffened. The net thickness of the bilge plate is to be
not less than required in 5-5-4/11.3.1 adjusted for the spacing of the bilge longitudinals or frames and
the material factors. Where girth spacing of bilge longitudinals is greater than that of the adjacent
bottom plating, the spacing may be modified by the following equation in calculations of t1 and t2:
s = kr1 sg mm (in.)
but not to be taken less than the spacing of the longitudinals of the adjacent bottom plating
where
sg = girth spacing of bilge longitudinals, in mm (in.)
kr1 = (1 − 0.5 sg /R)2 but not less than 0.55
R = radius of bilge, in mm (in.)
In no case is the net thickness of the bilge plate less than that of adjacent bottom plating.
Longitudinals around the bilge are to be graduated in size from that required for the lowest side
In a case where transverse framing system is adopted, a transverse frame or web plate is to be fitted at
every frame. The net thickness of the bilge plate is to be not less than t4 as required in 5-5-4/11.3.1.
The aspect ratio, α may be calculated by the following:
α = kr2 sg/s but not less than 1.0
where
s = spacing of bilge transverse frames, in mm (in.)
sg = longer edge (girth) of the panel under consideration, in mm (in.)
kr2 = 15/(1 + 40 sg /R)
R = radius of bilge, in mm (in.)
In no case is the net thickness of the bilge plate to be less than that of the adjacent bottom plating.
The net thickness of web part of the transverse frame or the web plate is to be not less than t1 as
required in 5-5-4/11.15 for the bottom floor.
In addition, the frame is to be not less than that required in 5-5-4/11.5 for transverse frames nor less
than that required for side frames with a nominal pressure at the upper turn of the bilge in 5-5-4/13.3
adjusted for the span and spacing of the frames and the material factors.
11.9 Bottom Struts (1998) 5-5-4/11.9

Where struts are fitted as an effective supporting system for bottom and inner bottom longitudinals,
they are to be positioned so as to divide the span into approximately equal intervals. They are to have
net area not less than Ar1 or Ar2 whichever is greater, obtained from the following equations:
Ar1 = k pa b s/wa cm2 (in2)
Ar2 = k pb b s/wb cm2 (in2)

where
k = 0.01 (0.01, 1.0)
b = mean length of longitudinals supported, in mm (in.)
Part 5

pa = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the strut considered as specified
in Case ‘‘a’’ of 5-5-3/Table 2 for inner bottom longitudinals
Pb = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the strut considered as specified
in Case ‘‘b’’ of 5-5-3/Table 2 for bottom longitudinals
wa = 0.45 Sm fy
wb = 0.45 fy [1 − 0.0254 (fy/E) ( ! /r)2]
fy = minimum specified yield point of the struts, in N/cm2 (kgf/cm2, lbf/in2)
11.11 Centerline Girder in way of Cargo Holds 5-5-4/11.11

The net thickness of the centerline girder in cargo holds is to be not less than t1 and t2 as defined
below, whichever is greater:
t1 = (0.045L + 4.5)R (mm) for SI or MKS Units
= (0.00054L + 0.177)R (in.) for U.S. Units
t2 = 10F1/(db fs) (mm) for SI or MKS Units
= F1/(db fs) (in.) for U.S. Units
where F1 is the maximum shear force of the centerline girder as obtained from the equation given
below (see also 5-5-4/1.3 ). Alternatively, F1 may be determined from finite element analyses as
specified in 5-5-5/9 with the combined load cases in 5-5-3/9. However, in no case is F1 to be taken
less than 85% of that determined from the equation below.
F1 = k 750 α1 γ1 n1 n2 p ! s s1 N (kgf, lbf) for λ ≤ 1.5
F1 = k 259 γ1 n1 n2 p bs s1 N (kgf, lbf) for λ > 1.5
where
k = 1.0 (1.0, 2.24)
α1 = 0.505 − 0.183λ
λ = ! s /bs
!s = unsupported length of the double bottom structures under consideration, in m (ft),
bs = unsupported width of the double bottom structures under consideration, in m (ft),
γ1 = |2.67x/( ! s − sf) − 0.33| ≤ 1.0
n1 = 0.0374(s1/sf)2 − 0.326 (s1/sf) + 1.289
Part 5
= 1.3 − (sf /39.37) for U.S. Units

s1 = sum of one-half of girder spacings on both sides of the centerline girder, in m (ft)
sf = average spacing of floors, in m (ft)
x = longitudinal distance from the mid-span of length ! s to the location on the girder
under consideration, in m (ft)
p = nominal pressure, in kN/m2 (tf/m2, Ltf/ft2), as specified in 5-5-3/Table 2
db = depth of the double bottom structure, in cm (in.)
= 0.50 Sm fy
= fym/Sm fyh for higher strength material
fyh = specified minimum yield point for higher tensile steel, in N/cm2 (kgf/cm2, lbf/in2)
Pipe tunnels may be substituted for centerline girders provided that the thickness of each girder
forming the pipe tunnel is not less than required for centerline girder.
11.13 Bottom Side Girders 5-5-4/11.13

The net thickness of the bottom side girders is to be not less than t1 and t2 as defined below.
= (0.00031L + 0.177)R (in.) for U.S. Units
where F2 is the maximum shear force of the side girder under consideration as obtained from the
equation given below (see also 5-5-4/1.3). Alternatively, F2 may be determined from finite element
analyses as specified in 5-5-5/9 with the combined load cases in 5-5-3/9 ; however, in no case is F2 to
be taken less than 85% of that determined from the equation below.
F2 = k 750 α2 β1 γ1 n3 n4 p ! s s2 N (kgf, lbf) for λ ≤ 1.5
F2 = k 214 β1 γ1 n3 n4 p bs s2 N (kgf, lbf) for λ > 1.5
where
k = 1.0 (1.0, 2.24)
α2 = 0.445 − 0.17λ
β1 = 1.25 − (2z1/bs) ≥ 0.6
n3 = 1.072 − 0.0715(s2/sf)
Part 5

= 1.2 − (sf /59.1) for U.S. Units
s2 = sum of one-half of girder spacings on both sides of side girder, in m (ft)
z1 = transverse distance from the centerline of the vessel to the location of the girder
under consideration, in m (ft).
γ1, ! s, bs, sf, λ, p, db, fs, L and R are as defined in 5-5-4/11.11.
11.15 Longitudinally Stiffened Bottom Girders (1999) 5-5-4/11.15

In addition to 5-5-4/11.11 or 5-5-4/11.13, the net thickness of the longitudinally stiffened bottom
girders is to be not less than t3 as defined below,
t3 = c s (Sm fy /E)1/2 mm (in.)
where
s = space of stiffeners, in mm (in.)
N = Rb [(Q/Qb) (y/yn)]1/2
Q, Qb = material conversion factor in 5-5-4/5 for the bottom girder plating and the bottom
flange of the hull girder, respectively
y = vertical distance, in m (ft), measured from the lower edge of the bottom girder
plating to the neutral axis of the hull girder section.
yn = vertical distance, in m (ft), measured from the bottom to the neutral axis of the
section
Sm, fy, SMRB, SMB, Rb and E are defined in 5-5-4/11.3.1.
11.17 Bottom Tank Boundary Girders (1998) 5-5-4/11.17

The net thickness of the double bottom girders forming boundaries of deep tanks, in addition to
complying with 5-5-4/11.11, 5-5-4/11.13, and 5-5-4/11.15, is to be not less than obtained from the
following equation.
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)

where
= 0.500k2 for vertically stiffened plating
k2 = 0.50
k = (3.075 (α)1/2 − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)
= 1.0 (α > 2)
Part 5

p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower edge of each plate as
f1 = permissible bending stress in longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
= 1.2 [1 − 0.33(z1/B) − 0.52 α1 (SMRB/SMB) (y/yn)] Sm fy ≤ 0.70 Sm fy
f2 = permissible bending stress in vertical direction, in N/cm2 (kgf/cm2, lbf/in2)

= 0.90 Sm fy
transverse section to the lower edge of each plate where the plating is
longitudinally stiffened
transverse section to the mid-depth of the double bottom height where the plating
is vertically stiffened
z1 and yn are as defined in 5-5-4/11.13 and 5-5-4/11.15, respectively.
11.19 Vertical Web on Bottom Tank Boundary Girder 5-5-4/11.19

Vertical webs on double bottom watertight girder, if fitted are to have scantlings not less than
obtained from the following equations.
SM = M/fb cm3 (in3)
M = p s ! 2 105/k1 N-cm (kgf-cm, lbf-in.)
As = F/fs cm2 (in2)

F = k2 500 p s ! N (kgf, lbf)
where
k1 = 12 (12, 44.64)
k2 = 1.0 (1.0, 2.24)
p = nominal pressure at the midspan of the vertical web, in kN/m2 (tf/m2, Ltf/ft2), as
specified in 5-5-3/Table2.
s = spacing of the vertical web, in m (ft)
! = span of the vertical web, in m (ft)
! may be modified in accordance with 5-5-4/Figure 11
= 0.7 Sm fy
= 0.4 Sm fy
Part 5
Sm = strength reduction factor for the vertical web, as defined in 5-5-4/11.3.1

fy = minimum specified yield point for the vertical web in N/cm2 (kgf/cm2, lbf/in2)
In no case, the net thickness of the web plate of the vertical web is less than t1 obtained in 5-5-4/11.15
as adjusted for the material of the web plate.
11.21 Bottom Floors 5-5-4/11.21

The net thickness of the floors is to be not less than t1 and t2 as defined below, whichever is greater:
= (0.0003L + 0.157)R (in.) for U.S. Units
where
F3 is the maximum shear force at the floor under consideration as obtained from the equations given
below (see also 5-5-4/1.3 ). Alternatively, F3 may be determined from finite element analyses as
specified in 5-5-5/9 with the combined load cases in 5-5-3/9. However, in no case is F3 to be taken
less than 85% of that determined from the equation below.
F3 = k 650 α3 β2 γ2 p bs s3 N (kgf, lbf)
where
k = 1.0 (1.0, 2.24)
α3 = 0.5 η (0.66 − 0.08η)
β2 = 2z2/bs ≥ 0.4
γ2 = ( ! s − 2x)/(3 sf) ≤ 1.0
η = ( ! s /bs)(sg/sf)1/4
sg = average spacing of girders, in m (ft)
s3 = sum of one-half of floor spacings on both sides of floor, in m (ft)
x = longitudinal distance from the mid-span of lengths ! s to the location of the floor
z2 = transverse distance from the centerline of the vessel to the location on the floor
! s, bs, sf, p, db, fs, L and R are as defined in 5-5-4/11.11.
11.23 Tank End Floors (1998) 5-5-4/11.23

The net thickness of the tank end floors is to be not less than required in 5-5-4/23.1.
11.25 Transverses in Pipe Tunnel 5-5-4/11.25

Transverses in pipe tunnel are to have scantlings, SM and As, not less than obtained from the
SM = M/fb cm3 (in3)
M = p s ! 2 105/k1 N-cm (kgf-cm, lbf-in)
As = F/fs cm2 (in2)
F = k2 600 p s ! N (kgf, lbf)
Part 5
where
k1 = 10 (10, 37.2)
k2 = 1.0 (1.0, 2.24)
p = nominal pressure for the bottom transverse, in kN/m2 (tf/m2, Ltf/ft2), as specified
in 5-5-3/Table 2. p for the inner bottom transverse is to be taken 90% of that for
the bottom transverse.
s = spacing of the transverse, in m (ft)
! = span of the transverse, in m (ft)
= 0.7 Sm fy
= 0.4 Sm fy
Sm = strength reduction factor for the transverses, as defined in 5-5-4/11.3.1
fy = minimum specified yield point for the transverses, in N/cm2 (kgf/cm2, lbf/in2)
In no case, the net thickness of the web plate of the transverse is less than t1 obtained in 5-5-4/11.21
above as adjusted for the material of the web plate.
11.27 Container Supporting Structures (1998) 5-5-4/11.27

Generally, bottom floors and girders are to be so arranged to support container loads. Where the
bottom pads are not in line with the members, brackets or headers are to be provided to transmit the
container loads to these members. Each bracket or header is to have a net section modulus, SM, in cm3
(in3), and a net sectional area, As, in cm2 (in2), of the web portion not less than obtained from the
SM = M/fb
As = F/fs
where
M = maximum bending moment due to container loads, in N-cm (kgf-cm, lbf-in.)
= 0.80 Sm fy
F = shearing force at the location under consideration due to container loads, in N
(kgf, lbf)
= 0.53 Sm fy
The container loads are to be obtained from the equations in 5-5-3/5.5.2(b) in association with the
maximum design container weight for load case 3 specified in 5-5-3/Table 1C.
Part 5
FIGURE 8
Unsupported Span of Longitudinals
main support main support

structure a) Supported by main supporting structures structure
F.B F.B
. .

b) Supported by main supporting structures
structure structure
F.B F.B
. .
d/2
main support
main support structure
structure c) Supported by main supporting structures, flat
bar stiffeners, and brackets
strut F.B
F.B
. .

structure structure
d) Supported by effective strut
Part 5
FIGURE 9
Effective Breadth of Plating be
Longitudinal
Mx
Μ
c! c !o
vi) For bending at midspan

c ! o/s 1.5 2 2.5 3 3.5 4 4.5 and greater
be/s 0.58 0.73 0.83 0.90 0.95 0.98 1.0
vii) For bending at ends

c ! /s 1 1.5 2 2.5 3 3.5 4.0
be/s 0.25 0.35 0.43 0.5 0.55 0.6 0.67
Part 5
FIGURE 10
Definitions of ! s, bs, h, db, dw, ds, and y
W.T.Bhd W.T.Bhd
cargo hold
!S
Longitudinal Elevation
Strength deck
2nd deck
dS
h dw
y bS/2
db
bs / 2
dw
h h h
dw
bs / 2
bs / 2
Note
Where the breadths of the forward and aft ends of double bottom structure are different, i.e., non-prismatic double bottom
structure, bs is to be taken as the actual breadth of double bottom structure depending upon the longitudinal distance (x) from
the mid-span of length ! s under consideration. For calculation of shear force for side girders, the actual length of side
girders is to be used in lieu of ! s. All other formulae and parameters are applicable to shear force calculations.
Part 5
FIGURE 11
Effectiveness of Brackets for Main Supporting Members
Span Span
d/2
d/4
ha ha
d
d Length of Length of
Bracket Bracket
Where face plate area on the member is Where face plate area on the member is not carried along the face
carried along the face of the bracket of the bracket,and where the face plate area on the bracket is at
least one-half the face plate area on the member.
Brackets are not to be considered effective beyond the point where the arm
on the girder or web is 1.5 times the arm on the bulkhead or base.
13 Side Shell Plating and Longitudinals (1998)

The net thickness of the side shell plating, in addition to compliance with 5-5-4/5.3 is to be not less
than t1, t2 and t3 specified below for the midship 0.4L:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2 )1/2 mm (in.)
t3 = c s (Sm fy/E)1/2 mm (in.)

where
s = spacing of side longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.500
p = nominal pressure at upper turn of bilge, in N/cm2 (kgf/cm2, lbf/in2), as specified
in 5-5-3/Table 2. The nominal pressure for case ‘‘a’’ in 5-5-3/Table 2 is not to be
taken less than that at bottom boundary of wing tank where the bottom boundary
is located between the upper turn of bilge and 0.35D above the base line.
f1 = permissible bending stress, in longitudinal direction in N/cm2 (kgf/cm2, lbf/in2)
= [0.835 − 0.40 α1 (SMRB/SMB)(y/yb)]Sm fy ≤ 0.40 Sm fy, below neutral axis
where SMB/SMRB is not to be taken more than 1.4
Part 5
= 0.40 Sm fy, above neutral axis
f2 = permissible bending stress, in the vertical direction in N/cm2 (kgf/cm2, lbf/in2)

= 0.80 Sm fy
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor as defined in 5-5-4/11.3.1 of the side shell plating
Sm1 = strength reduction factor as defined in 5-5-4/11.3.1 of the bottom flange of the
hull girder
fy = minimum specified yield point of the side shell plating, in N/cm2 (kgf/cm2,
lbf/in2)
(kgf/cm2, lbf/in2)
N = Rd (Q/Qd)1/2 for the sheer strake
= Rd [(Q/Qd) (y/yn)]1/2 for other locations above neutral axis
= Rb [(Q/Qb) (y/yn)]1/2 for locations below neutral axis
Rd = (SMRDS/SMD)1/2
Rb = (SMRBH/SMB)1/2
the material factor of the strength deck flange of the hull girder, in cm2-m (in2-ft)
= 0.95 SMs
SMs = reference gross hull girder section modulus amidships in accordance with 5-5-
4/3.1.1, for sagging total bending moment where kw is to be taken as ko1/2 in
calculating Mw (sagging) in 5-5-3/5.1.1 for this purpose, based on material factor
of the strength deck flange of the hull girder, in cm2-m (in.2-ft)
SMRBH = reference net hull girder section modulus for hogging bending moment based on
the material factor of the bottom flange of the hull girder, in cm2-m (in2-ft)
= 0.9 SMH
SMH = reference gross hull girder section modulus in accordance with 5-5-4/3.1.1 for
hogging total bending moment, where kw is to be taken as ko1/2 in calculating Mw
(hogging) in 5-5-3/5.1.1 for this purpose, based on the material factor of the
bottom flange of the hull girder, in cm2-m (in2-ft)
SMD = net design hull girder section modulus amidships at the strength deck, in cm2-m
(in2-ft)
Q, Qb, Qd = material conversion factor in 5-5-4/5 for the side shell plating, the bottom flange
and the strength deck flange of the hull girder, respectively
y = for calculation of f1, vertical distance, in m (ft) measured from the neutral axis of
the hull girder transverse section to the lower edge of the side shell strake
Part 5
= for calculation of N, vertical distance, in m (ft), measured from the neutral axis of
the hull girder transverse section to the lower edge (upper edge) of the side shell
strake, when the strake under consideration is below (above) the neutral axis.
axis of the section
the hull girder transverse section, when the strake under consideration is below
(above) the neutral axis
SMRB, SMB, and E are as defined in 5-5-4/11.3.1.
In general, the side shell is to be longitudinally framed within the regions of 0.15D from the base line
and 0.15D from the upper deck. Other parts of side shell plating may be transversely framed provided
that the net thickness of the side shell plating is not less than t4 as specified below and is also not less
than that of adjacent longitudinally framed shell:
t4 = 0.73s k (k2 p/f )1/2 mm (in.)
where
s = spacing of side frames, in mm (in.)
k2 = 0.500
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
p = nominal pressure at side shell under consideration, in N/cm2 (kgf/cm2, lbf/in2), as
specified in 5-5-3/Table2 for side structural members
= [0.835 − 0.40 α1 (SMRB /SMB)(y/yb)]Sm fy ≤ 0.55 Sm fy, below neutral axis,
where SMB /SMRB is not to be taken more than 1.4
= 0.55 Sm fy, above neutral axis
For a curved plate, the spacing may be modified by the equations as specified in 5-5-4/11.7. In no
case is the net thickness of the curved plate less than that required for adjacent flat side shell plating.
The minimum width of the sheerstrake for the midship 0.4L is to be obtained from the following
equations:
b = 5L + 800 mm for L ≤ 200 m
= 0.06L + 31.5 in. for L ≤ 656 ft
b = 1800 mm for 200 < L ≤ 350 m
= 70.87 in. for 656 < L ≤ 1148 ft
b = width of sheerstrake, in mm (in.)
Part 5
13.3 Side Longitudinals and Side Frames (1998) 5-5-4/13.3

The net section modulus of each side longitudinal or side frame, in association with the effective
plating is to be not less than obtained from the following equations:
SM = M/fb cm3 (in3)

where
c = 0.65 with effective struts
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the side longitudinal considered,
as specified in 5-5-3/Table 2, but is not to be taken less than 2.25 N/cm2 (0.23
kgf/cm2, 3.27 lbf/in2). For side frames, pressure is to be taken at the middle of
span of side frame.
s = spacing of side longitudinals or side frames, in mm (in.)
! = span of longitudinals or frames between effective supports, as shown in
k = 12 (12, 83.33)
= 1.5 [0.835 − 0.52 α2 (SMRDS/SMD)(y/yn)]Sm fy ≤ 0.75 Sm fy
for side longitudinals above neutral axis in load case 3-B in 5-5-3/Table 2
= 1.0 [0.835 − 0.52 α1 (SMRB/SMB)(y/yn)]Sm fy ≤ 0.75 Sm fy
for side longitudinals below neutral axis
= 1.5 [0.835 − 0.52 α2 (SMRD/SMD)(y/yn)]Sm fy ≤ 0.75 Sm fy
for side longitudinals above neutral axis in load case 3-A in 5-5-3/Table 2
= 0.90 Sm fy for side frames
α2 = Sm2 fy2/Sm fy
Sm, fy and α1 are as defined in 5-5-4/11.3.1.
Sm2 = strength reduction factor for the strength deck flange of the hull girder as defined
in 5-5-4/11.3.1
fy2 = minimum specified yield point of the strength deck flange of the hull girder, in
SMD and SMRDS are as defined in 5-5-4/13.1 and SMRDS is to be taken not less than 0.5 SMRD.
SMRD = reference net hull girder section modulus based on material factor of the strength
= 0.95 SM
Part 5
SM = reference gross hull girder section modulus amidships in accordance with

5-5-4/3.1.1, where kw is to be taken as ko1/2 in calculating Mw (sagging and
hogging) in 5-5-3/5.1.1 for this purpose, based on material factor of the strength
y = vertical distance, in m (ft), measured from the neutral axis of the section to the
side longitudinal under consideration at its connection to the associated plate
yn = vertical distance, in m (ft), measured from the strength deck (bottom) to the
neutral axis of the section, when the longitudinal under consideration is above
The net moment of inertia of side longitudinals within the region of 0.1D from the strength deck, in
association with the effective plating (bWL tn), is to be not less than obtained from the following
equation:
io = k Ae ! 2 fy /E cm4 (in4)
where
k = 610 (610, 8.79)
Ae = net sectional area of the longitudinal with the associated effective plating (bWL tn),
in cm2 (in2)
bWL = ce s
ce = 2.25/β − 1.25/β 2 for β ≥ 1.25
= 1.0 for β ≤ 1.25
β = (fy /E)1/2 s/tn
! , s and fy are as defined in 5-5-4/11.5.
13.5 Side Struts (1998) 5-5-4/13.5

Where struts are fitted as an effective supporting system for side tank structures, they are to be
positioned so as to divide the span into approximately equal intervals. They are to have net area not
less than Ar1 or Ar2 whichever is greater, obtained from the following equations:
Ar1 = k pa b s/wa cm2 (in2)
Ar2 = k pb b s/wb cm2 (in2)

where
k = 0.01 (0.01, 1.0)
b = mean span of the side frames or side longitudinals supported, in mm (in.)
s = spacing of the side frames or side longitudinals, in mm (in.)
pa = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the strut considered as specified
in Case ‘‘a’’ of 5-5-3/Table 2 for side longitudinals
Part 5
pb = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the strut considered as specified

in Case ‘‘b’’ of 5-5-3/Table 2 for side longitudinals
wa = 0.45 Sm fy
wb = 0.56 fy [1 − 0.0254 (fy/E) ( ! /r)2] when ( ! /r)2 (fy/E) < 20
= 5.55 E ( ! /r)2 when ( ! /r)2 (fy/E) ≥ 20

fy = minimum specified yield point of the struts, in N/cm2 (kgf/cm2, lbf/in2)
15 Side Transverses and Side Stringers (1998) 5-5-4/15

The minimum scantlings for the side transverses and side stringers are to be determined from
5-5-4/15.1, 5-5-4/15.3, 5-5-4/15.5, 5-5-4/15.7, 5-5-4/15.9 and 5-5-4/15.11 as follows. Alternatively, t2
in 5-5-4/15.1 and 5-5-4/15.7 and the scantlings in 5-5-4/15.3 and 5-5-4/15.5 may be determined from
finite element analyses as specified in 5-5-5/9 with the combined load cases in 5-5-3/9. However, in
no case are the scantlings to be taken less than 85% of those determined from the corresponding
equations below. For this purpose, an additional load case is also to be investigated modifying load
case 6 with a full draft.
15.1 Side Transverse in Double Side Vessel 5-5-4/15.1

The net thickness of the side transverse in a double side is to be not less than t1 and t2 as defined
below, whichever is greater.
t1 = 9.5 mm where L ≥ 200m
= 0.02L + 5.5 mm where 200 > L ≥ 130m for SI or MKS Units
= 0.374 in. where L ≥ 656 ft
= 0.00024L + 0.217 in. where 656 ft > L ≥ 427 ft for US Units
t2 = 10F1/(dw fs) mm for SI or MKS Units
= F1/(dw fs) in. for U.S. Units
where F1 is the maximum shear force of the side transverse under consideration as obtained from the
equations given below (see also 5-5-4/1.3 ).
F1 = k 190 λ β1 γ1 p h s1 N (kgf, lbf)
where
k = 1.0 (1.0, 2.24)
λ = ! s /h, but need not be taken more than 2.5
β1 = 1 − 1.25 y/h ≥ 0.45
!s = length of the cargo hold under consideration, in m (ft)
h = height of the double side structure, in m (ft), as shown in 5-5-4/Figure 10
Part 5
γ1 = 1.25 if no stringer is installed

= 1.05 if a stringer or stringers are installed within the upper half of the side height
h but no stringer is installed within the lower half
= 0.93 if a stringer or stringers are installed up to 0.5h from the lower end of the
side height h
s1 = sum of one-half of transverse spacings on both sides of transverse, in m (ft)
y = vertical distance from the inner bottom or the lowest deck level to the location on
the transverse under consideration, as shown in 5-5-4/Figure 10, in m (ft)
dw = width of the transverse web plate at elevation y, as shown in 5-5-4/Figure 10, in
cm (in)
p = nominal pressure on the double side structure at an elevation of 0.2h above the
lower end of h, as specified in 5-5-3/Table 2, in kN/m2 (tf/m2, Ltf/in2)
= 0.50 Sm fy
The net thickness of the transverse in the bilge part is to be not less than t1 as required above and the
lower part is also to be not less than t1 as required in 5-5-4/11.21 for the bottom floor.
Where the shell is longitudinally framed, web stiffeners are to be fitted for the full depth of the
transverses at every longitudinal. Other stiffening arrangement may be considered based on the
structural stability of the web plates.
15.3 Side Transverse in Single Side Vessel 5-5-4/15.3
Side transverse on single skin side shell is to have scantlings not less than obtained from the following
equations.

The net section modulus of the side transverse is not to be less than obtained from the
following equation:
SM = M/fb cm3 (in3)
M = 3350 λ γ p s h2/k1 N-cm (kgf-cm, lbf-in.)
where
k = 1.0 (1.0, 3.72)
h = height of the single skin side structure, in m (ft)
λ = ! s /h, but need not be taken more than 2.5
γ = 1.0 if no stringer is installed
= 0.8 if a stringer or stringers are installed within the upper half of the side
height h but no stringer is installed within the lower half
= 0.65 if a stringer or stringers are installed up to 0.5h from the lower end
of side height h
p = nominal pressure on the single skin side structure at an elevation of 0.2h
above the lower end of h, in kN/m2 (tf/m2, Ltf/ft2), as specified in
5-5-3/Table 2
Part 5
s = spacing of the side transverse, in m (ft)

= 0.75 Sm fy
Sm and fy are as defined in 5-5-4/11.3.1. ! s is defined in 5-5-4/15.1 above.
15.3.2 Web Thickness 5-5-4/15.3.2

The net web thickness of the side transverse is not to be less than obtained from the following
equations:
t1 = 9.5 mm where L ≥ 200 m
= 0.02L + 5.5 mm where 200 > L ≥ 130 m for SI or MKS Units
= 0.374 in. where L ≥ 656 ft
= 0.00024L + 0.217 in. where 656 ft > L ≥ 427 ft for U.S. Units
t2 = k3 F/(dw fs) mm (in.)
F = k 160 λβ1γ1 p s h N (kgf, lbf)
where
k3 = 10 (10, 1.0)
= 0.50 Sm fy
dw = depth of the side transverse, in cm (in.)
β1 = 1 − 1.25 y/h ≥ 0.45
λ, p, s and h are as defined in 5-5-4/15.3.1 above. k, γ1 and y are defined in 5-5-4/15.1 above.
15.3.3 Web Stiffeners 5-5-4/15.3.3

Web stiffeners extending to the full depth of the side transverses are to be fitted at every
longitudinal. Other stiffening arrangement may be considered based on the structural stability
of the web plates.
15.5 Side Transverse in Underdeck Passageway 5-5-4/15.5

Side transverse in the underdeck passageway forming an upper wing torsional box is to have
scantlings not less than obtained from the following equation:

The net section modulus of the side transverse is not to be less than obtained from the
following equation:
SM = (M1 + M2)/fb cm3 (in3)
M1 = c1 pu s ! 2 105/k1 N-cm (kgf-cm, lbf-in.)

M2 = k 8 λ γ1 p h s1 y N-cm (kgf-cm, lbf-in.)
Part 5
where
k1 = 12 (12, 44.64)
c1 = 1 − 0.1 ! /pu
pu = nominal pressure calculated at the mid-span of the side transverse under
consideration, in kN/m2 (tf/m2, Ltf/ft2), as specified in 5-5-3/Table 2
s = spacing of the side transverses, in m (ft)
! = span of the side transverse, in m (ft), ! may be modified in accordance
with 5-5-4/Figure 11
y = k2 (l − hu/2) ≥ 0
k2 = 100 (100, 12)
hu = height of the underdeck passageway, in m (ft)
fb = permissible bending stress, in N/cm2 (kgf/cm2, Ibf/in2)
= 0.85 Sm fy
Sm and fy are as defined in 5-5-4/11.3.1. k, λ, γ1, p, h and s1 are as defined in 5-5-4/15.1
above.
15.5.2 Depth of Side Transverse 5-5-4/15.5.2

The depth of the side transverse is not to be less than obtained from the following equation:
d = k! mm (in.)
where
k = 125 (1.5)
! is as defined in 5-5-4/15.5.1 above.
15.5.3 Web Thickness 5-5-4/15.5.3

The net web thickness of the side transverse is not to be less than obtained from the following
equation:
t = k3 (F1 + F2)/(dw fs) mm (in.) but not less than 8.0 mm (0.31 in.)
F1 = k 500 c2 pu s ! N (kgf, lbf)
F2 = k 14.25 λ γ1 p h s1 N (kgf, lbf)
where
k3 = 10 (10, 1.0)
c2 = 1 − 0.2 ! /pu

= 0.50 Sm fy
pu, s and ! are as defined in 5-5-4/15.5.1 above. k, λ, γ1 p, h and s1 are as defined in 5-5-
4/15.1 above.
Part 5
15.5.4 Web Stiffeners

Web stiffeners extending to the full depth of the side transverses are to be fitted at least every
two longitudinals. Other stiffening arrangement may be considered based on the structural
stability of the web plates.
15.7 Logitudinal Stringers in Double Side Vessel 5-5-4/15.7

If longitudinal stringers are installed in the double side below the 2nd deck, the net thickness of the
stringer plate is to be not less than t1 and t2 as defined below, whichever is greater.
t1 = 9.5 mm where L ≥ 200 m
= 0.02L + 5.5 mm where 200 > L ≥ 130 m for SI or MKS Units
= 0.374 in. where L ≥ 656 ft
= 0.00024L + 0.217 in. where 656 ft > L ≥ 427 ft for U.S. Units
t2 = 10 F2/(ds fs) mm for SI or MKS Units
= F2/(ds fs) in. for U.S. Units
where F2 is the maximum shear force in the stringer under consideration as obtained from the
approximation equations given below (see also 5-5-4/1.3 ).
F2 = k 95 γ2 ps ! s s2 N (kgf, lbf)
where
k = 1.0 (1.0, 2.24)
γ2 = 2x/ ! s ≥ 0.45
s2 = sum of the one-half of stringer spacings on both sides of each stringer, in m (ft)
x = longitudinal distance from the mid-span of length ! s to the location on the
stringer under consideration, m (ft)
ds = width of the stringer, as shown in 5-5-4/Figure 10, in cm (in.)
ps = nominal pressure on the double side structure at the level of the stringer under
consideration, as specified in 5-5-3/Table 2, in kN/m2 (tf/m2, Ltf/in2)
L, ! s, and fs are as defined in 5-5-4/15.1.
In addition, the net thickness of the longitudinally framed plate is to be not less than obtained from the
following equation.
t3 = c s (Sm fs/E)1/2 mm (in.)
where
c = 0.7N2 − 0.2, not to be taken less than 0.2
N = Rd [(Q/Qd) (y/yn)]1/2 for side stringers located above neutral axis
= Rb [(Q/Qb) (y/yn)]1/2 for side stringers located below neutral axis
Rd = (SMRDS/SMD)1/2
Rb = (SMRBH/SMB)1/2
Part 5
= 0.95 SMS
SMS = reference gross hull girder section modulus in accordance with 5-5-4/3.1.1 for
sagging total bending moment, where kw is to be taken as ko1/2 in calculating Mw
(sagging) in 5-5-3/5.1.1 for this purpose, based on the material factor of the
strength deck flange of the hull girder, in cm2-m (in2-ft)
= 0.9 SMH
Q, Qb, Qd = material conversion factor in 5-5-4/5 for the side stringer plating, the bottom
flange and the strength deck flange of the hull girder, respectively
transverse section to the side stringer.
yn = vertical distance, in m (ft), measured from the neutral axis of the hull girder
transverse section, when the side stringer under consideration is below (above)
the neutral axis
Sm and fy are defined in 5-5-4/11.3.1.
Where the shell is transversely framed, web stiffeners are to be fitted for the full width of the side
stringer at every frame. Other stiffening arrangement may be considered based on the structural
stability of the web plates.
15.9 Transverses Forming Tank Boundaries 5-5-4/15.9

Where transverses or side stringers form tank boundaries, the net thickness is also to be not less than
as required in 5-5-4/23 or 5-5-4/15.11, respectively.
15.11 Side Stringers Forming Tank Boundaries 5-5-4/15.11
15.11.1 Plating 5-5-4/15.11.1

Where the side stringer forms tank boundaries, the net thickness of the boundary plating is
also to be not less than t1 and t2 specified as follows:
t1 = 0.73s (k1 p/f1) 1/2 mm (in.)
t2 = 0.73s (k2 p/f2) 1/2 mm (in.)

where
k1 = 0.342, for longitudinally stiffened plating
Part 5
= 0.500 k2, for transversely stiffened plating

k2 = 0.500
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
5-5-3/Table 2
lbf/in2)
= c [1.0 − 0.70 α1 SMRB/SMB (y/yn)] Sm fy ≤ 0.85 Sm fy, below neutral axis
= c [1.0 − 0.70 α2 SMRD/SMD (y/yn)] Sm fy ≤ 0.85 Sm fy, above neutral axis
c = 1.1 for longitudinally stiffened plating
lbf/in2)
= 0.95 Sm fy
α1 = Sm1 fy1/Sm fy
α2 = Sm2 fy2/Sm fy
Sm = strength reduction factor of the longitudinal bulkhead plating, as defined
in 5-5-4/11.3.1
fy = minimum specified yield point of the longitudinal bulkhead plating, in
y = vertical distance, in m (ft), measured from the neutral axis of the hull
girder transverse section to the side stringer under consideration
yn = distance, in m (ft), measured from the main deck (bottom) to the neutral
axis of the section
Sm2, SMRD and fy2 are as defined in 5-5-4/13.3.
15.11.2 Stiffeners on Side Stringer 5-5-4/15.11.2

The net section modulus of each longitudinal or stiffener on side stringer forming tank
boundaries, in association with the effective plating, is to be not less than obtained from the
SM = M/fb cm3 (in3)
Part 5
where
k = 12 (12, 83.33)
c = 1.0
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the longitudinal
considered as specified in 5-5-3/Table 2
! = span of longitudinals or stiffeners between effective supports as shown in
= 1.1 [1.0 − 0.70 α1 (SMRB/SMB)(y/yn)] Sm fy ≤ 0.80 Sm fy
for longitudinals below neutral axis
= 1.6 [1.0 − 0.70 (α2 (SMRD/SMD) (y/yn)] Sm fy ≤ 0.80 Sm fy
for longitudinals above neutral axis
= 0.90 Sm fy for stiffeners
y = vertical distance, in m (ft), measured from the neutral axis of the hull
girder transverse section to the longitudinal under consideration at its
connection to the associated plate
SMRD, Sm2 and fy2 are as defined in 5-5-4/13.3.
Sm, fy, yn, α1 and α2 are defined in 5-5-4/15.11.1
15.13 Container Supporting Structures (1998) 5-5-4/15.13

Where brackets or headers are provided to transmit the dynamic container loads due to ship’s motion
to the main supporting side structures, each bracket or header is to have a net section modulus, SM, in
cm3 (in3), and a net sectional area, As, in cm2 (in2), of the web portion not less than obtained from the
SM = M/fb
As = F/fs
where
M = maximum bending moment due to dynamic container load, N-cm (kgf-cm, lbf-in)
= 0.80 Sm fy
F = shear force at the location under consideration due to dynamic container load, in
N (kgf, lbf)
= 0.53 Sm fy
Part 5

The dynamic container loads are to be obtained from the equations in 5-5-3/5.5.2(b) in association
with the maximum design container weight for load case 5 as specified in 5-5-3/Table 1C .
17 Deck Structures 5-5-4/17

17.1 Strength Deck Plating (1999) 5-5-4/17.1
In general, the strength deck is to be longitudinally framed. The net thickness of the strength deck
plating is to be not less than that needed to meet the hull girder section modulus requirements in
5-5-4/3.1 and the buckling and ultimate strength requirements in 5-5-5/5, nor is the thickness to be
less than t1, t2 and t3 specified below for the midship 0.4L:
t1 = 0.73s (k1 p/f1)1/2 mm (in.)
t2 = 0.73s (k2 p/f2) 1/2 mm (in.)
t3 = c s (Sm fy/E) 1/2 mm (in.)
where
k1 = 0.342
k2 = 0.500
p = nominal deck pressure, in N/cm2 (kgf/cm2, lbf/ in2), as specified in 5-5-3/Table 2.
f1 = permissible bending stress in longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
= 0.15 Sm fy
f2 = permissible bending stress, in the transverse direction, in N/cm2 (kgf/cm2, lbf/in2)
= 0.80 Sm fy
c = 0.5 (0.6 + 0.0015L) for SI or MKS units
= 0.5 (0.6 + 0.0046L) for U.S Units
c is to be taken not less than 0.7N2 − 0.2 for vessel less than 267 m (876 ft) in length.
N = Rd (Q/Qd)1/2
Rd = (SMRDS /SMD)1/2
= 0.95 SMS
sagging total bending moment, where kw is to be taken as ko1/2 in calculating MWS
in 5-5-3/5.1.1 for this purpose, based on the material factor of the strength deck
Q, Qd = material conversion factor in 5-5-4/5 for the deck plating and the strength deck
flange of the hull girder, respectively
Part 5

17.3 Strength Deck Longitudinals (1998) 5-5-4/17.3
The net section modulus of each individual deck longitudinal, in association with the effective plating,
is to be not less than obtained from the following equations:
SM = M/fb cm3 (in3)
M = p s ! 2 103/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
! = span of longitudinals between effective supports as shown in 5-5-4/Figure 8, in m
(ft)
p = nominal deck pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in 5-5-3/Table 2.
= 0.3 Sm fy
The net moment of inertia of the deck longitudinal in association with the effective plating (bWL tn), is
to be not less than io as specified in 5-5-4/13.3.
17.5 Upper Wing Torsional Box 5-5-4/17.5
17.5.1 Width of Torsional Box 5-5-4/17.5.1

In general, the width of the upper wing torsional box is not to be less than 0.009 L0, where L0
is as defined in 5-5-4/9.3.
17.5.2 Calculation of Secondary Stress due to External Water Pressure on Side Shell 5-5-4/17.5.2
The stress at the strength deck and at the top of continuous longitudinal hatch side coaming,
induced by external water pressure on the side shell, may be obtained from the following
equation:
fP = MP/SM N/cm2 (kgf/cm2, lbf/in2)
where
MP = k Q ! 105 N-cm (kgf-cm, lbf-in)
k = 0.15 (0.15, 0.0403)
Q = k1(0.94 C1 k ! h2 + 0.5 h 22 + 0.67 C1 k ! h1) s kN (tf, Ltf)

k1 = 9.807 (1, 0.028)
Part 5
k! = 0.5 (1 + k !o )
s = spacing of side transverses, spacing, in m (ft), below the second deck
! = ! 0 + 0.5 (w1 + w2)
w1, w2 = widths of the cross deck box beams, in m (ft), clear of hatch corner, fore
and aft of the hatch opening amidships, as shown in 5-5-4/Figure 6
SM = net section modulus of the upper wing torsional box, in cm3 (in3), at the
inboard edge of the strength deck or at the top of the continuous
longitudinal hatch side coaming with respect to vertical axis z
(5-5-4/Figure 6) for the hull girder section under consideration.
C1 is as defined in 3-2-1/3.5.
k !o is as defined in 5-5-3/Figure 9.
h1 and h2 are as shown in 5-5-4/Figure 12 for hull girder section under consideration, in m
(ft).
The following items may be included in the calculation of the section modulus SM:
strength deck and the second deck
Second deck plating and continuous longitudinals
Continuous longitudinal hatch coaming and continuous longitudinal stiffeners
17.5.3 Calculation of Secondary Stress due to Dynamic Container Load on Transverse

Bulkhead 5-5-4/17.5.3
The stress at the strength deck and at the top of the continuous longitudinal hatch coaming,
induced by container load on transverse bulkhead and transmitted through cross deck, may be
fB = MB/SM N/cm2 (kgf/cm2, lbf/in2)
where
MB = k C2 R b0 105/12 N-cm (kgf-cm, lbf-in.)
k = 1.0 (1.0, 0.269)
R = 0.5 Q1 + 0.25 Q2 n/(n + 1) kN (tf, Ltf)
Q1 = total dynamic container load in longitudinal direction on cross deck box
beam (above the bottom of cross deck box beam), in kN (tf, Ltf)
= m1 m2 W (1 − h5/h4) (sin (0.5 φ) + 0.5 a1/g)
Q2 = total dynamic container load in longitudinal direction on transverse
bulkhead, (below the bottom of cross deck box beam), in kN (tf, Ltf)
= m1 m2 W (h5/h4) (sin (0.5 φ) + 0.5 a2/g)
C2 = 1.72 − 0.26 n0.5 ≥ 1.0
Part 5
b0 = width of the strength deck hatch opening amidships, in m (ft), as

specified in 5-5-4/7
n = number of vertical webs on transverse bulkhead under consideration
m1 = tier number of container stacks in the cargo hold amidships
m2 = row number of container stacks in the cargo hold amidships
h4 = m1 hC
hC = height of container, in m (ft)
h5 = vertical distance between inner bottom and the bottom of cross deck box
beam at center line, amidships, in m (ft)
W = maximum design weight of an equivalent 40 ft container in hold, not to
be taken less than 274 kN (28 tf, 27.6 Ltf)
g = acceleration due to gravity = 9.807 m/sec2 (32.2 ft/sec2)
a1 = longitudinal acceleration a ! , as specified in 5-5-3/5.5.1(c) at a vertical
height 0.5(h4 + h5), measured from inner bottom amidships, in m/sec2
(ft/sec2)
a2 = longitudinal acceleration a ! , as specified in 5-5-3/5.5.1(c) at a vertical

height 0.5 h5, measured from inner bottom amidships, in m/sec2 (ft/sec2)
φ = angle of pitch in degree, as specified in 5-5-3/5.5.1(a)
SM is as defined in 5-5-4/17.5.2 with the following modification.
The following items may be included in the calculation of the section modulus SM:
strength deck and the second deck, but not to be more than 0.22D
Second deck plating and continuous longitudinals, if the distance between strength
and second decks does not exceed 0.22D as shown in 5-5-4/Figure 6
Continuous longitudinal hatch side coaming (plate and continuous longitudinal
stiffeners)
17.7 Cross Deck Structure (1998) 5-5-4/17.7
17.7.1 Cross Deck Width 5-5-4/17.7.1

In general, the width of the cross deck box beam is not to be less than 0.04b0 for watertight
bulkhead and 0.03b0 for mid-hold strength bulkhead where b0 is as defined in 5-5-4/7.
17.7.2 Cross Deck Plating 5-5-4/17.7.2

The net thickness of the cross deck plating at the strength deck level and at the bottom of
cross deck box is not to be less than obtained from the following equation:
t = k Fo/(w fs) mm (in.)
but not to be taken less than 9.0 mm (0.35 in.)
Part 5
where
k = 100 (100, 186.8)
Fo = F+R
F = C1 (TM + Ts) ϕ M L02 ICB/(b3 αM ΓM) kN (tf, Ltf)
C1 = 70/(9 + µ)
*
µ = 107 ICB /(b03 ! 0)
*
ICB = 0.5 (ICB1 + ICB2)
ICB1 and ICB2 = net moment of inertia of the cross deck box beam at the vessel’s
centerline, in m4 (ft4), fore and aft of the hatch opening amidships with
respect to the vertical axis z, (5-5-4/Figure 6)
ICB = net moment of inertia of the cross deck box beam under consideration at
the vessel’s centerline, in m4 (ft4), about the vertical axis z
(5-5-4/Figure 6)
b = 0.5 (B + b0)
b0 = width, in m (ft), of the strength deck hatch opening amidships measured
between the inboard edges of the strength deck, as shown in
5-5-4/Figure 6
B = vessel’s breadth, in m (ft), amidships
w = width of the cross deck structure under consideration, in m (ft)
= 0.45 Sm fy
Ts is as defined in 5-5-3/3.1.
TM, ωM, L0, αM and ΓM are as defined in 5-5-4/7.
R is as defined in 5-5-4/17.5.3.
For cross deck structures abaft engine room, L0 may be taken as L0′ defined in 5-5-4/9.3.2.
The net thicknesses t1 and t2, (5-5-4/Figure 13) of the side plate of the cross deck box beam
are not to be less than the following;
t1 = L/50 + 6 mm (L/4170 + 0.24 in.),but need not be greater than 10 mm (0.39 in.)
t2 = 14 mm (0.55 in.)
where
The following minimum extent a1 and a2 of insert plates, (5-5-4/Figure 13) are provided as
guidance:
a1 = 1.5 br
a2 = 0.5 bs
Part 5
br = horizontal distance from the longitudinal bulkhead to the bracket end, as

bs = width of the strength deck of the hull girder section under consideration,
The required net thickness t2 may be reduced provided the strength of the resultant design is
verified by fine mesh finite element analyses as specified in 5-5-5/9.5 or 5-5-5/9.7 with the
combined load cases 5-5-3/9; however, in no case is the thickness to be taken less than t1
obtained from the above equation.
The side plating above the strength deck is also to meet the requirement in 5-5-4/19.1.1.
17.7.4 Cross Deck Beams 5-5-4/17.7.4

The net section modulus of each deck beam at the weather deck, in association with the
effective plating to which it is attached, is to be not less than obtained from the following
equations:
SM = M/fb cm3 (in3)
M = p s ! 2 103/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
s = spacing of deck beams
! = span of beam between effective supports, in m (ft)
p = nominal deck pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in
5-5-3/Table 2.
= 0.4 Sm fy
Sm, and fy are as defined in 5-5-4/11.3.1.
The effective breadth of the effective plating, be, is as defined in 5-5-4/11.5.
In general, the side plate of the cross deck box beam is to be horizontally stiffened. The net
section modulus of stiffeners is to be not less than as required for watertight bulkhead
stiffeners in 5-5-4/23.7 in the same location. Pressure is not to be taken less than 2.25 N/cm2
(0.23 kgf/ cm2, 3.27 lbf/in2).
17.7.4 Section Modulus of Cross Deck Box Beam 5-5-4/17.7.4

The net section modulus at any section of the cross deck box beam with respect to the vertical
axis z, (5-5-4/Figure 6), is not to be less than obtained from the following equation:
SM = M/fb cm3 (in3)
where
M = M1 + M2
M1 = k F z 105 N-cm (kgf-cm, lbf-in.)
M2 = k 0.17 C2 R b1 105 N-cm (kgf-cm, lbf-in.)

k = 1.0 (1.0, 0.269)
Part 5
C2 and R are as defined in 5-5-4/17.5.3.

F is as defined in 5-5-4/17.7.2.
b1 = width, in m (ft), of the hatch opening for the hull girder section under
consideration
z = horizontal distance from centerline of the vessel to the section of cross
deck box beam under consideration, in m (ft), as shown in 5-5-4/Figure 6.
z need not be taken more than 0.5 b1
fb = permissible bending stress, in N/cm2 (kgf/cm2, lbf/in2) = 0.85 Sm fy
The following items may be included in the calculation of the cross deck box beam section
modulus SM:
Transverse hatch coaming (above the strength deck)
Cross deck plating with stiffeners at the strength deck level
Bottom and top plating of the cross deck box beam with stiffeners
Side plates of cross deck box beam with stiffeners, (between strength deck and
bottom of the cross deck box beam)
17.9 Longitudinal Deck Girders Inboard of Lines of Openings (1998) 5-5-4/17.9

The net scantlings of the longitudinal deck girders inside the lines of outer-most hatch openings are to
satisfy the following condition and, in general, are to be maintained throughout its length:
fL1/η ≤ fa1 and fL2 ≤ fa2
where
fL1 = Ho fLD1
fL2 = Ho fLD2
fLD1 = calculated longitudinal hull girder compressive stress at the top flange of the
longitudinal deck girder, in N/cm2 (kgf/cm2, lbf/in2)
= C Msv /SM
fLD2 = calculated maximum longitudinal hull girder bending stress at the top flange of
the longitudinal deck structures, in N/cm2 (kgf/cm2, lbf/in2)
= C Mt /SM
Ho = effectiveness of longitudinal deck structures, as specified in 3-2-1/17.3
Msv = the maximum total vertical hull girder wave-induced sagging bending moment
amidships, in kN-m (tf-m, Ltf-ft), but is to be taken not less than Mw (sagging) as
specified in 5-5-3/5.1.1. For this purpose, Mw is to be calculated with kw = ko1/2.
Mt = total hull girder vertical bending moment, as specified in 5-5-3/7.1.1, with ku =
1.0, kc = 1.0 and kw = ko1/2, in kN-m (tf-m, Ltf-ft),
SM = the offered net design hull girder vertical section modulus amidships at the top
flange of the longitudinal deck girder, cm2-m (in2-ft)
Part 5
C = 1000 (1000, 2240)

η = fE /fy for fE /fy ≤ 0.6
= (1 − 0.24 fy /fE) for fE /fy > 0.6
fa1 = Sm fy − fb N/cm2 (kgf/cm2, lbf/in2)
fa2 = 0.9 Sm fy − fb N/cm2 (kgf/cm2, lbf/in2)

Sm = strength reduction factor for the longitudinal deck girders, as defined in
5-5-4/11.3.1
fE = π2 E/( ! 0/r)2 N/cm2 (kgf/cm2, lbf/in2)
E = modulus of elasticity of the material, may be taken as 2.06 × 107 N/cm2 (2.1 ×
106 kgf/cm2, 30 × 106 lbf/in.2) for steel
!0 = length of the strength deck hatch opening, in cm (in.)
r = least radius of gyration of the longitudinal deck girder, in cm (in.)
fb = bending stress, N/cm2 (kgf/cm2, lbf/in2). Where the longitudinal deck girder is
effectively supported by pillars, fb may be taken as zero
= M/SMv
M = bending moment of the longitudinal deck girder induced by container loads on
deck, in kN-cm (tf-cm, Ltf-in.)
= c md1 md2 Wd ! 0
c = 45 (45, 101.9) for a centerline longitudinal deck girder
= 30 (30, 67.2) for two longitudinal deck girders
md1 = tier number of 20 ft container stacks on deck
md2 = row number of 20 ft container stacks on deck
Wd = maximum design weight of a 20 ft container on deck, not to be taken less than
137.3 kN (14 tf, 13.8 Ltf).
SMv = section modulus of the longitudinal deck girder about its horizontal neutral axis,
in cm3 (in3)
fy = specified minimum yield point of the longitudinal deck girders, in N/cm2
(kgf/cm2, lbf/in2)
17.11 Deck Transverse in Underdeck Passageway (1998) 5-5-4/17.11

Deck transverses of the strength deck in the underdeck passageway are to have scantlings not less
than obtained from the following equations.
17.11.1 5-5-4/17.11.1
The net section modulus of the deck transverse is not to be less than obtained from the
following equation:
SM = M/fb cm3 (in3)
M = p s ! 2 105/k N-cm (kgf-cm, lbf-in)
Part 5
where
k = 12 (12, 44.64)
p = nominal pressure in kN/m2 (tf/m2, Ltf/ft2), as specified in 5-5-3/Table 2
s = spacing of the deck transverse, in m (ft)
! = span of the deck transverse, in m (ft)
! may be modified in accordance with 5-5-4/Figure 11.
= 0.7 Sm fy
17.11.2 5-5-4/17.11.2
The net section modulus of the deck transverse is not to be less than the section modulus of
the side transverse in 5-5-4/15.5. The depth and the net web thickness of the deck transverse
are also not to be less than required for side transverse in 5-5-4/15.3 nor for transverse web on
longitudinal bulkhead in 5-5-4/21.11.
17.13 Underdeck Passageway (Second Deck) (1999) 5-5-4/17.13

The net thickness of the passage deck is to be not less than t1 as specified below:
t1 = 9.0 mm for L ≥ 200 m
t1 = 0.02 L + 5.0 mm for 200m ≥ L ≥ 130 m
t1 = 0.354 in. for L ≥ 656 ft.
t1 = 0.00024 L + 0.20 in for 656 ft > L ≥ 427 ft.
In addition, the net thickness of the longitudinally framed passage deck plate is to be not less than
where
c = 0.7N2 − 0.2, not to be taken less than 0.2
N = Rd [(Q/Qd) (y/yn)]1/2
Rd = (SMRDS/SMD)1/2
= 0.95 SMS
(sagging) in 5-5-3/5.1.1 for this purpose, based on the material factor of the
strength deck flange of the hull girder, in cm2-m (in2-ft)
Part 5
SMD = net design hull girder section modulus amidships at the strength deck, in cm2-m
(in2-ft)
Q, Qd = material conversion factor in 5-5-4/5 for the side stringer plating, the bottom
flange and the strength deck flange of the hull girder, respectively
transverse section to the passage deck
yn = vertical distance, in m (ft), measured from the deck to the neutral axis of the hull
girder transverse section,
Sm and fy are defined in 5-5-4/11.3.1.
In addition, the passage deck forming a tank boundary is to comply with the requirement for a side
stringer in 5-5-4/15.5. Where the passage deck forms cargo hold boundary, the scantlings of the deck
are also to comply with the requirements for watertight longitudinal bulkhead in 5-5-4/21.5 and 5-5-
4/21.7.
FIGURE 12
Definitions of h1 and h2
Strength Deck
= = =
= Second Deck = =
h1 h1 h1
LWL
h2 h2 h2
d d d
Part 5
FIGURE 13
Sizes of Insert Plates
br
a1
t2
bs
t2
t1
a2 t2
t2
a2
t1
Part 5
19 Hatch Coamings and Hatch Covers (1998) 5-5-4/19
19.1 Hatch Coamings 5-5-4/19.1

Hatch coamings are to satisfy the following requirements.
19.1.1 Thickness of Coamings 5-5-4/19.1.1

The net thickness of the coaming plates is to be not less than 10 mm (0.4 in.). Horizontal
stiffeners are to be fitted on coamings. Effective brackets or stays are to be fitted at intervals
of not more than 3.0 m (10 ft). Where coamings exceed 915 mm (36 in.) in height the
arrangement of stiffeners and brackets, or stays, is to provide equivalent strength and
stiffness. Consideration is to be given to provide additional strength for deep coamings fitted
forward of 0.20L from FP which may be subject to impact loading from green water.
Where chocks are provided on the coaming to limit the horizontal movement of hatch cover,
the strength of the coaming and deck structure is to be adequate to withstand the load on these
chocks. Similar consideration is to be given to pads supporting the load from hatch covers.
19.1.2 Continuous Longitudinal Hatch Coamings 5-5-4/19.1.2

Continuous longitudinal hatch coamings on the strength deck which extend more than 1/7L
and are effectively supported by under deck structures are to be longitudinally stiffened. The
coaming thickness is to be not less than the value of t3 given in 5-5-4/17.1 adjusted for the
spacing of the coaming stiffeners and the material conversion factor. The stiffeners are to
comply with the requirements of 5-5-4/17.3 where ! is the distance between brackets. The
hull girder section modulus to the top of the coaming is to be as required by 5-5-4/3.1.1 and
5-5-4/3.1.3.
19.3 Hatch Covers 5-5-4/19.3

The strength and arrangements of hatch covers are generally to be determined in accordance with the
applicable parts of 3-2-15/7 and 3-2-15/9.
For container loading, the description of the container stowage arrangement including the exact
locations of the container pads, maximum design weight of a container and numbers of tiers and rows
is to be submitted. Where the pads are not in line with supporting structures, headers are to be
provided to transmit the container loads to these members. Each member intended to support
containers is to meet the requirements in 3-2-15/9.9 and also is to have a net section modulus, SM, in
cm3 (in3), and a net sectional area, As, in cm2 (in2), of the web portion not less than obtained from the
SM = M/fb
As = F/fs
where
M = maximum bending moment due to container loads, in N-cm (kgf-cm, lbf-in.)
= 0.80 Sm fy
F = shear force at the point under consideration due to container loads, in N (kgf, lbf)
Part 5

= 0.53 Sm fy
The container load is to be obtained from the equations in 5-5-3/5.5.2(b) with the maximum design
container weight for load case 3, 5 and 7 specified in 5-5-3/Table 1C .
In determining M, members are to be considered simply-supported.
21 Longitudinal Bulkheads (1998) 5-5-4/21

The net thickness of the longitudinal bulkhead plating forming tank boundaries, in addition to
compliance with 5-5-4/5.5, is to be not less than t1 and t2 specified below:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)

but not less than 9.5 mm (0.37 in.) or L/60 + 6.0 mm (L/5000 + 0.24
in.), whichever is less.
where
k1 = 0.342
k2 = 0.500
specified in 5-5-3/Table 2.
f1 = permissible bending stress, in longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
= [1.0 − 0.33 (z/B) − 0.52 α1 (SMRB/SMB)(y/yn)] Smfy , below neutral axis
= [1.0 − 0.33 (z/B) − 0.52 α2 (SMRD/SMD)(y/yn)] Smfy , above neutral axis
SMB/SMRB is not to be taken more than 1.2α1 or 1.4, whichever is less.
f2 = permissible bending stress, in the vertical direction in N/cm2 (kgf/cm2, lbf/in2)

= 0.85Sm fy
α1 = Sm1 fy1/Sm fy
α2 = Sm2 fy2/Sm fy
Sm = strength reduction factor of the longitudinal bulkhead plating as defined in 5-5-
4/11.3.1
fy = minimum specified yield point of the longitudinal bulkhead plating, in N/cm2
(kgf/cm2, lbf/in2)
longitudinal bulkhead strake under consideration
Part 5
transverse section to the lower edge of the longitudinal bulkhead strake under
consideration
yn = vertical distance, in m (ft), measured from the strength deck (bottom) to the
neutral axis of the section
L = vessel’s length, in m (ft), as defined in 3-1-1/3.1
In general, the longitudinal bulkhead is to be longitudinally framed except for the areas of 0.35D
above and below mid-depth of the longitudinal bulkhead. These areas of longitudinal bulkhead plating
may be transversely framed provided that the net thickness of the longitudinal bulkhead plating is not
less than t as specified below:
t = 0.73sk(k2 p/f)1/2 mm (in.)
where
s = spacing of vertical stiffener on the longitudinal bulkhead, in mm (in.)
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
f = permissible bending stress, in longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
= 1.2 [1.0 − 0.33 (z/B) − 0.52 α1 (SMRB/SMB) (y/yn)] Sm fy ≤ 0.85 Sm fy
below neutral axis
= 1.2 [1.0 − 0.33 (z/B) − 0.52 α2 (SMRD/SMD) (y/yn)] Sm fy ≤ 0.85 Sm fy
above neutral axis
Flats forming recesses or steps in the longitudinal bulkhead are also to be of not less net thickness
than required for the side stringer in 5-5-4/15.11.1.
In addition to the above tank requirements, the longitudinal bulkhead forming cargo hold boundary is
to comply with the requirements in 5-5-4/21.5 for watertight bulkheads.
In addition to the above requirements, the net thickness of the longitudinally framed strakes is also to
be not less than obtained from the following equation.
where
c = 0.7N2 − 0.2, not to be less than 0.2
c for the top strake is not to be taken less than 0.4Q1/2.
Part 5
N = Rd (Q/Qd)1/2 for the top strake
= Rd [(Q/Qd) (y/yn)]1/2 for other locations above neutral axis
= Rd [(Q/Qb) (y/yn)]1/2 for locations below neutral axis
Rd = (SMRDS/SMD)1/2
Rb = (SMRBH/SMB)1/2
= 0.95 SMs
SMs = reference gross hull girder section modulus in accordance with 5-5-4/3.1.1, for
(sagging) in 5-5-3/5.1.1 for this purpose, based on material factor of the strength
= 0.9 SMH
Q, Qb, Qd = material conversion factor in 5-5-4/5 for the bulkhead plating, the bottom flange
and the strength deck flange of the hull girder, respectively
transverse section to the lower edge (upper edge) of the bulkhead strake, when
the strake under consideration is below (above) the neutral axis.
the hull girder transverse section, when the strake under consideration is below
(above) the neutral axis
Sm and fy are defined in 5-5-4/21.1 and E is defined in 5-5-4/11.3.1.
The minimum width of the top strake for the midship 0.4L is to be obtained from the following
equations:
b = 5L + 800 mm for L ≤ 200 m
= 0.06L + 31.5 in for L ≤ 656 ft
b = 1800 mm for 200 < L ≤ 500 m
= 70.87 in. for 656 < L ≤ 1640 ft
b = width of top strake, in mm (in.)
Part 5
21.3 Tank Bulkhead Longitudinals/Stiffeners 5-5-4/21.3

The net section modulus of each longitudinal or each vertical stiffener on the longitudinal bulkhead
and double bottom water-tight girder forming tank boundaries, in association with the effective
plating to which it is attached, is to be not less than obtained from the following equations:
SM = M/fb cm3 (in3)
M = c1 c2 p s ! 2 103/k N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
c1 = 1.0 for longitudinals
= 1 + γ ! /10 p for vertical stiffeners
γ = specific weight of the liquid ≥ 1.005 N/cm2-m (0.1025 kgf/cm2-m,
0.444 lbf/in2-ft)
c2 = 1.0 without struts
! = span of longitudinals or vertical stiffeners between effective supports, as shown
in 5-5-4/Figure 8, in m (ft)
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the longitudinal considered as
specified in 5-5-3/Table 2 .
For vertical stiffeners, pressure is to be taken at the midspan of each stiffener.
for longitudinals on the longitudinal bulkhead below neutral axis
for longitudinals on the longitudinal bulkhead above neutral axis
= 1.4 [1.0 − 0.33 (z/B) − 0.52 (α1 SMRB/SMB) (y/yn)] Sm fy ≤ 0.80 Sm fy
for longitudinals on the double bottom tight girders
= 0.90 Sm fy for vertical stiffeners
transverse section to the longitudinal under consideration at its connection to the
associated plate
Sm, fy, α1, α2, z, and yn are defined in 5-5-4/21.1.
Part 5
The effective breadth of the effective plating, be, is as defined in 5-5-4/11.5.

Where struts are fitted as an effective supporting system for side tank structures, the requirement for
the vertical stiffeners on the longitudinal bulkhead are also to be not less than 90% of the side frame
requirement in 5-5-4/13.3.
Longitudinals or horizontal stiffeners on the flats forming recesses or steps in the longitudinal
bulkhead are to comply with the requirements for the stiffeners on the side stringer in 5-5-4/15.11.2.
In addition to the above tank requirements, the longitudinal bulkhead forming a cargo hold boundary
is to comply with the requirements in the following subsection for the watertight bulkhead.
21.5 Watertight Bulkhead Plating 5-5-4/21.5

The net thickness of the longitudinal bulkhead plating forming cargo hold boundaries, in addition to
compliance with 5-5-4/5.5, is to be not less than t1, and t2 specified below:
t1 = 0.73s(k1 k3 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 k3 p/f2)1/2 mm (in.)

but not less than 9.0 mm (0.354 in.) or L/60 + 4.0 mm (L/5000 + 0.157 in.) whichever is less.
where
= 0.500 k2 for vertically stiffened plating
k2 = 0.500
k3 = 0.74
All other parameters are defined in 5-5-4/21.1.
In addition to the above the requirement, the required net thickness t3 of the longitudinally framed
strakes and the minimum width of the top strake for the midship 0.4L are to be obtained from
5-5-4/21.1.
21.7 Watertight Bulkhead Longitudinals/Stiffeners 5-5-4/21.7

The net section modulus of each longitudinal or vertical stiffener on the longitudinal bulkhead
forming cargo hold boundaries, in association with the effective plating to which it is attached, is to be
not less than obtained from the following equations:
SM = M/fb cm3 (in3)
M = c1 c2 c3 p s ! 2 103/k N-cm (kgf-cm, lbf-in.)

where
c3 = 0.74
specified in 5-5-3/Table 2. For vertical stiffeners, pressure is to be taken at the
midspan of each stiffener.
Part 5

for longitudinals below neutral axis
for longitudinals above neutral axis
= Sm fy for vertical stiffeners
21.9 Longitudinals in Upper Wing Torsional Box 5-5-4/21.9

The net section modulus of longitudinals on the longitudinal bulkhead forming the upper wing
torsional box is to be not less than as required for watertight bulkhead longitudinal in 5-5-4/21.7
above in the same location. Pressure is not to be taken less than 2.25 N/cm2 (0.23 kgf/cm2, 3.27
lbf/in2). In addition, the net moment of inertia of longitudinals on the longitudinal bulkhead, within
the region of 0.1D from the strength deck, in association with the effective plating (bWL tn), is to be
not less than io as specified in 5-5-4/13.3.
21.11 Transverse Web on Longitudinal Bulkhead in Underdeck Passageway (1998) 5-5-

4/21.11
Transverse webs on longitudinal bulkhead in the under-deck passageway are to have scantlings not
less than obtained from the following equations.
21.11.1 Section Modulus of Web 5-5-4/21.11.1

The net section modulus of the side transverse web on longitudinal bulkhead is not to be less
SM1 = M/fb1 cm3 (in3)
SM2 = M2/fb2 cm3 (in3)
M1 = pu s ! 2 105/k N-cm (kgf-cm, lbf-in.)

M2 = k 8 λ γ1 p h s1 y N-cm (kgf-cm, lbf-in.)
where
k1 = 12 (12, 44.64)
pu = nominal pressure for flooding condition calculated at the mid-span of the
transverse web under consideration, in kN/m2 (tf/m2, Ltf/ft2), as specified
in 5-5-3/Table 2
Pressure is not to be taken less than 22.5 kN/m2 (2.3 tf/m2, 0.21 Ltf/ft2)
s = spacing of the transverse webs, in m (ft)
! = span of the transverse web, in m (ft)
y = k2 hu/2
k2 = 100 (100, 12)
hu = height of the underdeck passageway, in m (ft)
fb1 = permissible bending stress, in N/cm2 (kgf/cm2 lbf/in2)
Part 5
= 0.95 Sm fy
fb2 = permissible bending stress, in N/cm2 (kgf/cm2 lbf/in2)
= 0.85 Sm fy
k, λ, γ1, p, h and s1 are as defined in 5-5-4/15.1.
21.11.2 Depth of Web 5-5-4/21.11.2

The depth of the transverse web is not to be less than obtained from the following equation:
d=k ! mm (in.)
where
k = 125 (1.5)
! is as defined in 5-5-4/21.11.1 above.
21.11.3 Web Thickness 5-5-4/21.11.3

The net web thickness of the transverse web is not to be less than obtained from the following
equation:
t1 = k3 F1/(dw fs) mm (in.)
t2 = k3 F2/(dw fs) mm (in.)
F1 = k 500 pu s ! N (kgf, lbf)
where
k3 = 10 (10, 1.0)
k = 1.0 (1.0, 2.24)
fs = permissible shear stress, in N-cm2 (kgf-cm2, lbf-in2)
= 0.50 Sm fy
pu, s and ! are as defined in 5-5-4/21.11.1 above. F2 is as defined in 5-5-4/15.3.2.
23 Transverse Bulkheads – Plating and Stiffeners (1998) 5-5-4/23

The net thickness of transverse bulkhead plating forming tank boundaries is to be not less than t as
specified below:
t = 0.73 s k(k1 p/f)1/2 mm (in.)
but not less than 9.5 mm (0.37 in.) or L/60 + 6.0 mm (L/5000 + 0.24 in.)
where
s = spacing of bulkhead stiffeners, in mm (in.)
Part 5
k1 = 0.500
k = (3.075 (α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0, (α > 2)
p = nominal pressure, N/cm2 (kgf/cm2, lbf/in2), at the lower edge of each plate, as
specified in 5-5-3/Table 2 for transverse bulkhead members
= 0.85 Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
L = vessel’s length, in m (ft), as defined in 3-1-1/3.1
In addition to the above tank requirements, the transverse bulkhead forming a cargo hold boundary is
to comply with the requirements in 5-5-4/23.5 for the watertight bulkhead.
23.3 Tank Bulkhead Stiffeners 5-5-4/23.3

The net section modulus of each individual vertical/horizontal stiffener on the transverse bulkheads
forming tank boundaries and tank end floor, in association with the effective plating, is to be not less
SM = M/fb cm3 (in3)
M = c1 p s ! 2 103/k N-cm (kgf-cm, lbf-in.)
where
k = 12(12, 83.33)
c1 = 1.0 for horizontal stiffeners
= 1 + γ ! /10 p for vertical stiffeners
γ = specific weight of the liquid, 1.005 N/cm2-m (0.1025 kgf/cm2-m,
0.444 lbf/in2-ft)
s = spacing of vertical/horizontal stiffeners, in mm (in.)
! = span of stiffeners between effective supports, in m (ft)
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the stiffener considered as
midspan of each stiffener.
= 0.70 Sm fy
23.5 Watertight Bulkhead 5-5-4/23.5

The net thickness of transverse bulkhead plating forming cargo hold boundaries is to be not less than t
as specified below:
t = 0.73sk(k1 p/f )1/2 mm (in.)
but not less than 9.0 mm (0.354 in.) or L/60 + 4.0 mm (L/5000 + 0.157 in.) whichever is
less.
Part 5
where
s = spacing of bulkhead stiffeners, in mm (in.)
k1 = 0.50
specified in 5-5-3/Table 2.
= 0.90 Sm fy, in N/cm2 (kgf/cm2, lbf/in2)
23.7 Watertight Bulkhead Stiffeners 5-5-4/23.7

The net section modulus of each individual vertical/horizontal stiffener on the transverse bulkheads in
cargo hold, in association with the effective plating to which they are attached, is to be not less than
SM = M/fb cm3 (in3)
M = c1 c3 p s ! 2 103/k N-cm (kgf-cm, lbf-in.)

where
c3 = 0.8

mid-span of each stiffener.
= 0.9 Sm fy
23.9 Underdeck Passageway (1998) 5-5-4/23.9

In a case where watertight transverse bulkheads are provided within the underdeck passageway, their
scantlings are to be not less than required for watertight transverse bulkheads in cargo hold in 5-5-
4/23.5 and 5-5-4/23.7.
25 Watertight Bulkheads Main Supporting Members (1998) 5-5-4/25
25.1 Transverse Watertight Bulkhead 5-5-4/25.1
25.1.1 Section Modulus of Horizontal Girder 5-5-4/25.1.1

The net section modulus of horizontal girders on watertight bulkheads is not to be less than
SM1 and SM2 as defined below, whichever is greater (see also 5-5-4/1.3):
SM1 = (M1 + M2)/fb1 cm3 (in3)
SM2 = M3/fb2 cm3 (in3)

M1 = k1 10,000 c2 P! ! b N-cm (kgf-cm, lbf-in.)
Part 5
M2 = k2 6,000 E I δ c3/ ! b2 N-cm (kgf-cm, lbf-in.)
M3 = k1 10,000 c2 p s ! b2 N-cm (kgf-cm, lbf-in.)

where
k1 = 1.0 (1.0, 0.269)
k2 = 1.0 (1.0, 2.24)
P! = dynamic container load in longitudinal direction on horizontal girder, in
kN (tf, Ltf)
= Q/(n + 1)
n = number of the horizontal girders
Q = m1 m2 W ( ! v /h4) (sin (0.5φ) + 0.5 a! /g)
φ = angle of pitch, in degrees, as specified in 5-5-3/5.5.1(a)
a! = longitudinal acceleration, as specified in 5-5-3/5.5.1(c) at the mid-span of
the vertical web of span ! v, in m/sec2 (ft/sec2)
!v = span of vertical web, in m (ft), as defined in 5-5-4/Figure 14 and
5-5-4/Figure 15, as applicable.
!b = span of the horizontal girders measured between the longitudinal
bulkheads, in m (ft), as defined in 5-5-4/Figure 14 and 5-5-4/Figure 15,
as applicable.
p = pressure for flooding condition calculated at the mid-span of the
horizontal girder under consideration, in kN/m2 (tf/m2, Ltf/ft2), as
s = spacing of the horizontal girders under consideration, in m (ft)
δ = relative displacement in longitudinal direction due to torsion at both ends
of horizontal girder under consideration, in cm (in.)
= 60 Cn (TM + TS) L02 ωM (yh − db)/[E αM ΓM (D − db)]
TM = nominal wave-induced torsional moment amidships, in kN (tf-m, Ltf-ft),
as defined in 5-5-3/5.1.5
TS = still-water torsional moment amidships, in kN (tf-m, Ltf-ft), as specified
in 5-5-3/3.1
yh = vertical distance from baseline to the horizontal girder under
db = depth of the double bottom, in m (ft)
D = vessel’s depth, in m (ft), as defined in 3-1-1/7.
c2 = 0.316α2 for α < 0.5
= 0.204α2 + 0.028 for 0.5 ≤ α ≤ 1.0

= 0.077α + 0.16 for α > 1.0
Part 5
c2 is not to be taken less than 0.05
α = 0.9 ( ! v / ! b) [(I/Iv) (sv/s)]1/4

if more than one vertical web is fitted on the bulkhead, average values of
! v, sv and Iv are to be used when these values are not the same for each
web.
sv = spacing of vertical webs, in m (ft)
I = moment of inertia of the horizontal girder at the mid-span, in m4 (ft4)
Iv = moment of inertia of the vertical web at the mid-span, in m4 (ft4)
c3 = 2 z/ ! b, ≥ 0.4
z = horizontal distance from the mid-span of the horizontal girder to the
location under consideration, in m (ft), as defined in 5-5-4/Figure 14 or
5-5-4/Figure 15
E = modulus of elasticity of the material, may be taken as 2.06 × 108 kN/m2
(2.1 × 107 tf/m2, 1.92 × 106 Ltf/ ft2) for steel
fb1 = permissible bending stress for service conditions, in N/cm2 (kgf/cm2,
lbf/in2)
= 0.70 Sm fy
fb2 = permissible bending stress for flooding condition, in N/cm2 (kgf/cm2,
lbf/in2)
= 0.95 Sm fy
Cn, αM, ΓM and ωM are as defined in 5-5-4/7.
L0 is as defined in 5-5-4/9.3.
m1, m2, W, h4 and g are as defined in 5-5-4/17.5.3.
The required net section modulus, SM1, may be reduced provided the strength of the resultant
design is verified with the subsequent total strength assessment in Section 5-5-5. However, in
no case is the net section modulus to be taken less than 85% of SM1 determined from the
above equation.
25.1.2 Web Sectional Area of Horizontal Girder 5-5-4/25.1.2

The net sectional area of the web portion of horizontal girders on watertight bulkheads is not
to be less than A1 and A2, as defined below, whichever is greater (see also 5-5-4/1.3);
A1 = (F1 + F2)/fs1 cm2 (in2)
A2 = F3/fs2 cm2 (in2)

F1 = k2 500 cF P! N (kgf, lbf)
F2 = k 120 E I δ / ! 3b N (kgf, lbf)

F3 = k2 500 cF p s ! b N (kgf, lbf)
Part 5
where
k = 1.0 (1.0, 18.67)
cF = 0.51 α − 0.01 for α < 0.7
= 0.42 α1/2 for 0.7 ≤ α

cF is not to be taken less than 0.25
fs1 = permissible shear stress for service conditions, in N/cm2 (kgf/cm2,

lbf/in2)
= 0.45 Sm fy
fs2 = permissible shear stress for flooding condition, in N/cm2 (kgf/cm2,
lbf/in2)
= 0.54 Sm fy
k2, α, P! , p, s, ! b, E, I and δ are as defined in 5-5-4/25.1.1 above.
The required net section area, A1, may be reduced provided the strength of the resultant design
is verified with the subsequent total strength assessment in Section 5-5-5. However, in no
case is the net section area to be taken less than 85% of A1 determined from the above
equation.
25.1.3 Section Modulus of Vertical Web 5-5-4/25.1.3

The net section modulus of vertical webs on watertight bulkheads is not to be less than
obtained from the following equation (see also 5-5-4/1.3);
SM = M/fb cm3 (in3)
= k1 10,000 cM p sv ! v2 N-cm (kgf-cm, lbf-in.)

where
k1 = 1.0 (1.0, 0.269)
!v = span of vertical web, in m (ft), as defined in 5-5-4/Figure 14 and
5-5-4/Figure 15, as applicable.
sv = spacing of vertical webs, in m (ft)
p = pressure for flooding condition calculated at the mid- span of the vertical
web under consideration, in kN/ m2 (tf/m2, Ltf/ft2), as specified in
5-5-3/Table 2
cM = 0.637 for bulkhead without horizontal girder
= 0.637 − 0.4 α ≥ 0.35 for bulkhead with horizontal girder
α = as defined in 5-5-4/25.1.1, except that the value of s, ! b and I are to be
averaged in case more than one horizontal girder is fitted on bulkhead
Part 5
fb = permissible bending stress for flooding condition, in N/cm2 (kgf/cm2,

lbf/in2)
= 0.95 Sm fy
25.1.4 Web Sectional Area of Vertical Web 5-5-4/25.1.4

The net sectional area of the web portion of vertical webs on watertight bulkheads is not to be
less than obtained from the following equation (see also 5-5-4/1.3);
A = F/fs cm2 (in2)
F = k2 600 c1 c2 p sv ! v N (kgf, lbf)
where
c1 = 0.678 for bulkhead without horizontal girder
= 0.678 − 0.36α, ≥ 0.45 for bulkhead with horizontal girder
c2 = 1 − 0.4 y/ ! v
y = vertical distance from the lower end of the vertical web to the location
under consideration, in m (ft), as defined in 5-5-4/Figure 14 or
5-5-4/Figure 15 )
fs = permissible shear stress for flooding condition, in N/cm2 (kgf/cm2,
lbf/in2)
= 0.54 Sm fy
! v , sv, p and α are as defined in 5-5-4/25.1.3 above.
k2 is as defined in 5-5-4/25.1.1 above.
25.3 Mid-hold Strength Bulkhead 5-5-4/25.3

Where fitted in accordance with 3-2-9/1.7, mid hold strength bulkheads are to meet the following
requirements. The requirements of the net section modulus and net sectional area for horizontal
girders and vertical webs may be reduced provided the strength of the resultant design is verified with
the subsequent total strength assessment in Section 5-5-5. However, in no case are they to be taken
less than 85% of those determined from the following equations.
25.3.1 Section Modulus of Horizontal Girder 5-5-4/25.3.1

The net section modulus of horizontal girders on mid-hold strength bulkheads is not to be less
than obtained from the following equation (see also 5-5-4/1.3);
SM = (M1 + M2)/fb cm3 (in3)
M1 = k1 10,000 c2 P ! ! b N-cm (kgf-cm, lbf-in.)
M2 = k2 6,000 E I δ c3/ ! b2 N-cm (kgf-cm, lbf-in.)

where
Part 5
= 0.75 Sm fy − 1,000 Pt /A
Pt = dynamic container load in transverse direction on horizontal girder, in kN
(tf, Ltf)
= c4 Qt /(n + 1)
c4 = 0.5 + z/ ! b
n = number of the horizontal girders
Qt = m1 (m2 − 1) W ( ! v/h4) (sin (0.5θ) + 0.5 at /g)
θ = angle of roll at LWL draft, in degrees, as specified in 5-5-3/5.5.1(b)
at = transverse acceleration amidships, as specified in 5-5-3/5.5.1(c) at the
mid-span of vertical web of span ! v for wave heading of 60°, in m/sec2
(ft/sec2)
A = net cross sectional area of the horizontal girder, in cm2 (in2)
k1, k2, P ! , ! b, ! v, E, I, δ, c2, c3 and z are as defined in 5-5-4/25.1.1 above.
25.3.2 Web Sectional Area of Horizontal Girder 5-5-4/25.3.2

The net sectional area of the web portion of horizontal girders on mid-hold strength bulkheads
is not to be less than obtained from the following equation (see also 5-5-4/1.3);
A1 = (F1 + F2)/fs cm2 (in2)
F1 = k2 500 cF P! N (kgf, lbf)
F2 = k 120 E I δ/ ! 3b N (kgf, lbf)

where
fs = permissible shear stress, in N/cm2 (kgf/cm2, lbf/in.2)
= 0.45 Sm fy
k2, P! , ! b, E, I and δ are as defined in 5-5-4/25.1.1 above.
k and cF are as defined in 5-5-4/25.1.2 above.
25.3.3 Section Modulus of Vertical Web 5-5-4/25.3.3

The net section modulus of the vertical web on mid-hold strength bulkhead is not to be less
than obtained in 5-5-4/25.3.3(a) and 5-5-4/25.3.3(b) below.
25.3.3(a) Section Modulus Parallel to Transverse Section
The net section modulus of the vertical web on mid-hold strength bulkhead, about the neutral
axis parallel to the transverse section of vessel, is not to be less than obtained from the
following equation (see also 5-5-4/1.3);
SM = M/fb cm3 (in3)
Part 5
M = k1 10,000 cM P! ! v N-cm (kgf-cm, lbf-in.)

where
P! = dynamic container load in longitudinal direction on vertical web, in kN
(tf, Ltf)
= Q! /(n + 1)
n = number of the vertical webs
Q! = m1 m2 W ( ! v/h4) [sin (0.71φ) + 0.5 a! /g]
φ = angle of pitch, in degrees, as specified in 5-5-3/5.5.1(a).

a! = longitudinal acceleration, as specified in 5-5-3/5.5.1(c), at the mid-span
of the vertical web, in m/sec2 (ft/sec2)
= 0.75 Sm fy − 1,000 Pv /A
Pv = static and dynamic container load in vertical direction on vertical web, in
kN (tf, Ltf)
= Qv/(n + 1)
Qv = md1 md2 Wd (1 + 0.57 av/g) ( ! b/B)
md1 = tier number of container stacks on deck
md2 = row number of container stacks on deck
Wd = maximum design weight of an equivalent 40 ft container on deck, not to
be taken less than 176.5kN (18 tf, 17.7 Ltf)
av = vertical acceleration amidships, as specified in 5-5-3/5.5.1(c) for wave
heading angle of 0°, in m/sec2 (ft/sec2)
A = net sectional area of the vertical web, in cm2 (in2)
B = breadth of vessel, in m (ft), as defined in 3-1-1/5.
k1 and ! b are as defined in 5-5-4/25.1.1 above.
cM and ! v are as defined in 5-5-4/25.1.3 above.
25.3.3(b) Section Modulus Parallel to Longitudinal Section
The net section modulus of the vertical web, about the neutral axis parallel to the center line
of vessel, is not to be less than obtained from the following equation (see also 5-5-4/1.3);
SM = M/fb cm3 (in3)
M = k1 c Pt1 ! v1 N-cm (kgf-cm, lbf-in.)
where
k1 = 1.0 (1.0, 0.269)
Part 5
! v1 = span of vertical web between adjacent horizontal girders, in m (ft), as

defined in 5-5-4/Figure 14 and 5-5-4/Figure 15 for bulkhead with
horizontal girders
= ! v for bulkhead without horizontal girder
c = 12500 where 2 containers are located between adjacent horizontal
girders
= 22200 where 3 containers are located between adjacent horizontal
girders
= 8330 (m1 − 1) where there is no horizontal girder
Pt1 = W [sin (0.71θ) + 0.64 at /g], in kN (tf, Ltf)
θ = angle of roll at LWL draft, in degrees, as specified in 5-5-3/5.5.1(b)
at = transverse acceleration amidships, as specified in 5-5-3/5.5.1(c) at the
level of the mid-span ! v1 of vertical web of span, ! v1 for wave heading
angle of 90°, amidships, in m/sec2 (ft/sec2)
= 0.80 Sm fy
m1, W and g are as defined in 5-5-4/17.5.3
25.3.4 Web Sectional Area of Vertical Web 5-5-4/25.3.4

The net sectional area of the web portion of the vertical web on mid-hold strength bulkhead is
not to be less than obtained from the following equation, (see also 5-5-4/1.3);
A = F/fs cm2 (in2)
F = k2 500 c1 P! N (kgf, lbf)
where
= 0.45 Sm fy
k2 is as defined in 5-5-4/25.1.1 above.
c1 is as defined in 5-5-4/25.1.4 above.
P! is as defined in 5-5-4/25.3.3(a) above.
25.5 Minimum Thickness and Stiffening Arrangement of Webs 5-5-4/25.5

The net thickness of the web plate of the main supporting members is to be not less than 8.5 mm (0.33
in.).
Suitable stiffening arrangement is to be considered based on the structural stability of the web plates.
Tripping brackets are to be fitted at intervals of about 3 m (10 ft.).
Part 5
FIGURE 14
Transverse Watertight and Mid-hold Strength Bulkhead Definition of
Spans for Bulkhead without Bottom Stool
cross deck box beam
!b
!v !v !v1
y
!b
CL
Part 5
FIGURE 15
Transverse Watertight and Mid-hold Strength Bulkhead Definitions of
Spans for Bulkhead with Bottom Stool
cross deck box beam
!b
!v !v1
inner bottom
L
C
PART
5
Length)
CONTENTS
1.1 General................................................................................. 767
1.7 Structural .............................................................................. 768
3 Yielding Criteria................................................................... 768
3.1 General................................................................................. 768
3.5 Plating................................................................................... 769
5 Buckling And Ultimate Strength Criteria ........................... 770
5.1 General................................................................................. 770
5.3 Plate Panels ......................................................................... 771
5.9 Deep Girders and Webs....................................................... 775
5.11 Longitudinal Deck Girders, Cross Deck Box Beams and
Vertical Webs ....................................................................... 775
5.13 Hull-girder Ultimate Strength ................................................ 776
7 Fatigue Life .......................................................................... 777
7.1 General................................................................................. 777
7.3 Procedures ........................................................................... 778
9.7 Refined 3D Local Structural Models..................................... 780
9.9 Load Cases .......................................................................... 780
PART
5
Length) 5 - 5 - 5
SECTION 5 Total Strength Assessment (1998)
1.1 General (1998) 5-5-5/1.1

When assessing the adequacy of the structural configuration and the initially selected scantlings, the
the failure criteria specified in 5-5-5/3, 5-5-5/5 and 5-5-5/7 below. In this regard, the structural
response (load effects) is to be calculated by performing a structural analysis as specified in 5-5-5/9 or
by other equivalent and effective means. Due consideration is to be given to structural details as given
in 5-5-5/1.7.

considered. Bottom slamming, bowflare slamming and other loads, as specified in 5-5-3/11 and
5-5-3/13, are also to be considered as necessary.

The total stress in stiffened plate panels of the hull-girder can be divided into the following three
categories:
1.5.1 Primary 5-5-5/1.5.1

Primary stresses are those resulting from hull-girder bending. The primary bending stresses
wave bending moments and the effective hull-girder section modulus at the section
considered. These primary stresses, designated by fL1, (fL1V, fL1H for vertical and horizontal
bending, respectively) may be regarded as uniformly distributed across the thickness of plate
elements, at the same level measuring from the relevant neutral axis of the hull-girder.
In addition, warping stresses in the longitudinal direction, fLW, are also to be considered for
the deck structures as specified in this section.
Part 5
1.5.2 Secondary 5-5-5/1.5.2

longitudinal and transverse bulkheads due to local loads. The secondary bending stresses
designated by fL2 or fT2, are to be determined by performing a 3D FEM analysis as outlined in
this section.
For longitudinally stiffened hull structures, there is another secondary stress corresponding to
bending of longitudinals with the associated plating between deep transverses or floors. These
additional secondary stresses, designated by f*L2, may be approximated by simple beam
theory.
The secondary stresses, fL2, fT2, or f*L2, may be taken as uniformly distributed in the flange
plating and face plates.
1.5.3 Tertiary 5-5-5/1.5.3

Tertiary stresses are those resulting from local bendings of the plate panels between stiffeners.
The tertiary stresses, designated by fL3 or fT3, can be calculated using classic plate theory.

The strength criteria specified in 5-5-4/3 through 5-5-4/25 and Section 5-5-6 are based on
assumptions that all structural joints and welded details are properly designed and fabricated and are
compatible with the anticipated working stress levels at the locations considered. It is critical to
closely examine the loading patterns, stress concentrations and potential failure modes of all structural
joints and details during the design of highly stressed regions. In this exercise, failure criteria
specified in 5-5-5/3, 5-5-5/5 and 5-5-5/7 may be used to assess the adequacy of structural details.
To enhance the structural integrity and to prevent possible cracks at hatch corners, due consideration
is to be given to the shapes of cut-outs and to the heavy insert plates as shown in 5-5-4/Figure 2, of
material with impact properties corresponding to material class required for stringer plate in strength
deck in 3-1-2/Tables 1 and 2.
3 Yielding Criteria 5-5-5/3
3.1 General 5-5-5/3.1

To prevent structural failure due to material yielding the calculated stresses in the hull structure are to
be within the limits given below for all the combined load cases specified in 5-5-3/9.3.
3.3 Structural Members and Elements 5-5-5/3.3

combined effects of all the calculated stress components are to satisfy the following limit:
fi ≤ Sm fy N/cm2 (kgf/cm2, lbf/in2)
where
= (fL2 + fT2 − fL fT + 3 fLT2)1/2
fL = calculated total in-plane stress in the longitudinal direction including the primary,
secondary and local load effects
Part 5
= fL1 + fL2 + f*L2 + fLW N/cm2 (kgf/cm2, lbf/in2)
fL1 = direct stress due to primary (hull-girder) bending, in N/cm2 (kgf/cm2, lbf/in2)
fL2 = direct stress due to secondary bending between bulkheads in the longitudinal
direction N/cm2 (kgf/cm2, lbf/in2)
f*L2 = direct stress due to local bending of longitudinals or stiffeners between
transverses in the longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
fLW = warping stresses in the longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
fT = calculated total direct stress in the transverse/vertical direction, including the
secondary and local load effects
= fT2 + f*T2 N/cm2 (kgf/cm2, lbf/in2)

fT2 = direct stress due to secondary bending between bulkheads in the
transverse/vertical direction, in N/ cm2 (kgf/cm2, lbf/in2)
f*T2 = direct stress due to local bending of stiffeners in the transverse/vertical direction,
fy = specified minimum yield point, in N/cm2 (kgf/cm2, lbf/in2)
For this purpose, f*L2 and f*T2 in the flanges of longitudinals and stiffeners, at the ends of their spans,
may be obtained from the following equation.
f*L2 = 0.071 s p ! 2/SML N/cm2 (kgf/cm2, lbf/in2)
f*T2 = 0.071 s p ! 2/SMT N/cm2 (kgf/cm2, lbf/in2)

where
3.5 Plating 5-5-5/3.5

components are to satisfy the limits specified in 5-5-5/3.3 above with fL and fT modified as follows:
fL = fL1 + fL2 + f*L2 + fLW + fL3 N/cm2 (kgf/cm2, lbf/in2)
fT = fT2 + f*T2 + fT3 N/cm2 (kgf/cm2, lbf/in2)
Part 5
where
fL3, fT3 = equivalent plate bending stresses between stiffeners in the longitudinal and
transverse directions, respectively, and may be approximated as follows:
fL3 = kL p (s/tn)2 N/cm2 (kgf/cm2, lbf/in2)
fT3 = kT p (s/tn)2 N/cm2 (kgf/cm2, lbf/in2)
kL = 0.182 or 0.266 for stiffeners in the longitudinal or transverse direction,
respectively
kT = 0.266 or 0.182 for stiffeners in the longitudinal or transverse direction,
respectively
p = net lateral pressures for the combined load case considered (see 5-5-3/9.3.1(b) )
s = stiffeners spacing, in mm (in.)
fL1, fL2, f*L2, fLW, fT2 and f*T2 are as defined in 5-5-5/3.3 above
5 Buckling And Ultimate Strength Criteria (1998) 5-5-5/5
5.1 General 5-5-5/5.1
5.1.1 Approach 5-5-5/5.1.1

The strength criteria given here correspond to either serviceability (buckling) state limit or
ultimate state limit for structural members and panels, according to the intended functions and
buckling resistance capability of the structure. For plate panels between stiffeners of decks,
shell or plane bulkhead, buckling in the elastic range is acceptable provided that the ultimate
strength of the structure satisfies the specified design limits. The critical buckling stresses and
ultimate strength of structural elements and members may be determined based on either well
documented experimental data or a calibrated analytical approach. When a detailed analysis is
not available, the equations given in Appendix 5-5-A2 may be used to assess the buckling
strength.

The strength criteria, given in 5-5-5/5.3 through 5-5-5/5.11 below, are based on the following
assumptions and limitations with respect to buckling control in the design.
the plate panels being supported by the stiffeners.
5.1.2(b) All the longitudinals and stiffeners are designed to have moments of inertia with the
associated effective plating not less than io given in 5-5-A2/11.1.
5.1.2(c) The main supporting members, including transverses, girders and floors with the
effective associated plating, are to have the moment of inertia not less than is given in
5-5-A2/11.5.
that local instability is prevented. (5-5-A2/11.7).
prevented. (5-5-A2/11.9 ).
Part 5
For structures which do not satisfy these assumptions, a detailed analysis of buckling strength
using an acceptable method is to be submitted for review.

equation:
(fL/R ! fcL)2 + (fT/Rt fcT)2 + (fLT/fcLT)2 ≤ 1.0
where
fL = calculated total compressive stress in the longitudinal direction for the
plate, in N/cm2 (kgf/cm2, lbf/in2), induced by bending and torsion of the
hull-girder and large stiffened panels between bulkheads
fT = calculated total compressive stress in the transverse/vertical direction, in
fLT = calculated total shear stresses in the horizontal/vertical plane, in N/cm2
(kgf/cm2, lbf/in2)
longitudinal, transverse/vertical direction and edge shear, respectively, in N/cm2 (kgf/cm2,
lbf/in2), and may be determined from the equations given in Appendix 5-5-A2.
R ! , Rt = reduction factors accounting for lateral load effects, and may be
approximated by
R! = 1.0, Rt = 1.0 − 0.45 (q1/2 − 0.71), q ≥ 0.5
for plating longitudinally stiffened.
Rt = 1.0, R ! = 1.0 − 0.45(q1/2 − 0.71), q ≥ 0.5
for plating transversely stiffened.
q = lateral load parameter = pn (s/tn)4/π2E
pn = net lateral pressure for the combined load cases considered (see
5-5-3/9.3.1(b) ), in N/cm2 (kgf/cm2, lbf/in2)
s = stiffener spacing, in mm (in.)
E = Young’s modulus, in N/cm2 (kgf/cm2, lbf/in2), for steel 2.06 × 107
(2.10 × 106, 30 × 106)
R ! , Rt are not to be taken less than 0.50.
fL, fT and fLT are to be determined for the critical combined load cases specified in 5-5-3/9.3
including the primary and secondary stresses as defined in 5-5-5/3.3. fL and fT may be taken as
zero when they are in tension.
Part 5

When the buckling state limit specified in 5-5-5/5.3.1 above is not satisfied, the effective
width bwL or bwT of the plating given below is to be used instead of the full width between
longitudinals, s, for determining the effective hull-girder section modulus SMe, specified in
5-5-5/5.13.1 and also for verifying the ultimate strength as specified in 5-5-5/5.3.3 below.
When the buckling state limit in 5-5-5/5.3.1 above is satisfied, the full width between
longitudinals, s, may be used as the effective width bwL for verifying the ultimate strength of
longitudinals and stiffeners specified in 5-5-5/5.5 and for determining the effective hull-girder
section modulus SMe specified in 5-5-5/5.13.1 below.
5.3.2(a) For long plate (Compression on the short edges)
bwL/s = C2
Ce = 2.25/β − 1.25/β 2 for β > 1.25
= 1.0 for β ≤ 1.25
β = (fy /E)1/2 s/tn
s, tn and E are as defined in 5-5-5/5.3.1 above

lbf/in2)
5.3.2(b) For wide plate (Compression on the long edges)
bwT/ ! = Ce s/ ! + 0.115 (1 − s/ ! ) (1+ 1/β 2)2 ≤ 1.0
where
! = spacing of transverses/girders
Ce, s and ! are as defined in 5-5-5/5.3.2(a) above

equations.
(fL/R ! fuL)2 + (fLT/fuLT)2 ≤ Sm;
(fT/Rt fuT)2 + (fLT/fuLT)2 ≤ Sm;
(fL/R ! fuL)2 + (fT/Rt fuT)2 − η (fL/R ! fuL)(fT/Rt fuT) + (fLT/fuLT)2 ≤ Sm

where
η = (1/2)(3 − β) ≥ 0
fL, fT, fLT, R ! and Rt are as defined in 5-5-5/5.3.1 above
β is as defined in 5-5-5/5.3.2 above

Sm is as defined in 5-5-4/11.3.1
respectively, and may be obtained from the following equations and do not need to be taken
less than the corresponding critical buckling stresses specified in 5-5-5/5.3.1 above:
Part 5
fuL = fy bwL/s ≥ fcL, fuT = fybwT/ ! ≥ fcT

for plating longitudinally stiffened
fuL = fybwT/ ! ≥ fcL, fuT = fybwL/s ≥ fcT
for plating transversely stiffened
fuLT = fcLT + 0.5 (fy − 1.73 fcLT)/(1 + α + α2)1/2 ≥ fcLT
where
α = ! /s
fy, bwL, bwT, s, ! , fcL, fcT and fcLT as defined above.
When assessing the ultimate strength of plate panels between stiffeners, special attention is to
be paid to the longitudinal bulkhead plating in the regions of high hull girder shear forces, and
the bottom and inner bottom platings in the mid region of cargo holds subject to bi-axial
compression.

The buckling state limit for longitudinals and stiffeners are considered as the ultimate state
limit for these members and, in combination with the effective plating, are to be determined
as follows:
fa/(fua Ae/A) + m fb/fy ≤ Sm
where
= P/A N/cm2 (kgf/cm2, lbf/in2)
P = total compressive load N (kgf, lbf)
fua = critical buckling stress, fca given in 5-5-A2/5.1 or fct as given in
5-5-A2/5.5, whichever is less, in N/cm2 (kgf/cm2, lbf/in2)
A = total net sectional area, in cm2 (in2)
= As + s tn
As = net sectional area of the longitudinal, excluding the associated plating, in
cm2 (in2)
Ae = effective net sectional area, in cm2 (in2)
= As + bwL tn
E = Young’s modulus for steel, 2.06 × 107 N/cm2 (2.1 ×106 kgf/cm2, 30 × 106
lbf/in2)
fb = effective bending stress N/cm2 (kgf/cm2, lbf/in2)
= M/SMe
M = maximum total bending moment induced by lateral loads
= Cm ps ! 2/12 N-cm (kgf-cm, lbf-in.)
Part 5
Cm = moment adjustment coefficient and may be taken as 0.75

p = lateral pressure for the region considered, in N/cm2 (kgf/cm2, lbf/in2)
SMe = effective net section modulus of the longitudinal at flange, including the
effective plating be, in cm3 (in3).
be = effective breadth as specified in 5-5-4/Figure 9, line b.
= 1/[1 − fa/(π2 E (r/ ! 2)] ≥ 1.0
tn and bWL are as defined in 5-5-5/5.3, in cm (in.)
5.5.2 Torsional-Flexural Buckling

where
fa = nominal compressive stress as defined in 5-5-5/5.5.1 above
equations given in 5-5-A2/5.5.

For a vessel under the assumptions made in 5-5-5/5.1 above with respect to the buckling
control concepts, the large stiffened panels of the double bottom and double side structures
between transverse bulkheads should automatically satisfy the design limits, provided that
each individual plate panel and longitudinally and uniaxially stiffened panel satisfy the
specified ultimate state limits. Assessments of the buckling state limits are to be performed
for large stiffened panels of the single side shell and plane transverse bulkheads. In this
regard, the buckling strength is to satisfy the following condition for uniaxially or
orthogonally stiffened panels.
(fL/fcL)2 + (fT/fcT)2 ≤ Sm
where
fL , fT = the calculated average compressive stresses in the longitudinal and
transverse/vertical directions, respectively, in N/cm2 (kgf/cm2, lbf/in2).
accordance with 5-5-A2/7 in N/cm2 (kgf/cm2, lbf/in2)
5.7.2 Uniaxially Stiffened Panels between Transverses and Girders 5-5-5/5.7.2

The buckling strength of uniaxially stiffened panels between deep transverses and girders is
also to be examined in accordance with the specifications given in 5-5-5/5.7.1 above.
Part 5
5.9 Deep Girders and Webs 5-5-5/5.9

compliance with the requirements 5-5-A2/11.3. Web stiffeners which are oriented parallel to
and near the face plate and thus subject to axial compression are also to satisfy the limits
specified in 5-5-5/5.5 considering the combined effect of the compressive and bending
stresses in the web. In this case, the unsupported span of these parallel stiffeners may be taken
between tripping brackets, as applicable.
the limits specified below:
5.9.1(a) For Web Plate
(fL/fcL)2 + (fb/fcb)2 + (fLT/fcLT)2 ≤ Sm
where
fL = calculated uniform compressive stress along the length of the girder, in
N/cm2 (kgf/cm2, lbf/in2).
fb = calculated ideal bending stress, in N/cm2 (kgf/cm2, lbf/in2).
fLT = calculated total shear stress, including hull-girder and local loads where
applicable, in N/cm2 (kgf/cm2, lbf/in2).
fL, fb and fLT are to be calculated for the panel in question under the combined load cases
specified in 5-5-3/9.3. fcL, fcb and fcLT are critical buckling stresses with respect to uniform
compression, ideal bending and shear, respectively, and may be determined in accordance
with Appendix 5-5-A2.
In the determination of fcL and fcLT, the effects of openings are to be appropriately considered.
5-5-A2/11.7.
The buckling strength is to satisfy the limits specified in 5-5-5/5.9.1(a) above for web plate.
5.9.2 Tripping 5-5-5/5.9.2

5.11 Longitudinal Deck Girders, Cross Deck Box Beams and Vertical Webs 5-5-5/5.11
The buckling and ultimate state limits for the longitudinal deck girders inboard of lines of hatch
openings, the cross deck box beams where no longitudinal deck girder is installed, and the vertical
webs of mid-hold strength bulkhead where no horizontal girder is installed are to be determined as
follows;
fa/fua + fb/fy ≤ Sm
where
fa = nominal calculated compressive stress = P/A, in N/cm2 (kgf/cm2, lbf/in2)
Part 5
P = total compressive load, in N (kgf, lbf)

fua = critical buckling stress, fca as given in 5-5-A2/5.1 or fcT as given 5-5-A2/5.5
whichever is lesser, in N/cm (kgf/cm2, lbf/in2)
A = total net sectional area, in cm2 (in2)
fb = effective bending stress, in N/cm2 (kgf/cm2, lbf/in2)
= M/SM
M = maximum bending moment, as given in 5-5-5/5.5.1. (See also 5-5-A2/5.3.2.)
SM = effective section modulus, in cm3 (in3)
5.13 Hull-girder Ultimate Strength 5-5-5/5.13

In addition to the strength requirements specified in 5-5-4/3.1, the ultimate strength of the hull-girder
is to be assessed for the combined load cases given in 5-5-3/9.3 and the specifications given in
5-5-5/5.13.1 and 5-5-5/5.13.2 below.
5.13. 1 Maximum Longitudinal Bending Stresses 5-5-5/5.13. 1

The maximum longitudinal bending stresses in the deck and bottom plating are not to be
greater than that given in 5-5-5/5.13.1(a), below.
5.13.1(a)
fL ≤ Smfy
where
fL = total direct stress in the longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
= fb1 + fb2
fb1 = effective longitudinal bending stress, in N/cm2 (kgf/cm2, lbf/in2)

= Mt /SMe
Mt = Ms + kukc Mw in N-cm(kgf-cm, lbf-in.)
ku = 1.15 for vessels without bowflare
For vessels having significant bowflare, ku is to be increased based on
5-5-3/11.3.3.
kc = 1.0
SMe = the effective section modulus as obtained from 5-5-5/5.13.1(b) below, in
cm3 (in3).
lbf/in2)
fb2 = secondary bending stress of large stiffened panel between longitudinal
bulkheads and transverse bulkheads, in N/cm2 (kgf/cm2, lbf/in2)
Part 5
5.13.1(b) Calculation of SMe

For assessing the hull-girder ultimate strength the effective section modulus is to be
calculated, accounting for the buckling of plate panels. For vessels constructed of higher
strength material, the effective width of the side, bottom shell and longitudinal bulkhead
plating is to be used instead of the full width between longitudinals. The effective width, bwL
is given in 5-5-5/5.3.2 above.
5.13.2 Buckling and Ultimate Strength of Large Stiffened Panels 5-5-5/5.13.2

Under the combined effects of the normal stresses, fL and fT and shear stresses, fLT, the
buckling strength and ultimate strength of the stiffened panel are to satisfy the requirements
5.13.3 Hull Girder Shear Strength 5-5-5/5.13.3

The hull girder shear stress of the side shell and longitudinal bulkhead is not to be greater than
that given below.
fs ≤ Sm fuLT
where
fs = hull girder shear stress, in N/cm2 (kgf/cm2, lbf/in2), may be calculated for
Ft from the equations in 5-5-4/5.3 and 5-5-4/5.5, using the net thickness
of the side shell and longitudinal bulkhead.
Ft = Fs + kc ku Fw , ku = 1.15, kc = 1.0, kN (tf, Ltf)
For vessels having significant bowflare, ku is to be increased based on
5-5-3/11.3.3
fuLT = ultimate shear strength of panel as defined in 5-5-5/5.3.3
7 Fatigue Life (1998) 5-5-5/7
7.1 General 5-5-5/7.1

The fatigue strength of welded joints and details in highly stressed areas are to be analyzed, especially
bracket toes and also to abrupt changes of structural sections. A simplified assessment of the fatigue
strength of structural details may be accepted when carried out in accordance with the
Appendix 5-5-A1.
7.1.1 Workmanship 5-5-5/7.1.1

construction.
7.1.2 Fatigue Data 5-5-5/7.1.2

In the selection of appropriate S-N curves and the associated stress concentration factors,
attention is to be paid to the background of all design data and its validity for the details being
Part 5
considered. In this regard, recognized design data, such as those by AWS (American Welding
Society), API (American Petroleum Institute), and DEn (Department of Energy), should be
considered. Sample fatigue data and their applications are shown in Appendix 5-5-A1 ‘‘Guide
for Fatigue Strength Assessment of Container Carriers.’’ If other fatigue data are to be used,
the background and supporting data are to be submitted for review.
proposed S-N curve. Considerations are also to be given to the additional stress
concentrations.

cases specified in 5-5-A1/7.5.2 are to be considered.


7.3.1 Step 1 - Classification for Various Critical Locations 5-5-5/7.3.1

7.3.2 Step 2 - Permissible Stress Range Approach 5-5-5/7.3.2

Step 1 may be checked against the permissible stress ranges as shown in the
Appendix 5-5-A1.
7.3.3 Step 3 - Refined Analysis 5-5-5/7.3.3

Structural details for which the total applied stress ranges obtained from Step 2 are greater
the classified details and the associated S-N curves, refined analyses are to be performed as
The fatigue life of the structure is generally not to be less than 20 years unless otherwise
specified.
Alternatively a spectral analysis may be performed as outlined in 5-5-5/7.5 below to directly
Part 5


anticipated for the design service life of the vessel with respect to the hull-girder local loads.

Instead of the design wave loads specified in Section 5-5-3 a wave scatter diagram (such as
Walden Data) is to be employed to simulate a representative distribution of all the wave
within the anticipated shipping routes. The representative environment (the wave scatter
diagram) is not to be taken less severe than the North Atlantic Ocean in terms of the fatigue
damage.

The wave load RAO’s with respect to the wave induced bending moments, shear forces,

group. For this purpose, the 3D structural model and 2D models specified in Section 5-5-3
may be used for determining structural responses. The additional secondary and tertiary
stresses are also to be considered.

Based on the stress spectrum and the wave scatter diagram established above, the cumulative
fatigue damage and the corresponding fatigue life can be estimated by Palmgren-Miner linear
damage rule.

To verify the strength of the structure, the maximum stresses (load effects) in the structure are to be
determined by performing appropriate structural analyses as outlined below. Guidelines on structural
idealization, load application, and structural analysis are given in ABS ‘‘Guidance for Finite Element
Analysis of Container Carrier Structures’’.

model, representing usually three cargo holds within 0.4L amidships, is required.
For designs where the structural configuration and scantlings of the hold structure vary significantly
among the cargo spaces, two or more 3D F.E. models may be required to simulate the actual design
arrangements and scantlings to cover all critical regions. When bottom slamming and bowflare
Part 5
slamming are to be considered as specified in 5-5-3/11.1 and 5-5-3/11.3, a separate 3D F.E. model is
recommended to represent the forebody structures for the analysis.

or more major structural members, two-dimensional fine mesh finite element models are required for
longitudinal and transverse/horizontal structural sections.
9.7 Refined 3D Local Structural Models (1998) 5-5-5/9.7

To examine stress concentrations, such as at hatch corners, connections of longitudinal hatch girders
to cross deck box beams and at intersections of transverse bulkheads with longitudinal wing box
girders, a 3D fine mesh model is to be used.
9.9 Load Cases (1998) 5-5-5/9.9

When performing structural analyses, the ten combined load cases specified in 5-5-3/9.1 are to be
considered. In general, the structural responses for the still-water conditions are to be calculated
separately to establish reference points for assessing the wave induced responses. Additional load
cases may be required for special loading patterns and unusual design functions, such as impact loads
as specified in 5-5-3/11. Additional load cases may also be required for hull structures beyond the
region of 0.4L amidships.
PART
5
Length)

Amidships
CONTENTS
1.1 General................................................................................. 783
1.3 Structure within Cargo Spaces............................................. 783
3 Bottom Shell Plating and Stiffeners in Forebody.............. 784
3.1 Bottom Shell Plating ............................................................. 784
3.3 Bottom Longitudinals and Transverse Frames .................... 784
5 Side Shell Plating and Stiffeners in Forebody................... 785
5.3 Forecastle Side Shell Plating ............................................... 786
5.5 Stem Plating ......................................................................... 786
5.7 Bow Thruster Tunnel ............................................................ 787
5.9 Immersed Bow Plating ......................................................... 787
5.11 Side Longitudinals and Transverse Frames......................... 788
7 Side Transverses and Stringers in Forebody.................... 791
7.1 Transverse Web Frames...................................................... 791
7.3 Stringers ............................................................................... 792
7.5 Fore Peak-stringer................................................................ 792
9 Deck Structures................................................................... 794
9.1 Strength Deck Plating Outside Line of Openings................. 794
9.3 Strength Deck Plating Within Line of Openings ................... 795
9.5 Forecastle Decks.................................................................. 795
9.7 Platform Decks in Enclosed Spaces .................................... 795
9.9 Watertight Flats .................................................................... 795
9.11 Deck Longitudinals and Beams............................................ 795
9.13 Deck Girders and Transverses Clear Of Tanks ................... 797
9.15 Deck Girders and Transverses in Tanks.............................. 798
11 Pillars or Struts ....................................................................798
11.1 Permissible Load .................................................................. 798
11.3 Calculated Load.................................................................... 798
11.5 Pillars under the Tops of Deep Tanks.................................. 799
13 Transition Zone ....................................................................799
13.1 General................................................................................. 799
15 Fore-peak Structure .............................................................799
15.1 General................................................................................. 799
15.3 Center Girder and Floor Plating ........................................... 800
15.5 Peak frames ......................................................................... 800
17 Watertight Bulkheads ..........................................................800
17.1 Plating................................................................................... 800
17.3 Stiffeners .............................................................................. 801
17.5 Girders and Webs ................................................................ 801
19 Deep Tank Bulkheads..........................................................802
19.1 Plating................................................................................... 802
19.3 Stiffeners .............................................................................. 802
19.5 Girders and Webs ................................................................ 803
21 Collision Bulkheads.............................................................804
21.1 Plating................................................................................... 804
21.3 Stiffeners .............................................................................. 804
21.5 Girders and Webs ................................................................ 805
23 Structure Strengthening for Impact Loads.........................806
23.1 Bottom Slamming ................................................................. 806
23.5 Bow Strengthening ............................................................... 814
25 Aftbody and Machinery Space Structure ...........................817
25.1 Bottom Structure................................................................... 817
25.3 Double Bottom in Engine Space .......................................... 818
25.5 Side Shell Structures ............................................................ 820
25.7 Side Transverse Web Frames and Stringers ....................... 824
25.9 Decks.................................................................................... 826
25.11 Pillars .................................................................................... 830
25.13 After-peak ............................................................................. 832
25.15 Watertight Bulkheads ........................................................... 832
25.17 Deep Tank Bulkheads .......................................................... 834
25.19 Machinery Space.................................................................. 836
TABLE 1 Coefficient c2 ............................................................810

FIGURE 1 Transverse Frames ..................................................790

FIGURE 2 Web Frames..............................................................793
FIGURE 3 Definition of Spans...................................................816
PART
5
Length)

Amidships 5 - 5 - 6
1.1 General 5-5-6/1.1

beyond 0.4L amidships, including the forebody, aftbody and machinery spaces, are to be in
compliance with the Rules.
The nominal design corrosion values for structural members within cargo spaces are in compliance
with 5-5-2/Table 1. For structural members located other than cargo spaces, the corrosion values may
be taken as below in establishing design scantlings.
1. 1.5 mm (0.06 in.) for side shell plating
2. 1.0 mm (0.04 in.) for bottom shell plating
3. 1.5 mm (0.06 in.) in the tank spaces and double bottom
4. 1.0 mm (0.04 in.) in dry spaces and decks
1.3 Structure within Cargo Spaces 5-5-6/1.3

The scantlings of longitudinal structural members in way of cargo spaces beyond the 0.4L amidships
may be gradually reduced toward 0.1L from the ends, provided that the hull girder section modulus is
in compliance with the requirements given in 5-5-4/3.1.1 and that the strength of the structure satisfies
the requirements specified in 5-5-6/3 through 5-5-6/21 and 5-5-6/25 and the material yielding,
buckling and ultimate strength criteria specified in 5-5-5/3 and 5-5-5/5.
In addition, consideration is to be given to the effects of the impact loads as specified in 5-5-3/5.3 and
5-5-3/11 with respect to the local structures as outlined in 5-5-6/23.
In general, the scantlings of transverse bulkheads in way of cargo spaces beyond 0.4L amidships are
not to be less than those required in 5-5-4/23.
Part 5
Section 6 Hull Structures Beyond .04L Amidships 5-5-6
3 Bottom Shell Plating and Stiffeners in Forebody 5-5-6/3
3.1 Bottom Shell Plating 5-5-6/3.1

The net thickness of the bottom shell plating is to be not less than t, obtained from the following
equations and is not to extend for more than 0.1L at the fore end. Between the midship 0.4L and 0.1L
from the FP, the thickness of the plating may be gradually tapered.
t = 0.03 (L + 29) + 0.009s mm for L ≤ 305 m
= (10.70 + 0.009s) D / 35 mm for L > 305 m
t = 0.00036 (L + 95) + 0.009s in. for L ≤ 1000 ft
= (0.421 + 0.009s) D / 114.8 in. for L > 1000 ft
where
s = fore peak frame spacing, in mm (in.)
D = molded depth, in m (ft), as defined in 3-1-1/7 or 35 m (114.8 ft), whichever is
greater
The net bottom shell plating thickness where constructed of higher-strength material is to be not less
than obtained from the following equation.
thts = [tms − C] [(Q + 2 Q )/3] + C
where
thts = net thickness of higher-strength material, in mm (in.)
tms = net thickness, in mm (in.), of ordinary-strength steel as required above.
Q = material conversion factor as specified in 5-5-4/5
C = 3.3 (0.13)
In determining the thickness of bottom shell plating constructed of higher-strength material and
transversely framed, the critical buckling stress of the plating is to be checked in accordance with
Appendix 5-5-A2.
Shell plating is also not to be less in thickness than required by 5-5-6/19 for deep tanks.
3.3 Bottom Longitudinals and Transverse Frames 5-5-6/3.3

Frames are not to have less strength than is required in 5-5-6/3.3.1 and 5-5-6/3.3.2 below respectively.
In way of deep tanks, they are not to have less strength than is required in 5-5-6/19 for stiffeners on
deep-tank bulkheads.
3.3.1 Bottom Longitudinals 5-5-6/3.3.1

The net section modulus of the bottom longitudinal, required by 5-5-4/11.5 for 0.4L
amidships may be gradually reduced to the values required by 5-5-6/5.11.1 toward 0.1L from
the FP, provided that the hull girder section modulus at the location under consideration is in
compliance with the requirements given in 5-5-4/3.1.1. In no case, is the net section modulus
of each bottom shell longitudinal in association with the effective plating to be less than
obtained from the equations in 5-5-6/5.11.1.
Part 5
3.3.2 Bottom Transverse Frames 5-5-6/3.3.2

The bottom transverse frame, in association with the effective plating to which it is attached,
is to be not less than obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 7.8 (0.0041)
s = spacing of the stiffeners, in m (ft.)
c1 = 1.0
c2 = 0.85
h = the vertical distance, in m (ft), from the middle of ! to the load line, or
two-thirds of the distance to the bulkhead deck or freeboard deck,
! = span of stiffeners between effective supports, in m (ft), as shown in
5-5-4/Figure 8.
Q = material conversion factor, as specified in 5-5-4/5.
5 Side Shell Plating and Stiffeners in Forebody 5-5-6/5
5.1 Side Shell Plating 5-5-6/5.1

The net thickness of the side shell plating is to be not less than t obtained from the following
equations and is not to extend for more than 0.1L at the fore end. Between the midship 0.4L and 0.1L
from the FP, the thickness of the plating may be gradually tapered.
t = 0.029 (L + 29) + 0.009s mm for L ≤ 305 m
= (10.20 + 0.009s) D / 35 mm for L > 305 m
t = 0.00034 (L + 95) + 0.009s in. for L ≤ 1000 ft
= (0.402 + 0.009s) D / 114.8 in. for L > 1000 ft
where
s = fore peak frame spacing, in mm (in.)
greater
The net side shell plating thickness where constructed of higher-strength material is to be not less than
thts = [tms - C][(Q + 2 Q )/3] + C

where
Part 5
Q = material conversion factor, as specified in 5-5-4/5

C = 2.8 (0.11)
In determining the thickness of side shell plating constructed of higher-strength material and
transversely framed, the critical buckling stress of the plating is to be checked in accordance with
Appendix 5-5-A2.
Shell plating is also not to be less in thickness than required by 5-5-6/19 for deep tanks.
Also, see 5-5-6/5.9 for shell plating below the load water line for 0.16L from the FP.
5.3 Forecastle Side Shell Plating 5-5-6/5.3

The net thickness, t, of the forecastle side shell plating is to be not less than obtained from the
following equation.
t = 0.0315 (L + 154) + 0.006 (s − S) mm
t = 0.00038 (L + 505) + 0.006 (s − S) in.
where
s = frame spacing, in mm (in.)
S = standard frame spacing
= 2.08L + 438 mm for L ≤ 270 m
= 1000 mm for L > 270 m
= 610 mm in way of the fore peak
S = 0.025L + 17.25 in. for L ≤ 886 ft
= 39.4 in. for L > 886 ft
= 24 in. in way of the fore peak
L = length of vessel, as defined in 3-1-1/3.1, in m (ft), but need not be taken more
than 305 m (1000 ft.)
Where constructed of higher-strength material the plating thickness is to be not less than obtained
thts = [tms − C] [(Q + 2 Q )/3] + C
where
tms = net thickness, in mm (in.), of ordinary-strength steel, as required above.
C = 2.8 (0.11)
5.5 Stem Plating 5-5-6/5.5

The net thickness of plate stems at the design load water-line, where used, is not to be less than
required by the following equations:
t = L/12 mm L ≤ 246 m
t = 20.5 mm L > 246 m
t = L/1000 in. L ≤ 807 ft
Part 5
t = 0.807 in. L > 807 ft

Above and below the design load waterline the thickness may be tapered to the thickness required in
5-5-6/5.1 at the freeboard deck and to the thickness of the flat-plate keel at the forefoot, respectively.
5.7 Bow Thruster Tunnel 5-5-6/5.7

The net thickness of the tunnel plating is to be not less than required in 5-5-6/5.1 above, where s is to
be taken as the standard frame spacing S given by the equation in 5-5-6/5.3, nor is the thickness to be
t = 0.008d + 1.8 mm
t = 0.008d + 0.07 in.
d = inside diameter of the tunnel, in mm (in.), but is to be taken not less than 968 mm
(38 in.)
Where the outboard ends of the tunnel are provided with bars or grids, the bars or grids are to be
effectively secured.
5.9 Immersed Bow Plating 5-5-6/5.9

The net thickness of the plating below the load water line for 0.16L from the FP is to be not less than t
given by the following equations, but need not be greater than the thickness of the side shell plating
amidships.
t = 0.045(L + 20) + 0.009s mm for L ≤ 305 m
= 0.00054(L + 65.6) + 0.009s in. for L ≤ 1000 ft
t = (14.75 + 0.009s) D / 35 mm for L > 305 m
= (0.58 + 0.009s) D / 114.8 in. for L > 1000 ft

where
s = side shell frame spacing under consideration, in mm (in.).
L = length of vessel, as defined in 3-1-1/3, in m (ft)
greater
The net plating thickness where constructed of higher-strength material is to be not less than obtained
thts = [tms − C] [(Q + 2 Q )/3] + C
where
C = 2.8 (0.11)
Part 5
5.11 Side Longitudinals and Transverse Frames 5-5-6/5.11

Frames are not to have less strength than is required in 5-5-6/17.3 for bulkhead stiffeners in the same
location in conjunction with heads to the bulkhead deck. In way of deep tanks, they are not to have
less strength than is required in 5-5-6/19.3 for stiffeners on deep-tank bulkheads. Framing sections are
to have sufficient thickness and depth in relation to the spans between supports. See also 3-1-2/13.5.
5.11.1 Side Longitudinals 5-5-6/5.11.1

The net section modulus of each side longitudinal, in association with the effective plating to
which it is attached, is to be not less than obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 7.8 (0.0041)
s = spacing of side longitudinals, in m (ft)
c1 = 0.95
c2 = 0.85
h = above 0.5D from the keel, the vertical distance, in m (ft), from the
longitudinal frame to the bulkhead deck but is not to be taken as less than
2.13 m. (7.0 ft)
= at and below 0.5D from the keel, 0.75 times the vertical distance, in m
(ft), from the longitudinal frame to the bulkhead deck, but is not less than
0.5D
D = depth of vessel, in m (ft), as defined in 3-1-1/7
! = span of longitudinals between effective supports, in m (ft), as shown in
5-5-4/Figure 8.
The net section modulus of each longitudinal tween-deck frame forward of 0.125L from the
stem is also to be not less than required by 5-5-6/5.11.3 below, in the same location taking !
as the unsupported span along the frame length.
5.11.2 Fore-end Transverse Frames forward of 0.3L to 0.125L from FP 5-5-6/5.11.2

The net section modulus SM of each transverse frame, in association with the effective plating
to which it is attached, is to be obtained from the following equation.
SM = s c2 ! 2 (h + b h1/33)(7 + 45/ ! 3)Q cm3
= s c2 ! 2 (h + b h1/100)(0.0037 + 0.84/ ! 3)Q in3

where
s = spacing of side frames, in m (ft)
c2 = 0.85
! = the actual girth length along the frame, as shown in 5-5-6/Figure 1
h = vertical distance, in m (ft), from the middle of ! to the load line or 0.4 ! ,
whichever is the greater.
Part 5
b = horizontal distance, in m (ft), from the outside of the frames to the first
row of deck supports, as shown in 5-5-6/Figure 1
h1 = vertical distance, in m (ft), from the deck at the top of the frame to the
bulkhead or freeboard deck plus the height of all cargo tween-deck
spaces, or plus 2.44 m (8 ft). if that is greater. Where the cargo load
differs from 715 kgf/m3 (45 lbf/ft3) multiplied by the tween-deck height
in m (ft), the height of that tween-deck is to be proportionately adjusted
in calculating h1.
5.11.3 Transverse tween-deck Frames 5-5-6/5.11.3

The net section modulus SM of each transverse tween-deck frame, in association with the
effective plating is to be not less than obtained from the following equation.
SM = (7 + 45/ ! 3)sc2 ! 2 K Q cm3
= (0.0037 + 0.84/ ! 3) s c2 ! 2 K Q in3
where
s = spacing of side frames in m (ft)
c2 = 0.85
! = tween deck height or unsupported span along the frame length, as shown
in 5-5-4/Figure 8, whichever is greater in, m (ft)
K = factor appropriate to the length of vessel and type of tween decks, as
shown in 5-5-6/Figure 1, defined as follows:
For L in m:
KA = 0.022L − 0.47
KB = 0.034L − 0.56
KC = 0.036L − 0.09 for L ≤ 180 m
KC = 0.031L + 0.83 for L > 180 m
KD = 0.029L + 1.78
For L in ft:
KA = 0.022L − 1.54
KB = 0.034L − 1.84
KC = 0.036L − 0.29 for L ≤ 590 ft
KC = 0.031L + 2.8 for L > 590 ft
KD = 0.029L + 5.84
L = length of vessel, as defined in 3-1-1/3.1, in m (ft), but need not be taken
as greater than 305 m (1000 ft)
For tween-deck frames above the bulkhead deck forward of 0.125L from the FP, K is to be
based on KB.
Part 5
FIGURE 1
Transverse Frames
MINIMUM
2.44 m h1 KA
BULKHEAD DECK
KB
KC
h
STRINGER
KD
!
INNER
0.5 !
BOTTOM
Part 5
7 Side Transverses and Stringers in Forebody 5-5-6/7
7.1 Transverse Web Frames 5-5-6/7.1

The net section modulus of each web frame, in association with the effective plating to which it is
attached, is to be not less than obtained from the following equation.
SM = k c1 c2 s ! 2 (h + bh1/45K)Q cm3
= k c1 c2 s ! 2 (h + bh1/150K)Q in3
where
k = 4.74 (0.0025)
c1 = 1.5
c2 = 0.95
s = spacing of the web frames, in m (ft)
! = span, in m (ft), measured from the line of the inner bottom (extended to the side
of the vessel) to the deck at the top of the web frames. Where effective brackets
are fitted, the length ! may be modified as shown in 5-5-4/Figure 11.
h = vertical distance, in m (ft), from the middle of ! to the load line. h ≥ 0.5 !
h1 = vertical distance, in m (ft), from the deck at the top of the frame to the bulkhead
or freeboard deck plus the height of all cargo tween-deck spaces, or plus 2.44 m
(8 ft). if that is greater. Where the cargo load differs from 715 kgf/m3 (45 lbf/ft3)
multiplied by the tween-deck height, in m (ft), the height of that tween-deck is to
be proportionately adjusted in calculating h1
b = horizontal distance in, m (ft), from the outside of the frame to the first row of
deck supports, as shown in 5-5-6/Figure 2.
K = 1.0, where the deck is longitudinally framed and a deck transverse is fitted in way
of each web frame
= number of transverse frame spaces between web frames where the deck is
transversely framed
The depth and net thickness of the web are not to be less than dw and tw, respectively, as defined
below:
dw = 125 ! mm
= 1.5 ! in.
tw = dw /100 + a mm (in.)
need not be greater than 13.0 mm (0.51 in.)
! is as defined above.
Web frames in way of deep-tank are to comply with 5-5-6/19.5.
a = 2.5 (0.1)
Part 5
7.3 Stringers 5-5-6/7.3

The net section modulus of each side stringer, in association with the effective plating to which it is
attached, is to be not less than obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 4.74 (0.0025)
c1 = 1.5
c2 = 0.95
h = vertical distance, in m (ft), from the middle of s to the load line, or to two-thirds
of the distance from the keel to the bulkhead deck, or 1.8 m (6 ft), whichever is
greatest
s = sum of the half lengths, in m (ft), (on each side of the stringer) of the frames
supported
! = span, in m (ft), between web frames, or between web frame and bulkhead; where
brackets are fitted the length ! may be modified as shown in 5-5-4/Figure 11
The depth and net thickness of the stringer are not to be less than dw and tw respectively as defined
below;
dw = 125 ! + 0.25ds mm
= 1.5 ! + 0.25ds in.
but need not exceed depth of the web frames to which they are attached
tw = 0.014L + 6.2 mm for L ≤ 200 m
= 0.007L + 7.6 mm for L > 200 m
tw = 0.00017L + 0.244 in. for L ≤ 656 ft
= 0.00008L + 0.3 in. for L > 656 ft
dS is the depth of the slot, in mm (in.), for the frames and ! is as defined above. In general, the depth
of the stringer is not to be less than 3 times the depth of the slots or the slots are to be fitted with filler
plates.
Stringers in way of deep-tank are also to comply with 5-5-6/19.5.
7.5 Fore Peak-stringer 5-5-6/7.5

The peak stringer net plate thickness t and breadth b are not to be less than obtained from the
following equations respectively.
t = 0.014L + 5.7 mm for L ≤ 200 m
t = 0.007L + 7.1 mm for L > 200 m
t = 0.00017L + 0.224 in. for L ≤ 656 ft
= 0.00008L + 0.28 in. for L > 656 ft
Part 5
b = 2.22L + 600 mm
= 0.027L + 23.5 in.
L = length of vessel as defined 3-1-1/3.1 in m (ft)
Where beams or struts are not fitted on every frame, the edge of the stringer is to be adequately
stiffened by a flange or face bar.
FIGURE 2
Web Frames
MINIMUM
2.44 m h1
BULKHEAD DECK
0.5 !
INNER
BOTTOM
Part 5
9 Deck Structures 5-5-6/9
9.1 Strength Deck Plating Outside Line of Openings 5-5-6/9.1

The net thickness of the strength deck plating is to be not less than that required to meet the
longitudinal hull girder strength. The deck area contributing to the hull girder strength for amidships
0.4L is gradually reduced to the end of the vessel. Where bending moment envelope curves are used
to determine the required hull girder section modulus as permitted in 5-5-4/3.1.3, the strength deck
area is to be maintained a suitable distance beyond superstructure breaks and is to be extended into the
superstructure to provide adequate structural continuity. The net thickness is also to be not less than t
specified below, except within deckhouse where the plating may be reduced by 1 mm (0.04 in.).
9.1.1 for longitudinally framed decks 5-5-6/9.1.1

t = 0.009sb + 1.4 mm for sb ≤ 760 mm (30 in.)
= 0.009sb + 0.055 in.
t = 0.006sb + 3.7 mm for sb > 760 mm (30 in.)
= 0.006sb + 0.146 in.
9.1.2 for transversely framed decks 5-5-6/9.1.2

t = 0.01sb + 1.3 mm for sb ≤ 760mm (30 in.)
= 0.01sb + 0.05 in.
t = 0.0066sb + 3.9 mm for sb > (760 mm (30in.)
= 0.0066sb + 0.154 in.
where
sb = spacing of deck beams, in mm (in.)
The net thickness of the deck plating, for longitudinally framed decks, constructed of higher-strength
material is to be not less than obtained from the following equation:
thts = (tms − C) Q + C
where
tms = net thickness, in mm (in.), of ordinary-strength steel as required above
C = 3.3 (0.13)
0.92/ Q is to be used in lieu of Q for application of 5-5-6/9.1.2 and is not to be less than 1.0.
In general, where the deck plating is constructed of higher-strength material, the critical buckling
stress of the plating is to be checked in accordance with Appendix 5-5-A2.
The net thickness of the stringer plate is to be increased 25% in way of breaks of superstructures, but
this increase need not exceed 6.5 mm (0.25 in.).
Part 5
9.3 Strength Deck Plating Within Line of Openings 5-5-6/9.3

Within deckhouses, the plating may be of the thickness obtained from the following equations:
t = 0.009sb − 0.2 mm for sb ≤ 685 mm (27 in.)
= 0.009sb − 0.008 in.
t = 0.0039sb + 3.3 mm for sb > 685 mm (27 in.)
= 0.0039sb + 0.13 in.
sb is as defined in 5-5-6/9.1 above.
9.5 Forecastle Decks 5-5-6/9.5

The net thickness of exposed forecastle decks plating is to be not less than obtained from 5-5-6/9.1.2
above.
9.7 Platform Decks in Enclosed Spaces 5-5-6/9.7

The net thickness of the platform deck plating including lower decks is to be not less than obtained
t = k sb h +a mm (in.)
where
k = 0.00394 (0.00218)
a = 0.5 (0.02)
h = tween deck height, in m (ft)
= p/n when a design load, p, is specified
p = specified design load, in kN/m2 (kgf/m2, lbf/ft2)
n = 7.05 (715, 45)
sb is as defined in 5-5-6/9.1.
Where the platform decks are subjected to hull girder bending, special consideration is to be given to
the structural stability of deck supporting members. Appendix 5-5-A2 may be applied.
9.9 Watertight Flats 5-5-6/9.9

Watertight flats over tunnels or forming recesses or steps in bulkheads are to be of not less thickness
than required for the plating of ordinary bulkhead at the same level obtained from 5-5-6/17.1 plus
1 mm (0.04 in.).
For decks forming tops of tanks see requirements in 5-5-6/19.1.
9.11 Deck Longitudinals and Beams 5-5-6/9.11
9.11.1 Deck Longitudinals Outside The Line Of Openings 5-5-6/9.11.1

The net sectional area of each deck longitudinal or beam, in association with the effective
deck plating, is to be not less than that required to meet the longitudinal hull girder strength
nor is the associated net section modulus to be less than obtained in 5-5-6/9.11.2, below.
Part 5
9.11.2 Beams 5-5-6/9.11.2

Each beam, in association with the plating, is to have a net section modulus SM not less than
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 7.8 (0.0041)
s = spacing of beams, in m (ft.)
c1 = 0.585 for beams between longitudinal deck girders
for longitudinal beams of platform decks and between
hatches at all decks
= 0.90 for beams at deep-tank tops supported at one or both ends at
the shell or longitudinal bulkheads
= 0.945 for longitudinal beams of strength decks and of effective
lower decks
= 1.0 for beams at deep-tank top between longitudinal girders
c2 = 0.85
! = span of beams between effective supports, as shown in 5-5-4/Figure 8, in
m (ft)
h = height, in m (ft), normally to be the height measured at the side of the
vessel, of the cargo space wherever stores or cargo may be carried.
Where the cargo load differs from 715 kgf/m3 (45 lbf/ft3) multiplied by
the tween-deck height, in m (ft), the height is to be proportionately
adjusted.
= for deep-tank tops, is not to be less than two-thirds of the distance from
the top of the tank to the top of the overflow; it is not to be less than 1.3
m (4.27 ft), the height to the load line or two-thirds of the height to the
bulkhead or freeboard deck, whichever is greatest.
elsewhere the value of h may be taken as follows.
h = 2.9 m (9.5 ft) for bulkhead or freeboard deck having no deck
below
= 2.29 m (7.5 ft) for bulkhead or freeboard deck having deck below
= 1.98 m (6.5 ft) for lower decks and platform deck
= 1.68 m (5.5 ft) for forecastle deck above bulkhead deck
Calculations are to be submitted to show adequate provision against buckling where higher-
strength materials are used for deck beams. Longitudinal beams are to be essentially of the
same material as the plating they support.
Part 5
9.13 Deck Girders and Transverses Clear Of Tanks 5-5-6/9.13

Each deck girder or transverse is to have a net section modulus SM as obtained from the
following equation:
SM = k c1 c2 b h ! 2 Q cm3 (in3)
where
k = 4.74 (0.0025)
c1 = 1.0
c2 = 0.95
b = mean breadth of the area of deck supported, in m (ft)
h = height, in m (ft), normally to be the height measured at the side of the
vessel, of the cargo space wherever stores or cargo may be carried.
Where the cargo load differs from 715 kgf/m3 (45 lbf/ft3) multiplied by
the tween-deck height, in m (ft), the height is to be proportionately
adjusted.
Elsewhere the value of h may be taken as follows.
below
= 1.68 m (5.5 ft) for forecastle deck above bulkhead deck
! = span between centers of supporting pillars, or between pillar and
bulkhead, in m (ft). Where an effective bracket is fitted at the bulkhead,
the length ! may be modified as shown in 5-5-4/Figure 11.
9.13.2 Proportions 5-5-6/9.13.2

The depth and net thickness of the girders and transverses are not to be less than dw and tw
respectively as defined below:
dw = k ! mm (in.)
tw = dw/100 + a mm (in.)
≥ 7.5 mm (0.30 in.) for AF ≤ 38 cm2 (5.27 in2)
≥ 9.0 mm (0.35 in.) for AF ≤ 46 cm2 (8.84 in2)
≥ 11.5 mm (0.45 in.) for AF ≤ 101 cm2 (18.14 in2)
≥ 14.0 mm (0.55 in.) for AF > 165 cm2 (27.44 in2)

k = 58.3 (0.7)
a = 3 (0.12)
Part 5
The thickness for intermediate face area may be obtained by linear interpolation.
AF is the net face area and ! is as defined in 5-5-6/9.13.1, above.
9.15 Deck Girders and Transverses in Tanks 5-5-6/9.15

Deck girders and transverses in tanks are to have net section modulus SM as obtained in the same
manner as given in 5-5-6/9.13.1 above, except the values of c1 and h are to be as modified below. The
proportionality requirements are to be the same as given in 5-5-6/9.13.2 of the above except that k for
dw is not to be less than 83.3 (1.0).
c1 =1.5
h = the greatest of the following distances, in m (ft), from the middle of ! to:
A point located two-thirds of the distance from the top of the tank to the top of
the overflow
1.3 m (4.27 ft) above the top of the tank
The load line
A point located at two-thirds of the distance to the bulkhead or freeboard deck
11 Pillars or Struts 5-5-6/11
11.1 Permissible Load 5-5-6/11.1

The permissible load Wa of a pillar or strut is to be obtained from the following equation which will,
in all cases, be equal to or greater than the calculated load W as determined in 5-5-6/11.3 below.
Wa = c2 (k − n ! /r)Ac kN(tf, Ltf)
where
c2 = 1.05
= 16.11 (1.643, 10.43) HT32
= 18.12 (1.848, 11.73) HT36
! = unsupported span, in cm (ft)
The length ! is to be measured from the top of the inner bottom, deck or other structure on which the
pillars or struts are based to the under side of the beam or girder supported.
Ac = net cross sectional area of pillar or strut, in cm2 (in2)
= 0.0747 (0.00762, 0.581) HT32
= 0.0900 (0.00918, 0.699) HT36
11.3 Calculated Load 5-5-6/11.3

The calculated load W for a pillar or strut is to be obtained from the following equation:
W = nbhs kN(tf, Ltf)
Part 5
where
n = 7.04 (0.715, 0.02)
h = height above the area supported as defined below, in m (ft)
For pillars spaced not more than two frame spaces the height h is to be taken as the distance from the
deck supported to a point 3.80 m (12.5 ft) above the freeboard deck.
For wide-spaced pillars, the height h is to be taken as the distance from the deck supported to a point
2.44 m (8 ft) above the freeboard deck, except in the case of such pillars immediately below the
freeboard deck in which case the value of h is not to be less than 2.9 m (9.5 ft) in measuring the
distance from the deck supported to the specified height above the freeboard deck.
s = mean length of the area supported, in m (ft)
11.5 Pillars under the Tops of Deep Tanks 5-5-6/11.5
Pillars under the tops of deep tanks are not to be less than required by the foregoing. They are to be of
solid sections and to have the net cross sectional area not less than A as specified below.
A = c1 c2 nbhs cm2 (in2)
where
c1 = 0.1035 (1.015, 0.16) ordinary strength steel
= 0.0776 (0.761, 0.12) HT32
= 0.069 (0.677, 0.107) HT36
c2 = 0.95
n = 10.5 (1.07, 0.03)
b = breadth of the area of the top of the tank supported by the pillar, in m (ft)
s = length of the area of the top of the tank supported by the pillar, in m (ft)
h = two-thirds of the distance from the top of the tank to the top of the overflow; it is
not to be less than 1.3 m (4.27 ft), the height to the load line or two-thirds of the
height to the bulkhead or freeboard deck, whichever is greatest.
13 Transition Zone 5-5-6/13

13.1 General 5-5-6/13.1
In the transition zone in way of the forepeak bulkhead, consideration is to be given to the proper
tapering of longitudinal members such as flats, decks, longitudinal bulkheads, horizontal ring frames
or side stringers forward into the fore peak.
15 Fore-peak Structure 5-5-6/15

15.1 General 5-5-6/15.1
The center girder continued from the midship is to extend as far forward as practicable. Forepeak
frames are to be efficiently connected to deep floors. The floors are to extend as high as necessary to
give lateral stiffness to the structure and are to be properly stiffened on their upper edges. Care is to be
taken in arranging the framing and floors to assure no wide areas of unsupported plating adjacent to
the stem. Angle ties are to be fitted as required across the tops of the floors and across all tiers of
beams or struts to prevent vertical or lateral movement. Breast hooks are to be arranged at regular
intervals at and between the stringers above and below the waterline.
Part 5
15.3 Center Girder and Floor Plating 5-5-6/15.3

The net thickness of the plating is not to be less than obtained from the following equation, but need
not exceed 12.5 mm (0.50 in.) provided the stiffeners are not spaced more than 1.22 m (4 ft).
t = 0.036L + 4.7 mm
= 0.00043L + 0.185 in.
Floors and girders where constructed of higher-strength material are to be not less in thickness as
modified by the following equation.
thts = [tms − C] [(Q + 2 Q )/3] + C

where
C = 1.5 (0.06)
15.5 Peak frames 5-5-6/15.5

The net section modulus of each peak frame is to be in compliance with 5-5-6/5.11.
Peak frames in way of fore peak tank are to be in compliance with 5-5-6/19.3.
17 Watertight Bulkheads 5-5-6/17
17.1 Plating 5-5-6/17.1

The net thickness t of the bulkhead plating forming watertight boundaries is to be obtained from the
following equation:
t=sk qh /C + a mm (in.)
but not less than 5.0 mm (0.2 in.) or s/200 + 1.5 mm (0.06 in.) whichever is greater
where
k = (3.075 α − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)
= 1.0 (α > 2)
q = 235/Y(N/mm2), 24/Y (kgf/mm2) or 34,000/Y (lbf/in2)
Y = specified minimum yield point or yield strength, in N/mm2 (kgf/mm2, lbf/in2), for
the higher-strength material or 72% of the specified minimum tensile strength,
whichever is the lesser
h = distance from the lower edge of the plate to the bulkhead deck at center, in m (ft)
C = 290 (525)
a = 0.5 (0.02)
Part 5
17.3 Stiffeners 5-5-6/17.3

The net section modulus of each stiffener, in association with the effective plating to which it is
attached, is to be not less than obtained from the following equation.
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 7.8 (0.0041)
c1 = 0.56
c2 = 0.85
s = spacing of the stiffeners, in m (ft)
h = distance, in m (ft), from the middle of ! to the bulkhead deck at center; where
that distance is less than 6.10 m (20 ft), h is to be taken as 0.8 times the distance
plus 1.22 m (4 ft.)
! = span of stiffeners between effective supports, as shown in 5-5-4/Figure 8, in m
(ft)
17.5 Girders and Webs 5-5-6/17.5

Each girder and web which support bulkhead stiffeners are to have a net section modulus SM
as obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 4.74 (0.0025)
c1 = 1.0
c2 = 0.95
h = vertical distance, in m (ft), to the bulkhead deck at center from the middle
of s in the case of girders, and from the middle of ! in the case of webs;
where that distance is less than 6.10 m (20 ft), h is to be taken as 0.8
times the distance plus 1.22 m (4 ft.)
s = sum of half lengths (on each side of girder or web) of the stiffener
supported, in m (ft)
! = span measured between the heel of end attachments, in m (ft). Where an
effective bracket is fitted at the bulkhead, the length ! may be modified
17.5.2 Proportions 5-5-6/17.5.2

The depth and net thickness of the girders and webs are not to be less than dw and tw
Part 5
dw = 83.3 ! + 0.25dS mm
= ! + 0.25ds in.
tw = dw/100 + 2.0 mm
need not exceed 10.5 mm (0.41 in.)
= dw/100 + 0.08 in.
dS is the depth of the slots for the stiffeners, in mm (in.) and ! is as defined in 5-5-6/17.5.1
above.
19 Deep Tank Bulkheads 5-5-6/19

This section applies to deep tank bulkhead where the requirements in this section exceed those of
5-5-6/17.
19.1 Plating 5-5-6/19.1
The net thickness t of bulkhead plating forming tank boundaries is to be obtained from the following
equation:
t=sk qh /C + a mm (in.)
but not less than 5.0 mm (0.2 in.) or s/150 + 1.0 mm (s/ 150 + 0.04 in.) whichever is greater.
where
k = (3.075 α − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)
= 1.0 (α > 2)
q = 235/Y (N/mm2), 24/Y (kgf/mm2) or 34,000/Y (lbf/in2)
Y = specified minimum yield point or yield strength in N/ mm2 (kgf/mm2, lbf/in2) for
h = the greatest of the following distances, in m (ft), from the lower edge of the plate
to:
A point located two-thirds of the distance from the top of the tank to the top
of the overflow
The load line
A point located at two-thirds of the distance to the bulkhead or freeboard
deck
C = 254 (460)
a = 1.0 (0.04)
The tops of tanks are to have plating 0.5 mm (0.02 in.) thicker than would be required for vertical
plating at the same level.
19.3 Stiffeners 5-5-6/19.3
attached, is not to be less than obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm3 (in3)
Part 5
where
k = 7.8 (0.0041)
c1 = 0.90
c2 = 0.85
s = spacing of the stiffeners in m (ft)
h = the greatest of the following distances, in m (ft), from the middle of ! to;
A point located two-thirds of the distance from the top of the tank to the top
of the overflow
The load line
deck
(ft)
Q = material factor, as specified in 5-5-4/5
The effective breadth of plating, be, is as defined in 5-5-4/11.5

as obtained from the following equation:
SM = k c1 c2 s h ! 2 Q cm3 (in3)
where
k = 4.74 (0.0025)
c1 = 1.5
c2 = 0.95
h = vertical distance, in m (ft), from the middle of s in the case of girders, and
from the middle of ! in the case of webs to the same height to which h
for the stiffeners is measured. See 5-5-6/19.3 above.
s = sum of half lengths (on each side of girder or web) of the frame or
stiffener supported, in m (ft)
! = span measured between the heels of the end of the attachments, in m(ft).
Where an effective brackets are fitted, the length ! may be modified as
19.5.2 Proportions 5-5-6/19.5.2

The depth and net thickness of the girders and web are to be not less than dw and tw,
respectively, as defined below:
dw = 145 ! + 0.25 dS mm
where no struts or ties are fitted
Part 5
= 1.74 ! + 0.25 dS in.

= 83.3 ! + 0.25 dS mm
where struts are fitted
= ! + 0.25 dS in.
tw = dw/100 + 1.5 mm
= dw/100 + 0.06 in.
dS is the depth of the slots in mm (in.) for the stiffeners and ! is as defined above. In general,
the depth of the girder or web is not to be less than 3 times the depth of the slots or the slots
are to be fitted with filler plates.
21 Collision Bulkheads 5-5-6/21

21.1 Plating 5-5-6/21.1
The net thickness t of the collision bulkhead plating is to be obtained from the following equation:
t = sk qh /C + a mm (in.)
but not less than 5.0 mm (0.2 in.) or s/200 + 1.5 mm (0.06 in.) whichever is greater
where
s = spacing of stiffeners, in mm (in.).
k = (3.075 α − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)
= 1.0 (α > 2)
Y = specified minimum yield point or yield strength, in N/mm2 (kgf/mm2, lbf/in2), for
h = distance from the lower edge of the plate to the bulkhead deck at center, in m (ft)
C = 254 (460)
a = 0.5 (0.02)
Where the plating of collision bulkhead forms tank boundaries, plating is not to be less than required
for bulkhead obtained in 5-5-6/19.1.
21.3 Stiffeners 5-5-6/21.3
attached, is to be not less than obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 9.75 (0.0051)
c1 = 0.56
c2 = 0.85
Part 5

h = distance, in m (ft), from the middle of ! to the freeboard deck; where that
distance is less than 6.10 m (20 ft), h is to be taken as 0.8 times the distance plus
1.22 m (4 ft.)
(ft)
For stiffeners on bulkheads forming tank boundary, the net section modulus is not to be less than
required for stiffeners obtained in 5-5-6/19.3.

as obtained from the following equation.
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 5.925 (0.0031)
c1 = 1.0
c2 = 0.95
h = vertical distance, in m (ft), to the freeboard deck at center from the
middle of s in the case of girders, and from the middle of ! in the case
of webs; where that distance is less than 6.10 m (20 ft), h is to be taken as
0.8 times the distance plus 1.22 m (4 ft.)
s = sum of half lengths (on each side of girder or web) of the stiffener
! = span measured between the heels of end attachments, in m (ft). Where an
Q = material factor, as specified in 5-5-4/5
Where the girders and webs form tank boundaries, the net section modulus is to comply with
5-5-6/19.5.
21.5.2 Proportions
The depth and net thickness of the girders and web are to be not less than dw and tw
dw = 83.3 ! + 0.25dS mm
= ! + 0.25dS in.
tw = dw/100 + 2.0 mm
= dw/100 + 0.08 in.
Part 5
dS is the depth of the slots, in mm (in.), for the stiffeners and ! is as defined above.
Where the girders and web form tank boundaries, the proportions are to be in compliance with
5-5-6/19.5.
23 Structure Strengthening for Impact Loads 5-5-6/23

Where the hull structure is subject to impact loads as specified in 5-5-3/5.3 or 5-5-3/11, appropriate
strengthening is to be required as outlined below.
23.1.1 Bottom Plating 5-5-6/23.1.1

When bottom slamming as specified in 5-5-3/11.1 is considered, the bottom structure in the
region of the flat bottom forward of 0.25L from the FP is to be in compliance with the
The net thickness of the flat bottom plating forward of 0.25L from the FP is not to be less than
t1 or t2, whichever is greater, obtained from the following equations:
t1 = 0.73 s (k1ps /f1)1/2 mm (in.)
t2= 0.73 s (k2 ps /f2)1/2 mm (in.)
where
s = spacing of longitudinals or transverse stiffeners, in mm (in.)
= 0.5 k2 for transversely stiffened plating
k = (3.075(α)1/2 − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)
= 1.0 (α > 2)
psi = nominal bottom slamming pressure, as specified in 5-5-3/11.1 at the
center of the panel, in N/cm2 (kgf/cm2, lbf/in2)
f1 = permissible bending stress in the longitudinal direction, in N/cm2
(kgf/cm2, lbf/in2)
= 0.85 Sm fy forward of 0.125L from the FP
= 0.75 Sm fy between 0.125L and 0.25L, from the FP
f2 = permissible bending stress in the transverse direction, in N/cm2 (kgf/cm2,
lbf/in2)
= 0.85 Sm fy
Part 5
23.1.2 Bottom Longitudinals and Stiffeners 5-5-6/23.1.2

bottom plating forward of 0.25L from FP is not to be less than that obtained from the
following equation:
SM = M/fb cm3 (in3)
M = ps s ! 2 103/k N-cm (kgf-cm, lbf-in.)
where
k = 16 (16, 111.1)
psi = nominal bottom slamming pressure as specified in 5-5-3/11.1 at the
midpoint of the span ! , in N/cm2 (kgf/cm2, lbf/in2)
! = the unsupported span of the stiffener, as shown in 5-5-4/Figure 8, in m
(ft)
fb = 0.9 Sm fy for transverse and longitudinal stiffeners in the region
forward of 0.125L from the FP, in N/cm2 (kgf/cm2, lbf/in2)
= 0.8 Sm fy for longitudinal stiffeners in the region between 0.125L and
0.25L from the FP, in N/cm2 (kgf/cm2, lbf/in2)
The struts connecting the bottom and inner bottom longitudinals are not to be fitted.
following requirements in addition to 5-5-6/5.

t1 = 0.73s(k1 ps /f1)1/2 in mm (in.)
t2 = 0.73s(k2 ps /f2)1/2 in mm (in.)
where
= 0.5 k2 for transversely stiffened plating
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
Part 5

ps = the design slamming pressure = ku pij
center of the supported panel under consideration, in N/ cm2 (kgf/cm2,
lbf/in2)
f1 = 0.85 Sm fy for side shell plating in the region between 0.0125L and
0.125L, from the FP, in N/cm2 (kgf/ cm2, lbf/in2)
= 0.75 Sm fy for side shell plating in the region between 0.125L and 0.25L,
f2 = 0.85 Sm fy, in N/cm2 (kgf/cm2, lbf/in2)

The net section modulus of the stiffener, including the associated effective plating, is not to be
less than that obtained from the following equation:
M = ps s ! 2 103/k, in N-cm (kgf-cm, lbf-in.)
where
k = 16 (16, 111.1)
! = unsupported span of the stiffener as shown in 5-5-4/Figure 8, in m (ft)
in 5-5-6/23.3.1 above at the midpoint of the span !
fb = 0.9 Sm fy for transverse and longitudinal stiffeners in the region
between 0.0125L and 0.125L, from the FP
= 0.8 Sm fy for longitudinal stiffeners in the region between 0.125L and
0.25L from the FP, in N/cm2 (kgf/ cm2, lbf/in2)
23.3.3 Side Transverses and Stringers 5-5-6/23.3.3

23.3.3(a) Section Modulus
The net section modulus of side transverse and stringer in association with the effective side
shell plating is not to be less than that obtained from the following equation.
i) Longitudinally Framed Side Shell
Part 5
For side stringer

M = c1 c2 p s ! t ! s 105/k in N-cm (kgf-cm, lbf-in.)
For side transverse, M is not to be less than M1 or M2, whichever is greater
M1 = c3 p s ! 2t (1.0 − c4φ) 105/k in N-cm (kgf-cm, lbf-in.)
M2 = 0.85 p1 s ! 2t1 105/k in N-cm(kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
c1 = 0.125 + 0.875φ, but not less than 0.3
Coefficients c2, c3 and c4 are given in the 5-5-6/Tables 1, 2 and 3 respectively.
p = slamming pressure = ku pij, in kN/m2 (tf/m2, Ltf/ft2)
For side transverse; p is taken at the midspan of ! t of the side transverse under consideration.
For side stringer; p is taken at the midspan of ! s of the stringer under consideration.
p1 = slamming pressure, in kN/m2 (tf/m2, Lft/ft2), at the midspan of ! t1 of the
side transverse under consideration.
= ku pij
pij = nominal bowflare slamming pressure, in kN/m2 (tf/m2, Lft/ft2), as defined
in 5-5-3/11.3.1
s = sum of half distances on each side of a transverse, in m (ft), between the
side transverse under consideration and adjacent side transverses or
transverse bulkhead (strength bulkhead)
= 0.45 ! s for stringer
φ = 1/(1 + α)
α = 1.33 (It /Is)( ! s / ! t)3
It = moment of inertia, in cm4 (in4), (with effective side plating) of side

bracket
Is = moment of inertia, in cm4 (in4), (with effective side plating) of side
stringer at the middle of the span ! s clear of the bracket
!t = spans, in m (ft), of the side transverse under consideration between
platforms or flats, as shown in 5-5-6/Figure 3b
!s = spans, in m (ft), of the side stringer under consideration between
transverse bulkheads or strength bulkheads, as shown in 5-5-6/Figure 3a
or stringer and platform (flat), as shown in 5-5-6/Figure 3b
Part 5

= 0.75 Sm fy
TABLE 1
Coefficient c2
Number of Side Stringers Between Platforms (flats) No Stringer One Stringer More than One Stringer
Stringer 0.0 0.9 0.80
TABLE 2
Coefficient c3
Transverse 0.85 0.68 0.68
TABLE 3
Coefficient c4
Transverse 0.0 0.75 0.80
ii) Transversely Framed Side Shell

For side transverse
M = c1 p s ! t ! s 105/k in N-cm (kgf-cm, lbf-in.)
M1 = c2 p s ! 2s (1.0 - c3 φ1) 105/k in N-cm (kgf-cm, lbf-in.)
M2 = 1.1 p1 s ! 2s1 105/k in N-cm (kgf-cm, lbf-in.)

where
k = 12 (12, 83.33)
If no side transverses are fitted between transverse bulkheads or strength bulkheads
c2 = 1.1
c3 = 0
Part 5
If side transverses are fitted between transverse bulkheads or strength bulkheads

c2 = 0.8
c3 = 0.8
p is as defined in 5-5-6/23.3.3(a)i) above.
p1 = slamming pressure, in kN/m2 (tf/m2, Lft/ft2), at the midspan of ! s1 of the
side stringer under consideration.
= ku pij
pij = nominal bowflare slamming pressure, in kN/cm2 (tf/m2, Ltf/ft2), as
defined in 5-5-3/11.3.1
s = sum of half distances, in m (ft), between side stringer under consideration
and adjacent side stringers or platforms (flats), on each side of the
stringer.
= for transverse; 0.45 ! t
φ1 = α/(1 + α)
! s1 = span, in m (ft), of side stringer under consideration between side
transverses, or side transverse and transverse bulkhead (strength
bulkhead), as shown in 5-5-6/Figure 3a
= 0.75 Sm fy
! t, ! s and α are as defined in 5-5-6/23.3.3(a)i) above
23.3.3(b) Sectional Area of Web
The net sectional area of the web portion of the side transverse and side stringer is not to be
A = F/fs cm2 (in2)
For side stringer
F = k c1 p ! s 103 in N (kgf, lbf)
F1 = 0.85 k c2 p ! s (1.0 − c3 φ − 2he/ ! ) 103 in N (kgf, lbf)
F2 = 1.7 k c2 p1 s (0.5 ! 1 − he) 103 in N (kgf, lbf)
where
k = 0.5 (0.5, 1.12)
c2 = 1.0
Coefficients c1, and c3 are given in the 5-5-6/Table 4 and 5-5-6/Table 5 respectively.
Part 5

stringers or side stringer and platforms (flats), as shown in 5-5-6/Figure
3b
5-5-6/Figure 3b
= 0.45 Sm fy
p, p1, φ and s are as defined in 5-5-6/23.3.3(a)i).
stringer (or above the platform if no stringer is fitted).
TABLE 4
Coefficient c1
Stringers 0.0 0.52 0.40
TABLE 5
Coefficient c3

For side transverse
F = 0.85k c1 p ! s 103 in N (kgf, lbf)
F1 = k p ! s (1.0 − 0.6φ1 − 2he/ ! ) 103 in N (kgf, lbf)
F2 = 2 k p1 s (0.5 ! 1 − he) 103 in N (kgf, lbf)
Part 5
where
k = 0.5 (0.5, 1.12)
transverse bulkheads, as shown in 5-5-6/Figure 3a
consideration, as shown in 5-5-6/Figure 3a
To obtain F1, he is equal to the length of the end bracket at the end of span ! of side stringer,
as shown in 5-5-6/Figure 3a.
To obtain F2, he is equal to the length of the end bracket at the end of span ! 1 of side stringer,
as shown in 5-5-6/Figure 3a.
= 0.45 Sm fy
p, p1, φ and s are as defined in 5-5-6/23.3.3(a)ii) above
23.3.3(c) Depths of Side Transverses and Stringers
The depths of side transverses and stringers dw are neither to be less than obtained from the
following equations nor be less than 2.5 times the depth of the slots respectively.
For side transverse
dw = (0.08 + 0.80 α) ! t for α ≤ 0.05
= (0.116 + 0.084 α) ! t for α > 0.05 and need not be greater than 0.2 ! t
If no side stringer is fitted between platforms (flats):
dw ≥ 0.2 ! t
For side stringer
dw = (0.42 − 0.9 α) ! s for α ≤ 0.2
= (0.244 − 0.0207α) ! s for α > 0.2
! t, ! s and α are as defined in 5-5-6/23.3.3(a)i) above.
For side stringer
dw = (0.08 + 0.80 α1) ! s for α1 ≤ 0.05
= (0.116 + 0.084 α1) ! s for α1 > 0.05 and need not be greater than 0.2 ! s
Part 5

dw = 0.2 ! s
For side transverse
dw = (0.277 − 0.385α1) ! t for α1 ≤ 0.2
= (0.204 − 0.0205α1) ! t for α1 > 0.2
α is not to be taken greater than 7.5 to determine the depth of the side transverse
where
α1 = 1/α
! t , ! s and α are as defined in 5-5-6/23.3.3(a)i) above.
23.5 Bow Strengthening 5-5-6/23.5

When impact loads on bow as specified in 5-5-3/5.3.4 is considered, the side shell structure above the
waterline in the region forward of collision bulkhead is to be in compliance with the following
requirements in addition to 5-5-6/5.

The net thickness of the side shell plating is not to be less than t3, obtained from the following
equations:
t3 = 0.73s k (k3 pb/f3)1/2 in mm (in.)
where
k3 = 0.5
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
pb = the design bow pressure = ku pbij
pbij = nominal bow pressure as specified in 5-5-3/5.3.4(a) at the center of the
supported panel under consideration, in N/cm2 (kgf/cm2, lbf/in2)
ku = impact load factor = 1.1
f3 = 0.85 Sm fy, in N/cm2 (kgf/cm2, lbf/in2)

The net section modulus of the stiffener, including the effective plating, is not to be less than
that obtained from the following equation:
SM = M/fbi in cm3 (in3)
M = pb s ! 2 103/k, in N-cm (kgf-cm, lbf-in.)
Part 5
where
k = 16 (16, 111.1)
! = unsupported span of the stiffener, as shown in 5-5-4/Figure 8, in m (ft)
pb = the maximum bow pressure, in N/cm2 (kgf/cm2, lbf/in2), as defined in
5-5-6/23.5.1 above at the midpoint of the span !
fbi = 0.9 Sm fy for transverse and longitudinal stiffeners
Part 5
FIGURE 3
Definition of Spans
he
he h
e SIDE
SHEL
L
he
!s1
TRANSV. BHD OR STRENGTH BVD
!s
!s1
OR STRENGTH BVD
!1
TRANSV. BHD
!
a. Stringer
PLATFORM FLAT
he
!1
!t1
he
he !t !
!t1
SIDE SHELL
!1
he
PLATFORM FLAT
b.
Transverse
Part 5
25 Aftbody and Machinery Space Structure 5-5-6/25
25.1 Bottom Structure 5-5-6/25.1
25.1.1 Bottom Shell Plating 5-5-6/25.1.1

The minimum net thickness of the bottom shell plating is not to be less than t, obtained from
the following equations and is not to extend for more than 0.1L from the aft end.
Between the midship 0.4L and 0.1L from the aft end, the thickness of the plating may be
gradually tapered.
t = 0.03(L + 29) + 0.009s mm for L ≤ 305 m
t = (10.70 + 0.009s) D / 35 mm for L > 305 m
t = 0.00036(L + 95) + 0.009s in. for L ≤ 1000 ft
t = (0.402 + 0.009s) D / 114.8 in. for L > 1000 ft
where
s = after peak frame spacing, in mm (in.)
D = molded depth, as defined in 3-1-1/7, in m (ft), or 35 m (114.8 ft)
whichever is greater
The net bottom-shell plating where constructed of higher-strength material is not to be less in
thickness than obtained from the following equation:
thts = [tms − C] [(Q + 2 Q )/3] + C
where
C = 3.3 (0.13)
In determining the thickness of bottom shell plating constructed of higher-strength material
and transversely framed, the critical buckling stress of the plating is to be checked in
accordance with Appendix 5-5-A2.
Shell plating is also not to be less in thickness than required by 5-5-6/25.17 for deep tanks.
25.1.2 Bottom Longitudinals and Transverse Frames 5-5-6/25.1.2

Frames are not to have less strength than is required in 5-5-6/25.1.2(a) and 5-5-6/25.1.2(b)
below respectively. In way of deep tanks, they are not to have less strength than is required in
5-5-6/25.17 for stiffeners on deep-tank bulkheads.
25.1.2(a) Bottom Longitudinals
The net section modulus of the bottom longitudinal, required by 5-5-4/11.5 for 0.4L amidship
may be gradually reduced to the values required by 5-5-6/25.5.4(a) toward 0.1L from the end.,
provided that the hull girder section modulus at the location under consideration is in
compliance with the requirements given in 5-5-4/3.1.1. In no case, is the net section modulus
of each bottom shell longitudinal in association with the effective plating to which it is
attached, to be less than obtained from the equations 5-5-6/25.5.4(a).
Part 5
25.1.2(b) Bottom Transverse Frames

The bottom shell transverse frame, in association with the effective plating, is to be not less
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 7.8 (0.0041)
s = spacing of the stiffeners, in m (ft.)
c1 = 1.0
c2 = 0.85
h = the vertical distance, in m (ft), from the middle of ! to the load line, or
two-thirds of the distance to the bulkhead deck or freeboard deck,
! = span of stiffeners between effective supports, in m (ft), as shown in
5-5-4/Figure 8.
25.3 Double Bottom in Engine Space 5-5-6/25.3
25.3.1 Depth 5-5-6/25.3.1

The depth of the double bottom in the engine space, dDB, is not to be less than obtained from
dDB = 32B + 190 d mm
dDB = 0.384B + 4.13 d in.

where
B = breadth of vessel, as defined in 3-1-1/5, in m (ft)
d = molded draft of vessel, as defined in 3-1-1/9, in m (ft)
25.3.2 Center Girder 5-5-6/25.3.2

The net thickness of center-girder plates is not to be less than obtained from the following
equation:
t = 0.056L + 4.0 mm
t = 0.00067L + 0.157 in.
25.3.3 Solid Floors and Side Girders 5-5-6/25.3.3

The net thickness of solid floors and side girders is not to be less than obtained from the
following equation:
t = 0.036L + 4.7 mm
t = 0.00043L + 0.185 in.
Part 5
Solid floors are to be fitted on every frame under machinery and transverse boiler bearers.
Where boilers are mounted on the tank top, the thickness of the floors in way of the boilers is
to be increased by 1.5 mm (0.06 in.).
Floors and side girders where constructed of higher-strength material are to be not less in
thickness than obtained from the following equation.
thts = [tms − C] [(Q + 2 Q )/3] + C
where
C = 1.5 (0.06)
25.3.4 Floor Stiffeners 5-5-6/25.3.4

Stiffeners spaced not more than 1.53 m (5 ft) apart are to be fitted on solid floors. Stiffeners
may be omitted on non-tight floors with transverse framing, provided the thickness of the
floor plate is increased 10% above the thickness obtained from 5-5-6/25.3.3 above.
25.3.5 Inner-bottom Plating Thickness 5-5-6/25.3.5

The net thickness of inner-bottom plating is not to be less than obtained from the following
equation:
t = 0.037L + 0.009s mm
t = 0.00044L + 0.009s in.
where
s = frame spacing, in mm (in.)
For vessels with longitudinally-framed inner bottoms, the thickness of inner-bottom plating,
as obtained above, may be reduced by 1.0 mm (0.04 in.).
The net inner-bottom plating, where constructed of higher-strength material, is to be not less
in thickness than obtained by the following equation:
thts = [tms − C] [(Q + 2 Q )/3] + C
where
C = 1.5 (0.06)
In way of engine bed plates or thrust blocks which are bolted directly to the inner bottom, the
net plating thickness is to be at least 17.5 mm (0.7 in.); the thickness is to be increased
according to the size and power of the engines. Holding down bolts are to pass through angle
flanges of sufficient breadth to take the nuts.
Also see 3-2-12/1.
Part 5
Where the inner-bottom forms tank boundaries, plating is to be in compliance with

5-5-6/25.17.1.
25.5 Side Shell Structures 5-5-6/25.5
25.5.1 Side Shell Plating 5-5-6/25.5.1

The minimum net thickness of the side shell plating at ends including transom plating is to be
not less than t, obtained from the following equations and is not to extend for more than 0.1L
from the aft end. Between the midship 0.4L and the end 0.1L, the thickness of the plating may
be gradually tapered.
t = 0.029(L + 29) + 0.009s mm for L ≤ 305 m
t = (10.20 + 0.009s) D / 35 mm for L > 305 m

t = 0.00036 (L + 95) + 0.009s in. for L ≤ 1000 ft
t = (0.402 + 0.009s) D / 114.8 in. for L > 1000 ft

where
s = after peak frame spacing, in mm (in.)
D = molded depth, in m (ft), as defined in 3-1-1/7 or 35 m (114.8 ft),
whichever is greater
Where the strength deck at the ends is above the freeboard deck, the net thickness of the side
shell plating above the freeboard deck may be reduced to the thickness as given in
5-5-6/25.5.2 below.
The required net thickness of the side shell plating is also to meet the hull girder shear
strength at the location considered.
The net thickness of side-shell plating where constructed of higher-strength material is to be
not less in thickness than obtained from the following equation:
thts = [tms − C] [(Q + 2 Q )/3] + C
where
C = 2.8 (0.11)
In determining the thickness of side-shell plating constructed of higher-strength material and
transversely framed, the critical buckling stress of the plating is to be checked in accordance
Shell plating is also not to be less in thickness than required by 5-5-6/25.17 for deep tanks.
Shell plating thickness is to be increased 25% in way of breaks of superstructures, but this
Part 5
25.5.2 Poop Side Plating 5-5-6/25.5.2

The net thickness, t, of the plating is not to be less than obtained from the following equation:
t = 0.028(L + 150) + 0.006(s − S) mm
t = 0.00034(L + 492) + 0.006(s − S) in.
where
s = frame spacing. in mm (in.)
S = standard frame spacing
= 2.08L + 438 mm for L ≤ 270 m
= 0.025L + 17.25 in. for L ≤ 886 ft
= 1000 (39.4) mm (in.) for L > 270 m (886 ft)
= 610 (24) mm (in.) in way of the aft peak
more than 305 m (1000 ft.)
Where constructed of higher-strength material the plating is to be not less in thickness than
thts = [tms − C] [(Q + 2 Q )/3] + C
where
C = 2.8 (0.11)
25.5.3 Stern Thruster Tunnels 5-5-6/25.5.3

The net thickness of the tunnel plating is to be not less than required by 5-5-6/25.5.1, where s
is to be taken as the standard frame spacing S given by the equation in 5-5-6/25.5.2, nor is the
thickness to be less than obtained from the following equation:
t = 0.008d + 1.8 mm
t = 0.008d + 0.07 in.
d = inside diameter of the tunnel, in mm (in.), but is to be taken not less than
968 mm (38 in.)
Where the outboard ends of the tunnel are provided with bars or grids, the bars or grids are to
be effectively secured.
25.5.4 Side Longitudinals and Transverse Frames 5-5-6/25.5.4

Frames are not to have less strength than is required in 5-5-6/25.15.2 for bulkhead stiffeners
in the same location in conjunction with the heads to the bulkhead deck. In way of deep tanks
they are not to have less strength than is required in 5-5-6/25.17.2 for stiffeners on deep-tank
bulkheads. Framing sections are to have sufficient thickness and depth in relation to the spans
between supports. See also 5-5-A2/11.9.
Part 5
25.5.4(a) Side Longitudinals

The net section modulus of each side longitudinal, in association with the effective plating to
which it is attached, is not to be less than obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm2 (in2)
where
k = 7.8 (0.0041)
s = spacing of side longitudinals, in m (ft.)
c1 = 0.95
c2 = 0.85
above 0.5D from the keel:
h = the vertical distance, in m (ft), from the side longitudinal to the bulkhead
deck, but is not to be taken less than 2.13 m (7.0ft.)
at and below 0.5D from the keel:
h = 0.75 times the vertical distance, in m (ft), from the longitudinal frame to
the bulkhead deck, but is not to be less than 0.5D
! = span of longitudinal between effective supports, as shown in
25.5.4(b) Transverse Frames
The net section modulus SM of each transverse frame, in association with the effective plating
to which it is attached, is to be obtained from the following equation:
SM = c2 s ! 2 (h + bh1/33)(7 + 45/ ! 3)Q cm3
SM = c2 s ! 2 (h + bh1/100)(0.0037 + 0.84/ ! 3)Q in3

where
s = spacing of side frames, in m (ft.)
c2 = 0.85
! = the span of frames between effective supports, as defined in
5-5-4/Figure 8, in m (ft), as shown in 5-5-6/Figure 1.
The value of ! for use with the equation is not to be less than 2.10 m (7 ft).
h = vertical distance, in m (ft), from the middle of ! to the load line or 0.4 ! ,
whichever is the greater, as shown in 5-5-6/Figure 1.
b = horizontal distance, in m (ft), from the outside of the frames to the first
spaces and one half the height of all passenger spaces above the bulkhead
or freeboard deck, or plus 2.44 m (8 ft) if that be greater. Where the cargo
Part 5
load differs from 715 kgf/ m3 (45 lbf/ft3) multiplied by the tween-deck
height in m (ft), the height of that tween-deck is to be proportionately
adjusted in calculating h1.
25.5.4(c) Transverse tween-deck Frames
The net section modulus SM of each transverse tween-deck frame, in association with the
effective plating to which it is attached, is to be not less than obtained from the following
equation:
SM = c2(7 + 45/ ! 3)s ! 2 KQ cm3
SM = c2(0.0037 + 0.84/ ! 3)s ! 2 KQ in3

where
s = spacing of side frames, in m (ft)
c2 = 0.85
! = tween deck height or unsupported span along the frame length, as shown
in 5-5-4/Figure 8, whichever is greater, in m (ft)
K = factor appropriate to the length of vessel and type of tween decks, as
shown in 5-5-6/Figure 1, defined as follows:
For L in m:
KA = 0.022L − 0.47
KB = 0.034L − 0.56
KC = 0.036L − 0.09 for L ≤ 180 m
KC = 0.031L + 0.83 for L > 180 m
KD = 0.029L + 1.78
For L in ft:
KA = 0.022L − 1.54
KB = 0.034L − 1.84
KC = 0.036L − 0.29 for L ≤ 590 ft
KC = 0.031L + 2.8 for L > 590 ft
KD = 0.029L + 5.84
as greater than 305 m (1000 ft)
Part 5
25.7 Side Transverse Web Frames and Stringers 5-5-6/25.7
25.7.1 Transverse Web Frames 5-5-6/25.7.1

The net section modulus of each web frame, in association with the effective plating to which
it is attached, is to be not less than obtained from the following equation:
SM = k c1 c2 s ! 2 (h + bh1/45K)Q cm3
SM = k c1 c2 s ! 2 (h + bh1/150K)Q in3
where
k = 4.74 (0.0025)
c1 = 1.5
c2 = 0.95
s = spacing of the web frames, in m (ft)
! = span, in m (ft), measured from the line of the inner bottom (extended to
the side of the vessel) to the deck at the top of the web frames. Where
effective brackets are fitted, the length ! may be modified as shown in
5-5-4/Figure 11.
h = vertical distance, in m (ft), from the middle of ! to the load line, the
value of h is not to be less than 0.5 !
spaces and one half the height of all passenger spaces above the bulkhead
or freeboard deck, or plus 2.44 m (8 ft) if that be greater. Where the cargo
load differs from 715 kgf/m3 (45 lb/ft3) multiplied by the tween-deck
height in m (ft), the height of that tween-deck is to be proportionately
adjusted in calculating h1.
b = horizontal distance, in m (ft), from the outside of the frame to the first
K = 1.0, where the deck is longitudinally framed and a deck transverse is
fitted in way of each web frame
= number of transverse frame spaces between web frames where the deck is
transversely framed
The depth and net thickness of the web are not to be less than dw and tw, respectively, as
defined below.
dw = 125 ! mm
= 1.5 ! in.
tw = dw /100 + 2.5 mm need not be greater than 13.0 mm (0.51 in.)
= dw /100 + 0.1 in.
! is as defined above.
Part 5
Where the webs are in close proximity to boilers, the thickness of the webs, face bars, flanges,
etc. are to be increased 1.5 mm (0.06 in.) above the normal requirements.
Web frames in way of deep-tank are to comply with 5-5-6/25.17
25.7.2 Stringers 5-5-6/25.7.2

The net section modulus of each side stringer, in association with the effective plating to
which it is attached, is to be not less than obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 4.74 (0.0025)
c1 = 1.5
c2 = 0.95
h = vertical distance, in m (ft), from the middle of s to the load line, or to
two-thirds of the distance from the keel to the bulkhead deck, or 1.8 m (6
ft), whichever is greatest
s = sum of the half lengths, in m (ft), (on each side of the stringer) of the
frame supported
! = span, in m (ft), between web frames, or between web frame and
bulkhead; where brackets are fitted the length ! may be modified as
The depth and net thickness of the stringer are not to be less than dw and tw, respectively, as
defined below;
dw = 125 ! + 0.25ds mm
= 1.5 ! + 0.25ds in.
but need not exceed depth of the web frames to which they are connected
tw = 0.014L + 6.2 mm for L ≤ 200 m
= 0.007L + 7.6 mm for L > 200 m
tw = 0.00017L + 0.24 in. for L ≤ 656 ft
= 0.00008L + 0.3 in. for L > 656 ft
dS is the depth of the slot, in mm (in.), for the transverse frames and ! is as defined above. In
general, the depth of the stringers is not to be less than 3 times the depth of the slots or the
slots are to be fitted with filler plates.
Where the stringers are in close proximity to boilers, the thickness of the stringer plates, face
bars, flanges, etc. are to be increased 1.5 mm (0.06 in.) above the normal requirements.
Stringers in way of deep-tank are also to comply with 5-5-6/25.17.
Part 5
25.7.3 After-peak stringers 5-5-6/25.7.3

The after peak stringer plate net thickness t and breadth b are not to be less than obtained from
the following equations:
t = 0.014L + 5.7 mm for L ≤ 200 m
t = 0.007L + 7.1 mm for L > 200 m
t = 0.00017L + 0.22 in. for L ≤ 656 ft
= 0.0008L + 0.28 in. for L > 656 ft
b = 2.22L + 600 mm
= 0.0266L + 23.62 in.
Where beams or struts are not fitted on every frame, the edge of the stringer is to be
adequately stiffened by a flange or face bar.
25.9 Decks 5-5-6/25.9
25.9.1 Strength Deck Plating outside Line of Openings 5-5-6/25.9.1

The net thickness of the strength deck plating is to be not less than that required to meet the
longitudinal hull girder strength. The deck area contributing to the hull girder strength for
amidship 0.4L is gradually reduced to the end of the vessel. Where bending moment envelope
curves are used to determine the required hull girder section modulus as permitted in
5-5-4/3.1.1, the strength deck area is to be maintained a suitable distance beyond
superstructure breaks and is to be extended into the superstructure to provide adequate
structural continuity. The thickness is also to be not less than t specified below, except within
deckhouse where the plating may be reduced by 1 mm (0.04 in.).
25.9.1(a) for longitudinaly framed decks
t = 0.009sb + 1.4 mm
= 0.009 sb + 0.055 in. for sb ≤ 760 mm (30 in.)
t = 0.006sb + 3.7 mm
= 0.006 sb + 0.146 in. for sb > 760 mm (30 in.)
25.9.1(b) for transversely framed decks
t = 0.01sb + 1.3 mm
= 0.01sb + 0.05 in. for sb ≤ 760 mm (30 in.)
t = 0.0066sb + 3.9 mm
= 0.0066sb + 0.154 in. for sb > 760 mm (30 in.)
where
sb = spacing of deck beams, in mm (in.)
The net thickness of deck plating, for longitudinally framed decks, constructed of higher-
strength material is to be not less than obtained from the following equation:
thts = (tms − C) Q + C
Part 5
where
c = 3.3 (0.13)
tms = net thickness, in mm (in.), of ordinary-strength steel, as required above
Q = material conversion factor 0.92/ Q is to be used in lieu of Q as

specified in 5-5-4/5 and is not to be less than 1.0.
In general, where the deck plating is constructed of higher-strength material, the critical
buckling stress of the plating of the higher-strength material is to be checked in accordance
The net thickness of the stringer plate is to be increased 25% in way of breaks of
superstructures, but this increase need not exceed 6.5 mm (0.25 in.).
25.9.2 Strength Deck Plating within Line of Openings 5-5-6/25.9.2

Within deckhouses, the plating may be of the thickness obtained from the following
equations.
t = 0.009sb − 0.2 mm for sb ≤ 685 mm
t = 0.0039sb + 3.3 mm for sb > 685 mm
t = 0.009sb − 0.008 in. for sb ≤ 27 in.
t = 0.0039sb − 0.13 in. for sb > 27 in.
sb is as defined in 5-5-6/25.9.1 above.
25.9.3 Poop Decks 5-5-6/25.9.3

The net thickness of exposed poop deck plating is to be not less than obtained from
5-5-6/25.9.2 above.
25.9.4 Platform Decks in Enclosed Spaces 5-5-6/25.9.4

The net thickness of platform deck plating including lower decks in machinery space, is to be
not less than obtained from the following equation:
t = k sb h +a mm (in.)
where
k = 0.00394 (0.00218)
a = 0.5 (0.02)
h = tween deck height, in m (ft.).
= p/n, when a design load, p, is specified.
p = specified design load, in kN/m2 (kgf/m2, lbf/ft2)
n = 7.05 (715, 45)
sb is as defined in 5-5-6/25.9.1 above.
Where the platform decks are subjected to hull girder bending, special consideration is to be
given to the structural stability of deck supporting members. Appendix 5-5-A2 may be used.
Part 5
25.9.5 Watertight Flats 5-5-6/25.9.5

Watertight flats over tunnels or forming recesses or steps in bulkheads are to be of not less
thickness than required for the plating of ordinary bulkhead at the same level plus 1 mm (0.04
in.)
For decks forming tops of tanks, see requirements in 5-5-6/25.17.
25.9.6 Deck Longitudinals and Beams 5-5-6/25.9.6

25.9.6(a) Deck Longitudinals Outside The Line Of Openings
The net sectional area of each deck longitudinal or beam, in association with the effective
deck plating to which it is attached, is to be not less than that required to meet the longitudinal
hull girder strength nor is the associated net section modulus to be less than obtained in
5-5-6/25.9.6(b) below.
25.9.6(b) Beams
The net section modulus of each deck longitudinal or beams in association with the effective
plating is not to be less than obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm3 (in3)
k = 7.8 (0.0041)
s = spacing of longitudinals or beams, in m (ft.)
c1 = 0.585 for beams between longitudinal deck girders.
for longitudinal beams of platform decks and between
hatches at all decks
= 0.90 for beams at deep-tank tops supported at one or both ends at
the shell or on longitudinal bulkheads
= 0.945 for longitudinals of strength decks and of effective lower
decks
= 1.0 for beams at deep-tank top
c2 = 0.85
! = span of longitudinals or beams between effective supports, as shown in
5-5-4/Figure 8, in m (ft).
h = height, in m (ft), as follows
= the height measured at the side of the vessel, of the cargo space wherever
stores or cargo may be carried. Where the cargo load differs from 715
kgf/m3 (45 lbf/ft3) multiplied by the tween-deck height, in m (ft), the
height is to be proportionately adjusted.
= for deep-tank tops, is not to be less than two-thirds of the distance from
the top of the tank to the top of the overflow; it is not to be less than 1.3
m (4.27 ft), the height to the load line or two-thirds of the height to the
bulkhead or freeboard deck, whichever is greatest.
Part 5

below
= 1.68 m (5.5 ft) for poop deck above bulkhead deck
The effective breadth of plating, be, is as defined in 5-5-4/11.5. Calculations are to be
submitted to show adequate provision against buckling where higher-strength materials is
used for deck beams. Longitudinal members are to be essentially of the same material as the
plating they support.
25.9.7 Deck Girders And Transverses Clear Of Tanks 5-5-6/25.9.7

The net section modulus of each deck girder or transverse with the effective plating is not to
be less than obtained from the following equation.
SM = k c1 c2 b h ! 2 Q cm3 (in3)
where
k = 4.74 (0.0025)
c1 = 1.0
c2 = 0.95
b = mean breadth of the area of deck supported, in m (ft)
h = the height, in m (ft), measured at the side of the vessel, of the cargo space
wherever stores or cargo may be carried. Where the cargo load differs
from 715 kgf/m3 (45 lbf/ft3) multiplied by the tween-deck height, in m
(ft), the height is to be proportionately adjusted.
below
= 1.68 m (5.5 ft) for poop deck above bulkhead deck
! = span between centers of supporting pillars, or between pillar and
bulkhead, in m (ft). Where an effective bracket is fitted at the bulkhead,
the ! may be modified, as shown in 5-5-4/Figure 11.
25.9.7(b) Proportions
The depth and net thickness of the girders and transverses are not to be less than dw and tw,
respectively, as defined below:
Part 5
dw = k! mm (in.)
tw = dw/100 + a mm (in.)
≥ 7.5 mm (0.30 in.) for AF ≤ 38 cm2 (5.27 in2)
≥ 9.0 mm (0.35 in.) for AF ≤ 46 cm2 (8.84 in2)
≥ 11.5 mm (0.45 in.) for AF ≤ 101 cm2 (18.14 in2)
≥ 14.0 mm (0.55 in.) for AF > 165 cm2 (27.44 in2)

k = 58.3 (0.7)
a = 3.0 (0.12)
The thickness for intermediate face area may be obtained by interpolation.
AF is the net face area and ! is as defined in 5-5-6/25.9.7(a) above.
25.9.8 Deck Girders and Transverses in Tanks 5-5-6/25.9.8

The net section modulus SM of deck girders and transverses in tanks are to be obtained in the
same manner as given in 5-5-6/25.9.7 above, except the values of c1 and h are to be as
modified below. The proportionality requirements are to be the same as given in 5-5-6/25.9.7
above except that k for dw is not to be less than 83.3 (1.0).
c1 = 1.5
A point located two-thirds of the distance from the top of the tank to the
top of the overflow
The load line
deck
25.11 Pillars 5-5-6/25.11
25.11.1 Permissible Load 5-5-6/25.11.1

The permissible load Wa of a pillar or strut is to be obtained from the following equation
which will, in all cases, be equal to or greater than the calculated load W as in 5-5-6/25.11.2
below.
Wa = c2 (k − n ! /r) Ac kN(tf, Ltf)
where
c2 = 1.05
= 16.11 (1.643, 10.43) HT32
= 18.12 (1.848, 11.73) HT36
! = unsupported span, in cm (ft)
The length ! is to be measured from the top of the inner bottom, deck or other structure on
which the pillars or struts are based to the under side of the beam or girder supported.
Part 5

Ac = net cross sectional area of pillar or strut, in cm2 (in2)
= 0.0747 (0.00762, 0.581) HT32
= 0.0900 (0.00918, 0.699) HT36
25.11.2 Calculated Load 5-5-6/25.11.2

The calculated load W for a specific pillar is to be obtained from the following equation:
W = nbhs kN (tf, Ltf)
where
n = 7.04 (0.715, 0.02)
h = height above the area supported as defined below, in m (ft)
For pillars spaced not more than two frame spaces the height h is to be taken as the distance
from the deck supported to a point 3.80 m (12.5 ft) above the freeboard deck.
For wide-spaced pillars, the height h is to be taken as the distance from the deck supported to
a point 2.44 m (8 ft) above the freeboard deck, except in the case of such pillars immediately
below the freeboard deck in which case the value of h is not to be less than 2.9 m (9.5 ft) in
measuring the distance from the deck supported to the specified height above the freeboard
deck, the height for any tween decks devoted to crew accommodation may be taken as 1.98 m
(6.5 ft).
s = mean length of the area supported, in m (ft)
25.11.3 Pillars under the Tops of Deep Tanks 5-5-6/25.11.3

Pillars under the tops of deep tanks are not to be less than required by the foregoing. They are
to be of solid sections and to have the net cross sectional area not less than A specified below.
A = c1 c2 nbhs kN (tf, Ltf)
where
c1 = 0.1035 (1.015, 0.16) ordinary strength steel
= 0.0776 (0.761, 0.12) HT32
= 0.069 (0.677, 0.107) HT36
c2 = 0.95
n = 10.5 (1.07, 0.03)
b = breadth of the area of the top of the tank supported by the pillar, in m (ft)
s = length of the area of the top of the tank supported by the pillar, in m (ft)
h = two-thirds of the distance from the top of the tank to the top of the
overflow; it is not to be less than 1.3 m (4.27 ft), the height to the load
line or two-thirds of the height to the bulkhead or freeboard deck,
whichever is greatest.
Part 5
25.13 After-peak 5-5-6/25.13
25.13.1 Center Girder and Floor Plating 5-5-6/25.13.1

The center girder continued from the midship is to extend as far aft as practicable and to be
attached to the stern frame. The net thickness of plating is not to be less than obtained from
the following equation, but need not exceed 12.5 mm (0.5 in.) provided that it is suitably
stiffened.
t = 0.036L + 4.7 mm
t = 0.00043L + 0.17 in.
The floors are to extend as high as necessary to give lateral stiffness to the structure and are to
be properly stiffened with flanges. If applicable, means are to be provided to prevent lateral
movement of floors.
25.13.2 Peak Frame 5-5-6/25.13.2

The net section modulus of each peak frame is to comply with 5-5-6/25.5.4.
Peak frames in way of aft peak tank are in compliance with 5-5-6/25.17.2.
25.15 Watertight Bulkheads 5-5-6/25.15
25.15.1 Plating 5-5-6/25.15.1

The net thickness t of bulkhead plating forming watertight boundaries is to be obtained from
but not less than 5.0 mm (0.2 in.) or s/200 + 1.5 mm (0.06 in.), whichever is greater
where
C = 290 (525)
a = 0.5 (0.02)
k = (3.075 α − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)
= 1.0 (α > 2)
Y = minimum specified yield point or yield strength, in N/ mm2 (kgf/mm2,
lbf/in2), for the higher-strength material or 72% of the specified
minimum tensile strength, whichever is the lesser
h = distance from the lower edge of the plate to the bulkhead deck at center,
in m (ft)
The net plating thickness of afterpeak bulkheads below the lowest flat is not to be less than
required for solid floors obtained by 5-5-6/25.13.1.
Part 5
25.15.2 Stiffeners 5-5-6/25.15.2

The net section modulus of each stiffener, in association with the effective plating to which it
is attached, is to be not less than obtained from the following equation.
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 7.8 (0.0041)
c1 = 0.56
c2 = 0.85
h = distance, in m (ft), from the middle of ! to the bulkhead deck at center;
! = span of stiffeners between effective supports, as shown in 5-5-4/Figure 8,
in m (ft)
25.15.3 Girders and Webs (Watertight Bulkhead) 5-5-6/25.15.3

The net section modulus SM of each girder and web with effective plating which support
bulkhead stiffeners is not to be less than as obtained from the following equation:
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 4.74 (0.0025)
c1 = 1.0
c2 = 0.95
h = vertical distance, in m (ft), to the bulkhead deck at center from the middle
of s in the case of girders, and from the middle of ! in the case of webs;
s = sum of half lengths ! on each side of girder or web) of the stiffeners
! = span measured between the heels of end attachments, in m (ft). Where an
The depth and net thickness of the girders and web are not to be less than dw and tw,
respectively, as defined below;
dw = 83.3 ! + 0.25dS mm
Part 5
dw = 1.0 ! + 0.25dS in.

tw = dw /100 + 2.0 mm
tw = dw /100 + 0.08 in.
dS is the depth of the slots in mm (in.) for the stiffeners and ! is as defined above.
25.17 Deep Tank Bulkheads 5-5-6/25.17

This section applies to deep tank bulkhead where the requirements in this section exceed those of
5-5-6/25.15.
25.17.1 Plating
The net thickness t of bulkhead plating forming tank boundary is to be obtained from the
following equation:
but not less than 5.0 mm (0.2 in.) or s/150 + a mm (in.), whichever is greater
where
C = 254 (460)
a = 1.0 (0.04)
k = (3.075 α − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)
= 1.0 (α > 2)
Y = minimum specified yield point or yield strength, in N/ mm2 (kgf/mm2,
lbf/in2), for the higher-strength material or 72% of the specified
minimum tensile strength, whichever is the lesser
h = the greatest of the following distances, in m (ft), from the lower edge of
the plate to;
top of the overflow
The load line
deck
The tops of tanks are to have plating 0.5 mm (0.02 in.) thicker than would be required for
vertical plating at the same level.
25.17.2 Stiffeners 5-5-6/25.17.2

The net section modulus of each stiffener, in association with the effective plating to which it
is attached, is not to be less than obtained from the following equation:
Part 5
SM = k c1 c2 h s ! 2 Q cm3 (in3)
where
k = 7.8 (0.0041)
c1 = 0.90
c2 = 0.85
top of the overflow
The load line
deck
! = span of stiffeners between effective supports, as shown in 5-5-4/Figure 8,
in m (ft)
25.17.3 Girders and Webs (Deep Tank Bulkhead) 5-5-6/25.17.3

The net section modulus of each girder and web with effective plating which supports
bulkhead stiffeners is not to be less than obtained from the following equation:
SM = k c1 c2 s h ! 2 Q cm3 (in3)
where
k = 4.74 (0.0025)
c1 = 1.5
c2 = 0.95
h = vertical distance, in m (ft), from the middle of s in the case of girders, and
from the middle of ! in the case of webs to the same height to which h
for the stiffeners is measured (See 5-5-6/25.17.2 above).
s = sum of half lengths ! on each side of girder or web) of the frame or
stiffener supported, in m (ft)
! = span measured between the heels of the end of the attachments, in m (ft).
Where an effective brackets are fitted, the length ! may be modified as
defined in 5-5-4/Figure 11.
The depth and net thickness of the girders and web are not to be less than dw and tw,
respectively, as defined below;
Part 5
dw = 145 ! + 0.25dS mm
= 1.74 ! + 0.25dS in.
where no struts or ties are fitted
dw = 83.3 ! + 0.25dS mm
= 1.0 ! + 0.25dS in.
where struts are fitted
tw = dw /100 + 1.5 mm
= dw /100 + 0.06 in.
dS is the depth of the slots, in mm (in), for the stiffeners and ! is as defined above. In general,
the depth is not to be less than 3 times the depth of the slots or the slots are to be fitted with
filler plates.
25.19 Machinery Space 5-5-6/25.19

Care is to be taken to provide sufficient transverse strength and stiffness in the machinery space by
means of webs, plated through beams, and heavy pillars in way of deck openings and casings.
PART
5
Length)
CONTENTS
1 Application........................................................................... 839
3 Container cargo spaces ...................................................... 839
3.1 General fire protection.......................................................... 839
3.3 Vessels intended to carry dangerous goods ........................ 839
Table 1 Dangerous goods classes....................................... 840

Table 2 Application of requirements to container cargo
spaces ...................................................................... 840
Table 3 Application of the requirements in 4-7-2/7.3 to
different classes of dangerous goods, except solid
dangerous goods in bulk ........................................ 841
PART
5
Length)
Provisions of Part 5 Chapter 5 Section 7 (referred to as Section 5-5-7) apply to vessels intended to
carry containers in respect of hazards posed by some cargoes. They form a part of the necessary
condition for assigning the class notation Container Carrier. The provisions of Part 4, specifying
conditions for assigning the machinery class notation AMS (see 4-1-1/1.5), are applicable to container
carriers in addition to the provisions of this Section.
3 Container cargo spaces 5-5-7/3
3.1 General fire protection 5-5-7/3.1

Except for cargo spaces covered in 5-5-7/3.3, cargo spaces of vessels of 2,000 gross tonnage and
upwards are to be protected by a fixed gas fire extinguishing system complying with the provisions of
4-7-3/3 or by a fire extinguishing system which gives equivalent protection.
3.3 Vessels intended to carry dangerous goods 5-5-7/3.3

Container holds intended for the carriage of dangerous goods are to comply with the following
tabulated requirements, except when carrying dangerous goods in limited quantities (as defined in
section 18 of the General Introduction of IMDG Code):
5-5-7/Table 1 provides a description of the list of dangerous goods as defined in IMDG Code.
5-5-7/Table 2 provides the application of the requirements described in 4-7-2/7.3 to container
cargo spaces.
5-5-7/Table 3 provides the application of the requirements described in 4-7-2/7.3 to the
different classes of dangerous goods except dangerous goods in bulk.
Part 5
Chapter 5 Vessels Intended to Containers (130 meters (427 feet) to 350 meters (1148 feet) in
Length)
Table 1
Class Substance
1 Explosives
(1.1 through 1.6)
2.3 Toxic gases
3 Flammable liquids
(3.1 through 3.3)
8 Corrosives
9 Miscellaneous dangerous substances and articles, that is any substance
which experience has shown, or may show, to be of such a dangerous
character that the provisions for dangerous substance transportation are to be
applied.
Table 2
Application of requirements to container cargo spaces
4-7-2/… Requirements Container Weather
cargo spaces deck
7.3.1(a) Availability of water x x
7.3.1(b) Quantity of water x x
7.3.1(c) Under-deck cargo space cooling x -
7.3.1(d) Alternative to cooling by water x -
7.3.2 Sources of ignition x -
7.3.3 Detection system x -
7.3.4 Ventilation x 1) -
7.3.5 Bilge pumping x -
7.3.6 Personnel protection x x
7.3.7 Portable fire extinguisher - -
7.3.8 Insulation of machinery space boundary x 2) x
7.3.9 Water-spray system - -
Notes
1 For classes 4 and 5.1 dangerous goods not applicable to closed freight
containers. For classes 2, 3, 6.1 and 8 when carried in closed freight
containers the ventilation rate may be reduced to not less than two air
changes. For the purpose of this requirement, a portable tank is a closed
freight container.
2 Applicable to decks only.
Part 5
Chapter 5 Vessels Intended to Carry Containers (130 meters (427 feet) to 350 meters (1148 feet)
in Length)
Table 3
Application of the requirements in 4-7-2/7.3 to different classes of
dangerous goods, except solid dangerous goods in bulk
Dangerous 4-7- 2/ paragraph:
goods class 7.3.1 7.3.2 7.3.3 7.3.4 7.3.5 7.3.6 7.3.7 7.3.8 7.3.9
(a) (b) (c) (d ) (a) (b)
1.1 – 1.6 x x x x x x x2 x
1.4S x x x x
2.1 x x x x x x x x x
2.2 x x x x x x
2.3 x x x x x x x
3.1, 3.2 x x x x x x x x x x x
3.3 x x x x x x x
4.1 x x x x1 x x x x
4.3 x x x x x x x x
5.1 x x x x1 x x x3 x
5.2 x x x x
6.1 liquids x x x x x x
6.1 liquids x x x x x x x x x x x
≤23°C
6.1 liquids x x x x x x x x x x
>23°C
≤61°C
6.1 solids x x x x1 x x
8 liquids x x x x x
8 liquids x x x x x x x x x x x
≤23°C
8 liquids x x x x x x x x x
>23°C
≤61°C
8 solids x x x x x
9 x x1 x4 x
1 When ‘‘mechanically ventilated spaces’’ are required by the IMDG Code, as amended.
2 Stow 3m (10 ft) horizontally away from the machinery space boundaries in all cases.
3 Refer to the IMDG Code.
4 As appropriate to the goods being carried.
PART
5
Length)

Assessment of Container Carriers
CONTENTS
1 General................................................................................. 845
1.1 Note ...................................................................................... 845
1.3 Applicability........................................................................... 845
1.5 Loadings ............................................................................... 845
Assessment ......................................................................... 846
3.1 General................................................................................. 846
3.5 Fatigue Classification ........................................................... 847
5.1 Assumption........................................................................... 859
5.3 Criteria .................................................................................. 859
5.5 Long Term Stress Distribution Parameter, γ ...................... 859
7 Calculation of Fluctuating Loads and Determination of
Total Stress Ranges ............................................................ 862
7.1 General................................................................................. 862
7.3 Wave-induced Loads............................................................ 863
7.5 Resulting Stress Ranges...................................................... 863
7.9 Secondary Stress fd2i ........................................................... 866
7.11 Additional Secondary Stresses f*d2i and
Tertiary Stresses fd3i ...................................................................................................... 868
7.13 Calculation of Stress Range for Side Frame and Vertical
Stiffener on Longitudinal Bulkhead....................................... 871
9 Determination Of Stress Concentration (SCF’s) ................875
9.1 General................................................................................. 875
9.5 Hatch Corner ........................................................................ 880
Element Analysis .................................................................894
11.1 General................................................................................. 894
11.3 S-N Data............................................................................... 894
11.5 S-N Data and SCF’s ............................................................. 894
11.7 Calculation of Hot Spot Stress for Fatigue Analysis of Ship
Structures ............................................................................. 897
TABLE 1 Fatigue Classification For Structural Details..........848

TABLE 2 Welded Joint with Two or More Load Carrying
Members ...................................................................852
TABLE 3 Combined Load Cases for Container Carriers .......874
TABLE 4 Coefficient k2b for double bottom panels ...............875
TABLE 5 Coefficient ai and bi for double bottom panels .......875
FIGURE 1 Basic Design S-N Curves.........................................861

FIGURE 2 Dimensions of Double Bottom And Double Side ...872
FIGURE 3 Cn = Cn (ψ) (1998) .......................................................873
FIGURE 7 Side Hatch Corner ....................................................891
FIGURE 8 Circular Shape ..........................................................892
FIGURE 9 Double Curvature Shape..........................................892
FIGURE 10 Elliptical Shape.........................................................893
FIGURE 11 Hatch Corner for Longitudinal Deck Girder............893
PART
5
Length) 5 - 5 - A 1

Assessment of Container Carriers
1 General 5-5-A1/1
1.1 Note 5-5-A1/1.1

used, for certain structural details, in lieu of more elaborate methods such as spectral fatigue analysis.
The criteria in this Appendix are developed from various sources including the Palmgren-Miner linear
damage model, S-N curve methodologies, a long-term environment data of the North-Atlantic Ocean
(Walden’s Data), etc., and assume workmanship of commercial marine quality acceptable to the
Surveyor. The capacity of structures to resist the fatigue is given in terms of permissible stress range
to allow designers the maximum flexibility possible.
to the actual design. For this reason, PC based software has been developed and is available to the
more information.

The criteria in this Appendix are specifically written for container carriers to which Part 5, Chapter 5
is applicable.
1.5 Loadings (1998) 5-5-A1/1.5

The criteria have been written for ordinary wave induced motions and loads. Other cyclic loadings,
Part 5
Appendix 1 Guide for Fatigue Strength Assessment of Container Carriers 5-5-A1
Where it is known that a vessel will be engaged in long-term service on a route with more severe
environment, the fatigue strength assessment criteria in this Guide are to be modified accordingly.

factor cf. See 5-5-A1/7.5.1.

The criteria in this Guide are presented as a comparison of fatigue strength of the structure (capacity)
and fatigue inducing loads (demands) as represented by the respective stress ranges. In other words,
classification and typical structural joints of container carriers. 5-5-A1/7 presents the procedures to be
used to establish the applied total stress range. 5-5-A1/9 provides typical stress concentration factors
(SCF’s) and guidelines for direct calculation of the required SCF’s.

Assessment 5-5-A1/3
3.1 General (1998) 5-5-A1/3.1

arrangements so that most of the important structural details anywhere in the vessel can be subjected
comparison with details proven satisfactory under equal or more severe conditions an explicit

As a general guidance for assessing fatigue strength for a container carrier, the following connections
and locations are to be considered:
3.3.1 Connections of longitudinal stiffeners to transverse web/floor and to transverse

bulkhead: 5-5-A1/3.3.1
3.3.1(a) 2 to 3 selected side longitudinals in the region from 1.1 draft (d) to about 1/3 draft (d)
in the midship region and also in the region between 0.15L and 0.25L from FP
3.3.1(b) 1 to 2 stiffeners selected from each of the following groups: Deck longitudinals,
bottom longitudinals, inner bottom longitudinals and longitudinals on the longitudinal
bulkheads.
for Class F item 2) and Class F2 item 1) and at the connection of the strut for Class G item 4)
in 5-5-A1/Table 1.
Then, the critical spots on the web plate cut-out, on the lower end of the flat bar stiffener as
well as the weld throat are also to be checked for the selected structural detail. For illustration
see 5-5-A1/9.3.2 and 5-5-A1/9.3.3(a), 5-5-A1/9.3.3(b) and 5-5-A1/9.3.3(c).
Where the stiffener end bracket arrangements on two sides of a transverse web or transverse
bulkhead are different, both configurations are to be checked.
Part 5
3.3.2 End connections of side frame and vertical stiffener on longitudinal bulkhead. 5-5-A1/3.3.2
3.3.3 Connections of transverse web or floor to side shell, bottom, inner bottom or
bulkhead plating (for fatigue strength of plating) 5-5-A1/3.3.3
3.3.3(a) 1 to 2 selected locations of side shell plating near the summer LWL amidships and
between 0.15L and 0.25L from FP, respectively
3.3.3(b) 1 to 2 selected locations in way of bottom, inner bottom and also lower strakes of the
longitudinal bulkhead amidships, respectively.
3.3.4 Hatch corners 5-5-A1/3.3.4

The following locations (stations) of hatch corners as shown in 5-5-4/Figure 7
3.3.4(a) typical hatch corners within 0.4L amidships, one each at water-tight and mid-hold
strength bulkheads, station D and D′
3.3.4(b) hatch corners immediately forward and aft of the engine room, stations C and B
3.3.4(c) one of the forward hatch corners subject to significant warping constraint from the
adjacent structures, station E, F or G, whichever has the greatest warping constraint
3.3.5 Connection of longitudinal hatch girders and cross deck box beams to other
supporting structures: 5-5-A1/3.3..5
Two or more representative locations of each hatch girder and cross deck box beam
connections
3.3.6 End bracket connections for transverses and girders: 5-5-A1/3.3.6

3.3.7 End bracket connections for hatch side and hatch end coamings: 5-5-A1/3.3.7
3.3.8 Representative cut-outs in the longitudinal bulkheads, longitudinal deck girder, hatch
side coamings and cross deck box beams 5-5-A1/3.3.8
3.3.9 Other regions and locations 5-5-A1/3.3.9
Highly stressed by fluctuating loads, as identified from structural analysis
For these structural details of items 5-5-A1/3.3.4, 5-5-A1/3.3.5 and 5-5-A1/3.3.7, the value of the total
stress range, fR, as specified in 5-5-A1/7.5.1 may be determined from fine mesh F.E.M. analyses for
the combined load cases as specified in 5-5-A1/7.5.2(d). Alternatively, the value of fR may be
calculated by the approximate equations given in this Appendix.
3.5 Fatigue Classification 5-5-A1/3.5
3.5.1 Welded Connections With One Load Carrying Member 5-5-A1/3.5.1

Fatigue classification for structural details is shown in 5-5-A1/Table 1.
Part 5
TABLE 1
FATIGUE CLASSIFICATION FOR STRUCTURAL DETAILS (1998)
Long-term Permissible Stress
Class Description Distribution Range
Designation Parameter
γ kgf/mm2
B Parent material, plates or shapes as rolled or draw, with no flame- 0.7 92.2*
cut edges 0.8 75.9
0.9 64.2
1.0 55.6

2) Full penetration seam welds or longitudinal fillet welds made by 0.8 63.9
an automatic submerged or open are process, and with no stop- 0.9 53.3
start positions within the length.
1.0 45.7
D 1) Full penetration butt welds made either manually or by an 0.7 59.9

automatic process other than submerged arc, from both sides, in 0.8 47.3
downhand position.
0.9 38.9
2) Weld in C-2) with stop-start positions within the length 1.0 32.9
E 1) Full penetration butt welds made by other processes than those 0.7 52.8
specified under D-1) 0.8 41.7
2) Full penetration butt welds made form both sides between plates 0.9 34.2
of unequal widths or thicknesses 1.0 29.0
2a 2b
E
4 1
TAPER
E
1 3
TAPER
3) Welds of brackets and stiffeners to web plat of girders
Part 5

γ kgf/mm2
F 1) Full penetration butt weld made on a permanent backing strip 0.7 44.7
0.8 35.3
2) Rounded fillet welds as shown below 0.9 29.0
1.0 24.5
2a 2b
TRANSVERSE OR FLOOR
Y
F
F F
LONGITUDINAL
SHELL OR BOTTOM PLATING

"Y" IS REGARDED AS A NON-LOAD CARRYING F
MEMBER

F
F2 Fillet welds as shown below with rounded welds and no 0.7 39.3
1)
undercutting 0.8 31.1
0.9 25.5
1a 1b
Y Y
F F F F
2 2 2 2
Part 5

γ kgf/mm2
Fillet welds with any undercutting at the corners dressed out by 1.0 21.6
2)
local grinding
2b)
2a)
F2
F2
F2 F2
Fillet welds in F2 - 1) without rounded tow welds or with limited 0.7 32.8
G 1)
minor undercutting at corners or bracket toes 0.8 25.9
2) Fillet welds in F2 - 2) with minor undercutting 0.9 21.3
3) Doubler on face plate or flange, small deck openings 1.0 18.0
4) Overlapped joints as shown below
G
I I
I-
G I G
Part 5

γ kgf/mm2
W 1) Fillet welds in G - 3) with any undercutting at the toes 0.7 28.3
0.8 22.3
2) Fillet welds - weld throat 0.9 18.4
1.0 15.5
1) The permissible stress range can not be taken greater that two times the specified minimum tensile strength of the
material.
2) To obtain the permissible stress range in SI and U.S. Units, the conversion factors of 9.807 (N/mm2) and 1422
(lb/in2) can be used respectively.
Part 5
3.5.2 Welded Joint With Two or More Load Carrying Members 5-5-A1/3.5.2
For brackets connecting two or more load carrying members an appropriate stress
concentration factor (SCF) determined from fine mesh 3D or 2D finite element analysis is to
used. In this connection the fatigue class at bracket toes may be upgraded to class E. Sample
connections are illustrated below with/without SCF.
TABLE 2
Welded Joint with Two or More Load Carrying Members
a Connections of Longitudinal and Stiffener
Part 5
b Connections of Longitudinal Deck Girders and Cross Deck Box

Beams to Other Supporting Structures
A-A C B
HATCH COAMING TOP
E WITH SCF
E WITH SCF
E WITH SCF
E WITH C B
SCF
D A
B-B
HATCH COAMING TOP
STRENGTH DECK
E WITH SCF
CROSS BOX CIRDER BOTTOM
D
W.T. BHD
Part 5
C-C D
HATCH COAMING TOP
C WITH SCF
STRENGTH DECK E WITH SCF
C WITH SCF
LONGITUDINAL DECK GIRDER BOTTOM E WITH SCF
CROSS DECK BOX GIRDER BOTTOM
D-D
Y Y
Part 5
c Discontinuous Hatch Side Coaming

1) without face plate Hatch End Coaming
Hatch Side Coaming Top
Strength Deck
C with SCF
2) with face plate Hatch End Coaming
Hatch Side Coaming Top
Strength Deck
E with SCF
Part 5
d Hatch Corners
Circular Corner
D WITH SCF
C WITH SCF
D WITH SCF
Double Curvature
D WITH SCF
C WITH SCF
R2
D WITH SCF
R1
Part 5
Cut-out Radius
D WITH SCF
C WITH SCF
D WITH SCF
Part 5
End Connections at Lower Deck
Side Deck
fRS
fRC
Fatique Class: F 2
or 2 2 1/2
fR = α ( fRS + fRC )
Cross Deck
Fatique Class :
E with SCF where α = 1.25
fRS = Cf (fRG1 + fRL1)
fRC = Cf (fRG2 + fRL2)
fRG1 ,fRL1, fRG2 and fRL2
are as specified in 5-5-A1/9.5.1
Cf is defined in 5-5-A1/7.5.1
Side Deck
fRS
fRC
Fatique Class: F 2
Cross Deck
fR = ( fRS2 + fRC2 )1/2
Side Deck
fRS
fRC
Fatique Class: F
or fR = fRS
Cross Deck
Fatique Class :
E with SCF see 5-5-A1/9.5.1
Fatique Class: F
fR = fRC
Note: Thickness of brackets is to be not less than that of cross deck plating in the same location (level).
For fitting of cell guide, no cut nor welding to the brackets is allowed.
Part 5
5.1 Assumption (1998) 5-5-A1/5.1

The fatigue strength of a structural detail under the loads specified here in terms of a long term,
with the S-N data in 5-5-A1/Figure 1 (extracted from Ref. 1•).
• Ref. 1: ‘‘Offshore Installations: Guidance on Design, Construction and Certification’’, Department of Energy,
U.K., Fourth Edition - 1990, London: HMSO
have been ignored.
The target design life of the vessel is taken to be 20 years.
The long-term stress ranges on a detail can be characterized by using a modified Weibull
probability distribution parameter (γ).
Simple nominal stress (e.g. determined by P/A and M/SM) is the basis of fatigue assessment
element analysis of the details is to be carried out to determine the stress concentration factors.
5-5-A1/11 contains guidance on finite element analysis modeling to determine stress concentration
factors for weld toe locations that are typically found at longitudinal stiffener end connections.
5.3 Criteria (1998) 5-5-A1/5.3


In 5-5-A1/Table 1 the permissible stress range is given as a function of the long-term distribution
γ = ms γo
where
ms = 1.05 for deck and bottom structures of vessels with a forebody parameter,
Ar dk = 155 m2 (1667.5 ft2) as defined in 5-5-3/11.3.
= 1.02 for deck and bottom structures of vessels with a forebody parameter,
Ar dk = 112 m2 (1205 ft2)
= 1.0 for structures elsewhere, and all structures of vessels without bowflare
slamming (Ar dk ≤ 70 m2 (753 ft2))
For intermediate values of Ar dk, ms may be obtained by linear interpolation. For Ar dk > 155 m2
(1667.5 ft2), ms is to be determined by direct calculations.
γo = 1.40 - 0.2 α L0.2 for 130 < L ≤ 305 m
Part 5
= 1.54 - 0.245 α0.8L0.2 for L > 305 m

γo = 1.40 - 0.16 α L0.2 for 427 < L ≤ 1001 ft
= 1.54 - 0.19 α0.8L0.2 for L > 1001 ft

where
α = 1.0 for deck structures, including side shell and longitudinal bulkhead structures
within 0.1D from the deck
= 0.93 for bottom structures, including inner bottom, and side shell and longitudinal
bulkhead structures within 0.1D from the bottom
= 0.80 for side frames, vertical stiffeners on longitudinal bulkhead and transverse
bulkhead structures
0.25D from the deck and between 0.1D and 0.2D from the bottom.
In calculation of γ for fatigue assessment of hatch corners, ms given in the above equation in
association with Ar dk is to be used in L.C.1 through L.C.4 and ms may be taken as 1.0 in other loading
conditions. α may be also taken as 1.0.
L and D are the ship’s length and depth, as defined in 3-1-1/3.1 and 3-1-1/7.

5-5-A1/Table 1 contains a listing of permissible stress ranges for various categories of structural
connections/details, the direction of the dominant loading and the parameter, γ , as defined in
5-5-A1/5.5. Linear interpolation may be used to determine the values of permissible stress range for γ
Part 5
FIGURE 1
BASIC DESIGN S-N CURVES (1998)
Part 5
Notes (For 5-5-A1/Figure 1 )

log(N) = log(K2) - m log(SB)
where
log(K2) = log(K1) - 2σ
The S-N curves have a change of inverse slope from m to m + 2 at N = 107 cycles.
K1 Standard Deviation
Class K1 log10 loge m log10 loge K2
B 2.343 X 1015 15.3697 35.3900 4.0 0.1821 0.4194 1.01 X 1015

C 1.082 X 1014 14.0342 32.3153 3.5 0.2041 0.4700 4.23 X 1013
D 3.988 X 1012 12.6007 29.0144 3.0 0.2095 0.4824 1.52 X 1012
E 3.289 X 1012 12.5169 28.8216 3.0 0.2509 0.5777 1.04 X 1012
F 1.726 X 1012 12.2370 28.1770 3.0 0.2183 0.5027 0.63 X 1012
F2 1.231 X 1012 12.0900 27.8387 3.0 0.2279 0.5248 0.43 X 1012
G 0.566 X 1012 11.7525 27.0614 3.0 0.1793 0.4129 0.25 X 1012
W 0.368 X 1012 11.5662 26.6324 3.0 0.1846 0.4251 0.16 X 1012
7 Calculation of Fluctuating Loads and Determination of

Total Stress Ranges 5-5-A1/7
7.1 General (1998) 5-5-A1/7.1

fatigue damage (see 5-5-A1/7.3.1 ); 2) the load combination cases to be considered for different
regions of the hull containing the structural detail being evaluated (see 5-5-A1/7.5.2); and 3)
procedures to idealize the structural components to obtain the total stress ranges acting on the
structure.
Part 5
7.3 Wave-induced Loads 5-5-A1/7.3
7.3.1 Load Components (1998) 5-5-A1/7.3.1

The fluctuating load components to be considered are those induced by the seaway. They are
hull girder wave-induced moments (vertical, horizontal, and torsion), see 5-5-3/5 and
5-5-3/7.
external hydrodynamic pressures, see 5-5-3/5.3
internal fluid loads (including inertial loads and added static head due to ship’s
motion), see 5-5-3/5.5
7.5 Resulting Stress Ranges 5-5-A1/7.5
7.5.1 Definitions (1998) 5-5-A1/7.5.1

The total stress range, fR is computed as the sum of the two stress ranges as follows:
fR = cf cm (fRG + fRL) N/cm2 (kgf/cm2, lbf/in2)
where
fRG = global dynamic stress range, in N/cm2 (kgf/cm2, lbf/in2)
= |(fd1vi - fd1vj) + (fd1hi - fd1hj) + (fd1wi - fd1wj)|
fRL = local dynamic stress range, in N/cm2 (kgf/cm2, lbf/in2)
= cw |(fd2i + f d∗2i + fd3i) - (fd2j + f d∗2 j + fd3j)|

= 0.95
cm = 0.85 for connections of longitudinals to transverse web/floor and
transverse bulkhead in bottom part of Zone A, as specified in
5-5-A1/7.5.2(a)
cm = 0.85 for connection of floor to plates in bottom part of Zone A
= 1.0 for all other locations
= 0.75 for local dynamic stress range, as specified in 5-5-A1/7.9.1,
5-5-A1/7.9.2 and 5-5-A1/7.11
= 1.0 otherwise
vertical bending, in N/cm2 (kgf/cm2, lbf/in2), for load case i and j of the
selected pairs of combined load cases, respectively. For this purpose, kw
is to be taken as k01/2 in calculating Mw (sagging and hogging) in
5-5-3/5.1.1
fd1hi, fd1hj = wave-induced component of the primary stresses produced by hull girder
horizontal bending, in N/cm2 (kgf/cm2, lbf/in2), for load case i and j of
Part 5
fd1wi, fd1wj = wave-induced component of the primary stresses produced by hull girder
torsion (warping stress) moment, in N/cm2 (kgf/cm2, lbf/in2), for load
case i and j of the selected pairs of combined load cases, respectively.
These components are applicable to the structural details in 5-5-A1/3.3.4
and 5-5-A1/3.3.5
the bending of cross stiffened panels between transverse bulkheads, in
f d∗2i , f d∗2 j = wave-induced component of the additional secondary bending stresses

produced by the local bending of the longitudinal stiffener between
supporting structures (e.g. transverse bulkheads and web frames), in
fd3i, fd3j = wave-induced component of the tertiary bending stresses produced by the
local bending of plated elements between the longitudinal stiffeners, in
For calculating the wave induced stresses, sign convention is to be observed for the respective
directions of wave-induced loads as specified in 5-5-3/Table 1. The wave-induced load
components are to be calculated with the sign convention for the external and internal loads
and the wave-induced local net pressure is to be taken positive toward inboard and positive
upwards; however, the total of the external static and dynamic components or the total of the
internal static and dynamic components, need not be taken less than zero.
5-5-A1/1.7 ) and in accordance with 5-5-A1/7.5.2 through 5-5-A1/7.11. The results of direct
7.5.2 Fatigue Assessment Zones and Controlling Load Combination (1998) 5-5-A1/7.5.2
Depending on the location of the structural detail undergoing the fatigue assessment, different
combinations of load cases are to be used to find the appropriate stress range as indicated
below for indicated respective zones.
7.5.2(a) Zone A
Zone A consists of deck and bottom structures, side shell and all longitudinal bulkhead
structures within 0.10D (D is ship’s molded depth) from deck or bottom, respectively except
for members and locations specified in 5-5-A1/3.3.6 through 5-5-A1/3.3.9 (see
5-5-A1/7.5.2(d) below). For Zone A stresses are to be calculated based on the wave-induced
loads specified in 5-5-3/Table 1 as follows except for the members and locations specified in
5-5-A1/3.3.4, 5-5-A1/3.3.5, 5-5-A1/3.3.7 and 5-5-A1/3.3.8 (see 5-5-A1/7.5.2(d) below).
1 Calculate dynamic component of stresses for load cases L.C.1 through L.C.4,
respectively.
2 Calculate two sets of stress ranges, one each for the following two pairs of combined
loading cases.
- L.C.1 and L.C.2, and
- L.C.3 and L.C.4
3 Use the greater of the stress ranges obtained by 2.
Part 5
7.5.2(b) Zone B
Zone B consists of side shell and all longitudinal bulkhead structures within the region
between 0.25D upward and 0.30D downward from the mid-depth and all transverse bulkhead
structures. The total stress ranges for Zone B may be calculated based on the wave-induced
loads specified in 5-5-A1/Table 3 and 5-5-3/Table 1 as follows except for the members and
locations specified in 5-5-A1/3.3.4, 5-5-A1/3.3.5, 5-5-A1/3.3.7 and 5-5-A1/3.3.8 (see
5-5-A1/7.5.2(d) below).
1 Calculate dynamic component of stresses for load cases L.C.5 through L.C.8, L.C.F1
and L.C.F2, respectively.
2 Calculate four sets of stress ranges, one each for the following four pairs of combined
loading cases.
- L.C.5 and L.C.6,
- L.C.7 and L.C.8,
- L.C.F1 and L.C.F2
3 Use the greater of the stress ranges obtained by 2.
7.5.2(c) Transitional Zone
Transitional zone between A and B consists of; side shell and all longitudinal bulkhead
structures between 0.1D and 0.25D (0.2D) from deck (bottom).
fR = fR(B) − [fR(B) − fR(A)] yu /0.15D
for upper transitional zone
fR = fR(B) − [fR(B) − fR(A)] y ! /0.10D
for lower transitional zone
where
fR(A), fR(B) = the total stress ranges based on the combined load cases defined for Zone
A and Zone B respectively
yu = vertical distance from 0.25D upward from the mid-depth upward to the
location considered
y! = vertical distance from 0.3D downward from the mid-depth downward to
the location considered
7.5.2(d) Hatch Related Members
For members and locations specified in 5-5-A1/3.3.4, 5-5-A1/3.3.5 and 5-5-A1/3.3.7, the total
stress ranges are to be obtained in the same manner as in 5-5-A1/7.5.2(a) and 5-5-A1/7.5.2 (b)
for Zones A and B for the following six pairs of combined loading cases:
- L.C.1 and L.C.2,
- L.C.3 and L.C.4,
- L.C.5 and L.C.6,
- L.C.7 and L.C.8,
- L.C.F1 and L.C.F2
Part 5
7.5.2(e) Vessels with either Special Loading Patterns or Special Structural Configuration
For vessels with either special loading patterns or special structural configurations/features

to be taken as that of maximum principal stresses at the location considered to account for the
combined load effects of the normal stresses and shear stresses. For calculating the value of fd1v for
longitudinal deck members normal camber may be disregarded.
fd1w in way of hatch corners at strength deck, top of continuous hatch side coaming and lower deck
which is effective for the hull girder strength and is located in line with the bottom of cross deck box
beam, within 0.22D below the strength deck at side may be approximated by the following equation:
fd1w = Kc fLWW N/cm2 (kgf/cm2, lbf/in2)
where
Kc = 0.9 kc
fLWW is defined in 5-5-4/9.3 as specified for cargo space forward of engine room and for cargo space
abaft engine room. ω is to be used as a warping function at the location under consideration.
In a calculation of fLWW, Cw for the lower deck is to be used as 80% of that given for the strength deck
in 5-5-4/9.3.
kc is specified in 5-5-A1/Table 3 and 5-5-3/Table 1 for torsional moment.
7.9 Secondary Stress fd2i (1998) 5-5-A1/7.9

When a 3D structural analysis is not available, the secondary bending stress ranges may be obtained
from an analytic calculation or experimental data with appropriate boundary conditions. Otherwise,
the secondary bending stresses may be calculated using the approximate equations given below. For
the connections specified in 5-5-A1/3.3.1, the secondary bending stresses are low and may be ignored.
7.9.1 Double bottom 5-5-A1/7.9.1

The secondary longitudinal bending stress in double bottom panels may be obtained from the
following equation:
fd2bi = k1b k2b k3b pbei !2s rb/iG , N/cm2 (kgf/cm2, lbf/in2)
where
fd2bi = secondary longitudinal bending stress in the double bottom panel at the
intersection with the transverse bulkhead for the load case ‘‘i’’
considered. For other intersections with transverse web/floor, fd2bi may be
taken as zero.
k1b = 100 (100, 0.173)
for bottom or inner bottom plating,
= 91 (91, 0.157)
for face plates, flanges and web plates of bottom and inner bottom
longitudinals
Part 5
k2b = coefficient depending on apparent aspect ratio ‘‘ρb’’, as given in

5-5-A1/Table 4
ρb = 2.1 (b/ ! s)(iG/iF)1/4
k3b = 1 - 3.9 (z/b)2

z = the distance from ship’s centerline to the double bottom longitudinal
member under consideration, in m (ft),
pbei = wave-induced external pressure on the bottom shell at the centerline and
at midpoint between watertight and mid-hold strength bulkheads of the
hold under consideration, for the load case ‘‘i’’ considered, as specified
in 5-5-3/9, in N/cm2 (kgf/cm2, lbf/in2)
b = width of the double bottom panel (see 5-5-A1/Figure 2 ), in m (ft)
!s = length between watertight bulkheads of the cargo hold being considered
(see 5-5-4/Figure 10 ), in m (ft)
iG and iF = unit moments of inertia of the double bottom girders and floors,
respectively
iG = IG /SG
iF = IF /SF
IG and IF = moments of inertia of an average girder and an average floor (see
5-5-A1/Figure 2 ), respectively, including the effective width of plating
and stiffeners attached to the effective plating, in cm4 (in4)
SG and SF = average spacing of bottom girders and floors, respectively, in m (ft)
rb = distance between the horizontal neutral axis of the double bottom cross
section and the location of the structural element being considered
(bending lever arm - see 5-5-A1/Figure 2 ), in cm (in.)
7.9.2 Double Sides 5-5-A1/7.9.2

For double side structural members, the secondary longitudinal bending stress at the
intersection with the transverse strength bulkheads and web frames may be obtained from the
following equation:
fd2si = k1s k2s psei h2 rs/(iS iW)1/2, N/cm2 (kgf/cm2, lbf/in2)
where
fd2si = secondary longitudinal bending stress in the double side panel for the
load case ‘‘i’’ considered. fd2si at other intersections with transverse
web/web frame may be taken as zero.
k1s = 7.5 (7.5, 0.013)
for side shell or longitudinal bulkhead plating,
= 6.8 (6.8, 0.012)
for face plates, flanges and web plates of side longitudinals and
longitudinal bulkhead stiffeners
k2s = [4ai (1 − y/h) - bi (1 − 2y/h)](y/h)
Part 5
ai and bi = coefficients depending on apparent aspect ratio ‘‘ρs’’ as given in

5-5-A1/Table 5,
y = vertical distance from the lower end of ‘‘h’’ to the longitudinal member
under consideration, as shown in 5-5-A1/Figure 2, in m (ft)
ρs = 0.48 ( ! s/h)(iW/iS)1/4
psei = wave-induced external pressure on the double side at the lower end of
‘‘h’’ (but need not be lower than the upper turn of bilge) at the midpoint
between watertight and mid-hold strength bulkheads of hold under
consideration, for the load case ‘‘i’’ considered, as specified in 5-5-3/9 in
h = height of the double side panel (see 5-5-A1/Figure 2 ), in m (ft)
!s = length between watertight bulkheads of the cargo hold being considered
(see 5-5-4/Figure 10 ), in m (ft)
iS and iW = unit moments of inertia of the double side panel in the longitudinal and
vertical directions, respectively
iS = IS /SS
iW = IW /SW
IS and IW = moments of inertia of an average longitudinal stringer and an average
web frame, respectively, including the effective width of plating and
stiffeners attached to the effective plating, in cm4 (in4); where no stringers
are fitted within the double side height ‘‘h’’, IS is to be calculated for an
unit including an average single longitudinal stiffener, as shown in
5-5-A1/Figure 2
SS and SW = average spacing of longitudinal stringers and web plates, respectively, in
m (ft); where no stringers are fitted within the double side height ‘‘h’’, SS
is to be taken as an average spacing between longitudinal stiffeners, as
shown in 5-5-A1/Figure 2
rs = distance between the vertical neutral axis of the double side cross section
and the location of structural element being considered (bending lever
arm - see 5-5-A1/Figure 2 ), in cm (in.)
7.11 Additional Secondary Stresses f*d2i and Tertiary Stresses fd3i (1998) 5-5-A1/7.11
7.11.1 Calculation of f*d2i 5-5-A1/7.11.1

stiffener, f d∗2i may be approximated by
f d∗2i = Ct Cy Mi /SM N/cm2 (kgf/cm2, lbf/in2)
Part 5
where
Mi = pi s ! 2/12 N-cm (kgf-cm, lbf-in.)
at the supported ends of longitudinal without strut
= (c pi + co poi) s ! 2/12 N-cm (kgf-cm, lbf-in.)
at the supported ends and at the strut connection of a longitudinal with
strut
Where flat bar stiffeners or brackets are fitted, the bending moment, Mi, given above,
may be adjusted to the location of the brackets toe, i.e., Mx in 5-5-4/Figure 9.
longitudinal connected to a transverse bulkhead on one end), consideration is to be
given to the increase of bending moment at the joint.
Pi = wave-induced local net pressure, N/cm2 (kgf/cm2, lbf/in2), for specified
location for the load case ‘‘i’’ at the midspan of the longitudinal
considered
Poi = wave-induced local net pressure, N/cm2 (kgf/cm2, lbf/in2), for specified
location for the load case ‘‘i’’ considered at the midspan of the
longitudinal connected to the other end of the strut
c = 0.650 at the supported ends
= -0.15 at the strut connection
co = 0.375 at the supported ends
5-5-4/Figure 8
SM = net section modulus of the longitudinal with the associated effective
plating, in cm3 (in3), at the flange or point considered. The effective
breadth, be, in cm (in.), may be determined as shown in 5-5-4/Figure 9.
bracket to the flange of longitudinal, as shown in 5-5-4/Figure 8.
Cy = 0.656 (d/y)4 ≥ 0.30 for side longitudinals, for y/d ≥ 0.9
= 1.0 for all other locations
d = draft, as defined in 3-1-1/9, in m (ft)
y = vertical distance from the base line to the side longitudinal under
ar = Cn Cp SM/K
Cp = 31.2 dw (e/ ! )2
Part 5
e = horizontal distance between web centerline and shear center of the cross
section, including longitudinal and the effective plating
≈ dw bf2 tf u/(2 SM) cm (in.)
= [bf tf3 + dw tw3]/3 cm4 (in4)
u = 1 − 2 b1/bf
ψ = 0.31 ! (K/Γ )1/2

= m Iy f dw2 + dw3 tw3/36 cm6 (in6)
Iyf = tf bf3 (1.0 + 3.0 u2 Aw/As)/12 cm4 (in4)
Aw = dw tw cm2 (in2)
As = net sectional area of the longitudinals, excluding the associated plating, in
cm2 (in2)
m = 1.0 - u (0.7 − 0.1 dw/bf)
dw, tw, b1, bf, tf, all in cm (in.), are as defined in 5-5-A2/Figure 1.
For general applications, ar need not be taken greater than 0.65 for a fabricated angle bar and
0.50 for a rolled section.
For connection as specified in 5-5-A1/3.3.3, the wave-induced additional secondary stress
f d∗2i may be ignored.
7.11.2 Calculation of fd3i 5-5-A1/7.11.2

For welded joints of a stiffened plate panel, fd3i may be determined based on the wave-
induced local loads as specified in 5-5-A1/7.11.1 above, using the approximate equations
given below. For direct calculation, non-linear effect and membrane stresses in the plate may
be considered.
For plating subjected to lateral load, fd3i in the longitudinal direction is determined as:
fd3i = 0.182 pi (s/tn)2 N/cm2 (kgf/cm2, lbf/in2)
where
pi = wave-induced local net pressure for the load case ‘‘i’’ considered, in
s = spacing of longitudinal stiffeners, in mm (in.)
Part 5
7.13 Calculation of Stress Range for Side Frame and Vertical Stiffener on
Longitudinal Bulkhead (1998) 5-5-A1/7.13
For fatigue strength assessment the stress range acting at the flange of a side frame and vertical
stiffener on longitudinal bulkhead may be obtained from the following equation:
fR = cf cw (| f d∗2i | + | f d∗2 j |) N/cm2 (kgf/cm2, lbf/in2)
The values of f d∗2i and f d∗2 j may both be approximated by
f d∗2i = Ct Mi /SM N/cm2 (kgf/cm2, lbf/in2)

where
Mi = pi s ! 2/12 N-cm (kgf-cm, lbf-in.)
at the supported ends of frame without strut
= (c pi + co poi) s ! 2/12 N-cm (kgf-cm, lbf-in.)
at the supported ends and at the strut connection of a frame with strut
Where flat bar stiffeners or brackets are fitted, the bending moment, Mi, given above, may be adjusted
to the location of the brackets toe, i.e., Mx in 5-5-4/Figure 9.
pi = wave-induced local net pressure, in N/cm2 (kgf/cm2, lbf/in2), for specified
location for load case ‘‘i’’ at the midspan of the frame considered. The local net
pressure is to be taken as an average value of that calculated at lower and upper
ends of the span.
poi = wave-induced local net pressure, in N/cm2 (kgf/cm2, lbf/in2), for specified
location for load case ‘‘i’’ at the midspan of the stiffener connected to the other
end of the strut
c = 0.650 at the supported ends
co = 0.375 at the supported ends
s = spacing of frame/stiffener, in cm (in.)
! = unsupported span of frame/stiffener, in cm (in.)
SM = net section modulus of the frame with the associated effective plating, in cm3
(in3), at the flange or point considered. The effective breadth, be, in cm (in.), may
be determined as shown in 5-5-4/Figure 9.
cf and cw are as defined in 5-5-A1/7.5.1 and Ct is as defined in 5-5-A1/7.11.1.
Part 5
FIGURE 2
Dimensions of Double Bottom And Double Side (1998)
Mid-Hold
W. T. Srength Bhd Strength Bhd W. T. Srength Bhd
CARGO HOLD
rS
SS
SF
Strength Deck
2nd deck
II
h
SS y b/2
SG
rb
L
C
b/2
h h
h b/2
b/2
L
C L
C L
C
Type I when one or more longitudinal stringers (decks) are fitted in double-side structure
Type II when no longitudinal stringers are fitted in double-side structure
Part 5
FIGURE 3
Cn = Cn (ψ) (1998)
Part 5
TABLE 3
Combined Load Cases for Container Carriers (1998)
Fatigue Assessment1
L.C. F1 L.C. F2 Load Cases F1 and F2 for Fatigue
A HULL GIRDER LOADS 2
Vertical B.M. 3 kc Sag (-) 0.4 Hog (+) 0.4
Vertical S.F. kc (+) 0.4 (-) 0.4
Horizontal B.M. kc Stbd Tens (-) 1.0 Port Tens (+) 1.0
Horizontal S.F. kc (+) 1.0 (-) 1.0
Torsional Mt. 4 kc (-) 0.55 αs (+) 0.55 αs
B EXTERNAL PRESSURE
kc 0.5 1.0
kf 0 -1.0 1.0
C CONTAINER CARGO LOAD
kc 1.0 0.5
cV 0.7 -0.7
cL Fwd Bhd 0.7 Fwd Bhd 0.0
Aft Bhd 0.0 Aft Bhd 0.7
cT Port Wall 0.0 Port Wall 0.7
Stbd Wall 0.7 Stbd Wall 0.0
Cφ, Pitch -0.7 0.7
Cθ, Roll 0.7 -0.7

D INTERNAL BALLAST TANK PRESSURE
kc 1.0 0.5
wv 0.4 -0.4
wl Fwd Bhd 0.2 Fwd Bhd –0.2
Aft Bhd –0.2 Aft Bhd 0.2
wt Port Wall –0.4 Port Wall 0.4
Stbd Wall 0.4 Stbd Wall –0.4
Cφ, Pitch -0.7 0.7
Cθ, Roll 0.7 -0.7

E REFERENCE WAVE HEADING AND POSITION
Heading Angle 60 60
Heave Down Up
Pitch Bow Down Bow Up
Roll Stbd Down Stbd Up
Draft 1 1
1) ku = 1.0 for all load components.

2) Boundary forces are to be applied to produce the above specified hull girder bending moment at the middle of the structural
model, and specified hull girder shear force at one end of the middle hold of the model. The sign convention for the shear
force corresponds to the forward end of middle hold. The specified torsional moment is to be produced at the aft bulkhead of
the middle hold.
3) The following still water bending moment (SWBM) is to be used for structural analysis.
L.C. F1: Maximum sagging SWBM.
L.C. F2: Maximum hogging SWBM.
4) (1999) αs is to be obtained by the following equation:
αs = (Tm + Ts)/Tm
where
Tm = nominal wave-induced torsional moment amidships, in kN-m (tf-m, Ltf-ft), as defined in 5-5-3/5.1.5(a)
Ts = still-water torsionl moment amidships, in kN-m (tf-m, Ltf-ft), as defined in 5-5-3/3.1
Part 5
TABLE 4
Coefficient k2b for double bottom panels
ρb 1.0 1.2 1.4 1.6 1.8 2.0 ≥ 2.2

K2b 700 791 844 876 896 908 915
TABLE 5
Coefficient ai and bi for double bottom panels
ρs 0.7 0.8 0.9 1.0 1.2 1.5 ≥ 2.0
At W/T ai 566 464 389 333 254 183 120
Strength Bhd bi 166 150 136 123 101 74 45
At Mid-hold ai 508 417 350 299 228 164 108
Strength Bhd bi 150 136 123 111 91 67 40
9 Determination Of Stress Concentration (SCF’s) (1998) 5-5-A1/9
9.1 General 5-5-A1/9.1

fatigue assessment.
Where, for a particular example shown no specific value of SCF is given when one is called for, it
Part 5
9.3 SAMPLE STRESS CONCENTRATION FACTORS (SCF’s) 5-5-A1/9.3
9.3.1 Misalignment (1998) 5-5-A1/9.3.1

SCF = 1 + 1.5e/t2 for 5-5-A1/Figure 4a and b.
For ship structures built with a recognized shipbuilding standard, the eccentricity, e, may be
FIGURE 4
Misalignment
t1
t2 t1 ≥ t2
e
Class E
t1
t2
t1 ≥ t2
e
9.3.2. Cut-outs (Slots) For Longitudinal (1998) 5-5-A1/9.3.2.

5-5-A1/Table 6.
Part 5
TABLE 6
Ks(SCF)
Location [1] [2] [3] [1] [2] [3]
Notes: a The Ks is given based on nominal shear stresses near the locations under consideration.
Locations [1] and [2]: Class C or B as indicated in 5-5-A1/Table 1
Location [3]: Class F
c The peak stress range is to be obtained from the following equations:
1 For locations [1] and [2]
fRi = cf[Ksifsi + fni]
where
cf = 0.95
fsi = fsc + αifswi, fsi ≥ fsc
= Fi/Aw
= CyP/(Ac + As)
P = s ! po
Ac = sectional area of the support or of both supports for double-sided support
2 For location [3]
fR3 = cf [fn32 + (Ks fs2)2]1/2
where
cf = 0.95
fs2 = shear stress range as defined in 1 above near location [3].
Part 5
FIGURE 5
Web Plate
[2] [2]
[1]
[1]
F1 F2 F1 F2
R R f3
f3
[1] [1]
[3] [3]
f s1 f s2 f s1 fs2
P R ≥ 35mm P
Web Plate
[2] [2]
[1] [1]
F1 F2 F1 F2
R R R f3
f3
[1] [1] [3] [3]
f s1 fs2 f s2
f s1
R ≥ 35mm
P P
Web Plate
[2] [2] [1] [2]

F1 F2 F1 F2
R R R R
f3 f3
[1]
f s2 [3] fs1 fs1
R ≥ 35mm
P P
Part 5

9.3.3(a) For assessing fatigue life of flat bar stiffener at location [1] or [2], the peak stress
range is to be obtained from the following equations:
fRi =[(αi fs)2 + fL2 ]1/2 (i = 1 or 2)
where
= cf CyP/(As + Ac)
P, As, Ac, cf as defined in 5-5-A1/9.3.2 and Cy in 5-3-A1/7.11.1. For flat bar stiffener with
soft-toed brackets, the brackets may be included in the calculation of As.
fLi = stress range in the longitudinal at Location i (i = 1or 2), as specified in
5-5-A1/7.5
αi = stress concentration factor at Location i (i = 1or 2) accounting for
misalignment and local distortion.
At location [1]
At location [2]
9.3.3(b) For assessing the fatigue life of weld throat as shown in 5-5-A1/Table 1, Class W, the
peak stress range fR at the weld may be obtained from the following equation:
fR = 1.25 fs As/Asw
where
calculation of Asw.
fs and As are as defined in 5-5-A1/9.3.3(a) above.
9.3.3(c) To assess the fatigue life of the longitudinal, the fatigue classification given in
5-5-A1/Table 1 for the longitudinal as the only load carrying member is to be considered.
Alternatively, the fatigue classification shown in 5-5-A1/Figure 6 in conjunction with the
Part 5
FIGURE 6
45° 45°
* *

of As and Asw.
Web Plate
Web Plate
Flat Bar
Flat Bar
[1]
Class E
fL1 [1] [2]
fs
[2] Class E
fs
Class F Class E
[1]
Class F
fL1 fL2 fL1 fL2

P P
9.5 Hatch Corner (1998) 5-5-A1/9.5
9.5.1 Side Hatch Corners 5-5-A1/9.5.1

The peak stress range, fR, for hatch corners at the strength deck, the top of the continuous
hatch side coaming and the lower deck which is effective for the hull girder strength and is
located in line with the bottom of cross deck box beam, within 0.22D below the strength deck
at side may be approximated by the following equation:
fR = cf [Ks1 cL1 (fRG1 + fRL1) + Ks2 cL2 (fRG2 + fRL2)] N/cm2 (kgf/cm2, lbf/in2)
where
fRG1 = global dynamic longitudinal stress range at the inboard edge of the
strength deck plating of hull girder section under consideration clear of
hatch corner, in N/cm2 (kgf/cm2, lbf/in2)
= |(fd1vi − fd1vj) + (fd1hi - fd1hj) + (fd1wi − fd1wj)|
fRG2 = bending stress range in connection with hull girder twist induced by
torsion in cross deck structure in transverse direction, in N/cm2 (kgf/cm2,
lbf/in2). fRG2 may be taken as zero in Stations A, B, C, F′ and G in
5-5-4/Figure 7.
= |fd1ci − fd1cj|
fRL1 = secondary dynamic longitudinal stress range induced by external pressure
at the inboard edge of the strength deck plating of hull girder section
under consideration clear of hatch corner, in N/cm2 (kgf/cm2, lbf/in2)
= cw (|fd2si − fd2sj|)
Part 5
fRL2 = secondary stress range on the cross deck structure in transverse direction
due to dynamic container load in longitudinal direction, in N/cm2
(kgf/cm2, lbf/in2). fRL2 may be taken as zero in Stations A, B, C, F′ and G
in 5-5-4/Figure 7.
= cw (|fd2ci − fd2cj|)
cw = 0.75
cf, cw, fd1vi, fd1vj, fd1hi, fd1hj, fd1wi and fd1wj are as defined in 5-5-A1/7.5.1 and 5-5-A1/7.7.
Ks1 and Ks2 are stress concentration factors for the hatch corners considered and can be
obtained by a direct finite element analysis. When a direct analysis is not available, these may
be obtained from the following equations, but not to be taken less than 1.0:
Ks1 = α !1 αt1 αc αs ks1
Ks2 = α ! 2 αg αt2 ks2

where
ks1 = nominal stress concentration factor in longitudinal direction, as given in a
table below
ks2 = nominal stress concentration factor in transverse direction, as given in a
table below
α !1 = location adjustment factor
= 1.0 for typical hatch corners of the strength deck and the lower
deck in the midship region, e.g. Stations D and D′ as in
5-5-4/Figure 7
= 1.2 for hatch corners of the strength deck and the lower deck at
Stations E and F as in 5-5-4/Figure 7 where there is a change
in width of the hatch opening
= 1.55 for hatch corners of the strength deck and the lower deck at
Stations A, B, C, F′ and G as in 5-5-4/Figure 7
= 0.9 for a hatch corner at the top of a continuous hatch side
coaming
α! 2 = 1.0 for a hatch corner at the strength deck and the lower deck
= 0.9 for a hatch corner at the top of a continuous hatch side
coaming
αc = adjustment factor for cutout at hatch corners
= 1.0 for shapes without cutout
= 1 − 0.04 (c/R)3/2 for circular shapes with a cutout
= [1 − 0.04 (c/rd)3/2] for double curvature shapes with a cutout
= [1 − 0.04 (c/R1)3/2] for elliptical shapes with a cutout
Part 5
αs = adjustment factor for contour curvature

= 1.0 for circular shapes
= 0.33 [1 + 2 (rs1/rd) + 0.1 (rd /rs1)2] for double curvature shapes
= 0.33 [1 + 2 (R2/R1) + 0.1 (R1/R2)2] for elliptical shapes

αg = 0.9 for hatch corners at Station E and F where there is a change in
width of the hatch opening by an offset of one container row.
= 0.8 for hatch corners at Station E and F where there is a change in
width of the hatch opening by an offset of two container rows or
more
= 1.0 for other hatch corners
αt1 = (ts /ti)1/2
αt2 = 6.0/[5.0 + (ti/tc)] but not less than 0.85
αt1 or αt2 is to be taken as 1.0 where longitudinal or transverse extent of the
reinforced plate thickness in way of the hatch corner is less than that required in
5-5-A1/9.5.3 below, as shown in 5-5-A1/Figure 7.
rs1 = R f or circular shapes in 5-5-A1/Figure 8, in mm (in.)
= [3R1/(R1 − R2) + cos θ] re2/[3.816 + 2.879 R2/(R1 − R2)]
for double curvature shapes in 5-5-A1/Figure 9, in mm (in.)
= R2 for elliptical shapes in 5-5-A1/Figure 10, in mm (in.)
rs2 = R for circular shapes in 5-5-A1/Figure 8, in mm (in.)
= R2 for double curvature shapes in 5-5-A1/Figure 9, in mm (in.)
= R22/R1 for elliptical shapes in 5-5-A1/Figure 10, in mm (in.)
rd = (0.753 − 0.72 R2/R1) [R1/(R1 − R2) + cos θ] re1
ts = net plate thickness of the strength deck, hatch side coaming top or lower
deck clear of the hatch corner under consideration, in mm (in.)
tc = net plate thickness of the cross deck, hatch end coaming top or bottom of
cross box beam clear of the hatch corner under consideration, in mm (in.)
ti = net plate thickness of the strength deck, hatch coaming top or lower deck
in way of the hatch corner under consideration, in mm (in.).
R, R1 and R2 for each shape are as shown in 5-5-A1/Figures 8, 9 and 10.
θ for double curvature shapes is defined in 5-5-A1/Figure 9.
re1 and re2 are also defined for double curvature shapes in 5-5-A1/9.5.3 below.
Part 5
ks1
rs1 / w1 0.1 0.2 0.3 0.4 0.5

ks1 1.945 1.89 1.835 1.78 1.725
ks2
rs2 / w2 0.1 0.2 0.3 0.4 0.5

ks2 2.35 2.20 2.05 1.90 1.75
Note: ks1 and ks2 may be obtained by interpolation for intermediate values of rs1 / w1 or rs2 / w2.
where
w1 = width of the cross deck under consideration, in mm (in.) for hatch corners
of the strength deck and lower deck at Stations D, D′, E and F
= 100 b1 for SI or MKS Units, (1.2 b1 for U.S. Units) for hatch corners of
the strength deck and lower deck at Stations A, B, C, F′ and G
= width of the coaming top for the continuous hatch side coaming, in mm
(in.)
w2 = width of the cross deck under consideration, in mm (in.), for strength
deck and lower deck
= width of the coaming top for the hatch end coaming, in mm (in.)
b1 = width of the hatch opening under consideration, in m (ft)
Ks1 and Ks2 for hatch corners with configurations other than that specified in this section are
to be determined from fine mesh 3D and 2D finite element analysis.
The angle φ in degrees along the hatch corner contour is defined as shown in
5-5-A1/Figures 8, 9 and 10 and cL1 and cL2 at a given φ may be obtained by the following
equations. For determining the maximum fR, cL1 and cL2 are to be calculated at least for 5
locations, i.e. at φ = φ1, φ2 and three intermediate angles for each pair of the combined load
cases considered. Alternatively, the maximum fR may be searched by a computer program
provided in the SafeHull software package.
for circular shapes, 25 ≤ φ ≤ 55
cL1 = 1 − 0.00045 (φ − 25)2
cL2 = 0.8 − 0.0004 (φ − 55)2
for double curvature shapes, φ1 ≤ φ ≤ φ2
cL1 = [1.0 − 0.02 (φ − φ1)]/[1 − 0.015 (φ − φ1) + 0.00014 (φ − φ1)2] for θ < 55
= [1.0 − 0.026 (φ − φ1)]/[1 − 0.03 (φ − φ1) + 0.0012 (φ − φ1)2] for θ ≥ 55
cL2 = 0.8/[1.1 + 0.035 (φ − φ2) + 0.003 (φ − φ2)2]
where
φ1 = µ (95 − 70 rs1/rd)
φ2 = 95/(0.6 + rs1/rd)
Part 5
µ = 0.165 (θ − 25)1/2 for θ < 55

= 1.0 for θ ≥ 55
for elliptical shapes, φ1 ≤ φ ≤ φ2
cL1 = 1 − 0.00004 (φ − φ1)-3
cL2 = 0.8/[1 + 0.0036 (φ − φ2)2]
where
φ1 = 95 − 70 R2/R1
φ2 = 88/(0.6 + R2/R1)
The peak stress range, fR is to be obtained through calculations of cL1 and cL2 at each φ along a
hatch corner.
The formulas for double curvature shapes and elliptical shapes may be applicable to the
following range:
0.3 ≤ R2/R1 ≤ 0.6 and 45° ≤ θ ≤ 70° for double curvature shapes
At Stations A, B, C, F′ and G, the upper limit of θ may be increased to 80°.
For hatch coaming top and longitudinal deck girders, R2/R1 may be reduced to 0.15.
0.3 ≤ R2/R1 ≤ 0.9 for elliptical shapes
fd1ci, fd2si and fd2ci for the load case i may be obtained from the following equations:
9.5.1(a) Calculation of fd1ci
fd1ci = c Kc M1/SMc N/cm2 (kgf/cm2, lbf/in2)
where
SMc = net section modulus of the cross deck box beam clear of the hatch corner
under consideration with respect to the vertical axis z (5-5-4/Figure 6), in
cm3 (in3)
c = 1.0 for strength deck and hatch coaming top
= 0.8 for lower deck
M1 is as defined in 5-5-4/17.7.4. In calculation of M1, Ts is to be taken as zero and z is to be
taken as a distance from the ship’s centerline to a section clear of hatch corner but need not be
more than b0/2 at each station as shown in 5-5-4/Figure 7.
fd1ci may be taken as zero at Stations A, B, C, F′ and G in 5-5-4/Figure 7.
Kc is as defined in 5-5-A1/7.7.
9.5.1(b) Calculation of fd2si
fd2si = Ms/SM N/cm2 (kgf/cm2, lbf/in2)
where
Ms = secondary bending moment due to external water pressure at watertight
or mid-hold strength bulkhead, in N-m (kgf-cm, lbf-in.)
= k psi ! o2 h
Part 5
k = 1000 (1000, 269)

psi = wave-induced external pressure, kN/m2 (tf/m2, Ltf/ft2), at the lower end
of h (but need not be lower than the upper turn of bilge) at the midpoint
of the hatch opening under consideration.
!o = length of the hatch opening under consideration, in m (ft)
h is as defined in 5-5-A1/7.9.2.
SM is as defined in 5-5-4/17.5.2.
9.5.1(c) Calculation of fd2ci
fd2ci = M/SMc N/cm2 (kgf/cm2, lbf/in2)
where
M = secondary bending moment on the cross deck structure due to dynamic
container load in longitudinal direction, in N-cm (kgf-cm, lbf-in.)
= K C2 [0.5 Qd1 + 0.25 Qd2 n/(n + 1)] b1 105
K = 0.17 (0.17, 0.046)
Qd1 = total dynamic container load in longitudinal direction on cross deck box
beam (above the bottom of cross deck box beam), in kN (tf, Ltf)
= m1 m2 (1 − h5/h4) Fd!1
Qd2 = total dynamic container load in longitudinal direction on transverse
= m1 m2 (h5/h4) Fd! 2
m1 = tier number of container stacks in the cargo hold under consideration
m2 = row number of container stacks in the cargo hold under consideration
h4 = m1 hC
h5 = vertical distance between the bottom of the cargo hold under
consideration and the bottom of cross deck box beam at center line, in m
(ft)
Fd!1 = dynamic longitudinal container force Fd! , as specified in 5-5-3/5.5.2(b),
with W of the maximum design container weight at a vertical height 0.5
(h4 + h5), measured from inner bottom
Fd! 2 = dynamic longitudinal container force Fd! , as specified in 5-5-3/5.5.2(b),
with W of the maximum design container weight at a vertical height 0.5
h5, measured from inner bottom
W, C2, n and hC are as defined in 5-5-4/17.5.3.
b1 is as defined in 5-5-4/17.7.4, but need not be taken as greater than b0 at each station in
5-5-4/Figure 7.
fd2ci may be taken as zero at Stations A, B, C, F′ and G in 5-5-4/Figure 7.
SMc is as defined in 5-5-A1/9.5.1(a) above.
Part 5
9.5.2 Hatch Corners at the End Connections of Longitudinal Deck Girder 5-5-A1/9.5.2
The total stress range, fR, for hatch corners at the connection of longitudinal deck girder with
cross deck box beam may be approximated by the following equation:
fR = cf [(αi Kd1 (fRG1 + fRL1) + Kd2 fRG2] N/cm2 (kgf/cm2, lbf/in2)
where
fRG1 = wave-induced stress range by hull girder vertical and horizontal bending
moments at the longitudinal deck girder of hull girder section, in N/cm2
(kgf/cm2, lbf/in2)
= |(fd1vi − fd1vj) + (fd1hi − fd1hj)|
fRG2 = wave-induced stress range by hull girder torsional moment at the
connection of the longitudinal deck girder with the cross deck box beam,
= |fd1di − fd1dj|
fRL1 = secondary dynamic stress range on the longitudinal deck girder due to on-
deck container load in vertical direction, in N/cm2 (kgf/cm2, lbf/in2)
= cw (|fd2di − fd2dj|)
cw = 0.75
αi= 1.0 for symmetrical section of the longitudinal deck girder about
its vertical neutral axis
= 1.25 for unsymmetrical section of the longitudinal deck girder
about its vertical neutral axis
cf is as defined in 5-5-A1/7.5.1.
Kd1 and Kd2 may be obtained from the following equations but not to be taken less than 1.0:
Kd1 = 1.0
Kd2 = α1 αs kd
where
kd = nominal stress concentration factor as given in a table below
αs = 1.0 for circular shapes
= 0.33 [1 + 2 (rs1/rd) + 0.1 (rd/rs1)2] for double curvature shapes
= 0.33 [1 + 2 (R2/R1) + 0.1 (R1/R2)2] for elliptical shapes
αt = (td/ti)1/2
αt is to be taken as 1.0 where longitudinal or transverse extent of the reinforced plate
thickness in way of the hatch corner is less than that in 5-5-A1/9.5.3 below, as shown in
5-5-A1/Figure 11.
td = flange net plate thickness of the longitudinal deck girder clear of the
hatch corner under consideration, in mm (in.)
Part 5
ti = net plate thickness at the end connection of the longitudinal deck girder
under consideration, in mm (in.).
R, R1 and R2 for each shape are as shown in 5-5-A1/Figures 8, 9 and 10.
θ for double curvature shapes is defined in 5-5-A1/Figure 9.
rs1 and rd are as defined for double curvature shapes in 5-5-A1/9.5.1 above.
re1 and re2 are as defined for double curvature shapes in 5-5-A1/9.5.3 below.
kd
rs1 / wd 0.1 0.2 0.3 0.4 0.5

kd 2.35 2.20 2.05 1.90 1.75
Note: kd may be obtained by interpolation for intermediate values of rs1 / wd.
where
wd = width of the longitudinal deck girder, in mm (in.)
fd1vi, fd1hi, fd1di and fd2di for the load case i may be obtained from the following equations:
9.5.2(a) Calculation of fd1vi
fd1vi = c Ho MwE/SM N/cm2 (kgf/cm2, lbf/in2)
where
c = 1000 (1000, 2240)
Ho = effectiveness of longitudinal deck structure as specified in 3-2-1/17.3
MwE = wave-induced bending moment at the section under consideration, in a
condition as specified in 5-5-3/Table 1 and 5-5-A1/Table 3, in kN-m (tf-
m, Ltf-ft)
= ku kc fMV Mw
SM = net hull girder vertical section modulus at the section under
consideration, cm2-m (in2-ft)
= I/y
I = moment of inertia of hull girder section under consideration about the
horizontal neutral axis, in cm2-m2 (in2-ft2)
y = vertical distance from the horizontal neutral axis of the hull girder section
to the point under consideration, m (ft)
Mw = the nominal wave-induced vertical bending moment, as defined in
5-5-3/5.1.1, with kw = k01/2 for either hogging or sagging condition, as
specified in 5-5-3/Table 1 and 5-5-A1/Table 3, in kN-m (tf-m, Ltf-m)
ku and kc are specified in 5-5-A1/Table 3 and 5-5-3/Table 1 for hull girder vertical bending
moment.
fMV is as shown in 5-5-3/Figure 1.
Part 5
9.5.2(b) Calculation of fd1hi
fd1hi = c Ho MHE/SMH N/cm2 (kgf/cm2, lbf/in2)

where
c = 1000 (1000, 2240)
Ho = effectiveness of longitudinal deck structure, as specified in 3-2-1/17.3
MHE = effective wave-induced horizontal bending moment at the section under
consideration, in a condition as specified in 5-5-3/Table 1 and
5-5-A1/Table 3, in kN-m (tf-m, Ltf-ft)
= ku kc mH MH
SMH = net hull girder horizontal section modulus at the section under
consideration, in cm2-m (in2-ft)
= IH /z
IH = moment of inertia of hull girder section under consideration about the
ship’s centerline, in cm2-m2 (in2-ft2)
z = horizontal distance from the ship’s centerline to the vertical neutral axis
(z axis of section D-D in 5-5-A1/Table 2b) of the longitudinal side deck
girder, in m (ft)
fd1hi for the centerline deck girder may be taken zero.
ku and kc are specified in 5-5-A1/Table 3 and 5-5-3/Table 1 for hull girder horizontal bending
moment.
MH is as defined in 5-5-3/5.1.3 and mH is as shown in 5-5-3/Figure 8.
9.5.2(c) Calculation of fd1di
fd1di = MD/SMh N/cm2 (kgf/cm2, lbf/in2)
where
MD = k c1 Kc C1 TM L02 ωM 105/(c2 b0 αM ΓM) N-cm (kgf-cm, lbf-in.)
k = 1.0 (1.0, 0.269)
SMh = net section modulus of the longitudinal deck girder under consideration
about its vertical neutral axis (z axis of section D-D in 5-5-A1/Table 2b),
in cm3 (in3)
cs = 0.53 for centerline deck girder
= 0.42 for two side deck girders
Kc = 0.9 kc
c2 = c3 b0/I*CB + ! 0/Ig
c3 = 0.75 for centerline deck girder
Part 5
I*CB = average net moment of inertia of the cross deck box beam at the ship’s
centerline, in m4 (ft4), fore and aft of the hatch opening amidships with
respect to vertical axis, z.
Ig = net moment of inertia of the longitudinal deck girder amidships about its
vertical neutral axis (z axis of section D-D in 5-5-A1/Table 2b), in cm4
(in4)
TM, L0, ωM, αM, ΓM and b0 are as defined in 5-5-4/7.3 and C1 is as defined in 5-5-4/17.7.2. kc
is specified in 5-5-3/Table 1 and 5-5-A1/Table 3 for torsional moment.
For the longitudinal deck girders abaft the engine room, L0 may be taken as L0′ defined in
5-5-4/9.3.2.
9.5.2(d) Calculation of fd2di
fd2di = M/SMV N/cm2 (kgf/cm2, lbf/in2)
where
M = secondary bending moment on the longitudinal deck girder due to
dynamic container load on deck in vertical direction, in N-cm (kgf-cm,
lbf-in.)
= k c md1 md2 Fdv ! 105
k = 1.0 (1.0, 0.269)
c = 0.042 for centerline deck girder
md1 = tier number of 20 ft container stacks on deck
md2 = row number of 20 ft container stacks on deck
Fdv = dynamic vertical container force as specified in 5-5-3/5.5.2 with W of the
maximum design 20 ft container weight on deck and W not to be taken
less than 137.3 kN (14 tf, 13.8 Ltf)
SMv = net section modulus of the longitudinal deck girder under consideration
about its horizontal axis (y axis of section D-D in 5-5-A1/Table 2b), in
cm3 (in3)
! is as defined in 5-5-A1/7.9.2.
For calculation of Cv in 5-5-3/5.5.1(c), z defined in 5-5-A1/9.5.2(b) above may be used.
9.5.3 Extent of Reinforced Plate Thickness at Hatch Corners 5-5-A1/9.5.3

Where plating of increased thickness is inserted at hatch corner, the extent of the inserted
plate as shown in 5-5-A1/Figure 7 and 5-5-A1/Figure 11 is to be generally not less than that
obtained from the following:
! i = 1.75 re1 mm (in.)
bi = 1.75 re2 mm (in.)
bd = 1.1 re2 mm (in.)
Part 5
for a cut-out radius type,

! i1 = 1.75 re1 mm (in.)
! i2 = 1.0 re1 mm (in.)
bi = 2.5 re2 mm (in.)
bd = 1.25 re2 mm (in.)
where
re1 = R for circular shapes in 5-5-A1/Figure 8, in
mm (in.)
= R2 + (R1 − R2) cos θ for double curvature shapes in
5-5-A1/Figure 9, in mm (in.)
= (R1 + R2)/2 for elliptical shapes in 5-5-A1/Figure 10, in
mm (in.)
re2 = R for circular shapes in 5-5-A1/Figure 8, in
mm (in.)
= R1 − (R1 − R2) sin θ for double curvature shapes in
5-5-A1/Figure 9, in mm (in.)
= R2 for elliptical shapes in 5-5-A1/Figure 10, in
mm (in.)
At welding joints of the inserted plates to the adjacent plates, a suitable transition taper is to
be provided and the fatigue assessment at these joints may be approximated by the following:
fR = cf Kt fs N/cm2 (kgf/cm2, lbf/in2)
where
fs = nominal stress range at the joint under consideration
= fRG1 + fRL1 for side longitudinal deck box, as specified in
5-5-A1/9.5.1, in N/ cm2 (kgf/cm2, lbf/in2)
= fRG2 + fRL2 for cross deck box beam, as specified in
5-5-A1/9.5.1, in N/cm2 (kgf/cm2, lbf/in2)
= fRG1 + fRG2 + fRL1 for longitudinal deck girder, as specified in
5-5-A1/9.5.2, in N/cm2 (kgf/cm2, lbf/in2)
Kt = 0.25 (1 + 3 ti/ta) ≤ 1.25
ti = net plate thickness of inserted plate, in mm (in.)
ta = net plate thickness of plate adjacent to the inserted plate, in mm (in.)
cf is as defined in 5-5-A1/7.5.1.
Part 5
FIGURE 7
Side Hatch Corners (1998)
!i
ts
!i
bd
Insert Plate ts
Insert Plate
ti bi ti
bi
tc tc
longitudinal direction
(Strength Deck & Lower (Hatch Coaming Top)
Deck)
!i1
ts
bd
Insert Plate
ti
bi
!i2
Part 5
FIGURE 8
Circular Shape
R
R
C
without cutout with cutout
FIGURE 9
Double Curvature Shape
R2
R2 C
R1
R1
longitudinal
direction
Part 5
FIGURE 10
Elliptical Shape
R2 R2
R1
R1 C
FIGURE 11
Hatch Corner for Longitudinal Deck Girder (1998)
ti bi
td td
Insert Plate
bi
!i !i
longitudinal
direction
Part 5

11.1 General (1998) 5-5-A1/11.1

11.3 S-N Data (1998) 5-5-A1/11.3

of numerous tests which often display considerable scatter. The recommended design curves for
the design curves have been based on the selection of the lower bound, 95% confidence limit. In other
words about 2.5% of the test failure results fall below this curve. Treating the design curve in this
manner introduces a high, yet reasonable degree of conservatism in the design and fatigue evaluation
processes.
Individual S-N curves are presented to reflect certain generic structural geometries or arrangements.
5-5-A1/Table 1 and 5-5-A1/9.3 contain sketches of typical weld connections and other details in ship
structure, giving a list of the S-N classification. This information is needed to assess the fatigue
strength of a detail. Also needed is a consistent way to establish the demands or load effects placed on
the detail so that a compatible assessment can be made of the available strength versus the demand.
Here is where interpretation and judgment enter the fatigue assessment.
presence of a weld or other local discontinuity. In an actual structure it is rare that a match will be
found between the tested sample geometry and loadings. One is then faced with the problem of
making the appropriate interpretation.
11.5 S-N Data and SCF’s (1998) 5-5-A1/11.5

Selection of appropriate S-N data are straight-forward with respect to ‘‘standard details’’ offered in
5-5-A1/Table 1 or other similar reference. However, in the case of welded connections in complex
structures, it is required that SCF’s be used to modify the nominal stress range. An example of the
need to modify the nominal stress for fatigue assessment purposes is shown in 5-5-A1/Figure 12
below, relating to a hole drilled in the middle of a flat plate traversed by a butt weld.
In this example the nominal stress SN is P/Area, but the stress to be used to assess the fatigue strength
at point A is SA or SN·SCF. This example is deceptively simple because it does not tell the entire story.
The prerequisite of the example is that one needs to have a definitive and consistent basis to obtain the
SCF. There are reference books, which indicate that based on the theory of elasticity the SCF to be
applied in this case is 3.0. However, when the SCF is computed using the finite element analysis
techniques, the SCF obtained can be quite variable depending on the mesh size. The example does not
indicate which S-N curve should be applied, nor does the example show how the selection of the
design S-N data could be affected by the mentioned finite element analysis issues. Therefore, if such
interpretation questions exist for a simple example, the higher difficulty of appropriately treating more
complex structures should be evident.
Part 5
Referring to the S-N curves to be applied to welded connections (for example S-N curves, D-W in
5-5-A1/Figure 1) the SCF’s resulting from the presence of the weld itself are already accounted for in
these curves. If one were to have the correct stress distribution in the region – from the weld to a
stress obtained from P/A and M/SM) - the stress distribution may be generically separated into three
distinct segments as shown in the 5-5-A1/Figure 13 below.
presence of other structure such as the bracket end shown in the figure. This must be
accounted for to obtain an appropriate stress at the weld toe to be used in the fatigue analysis.
design curve and need not be discussed further. Since the typical way to determine the stress
method of analysis.
advance and with certainty the distances from the weld toe where the indicated changes of slope for
the stress gradient occur. For this reason, definite rules need to be established to determine the slopes,
then criteria can be established and used to find the stress at the weld toe which is to be used in the
fatigue assessment.
In this regard two approaches can be used to find the stress at the weld toe, which reflect two methods
of structural idealization. One of these arises from the use of a conventional beam element idealization
of the structure including the end bracket connection, and the other arises from the use of a fine mesh
finite element idealization. Using a beam element idealization, the nominal stress at any location (i.e.
P/A and M/SM) can be obtained. (See 5-5-4/Figure 9 for a sample beam element model). In the beam
element idealization there will be difficulty to account for the geometric stress concentration due to
the presence of other structure; this is the ‘‘Segment II’’ stress gradient previously described. In the
beam modeling approach shown in the figure, the influence on stresses arising from the ‘‘carry over’’
of forces and bending moments from adjacent structural elements has been approximately accounted
for. At the same time the strengthening effect of the brackets has been ignored. Hence for engineering
purposes, this approach is considered to be sufficient in conjunction with the nominal stress obtained
at the location of interest and the nominal S-N curve, i.e. the F or F2 Class S-N data, as appropriate.
In the fine mesh finite element analysis approach one needs to define the element size to be used. This
is an area of uncertainty because the calculated stress distribution can be unduly affected by both the
employed mesh size and the uniformity of the mesh adjacent to the weld toe. Therefore, it is necessary
to establish ‘‘rules’’ as given below to be followed in producing the fine mesh model adjacent to the
weld toe. Further since the area adjacent to the weld toe (or other discontinuity of interest) may be
experiencing a large and rapid change of stress (i.e., a high stress gradient) it is also necessary to
provide a rule which can be used to establish the stress at the location where the fatigue assessment is
to be made.
weld toe’’ element stresses and to obtain a (linearly) extrapolated stress at the weld toe. When stresses
are obtained in this manner the use of the E Class S-N data is considered acceptable.
Weld hot spot stress can be determined from linear extrapolation to weld toe using calculated stresses
at t/2 and 3t/2 from weld toe. Defining stresses are the principal centroidal stresses (Principal Stresses
are to be used even if their orientation slightly deviates from the plane shown) in the elements as
shown. Description of numerical procedure is given in 5-5-A1/11.7 below.
Part 5
FIGURE 12
(1998)
S N = P/Area
A
P
SA
SCF = SA / SN
FIGURE 13
(1998)
Calculated Stress
Physical Stress
I Bracket
II
III
Weld
Stiffener
Part 5
FIGURE 14
(1998)
Peak Stress
Weld
~
t/2
3t/2
11.7 Calculation of Hot Spot Stress for Fatigue Analysis of Ship Structures (1998) 5-5-
A1/11.7
The algorithm described in the following is applicable to obtain the hot spot stress for the point at the
toe of a weld. The weld connects either a flat bar member or a bracket typically to the flange of a
longitudinal stiffener as shown below in 5-5-A1/Figure 15.
elements the first of which is adjacent to the weld toe. Assuming that the applicable components of
the principal stresses, Si, at Pi have been determined from FEM analysis, the ‘‘hot spot’’ stress, the
11.7.1 Select two points, L and R, such that points L and R are situated at distances t/2 and
3t/2 from the weld toe; i.e., 5-5-A1/11.7.1
XL = t/2, XR = 3t/2
11.7.2 Let X = XL and compute the values of four coefficients as follows: 5-5-A1/11.7.2
C1 = [(X − X2)(X − X3)(X − X4)] / [(X1 − X2)(X1 − X3)(X1 − X4)]
C2 = [(X − X1)(X − X3)(X − X4)] / [(X2 − X1)(X2 − X3)(X2 − X4)]
C3 = [(X − X1)(X − X2)(X − X4)] / [(X3 − X1)(X3 − X2)(X3 − X4)]
C4 = [(X − X1)(X − X2)(X − X3)] / [(X4 − X1)(X4 − X2)(X4 − X3)]
The corresponding stress at Point L can be obtained as:
SL = C1S1 + C2 S2 + C3 S3 + C4 S4
11.7.3 Let X = XR and repeat Step in 5-5-A1/11.7.2 to determine four new coefficients, the
stress at Point R can be obtained likewise, i.e., 5-5-A1/11.7.3
SR = C1S1 + C2 S2 + C3 S3 + C4 S4
Part 5
11.7.4 The hot spot stress, S0, is given by 5-5-A1/11.7.4

S0 = (3SL − SR)/2
FIGURE 15
(1998)
3t/2
t/2
(L) (R)
P1 P2 P3 P4
t
X1
X2
X3
X4
Footnotes:
The algorithm presented in the foregoing involves two types of operations. The first is to utilize the stress values at the centroid of the
four elements considered to obtain the estimates of the stress at Points L and R by way of an interpolation algorithm known as
Lagrange interpolation. The second operation is to make use of the stress estimates SL and SR to obtain the hot spot stress via linear
extrapolation.
While the Lagrange interpolation is applicable to any order of polynomial, it is not advisable to go beyond the 3rd order (cubic). Also,
the even order polynomials are biased; so that leaves the choice between a linear scheme and a cubic scheme. Therefore, the cubic
interpolation as described in 5-5-A1/11.7.2 should be used. It can be observed that the coefficients, C1 to C4 are all cubic polynomials.
It is also evident that, when X = Xj which is not equal to Xi all the C’s vanish except Ci; and if X = Xi, Ci = 1.
PART
5
Length)

Stresses
CONTENTS
1 General................................................................................. 901
5 Longitudinal Deck Girders, Cross Deck Box Beams,
Vertical Webs, Longitudinals and Stiffeners ..................... 904
5.3 Bending ................................................................................ 905
5.5 Torsional/Flexural Buckling .................................................. 907
Large Brackets ..................................................................... 912
9.5 Tripping................................................................................. 913
11.9 Proportions of Webs of Longitudinals and Stiffeners ........... 915
TABLE 1 BUCKLING COEFFICIENT, Ki .................................. 902
FIGURE 1 NET DIMENSIONS AND PROPERTIES OF

STIFFENERS ............................................................ 909
FIGURE 2 TORSIONAL PROPERTIES...................................... 910
PART
5
Length)

1 General 5-5-A2/1
from experimental data or analytical studies may be considered, provided well documented supporting
data are submitted for review.

from the following equations with respect to uniaxial compression, bending and edge shear,
respectively.
fci = fEi, for fEi ≤ Pr fyi
fci = fyi [1 − Pr(1 − Pr) fyi/fEi], for fEi > Pr fyi
where
shear, separately, in N/cm2 (kgf/cm2, lbf/in2)
fEi = Ki [π2E/12(1 − v2)](tn/s)2, N/cm2 (kgf/cm2, lbf/in2)
Ki = buckling coefficient as given in 5-5-A2/Table 1

(2.1 × 106 kgf/cm2, 30 × 106 lbf/ in2) for steel
v = Poisson’s ratio, may be taken as 0.3 for steel.
Part 5
tn = net thickness of the plate, in cm (in.).

s = spacing of longitudinals/stiffeners, in cm (in.).
fyi = fy , for uniaxial compression and bending
= fy / 3 for edge shear
TABLE 1
BUCKLING COEFFICIENT, Ki (1998)
For Critical Buckling Stress Corresponding to Compression,

Bending or Shear
A Uniaxial compression ! a. For f ‘L = fL: 4C1

fL fL
1. Long plate b. For f ‘L = fL/3: 5.8C1
S
! ≥s (see note)
f'L f'L
2. Wide plate fT
f'T
! >s a. For f ‘T = fT: [1 + (s/ ! )2]2C2
b. For f ‘T = fT/3:
S ! 1.45[1+(s/ ! )2]2C2
(see note)
f'T
fT
1. Long plate 24C1
s
! ≥s
-f b -f b
Part 5
2. Wide plate Ki
fb
! >s
-f b
a. For 1.0 ≤! /s ≤ 2.0: 24 (s/ ! )2C

s ! 2
!
b. For 2.0 < /s:
12 (s/ ! )C2
-f b (see note)
fb
C Edge Shear f LT
s f LT
[5.34+4(s/ ! )2]C1

C1 = 1.1
C2 = 1.2 elsewhere

C1 = 1.0
C2 = 1.1 elsewhere
* a applicable where shorter edges of a panel are supported by rigid members such as bottom, inner bottom, side shell, inner
skin bulkhead, double bottom floor/girder and double side web stringer.
A Axial compression
'
'
b. For f L = fL /2: 5.2C
(see note)
where
B Ideal Bending
Same as I.B. 24C
Part 5
III. Flange and Face Plate Ki
b2 b2
s = b2
Note:
' '
In I.A. (II.A), Ki for intermediate values of f L / fL (f T / fT) may be obtained by interpolation between a and b.5
Longitudinal Deck Girders, Cross Deck Box Beams, Vertical Webs, Longitudinals And Stiffeners
5 Longitudinal Deck Girders, Cross Deck Box Beams,

Vertical Webs, Longitudinals and Stiffeners 5-5-A2/5

The critical buckling stress fca, of a beam-column, i.e. the longitudinal and the associated effective
fca = fE, for fE ≤ Pr fy
fca = fy [1 − Pr(1 − Pr)fy/fE], for fE >Pr fy
where
fE = π2 E/( ! /r)2, in N/cm2 (kgf/cm2, lbf/in2)

5-5-4/Figure 8.
r = radius of gyration of area, Ae, in cm (in.).
Ae = As + bwL tn
plating, in cm2 (in2).
bwL = effective width of the plating, as given in 5-5-5/5.3.2, in cm (in.).
tn = net thickness of the plating, in cm (in.)
fy, Pr and E are as defined in 5-5-A2/3.
Part 5
5.3 Bending 5-5-A2/5.3
5.3.1 Longitudinals, Stiffeners and Frames (1998) 5-5-A2/5.3.1

The allowable ultimate stress with respect to bending moment induced by lateral loads, fub,
for a longitudinal may be taken as fy. In this regard, the corresponding bending stress, fb,
specified in 5-5-5/5.5 is to be determined from the following equation:
fb = M/SMe N/cm2 (kgf/cm2, lbf/in2)
where
M = maximum total bending moment induced by lateral loads and the end
structures connected
= cm p s ! 2/12 N-cm (kgf-cm, lbf-in.)
p = lateral pressure for the region considered, in N/cm2 (kgf/cm2, lbf/in2)

SMe = net section modulus of the longitudinals, in cm3 (in3), including the
effective breadth of the plating, be , at midspan. be may be taken as that
given in 5-5-4/Figure 9.
s is as defined in 5-5-A2/3.
! is as defined in 5-5-A2/5.1.
5.3.2 Longitudinal Deck Girders, Cross Deck Box Beams and Vertical Webs (1998) 5-5-A2/5.3.2
The allowable ultimate stress with respect to bending moment, fub, for these structural
members may be taken as fy. In this regard, the corresponding bending stress, fb, specified in
5-5-5/5.11 is to be determined from the following equations:
5.3.2(a) Longitudinal Deck Girders inboard of Lines of Hatch Openings
fb = M/SM N/cm2 (kgf/cm2, lbf/in2)
where
M = k c1 KC C1TM Lo2 ωM 105/(c2 bo αM ΓM) N-cm (kgf-cm, lbf-in.)
k = 1.0 (1.0, 0.269)
SM = net section modulus of the longitudinal deck girder about its vertical
neutral axis (z axis of section C-C in 5-5-4/Figure 6), in cm3 (in3)
c1 = 0.53 for centerline deck girders
Kc = 0.9 kc
kc is specified in 5-5-3/Table 1 for torsional moment.
c2 = c3 bo/I*CB + ! o /Ig
c3 = 0.75 for centerline deck girder
Part 5
TM, Lo, ωM, ! M, bo, ! o, αM and ΓM are as defined in 5-5-4/9.3 and C1 and I*CB are as defined
in 5-5-4/17.7.2.
5.3.2(b) Cross Deck Box Beams where no Longitudinal Deck Girders are installed
fb = (Kc M1 + M2)/SM N/cm2 (kgf/cm2, lbf/in2)
where
M1 is defined in 5-5-4/17.7.4. In calculation of M1, z is to be taken as 0.5 b1 where b1 is as
defined in 5-5-4/17.7.4
Kc = 0.9 kc
kc is specified in 5-5-3/Table 1 for torsional moment.
M2 = k C2 [0.5 Qd1 + 0.25 Qd2 n/(n + 1)] b1 105

k = 0.17 (0.17, 0.046)
Qd1 = total dynamic container load in longitudinal direction on cross deck box
beam (above the bottom of the cross deck box beam), in kN (tf, Ltf)
= m1 m2 (1 − h5/h4) Fd!1
Qd2 = total dynamic container load in longitudinal direction on transverse
= m1 m2 (h5/h4) Fd! 2
m1 = tier number of container stacks in the cargo hold under consideration
m2 = row number of container stacks in the cargo hold under consideration
h4 = m1 hC
h5 = vertical distance between inner bottom and the bottom of cross deck box
beam at center line, in m (ft)
Fd!1 = longitudinal dynamic container load Fd! as specified in 5-5-3/5.5.2(b)
with W of the maximum design container weight at a vertical height
0.5(h4 + h5), measured from inner bottom
Fd! 2 = longitudinal dynamic container load Fd! as specified in 5-5-3/5.5.2(b)
with W of the maximum design container weight at a vertical height
0.5h5, measured from inner bottom
SM = net section modulus of the cross deck box beam clear of the hatch corner
under consideration about vertical axis (z axis of section A-A in
5-5-4/Figure 6 ), in cm3 (in3)
W, C2, n and hC are as defined in 5-5-4/17.5.3 and b1 is as defined in 5-5-4/17.7.4.
5.3.2(c) Vertical Webs of Mid-hold Strength Bulkhead where no Horizontal Girder is
installed
fb = M/SM N/cm2 (kgf/cm2, lbf/in2)
where
M = k c Fdt ! v
Part 5
k = 1.0 (1.0, 0.269)

c = 8330 (m1 − 1)
m1 is as defined in 5-5-A2/5.3.2(b)
Fdt = transverse dynamic container load as specified in 5-5-3/5.5.2(b) with W
of the maximum design container weight at the mid-span of vertical web
of span ! v, in kN (tf, Ltf)
SM = net section modulus of the vertical web under consideration about the
neutral axis parallel to the longitudinal centerline plane of vessel, in cm3
(in3)
W and ! v are as defined in 5-5-4/17.5.3 and 5-5-4/25.1 respectively.
5.5 Torsional/Flexural Buckling (1998) 5-5-A2/5.5

The critical torsional/flexural buckling (ultimate) stress with respect to axial compression, e.g. of a
longitudinal, stiffener including its associated plating (effective width, bwL) may be obtained from the
fct = fET , for fET ≤ Pr fy
fct = fy [1 − Pr(1 − Pr)fy /fET], for fET > Pr fy
where fET may be determined as follows.
5.5.1 Longitudinals, Stiffeners and Frames 5-5-A2/5.5.1

fET = E[K/2.6 + (n π/ ! )2 Γ + Co( ! /n π)2/E]/Io[1 + Co ( ! / n π)2/Io fcL],

fct = critical torsional/flexural buckling (ultimate) stress with respect to axial
compression, N/cm2 (kgf/cm2, lbf/in2).
K = St. Venant torsion constant for the stiffener’s cross section, excluding the
associated plating, in cm4 (in4)
= 1/3 [bf tf3 + dw tw3]
Io = polar moment of inertia of the stiffener’s cross section, excluding the
associated plating, about the toe (intersection of web and plating), in cm4
(in4).
= Ix + mIy + As(xo2 + yo2)
I x, I y = moment of inertia of the longitudinal about the x- and y-axis,
respectively, through the centroid of the longitudinal excluding the
plating (x-axis perpendicular to the web), in cm4 (in4).
m = 1.0 − u(0.7 − 0.1 dw /bf)
= 1 − 2 b1/bf
xo = horizontal distance between centroid of stiffiner As and centerline of the
web plate, in cm (in.).
Part 5
yo = vertical distance between the centroid of the longitudinal’s cross section

As and its toe, in cm (in.).
dw = depth of the web, in cm (in.).
tw = net thickness of the web, in cm (in.).
bf = total width of the flange/face plate, in cm (in.).
b1 = smaller outstanding dimension of flange with respect to web’s centerline
(see 5-5-A2/Figure 1 ), in cm (in.).
tf = net thickness of the flange/face plate, in cm (in.).
Co = E tn3/3s
Γ = warping constant in cm6 (in6)

≅ m Iyf dw2 + dw3 tw3/36
Iy f = tf bf3 (1.0 + 3.0 u2 dw tw /As)/12, cm4 (in4)

fcL = critical buckling stress for the associated plating corresponding to n-half
waves, in N/cm2 (kgf/cm2, lbf/in2)
= π2 E(n/α + α/n)2 (tn/s)2/12(1 − v2)
α = ! /s
n = number of half-waves which yield smallest fET
fy, Pr, E, s and v are as defined in 5-5-A2/3.
As, tn and ! are as defined in 5-5-A2/5.1.
5.5.2 Longitudinal Deck Girders, Cross Deck Box Beams, and Vertical Webs 5-5-A2/5.5.2
fET = E[K/2.6 + (π/ ! )2 Γ ]/Io
fct = critical torsional/flexural buckling (ultimate) stress with respect to axial
compression, in N/cm2 (kgf/cm2, lbf/in2).
K = St. Venant torsion constant for the member’s cross section, in cm4 (in4)
Γ = warping constant, in cm6 (in6)
Io = polar moment of inertia of the member’s cross section with respect to
shear center, in cm4 (in4)
= Ix + Iy + A (yo2 + xo2)
Ix, Iy = moment of inertia of the member’s cross section about the x- and y-plane,
through its neutral axis (x-plane perpendicular to the web), in cm4 (in4)
yo = vertical distance between the centroid of the member’s cross section A
and its shear center, in cm (in.)
xo = horizontal distance between the centroid of member’s cross section A and
its shear center, in cm (in.)
A = total net sectional area of the structural members, in cm2 (in2)
Part 5
! is as defined in 5-5-A2/5.1
For illustration purpose, the torsional properties are shown in 5-5-A2/Figure 2 for I section
with two planes of symmetry and channel section with one plane of symmetry.
FIGURE 1
NET DIMENSIONS AND PROPERTIES OF STIFFENERS (1998)
bf
b2 b1
1
tf
X0
CENTROID OF WEB
AND FACE PLATE
(NET SECTION)
tw
yo dw
tp
be
in 5-5-A1/Figure 3
Part 5
FIGURE 2
TORSIONAL PROPERTIES
bf bf
y y
tf tf
tw
x h h x
tw
tf tf e
bf bf
For I section with two axes of symmetry:

e = 0
3 3
2 b f t f + h tw
K =
3
3
t f h 2b f
Γ =
24
For channel section with one axis symmetry:
2
3 bf t f
e =
6 b f t f + h tw
3 3
2 b f t f + h tw
K =
3
t f h2 bf
3
(3 b t + 2 h t )
f f w
Γ =
12 (6 b t + h t )
f f w

fci = fy [1 − Pr(1 − Pr) fy /fEi], for fEi > Pr fy
where
fEi = kL π2 (DLDT)1/2/tL b2 in the longitudinal direction, N/cm2 (kgf/cm2, lbf/ in2)
Part 5
fEi = kT π2 (DLDT)1/2/tT ! 2 in the transverse direction, N/cm2 (kgf/cm2, lbf/in2)

kL = 4 f or ! /b ≥ 1
= [1/(φL2 + 2η + φL2] for ! /b < 1

kT = 4 for b/ ! ≥ 1
= [1/φT2 + 2η + φT2] for b/ ! < 1
DL = E IL/sL (1 − v2)
DL = E tn3/12 (1 − v2) if no stiffener in the longitudinal direction
DT = E IT/sT (1 − v2)
DT = E tn3/12 (1 − v2) if no stiffener in the transverse direction

!, b = length and width between transverse bulkheads and side shell/longitudinal
bulkheads, respectively, cm (in.)
tL, tT = equivalent net thickness of the plating and smeared stiffener in the longitudinal
and transverse direction, respectively, cm (in.)
= (sL tn + AsL)/sL or (sT tn + AsT)/sT
sL, sT = spacing of longitudinals and transverses, respectively, cm (in.)
φL = ( ! /b) (DT/DL)1/4
φT = (b/ ! ) (DL/DT)1/4
η = [(IpL IpT)/(IL IT)]1/2

IpL, IpT = moment of inertia of the effective plating (effective breadth due to shear lag)
alone about the neutral axis of the combined cross section, including stiffener and
plating, in the longitudinal and transverse direction respectively, cm4 (in4)
IL, IT = moment of inertia of the stiffener (one) with effective plating in the longitudinal
and transverse direction, respectively, cm4 (in4)
If no stiffener, the moment of inertia is calculated for the plating only.
Pr, fy, E and v are as defined in 5-5-A2/3. tn is as defined in 5-5-A2/5.1.
Except for deck panels, when the lateral load parameter, qo, defined below is greater than 5, reduction
of the critical buckling stresses given above is to be considered.
qo = pn ! 4/(π4 tL DL) if no stiffener in the transverse direction
qo = pn b4/(π4 tT DT) for all other cases

where
pn = average net lateral pressure, N/cm2 (kgf/cm2, lbf/in2)
DL, DT, b, ! , tT, and tL are as defined above.
Part 5

f ′ci = Ro fci N/cm2 (kgf/cm2, lbf/in2)
where
Ro = 1 − 0.045 (qo − 5) for qo ≥ 5
For deck panels, Ro = 1.0 and f ′ci = fci
FIGURE 3
!
T.B./S.S
sT
Pn
longitudinal
b sL
L.B.
transverse plating, t n T.B.

T.B.

The depth of cut-out, in general, is to be not greater than dw /3 where dw is the depth of the web and
the stresses in the area calculated are to account for the local increase due to the cut-out.
When cut-outs are present in the web plate, the effects of the cut-outs on reduction of the critical
buckling stresses are to be considered as outlined below:

shear may be obtained from equations given in 5-5-A2/3
Part 5
9.3.2 Reinforced by Face Plates Around Contour of Cut-outs 5-5-A2/9.3.2

When reinforcement is made by adding face plates along contour of the cut-out, the critical
buckling stresses with respect to compression, bending and shear may be obtained from
equations given in 5-5-A2/3, without reduction, provided that the net sectional area of the face
plate is not less than 8 tw2, where tw is the net thickness of the web plate and that the depth of
cut-out is not greater than dw /3, where dw is the depth of the web.

When reinforcement is not provided, the buckling strength of web plate surrounding the cut-
out may be treated as a strip of plate with one edge free and the other edge simply supported.
9.5 Tripping (1998) 5-5-A2/9.5

with a spacing, generally not greater than 3 meters. (9.84 ft.)
Design of tripping brackets may be based on the force P acting on the flange as given by the
following equation:
P = 0.02 f c! (Af + Aw /3)
Af
P
where
brackets, N/cm2 (kgf/ cm2, lbf/in2)
f c! = fce for fce ≤ Pr fy
= fy [1 − Pr(1 − Pr) fy /fce] for fce > Pr fy
fce = 0.6 E[(bf /tf) (tw /dw)3] N/cm2 (kgf/cm2, lbf/in2)
Af = net cross sectional area of the flange/face plate, in cm2 (in2)
Aw = net cross sectional area of the web, in cm2 (in2)

bf, tf, dw, tw are as defined in 5-5-A2/5.5.1
Part 5


The net moment of inertia of the longitudinals io, with effective plating is to be not less than that given
by the following equation:
s tn 3
γo cm4 (in4)
io =
(
12 1 − v 2
)
where
γo = (2.6 + 4.0δ)α2 + 12.4α − 13.2α1/2
δ = A/(stn)
α = ! /s
tn = net thickness of plating supported by the longitudinal, in cm (in.)
v = Poisson’s ratio
= 0.3 for steel
A = net sectional area of the longitudinal section (excluding effective plating), in cm2
(in.2)
! = unsupported span of the longitudinal, in cm (in.)

exceeding s or be as specified in 5-5-4/11.5, whichever is less, is not to be less than obtained from the
i = 0.17 ! t3 ( ! /s)3 cm4 (in4) for ! /s ≤ 2.0
i = 0.34 ! t3 ( ! /s)2 cm4 (in4) for ! /s > 2.0
where
t = required net thickness of web plating, in cm (in.)

The net moment of inertia of the supporting members such as transverses, girders and webs is to be
not less than that obtained from the following equation:
Is/io ≥ 0.2 (Bs / ! )3 (Bs /s)
Part 5
where
Is = moment of inertia of the supporting member, including the effective plating, in
cm4 (in4)
io = moment of inertia of the longitudinals/ stiffeners, including the effective plating,
in cm4 (in4)
Bs = unsupported span of the supporting member, in cm (in.)

limits given below:
b2/tf ≤ 0.4 (E/fy)1/2
where
b2 = breadth of flange, as given in 5-5-A2/Figure 1, in cm (in.)
tf = net thickness of flange/face plate, in cm (in.)
11.9 Proportions of Webs of Longitudinals and Stiffeners (1998) 5-5-A2/11.9

Depth-thickness ratio of webs of longitudinals and stiffeners is to satisfy the limits given below:
dw /tw ≤ 1.5 (E/fy)1/2 for angles and tee-bars
dw /tw ≤ 0.85 (E/fy)1/2 for bulb plates
dw /tw ≤ 0.5 (E/fy)1/2 for flat bars

where
dw and tw, are as defined in 5-5-A2/5.5 and E and fy are as defined in 5-5-A2/3.
considered satisfied. If not, the buckling strength of the web is to be further investigated as per
5-5-A2/3.
PART
5
Length)
APPENDIX 3 Definition of Hull-Girder Torsional

Properties
CONTENTS
1 General................................................................................. 919
3 Warping Function, ω ........................................................... 919
5 Location of Shear Center, e ................................................ 920
7 Warping Constant, Γ ......................................................... 920
9 St. Venant Torsional Constant, J........................................ 921
PART
5
Length)
APPENDIX 3 Definition of Hull-Girder Torsional

Properties 5 - 5 - A 3
1 General (1998) 5-5-A3/1
The hull-girder torsional properties may be calculated based on the thin walled beam theory. The hull-
girder section of a typical container carriers is usually modeled as an assemblage of segments (plates)
connected to nodal points, consisting of open zones and closed cells. The following sections define
the torsional properties used in the Rules. The torsional properties for each design will be calculated
with SafeHull software.
3 Warping Function, ω (1998) 5-5-A3/3

The warping function for node ‘‘N’’, ω (s)N may be obtained from the following equation:
ω (s)N = ω (s)N* + e xN
"N "
 qs 
ω (s) *N = ∫  rs − t s ds
o
where
rs = distance from the origin to the axis of each segment
The origin is taken as the intersection of the centerline and baseline of the vessel.
qs = specific stress flow of cell where each segment belongs to
ts = plate thickness of each segment with the area of longitudinal stiffeners smeared
e = distance of shear center of the hull girder section, measured from the baseline,
positive upward
xN = horizontal distance from the centerline of the vessel to node ‘‘N’’
s = length along girth
Part 5
Appendix 3 Definition of Hull-Girder Torsional Properties 5-5-A3
The specific stress flow q of each cell may be obtained from the following set of equations; the
number of the equations is equal to the number of cells in hull-girder section.
ds ds ds
qi ∫i − q i −1 ∫ Div − q i +1 ∫ Div = 2 Ai , (i = 1, 2, − − − k )
t t t
where
qi = specific flow for cell ‘‘i’’
qi − 1 = specific flow for adjacent cell ‘‘i − 1’’
qi + 1 = specific flow for adjacent cell ‘‘i + 1’’
k = number of the cells in hull-girder section
Ai = enclosed area of cell ‘‘i’’
t = plate thickness of segment with the area of longitudinal stiffeners smeared
5 Location of Shear Center, e (1998) 5-5-A3/5

The location of the shear center of the hull girder, measured from the baseline may be obtained from
e = − (Iωy/Iy)
where
Iωy = sectorial moment
∫c ω (s) N xN ts ds
*
=
Iy = hull-girder moment of inertia about the centerline of the vessel

C = total girth length
ω (s) *N , xN , ts are as defined in 5-5-A3/3.
7 Warping Constant, Γ (1998) 5-5-A3/7

The warping constant, Γ for the hull-girder section may be obtained from the following equation:
p !n
Γ = ∑ tn ∫ ω 2 ( s )ds
n −1 0
where
p = number of segments in hull-girder section
!n = length of segment ‘‘n’’
tn = plate thickness of segment ‘‘n’’ with the area of longitudinal stiffeners smeared
ω (s) = warping function
Part 5
Appendix 3 Definition of Hull-Girder Torsional Properties 5-5-A3
9 St. Venant Torsional Constant, J (1998) 5-5-A3/9

The St. Venant torsional constant, J may be obtained from the following equation:
k
Ai2
J =4 ∑
i =1 ∫ ds / t
where
Ai = enclosed area of cell ‘‘i’’
t = plate thickness of segment in cell ‘‘i’’ without smearing longitudinal stiffeners
k is as defined in 5-5-A3/3.
PART
5
Containers (Under 130 Meters
CONTENTS
1 General................................................................. 925
3 Definitions............................................................. 925
3 Local Strength ...................................................... 930
SECTION 3 Cargo Safety.......................................................... 931
APPENDIX 1 Guide for Strength Assessment of Container
Carriers - Vessels Under 130 meters (427 feet) in
Length.................................................................... 933
PART
5
1 General 5-6-1/1

In accordance with 1-1-3/3, the classification ✠A1 Container Carrier is to be assigned to vessels of
the category in 5-6-1/1.1 and built to the requirements of this part and other relevant Sections of the
Rules.

The requirements in this Section are applicable to vessels designed primarily for the carriage of
containers in holds or on deck, or both, with structures for that purpose, such as cell guides, pedestals,
etc.

Strength bulkheads or combined deep webs and substantial partial bulkheads are to be provided in
accordance with 3-2-9/1.7. Upper wing torsional boxes or double hull side construction are to be
provided in way of container holds having wide deck openings.
1.7 Submission of Plans 5-6-1/1.7

In addition to the plans listed elsewhere in the Rules, the following plans are to be submitted. See
Section 1-1-7.
Stowage arrangement of containers including stacking loads. Location of container supports and their
connection to hull.
3 Definitions 5-6-1/3
3.1 Freeboard Deck 5-6-1/3.1

For the purpose of this Part, freeboard deck may be taken as the lowest actual deck from which the
draft can be obtained under the International Load Line Regulations.
PART
5
CONTENTS
1.3 Hull Girder Shear and Bending Moment .............................. 929
1.5 Torsion and Horizontal Bending ........................................... 929
1.9 Continuous Longitudinal Deck Structures Between Hatch
Openings .............................................................................. 929
3 Local Strength ..................................................................... 930
3.1 Double Bottom...................................................................... 930
3.3 Container Loading ................................................................ 930
3.5 Securing Arrangement ......................................................... 930
3.7 Hatchway Closures .............................................................. 930
PART
5

The longitudinal hull girder strength is to be required by the equations given in Section 3-2-1.
1.3 Hull Girder Shear and Bending Moment 5-6-2/1.3

For shear and bending-moment calculation requirements see Section 3-2-1.
1.5 Torsion and Horizontal Bending 5-6-2/1.5

The hull girder strength calculations under combined vertical and horizontal bending moment and
torsion are to be submitted. ABS Guide for Strength Assessment of Container Carriers
(Appendix 5-6-A1) provides guidance in performing this calculation. A more comprehensive analysis
will also be acceptable.

1.9 Continuous Longitudinal Deck Structures Between Hatch Openings 5-6-2/1.9

The degree of effectiveness of continuous longitudinal deck structures between hatch openings is to
be determined in accordance with 3-2-1/17.3.
Part 5
Chapter 6 Vessels Intended to Carry Containers (Under 130 Meters in Length)
3 Local Strength 5-6-2/3
3.1 Double Bottom 5-6-2/3.1

Structures under base sockets are to be reinforced to withstand the anticipated load. An engineering
analysis for the double bottom structure may be required.
In determining the scantlings of inner bottom longitudinals and bottom longitudinals with struts,
reduced length permitted for uniformly loaded inner bottom is not to be used.
3.3 Container Loading 5-6-2/3.3

Deck and hatch cover structures supporting containers are to have scantlings as required by 3-2-7/5,
3-2-8/1.3 and 3-2-15/9.9. See also 3-2-15/5.5 for chocks and pads on hatch coaming.
3.5 Securing Arrangement 5-6-2/3.5

When requested, the container securing system may be certified in accordance with ABS Guide for
Certification of Container Securing Systems. Additional plans and calculations as required in that
Guide are to be submitted.
3.7 Hatchway Closures 5-6-2/3.7

For gasketless hatch covers, see 3-2-15/11.1. Vessels without hatch covers will be specially
considered.
PART
5
See Section 5-5-7.
PART
5
Containers (Under 130 meters
APPENDIX 1 Guide for Strength Assessment of

Container Carriers - Vessels Under
130 meters (427 feet) in Length
CONTENTS
1 Note ...................................................................................... 935
3 Application........................................................................... 935
5 Hull-Girder Longitudinal Strength ...................................... 935
5.1 Check Points ........................................................................ 935
5.3 Hull-girder Stress.................................................................. 936
FIGURE 1 Strength (Upper) Deck............................................. 939

FIGURE 2 Midship Section ....................................................... 940
FIGURE 3 Section Under Consideration.................................. 940
PART
5
Containers (Under 130 meters
APPENDIX 1 Guide for Strength Assessment of

Container Carriers - Vessels Under
130 meters (427 feet) in Length 5 - 6 -
A 1
1 Note 5-6-A1/1
The requirements given herein contain equation for warping stress developed from the theory of thin-
walled beams. Equations for horizontal bending stress are also included together with that for
combined stress which is being used as the parameter. The combined stresses, calculated for four
designs, were used in arriving at the acceptance criteria.
3 Application 5-6-A1/3
These criteria are applicable to steel vessels of up to 130m (427 ft) in length, designed for the carriage
of containers and intended for unrestricted ocean service. The basic structural arrangement consists of
a double bottom with a double skin side structure or a single skin side structure with upper torsion
boxes.
In addition to complying with the ABS Rules for Building and Classing Steel Vessels, the strength of
the vessel is to be evaluated using the criteria presented in this Guide.
If the stresses, determined in accordance with this Guide, exceed the permissible value given herein, a
direct calculation stress analysis can be carried out to evaluate the adequacy of the vessel’s structural
design in a ore sophisticated manner. On request this analysis may be carried out by the Bureau.
5 Hull-Girder Longitudinal Strength 5-6-A1/5
5.1 Check Points 5-6-A1/5.1

The combined longitudinal hull-girder stress σ is to be calculated at the inboard edge of the strength
(upper) deck plating at the transverse sections shown on 5-6-A1/Figure 1:
Part 5
Appendix 1 Guide for Strength Assessment of Container Carriers 5-6-A1
1 The aft end of the hatch opening immediately forward of the machinery room,
(Section No. 1).
2 The forward end of the foremost hatch where there is a change in the width of the hatch,
(Section No. 2).
3 The forward end of the next hatch aft of the section No. 2, (Section No. 3).
5.3 Hull-girder Stress 5-6-A1/5.3
5.3.1 Combined Longitudinal Hull Girder Stress 5-6-A1/5.3.1

The combined longitudinal hull girder stress σ at the inboard edge of the strength deck
plating is to be obtained from the following equation:
σ = σs + σv + σH + σT
σs = still-water bending component, see 5-6-A1/5.3.2
σv = vertical wave-induced bending component, see 5-6-A1/5.3.3
σH = horizontal wave-induced bending component, see 5-6-A1/5.3.4
σT = warping component, see 5-6-A1/5.3.5
The calculated longitudinal hull girder stress σ is not to exceed 60% of the minimum
specified yield point or yield strength of the material.
5.3.2 Still-water Bending Component 5-6-A1/5.3.2

The still-water bending component is to be obtained from the following equation:
σs = Ms /SM kN/cm2 (tf/cm2, Lft/in2)
Ms = still-water bending at the section under consideration for design loading
conditions, in kN-m (ft-m, Ltf-ft).
SM = hull girder section modulus about the horizontal neutral axis at the
section under consideration, in cm2-m (in2-ft).
5.3.3 Vertical Wave-induced Bending Component 5-6-A1/5.3.3

The vertical wave-induced bending component is to be obtained from the following equation:
σv = 0.47 M Mwh/SM kN/cm2 (ft/cm2, Ltf/in2)
Mwh = wave-induced bending moment amidships as given in 3-2-1/3.5.1 of the
Rules, in kN-m (tf-m, Ltf-ft)
SM = hull-girder section modulus, defined in 5-6-A1/5.3.2, in cm2-m (in2-ft)
M = distribution factor given by 3-2-1/Figure 2 of the Rules
5.3.4 Horizontal Wave-induced Bending Component 5-6-A1/5.3.4

The horizontal wave-induced bending component is to be obtained from the following
equation:
0.175M whbo (1 − 2 x / L )
σH = kN/cm2 (ft/cm2, Ltf/in2)
Iz
Mwh = wave-induced bending moment amidships, as given by 3-2-1/3.5.1 of the
Rules, in kN-m (tf-m, Ltf-ft)
Part 5
L = length of the vessel, as defined in 3-1-1/3.1 of the Rules, in m (ft)

x = distance from amidships to the section under consideration, in m (ft)
bo = width of the strength deck’s hatch opening of the section under
consideration measured between the inboard edges of the strength deck,
(5-6-A1/Figure 3 ), in m (ft)
Iz = hull girder moment of inertia of the section under consideration about the
vertical axis through the centerline of the vessel, in cm2-m2 (in2-ft2)
5.3.5 Warping Component 5-6-A1/5.3.5

The warping component is to be obtained from the following equation:
σT =
(
KK13 NαhL3o Bo (1 − 0.7bo / Bo ) 1 − 0.062 K1 C ) kN/cm2 (tf/cm2, Ltf/in2)
Dt (0.45 − 0.4b / B )
Where
K = 9.81 if σT in kN/cm2
= 1.0 if σT in tf/cm2
= 21.58 × 10-4 if σT in Ltf/in2

B = breadth of the vessel amidships, as defined in 3-1-1/5 of the Rules, in m
(ft)
Bo = breadth of the vessel at the section under consideration,
(5-6-A1/Figure 3), in m (ft)
D = depth of the vessel amidships, as defined in 3-1-1/7 of the Rules, in m (ft)
h = 0.0124Lo + 4.37Lo/L SI/MKS units (0.124 Lo + 14.34 Lo /L US units)
Lo = length, as shown on 5-6-A1/Figure 1, measured from the forward engine
room’s bulkhead and the first section of the forward part of the hatch
opening that has hatch width greater than the hatch forward, in m (ft)
K1 = 1.0 for sections Nos. 1 and 2, as defined in 5-6-A1/5.1
= ! /Lo for section No. 3, as defined in 5-6-A1/5.1
! = distance from the forward engine room bulkhead to the section No. 3, in
m (ft)
K1 is not to be less than 0.85
N for section No. 1
= 2.8 × 10-7, (Cb < 0.65)
= 8(1 _ Cb) × 10-7, (Cb > 0.65)
Part 5
N for sections Nos. 2 and 3

= 5.6 × 10-7, (Cb ≤ 0.65)
= 16 (1 _ Cb) × 10-7, (Cb > 0.65)

Cb = block coefficient at summer load waterline
b = width of the strength deck’s hatch opening amidships measured between
the inboard edges of the strength deck, (5-6-A1/Figure 2 ), in m (ft)
bo = width of the strength deck’s hatch opening of the section under
consideration measured between the inboard edges of the strength deck,
(5-6-A1/Figure 3), in m (ft)
t = apparent thickness of the side and bottom structures amidships, in mm
(in.)
The apparent thickness is the total area of the side and bottom structures (plating and
longitudinals), divided by the combined girth of the side and bottom.
where:
C=
[Bd DB + 2 Dd D ]2 L20
B 3D 2t (1.67 d D / ts + 1.11D / ts + 0.56 B / t B ) (0.45 − 0.4b / B )
dDB = depth of double bottom amidships, (5-6-A1/Figure 2), in m (ft)

dD = width of the strength deck plating amidships, (5-6-A1/Figure 2), in m (ft)
tD, ts, tB = mean thickness of the strength deck, side shell, and bottom plating
amidships, (inner bottom and longitudinal bulkhead plating are not to be
included), (5-6-A1/Figure 2), in mm (in)
α = a B1/Bo + c
B1 = width of the section under consideration at a height of D/2, as shown on
5-6-A1/Figure 3, in m (ft)
a and c are coefficients, as given in the following table:
Coefficient Coefficient
Section Number per 5-6-A1/5.1 a c
1 2 _
1.45
2 0.53 _
0.02
3 0.33 0.05
Part 5
FIGURE 1
Strength (Upper) Deck
L
C
C
Number of section for
stress calculation
Ship A
Ship B
2
bo / 2
2
bo / 2
L 0
3
Lo
1
1
Machinery
Machinery
Room
Room
Part 5
FIGURE 2 FIGURE 3
Midship Section Section Under Consideration
dD
Bo / 2
tD
D/2
bo / 2
b/2 tS
B1 / 2
D/2
dDB
tB
PART
5
Passengers
CONTENTS
1 General................................................................. 945
3 Definitions............................................................. 947
1 Longitudinal Strength ........................................... 951
3 Rudders and Steering Gear ................................. 952
5 Bottom Structure .................................................. 952
7 Side Construction ................................................. 952
9 Watertight Bulkheads and Openings in Watertight
Bulkheads............................................................. 955
11 Decks, Superstructures and Deck Houses .......... 960
SECTION 3 Subdivision and Stability...................................... 963
1 General................................................................. 963
3 Inclining Experiment and Trim and
Stability Booklet.................................................... 963
5 Damage Control Plans ......................................... 963
SECTION 4 Fire Safety Measures ............................................ 965
1 Structural Fire Protection ..................................... 965
3 Fire Control Plans................................................. 965
SECTION 5 Machinery Equipment and Systems ................... 967
1 Emergency Source of Power ............................... 969
3 Electrical Cables in Accommodation Areas ......... 973
5 Fire Pumps, Fire Mains, Hydrants, Hoses and
Nozzles................................................................. 973
7 Bilge and Ballast Systems.................................... 975
9 Fixed Fire Detection and Fire Alarm Systems,
Automatic Sprinkler, Fire Detection and
Fire Alarm Systems.............................................. 977
11 Cargo Spaces....................................................... 978
13 Special Arrangements in Machinery Spaces ....... 978
15 Fireman’s Outfits .................................................. 979
17 Manual Alarm System .......................................... 980
19 General and Special Fire Alarms ......................... 980
21 General Emergency Alarm System...................... 980
23 Public Address System ........................................ 980
25 Portable Communication Equipment................... 980
27 Dangerous Goods ................................................ 980
29 Protection Against Noise in Machinery Spaces ... 980
31 Vibration Prediction Calculations ......................... 981
33 Helicopter Landing and Pick-up Areas................. 981
PART
5
Passengers
CONTENTS
1 General................................................................................. 945
1.1 Classification ........................................................................ 945
1.3 Application ............................................................................ 945
1.5 Scope ................................................................................... 946
1.7 Passenger Ship Safety Certificate........................................ 946
1.9 Independent Review............................................................. 946
1.11 Administration Approval ....................................................... 946
3 Definitions............................................................................ 947
3.1 General................................................................................. 947
3.3 Accommodation Spaces....................................................... 947
3.5 Administration....................................................................... 947
3.7 Deepest Subdivision Load Line............................................ 947
3.9 Machinery Spaces ................................................................ 947
3.11 Machinery Spaces of Category A......................................... 947
3.13 Margin Line........................................................................... 947
3.15 Passenger ............................................................................ 947
3.17 Passenger Spaces ............................................................... 947
3.19 Public Spaces....................................................................... 947
3.21 Regulations........................................................................... 948
3.23 Service Spaces..................................................................... 948
3.25 Short International Voyage................................................... 948
3.27 Special Category Spaces ..................................................... 948
PART
5
Passengers
1 General 5-7-1/1

In accordance with 1-1-3/3, the classification of ✠A1 Passenger Vessel is to be assigned to vessels
designed and specifically fitted for the carriage of passengers and built to the requirements of this
section and other relevant sections of the Rules.
In addition to the above, the vessel must have a Passenger Ship Safety Certificate from the
Administration of registry or its agent evidencing the vessel’s compliance with the requirements of
the International Convention for the Safety of Life at Sea 1974, as amended, and an International
Load Line Certificate evidencing compliance with the International Loadline Convention 1966.

These requirements are intended to apply to a vessel carrying more than twelve (12) passengers on an
international voyage or a short international voyage.
In the case of passenger vessels which are employed in special trades for the carriage of large
numbers of special trade passengers, such as the pilgrim trade, the requirements will be given special
consideration, taking into account the following
1.3.1
the rules annexed to the International Conference on Special Trade Passenger Ships, 1971
and;
1.3.2
the rules annexed to the International Conference on Space Requirements for Special Trade
Passenger Ships, 1973.
Notwithstanding 1-1-4/1, the Rules in this Chapter are applicable to vessels of 61m (200 ft)
and over in length intended for unrestricted ocean service. Passenger vessels of lesser size
will be given special consideration.
Part 5
Chapter 7 Vessels Intended to Carry Passengers
1.5 Scope 5-7-1/1.5

This section is intended to cover the additional hull construction, machinery and safety equipment
required to class a vessel as a passenger vessel.
These requirements are applicable to those features that are permanent in nature and can be verified
by plan review, calculation, physical survey or any other means.
These Rules do not address the requirements for operational instructions, Life Saving Appliances and
Arrangements (Chapter III), Radiotelegraphy and Radiotelephony (Chapter IV), Safety of Navigation
(Chapter V), Carriage of Grain (Chapter VI), and Carriage of Dangerous Goods (Chapter VII) which
may be found in the International Convention for the Safety of Life at Sea, 1974, as amended.
1.7 Passenger Ship Safety Certificate 5-7-1/1.7

Where authorized by the Administration of a country signatory to the International Convention for the
Safety of Life at Sea, 1974, as amended, and upon request of the Owners of a classed vessel or one
intended to be classed, the Bureau will review the plans, data, etc., and survey the vessel for
compliance with the provisions of 1974 SOLAS Convention, as amended, and issue a Passenger Ship
Safety Certificate prescribed in the Convention on behalf of the Administration.
1.9 Independent Review 5-7-1/1.9

When the Passenger Ship Safety Certificate is issued by an Administration or its agent other than the
Bureau, the Bureau when requested by the owner, shipyard, or designers, will conduct an independent
review of any of the following:
Subdivisions and Stability
Trim and Stability Booklet
Inclining Experiment
Structural Fire Protection
Fire Control Plan Damage Control Plan
Life-Saving Appliances and Arrangements
Safety for Navigation
Carriage of Grain
Carriage of Dangerous Goods
Fees for such independent reviews will be charged to the owner when the review is requested.
1.11 Administration Approval 5-7-1/1.11

In general, the approval of material, safety equipment, lifesaving appliances, etc. is a function of the
Administration. When the vessel is issued a Passenger Ship Safety Certificate by the Administration
or its agent other than the Bureau, such certificate will be accepted as evidence that the
Administration has approved the material, safety equipment, life-saving appliances, etc.
On the other passenger vessels the designer or builder will submit evidence that the Administration
has approved the material, safety equipment, lifesaving, etc. for the Bureau acceptance on vessels
building to class.
When given specific instructions from the Administration, the Bureau may approve and accept the
material, equipment, life-saving appliances, etc., fitted on the vessel.
Part 5
3.1 General 5-7-1/3.1

For definitions of terms used in this section and not shown below, reference is to be made to the
definitions in the various Chapters in the International Convention for the Safety of Life at Sea, 1974,
as amended. (Abbreviated: 1974 SOLAS Convention, as amended).
3.3 Accommodation Spaces 5-7-1/3.3

Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins, offices,
hospitals, cinemas, games and hobbies rooms, barber shops, pantries containing no cooking
appliances and similar spaces.
3.5 Administration 5-7-1/3.5

Administration means the Government of the State whose flag the vessel is entitled to fly.
3.7 Deepest Subdivision Load Line 5-7-1/3.7

Deepest subdivision load line is the waterline which corresponds to the greatest draft permitted by
the subdivision requirements which are applicable.

Machinery spaces are all machinery spaces of category A and all other spaces containing propulsion
machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major
electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air-conditioning
machinery, and similar spaces, and trunks to such spaces.
3.11 Machinery Spaces of Category A 5-7-1/3.11

Machinery spaces of Category A are those spaces and trunks to such spaces which contain internal
combustion machinery used for main propulsion, or internal combustion machinery used for purposes
other than main propulsion where such machinery has in the aggregate a total power output of not less
than 375 KW (500 hp), or any oil-fired boiler or oil fuel unit.
3.13 Margin Line 5-7-1/3.13

Margin line is a line drawn at least 76 mm (3 in.) below the upper surface of the bulkhead deck at
side.
3.15 Passenger 5-7-1/3.15

A passenger is every person other than the master and the members of the crew or other persons
employed or engaged in any capacity on board a vessel on the business of that vessel and children
under one year of age.
3.17 Passenger Spaces 5-7-1/3.17

Passenger Spaces are those spaces which are provided for the accommodation and the use of
passengers, excluding baggage, store, provision and mail rooms. For the purposes of Regulations II-
1/5 and II-1/ 6, spaces provided below the margin line for the accommodation and the use of the crew
shall be regarded as passenger spaces.
3.19 Public Spaces 5-7-1/3.19
Public spaces are those portions of the accommodation which are used for halls, dining rooms,
Part 5
lounges and similar permanently enclosed spaces.
3.21 Regulations 5-7-1/3.21

Regulations means the regulations contained in the International Convention for the Safety of Life at
Sea, 1974, as amended. The abbreviated notation form is used; e.g. Regulation II-2/55.5 means
Regulation 55.5 of Chapter II-2.
3.23 Service Spaces 5-7-1/3.23

Service spaces are those spaces used for galleys, pantries containing cooking appliances, lockers,
mail and specie rooms, store-rooms, workshops other than those forming part of the machinery
spaces, and similar spaces and trunks to such spaces.
3.25 Short International Voyage 5-7-1/3.25

Short International Voyage is an international voyage in the course of which the vessel is not more
than 200 miles from a port or place in which the passengers and crew could be disembarked in safety.
Neither the distance between the last port of call in the country in which the voyage begins and the
final port of destination nor the return voyage shall exceed 600 miles. The final port of destination is
the last port of call in the scheduled voyage at which the vessel commences its return voyage to the
country in which the voyage began.
3.27 Special Category Spaces 5-7-1/3.27

Special category spaces are those enclosed spaces above or below the bulkhead deck intended for the
carriage of motor vehicles with fuel in their tanks for their own propulsion, into and from which such
vehicles can be driven and to which passengers have access.
PART
5
Passengers
CONTENTS
1 Longitudinal Strength ......................................................... 951
1.1 General................................................................................. 951
1.3 Bending Moment and Shear Force Calculations.................. 951
3 Rudders and Steering Gear ................................................ 952
5 Bottom Structure ................................................................. 952
5.1 General................................................................................. 952
5.3 Double Bottom...................................................................... 952
5.5 Inner Bottom Plating............................................................. 952
5.7 Drain Wells ........................................................................... 952
7 Side Construction................................................................ 952
7.1 General................................................................................. 952
7.3 Portlights............................................................................... 953
7.5 Shell Connections Located Below the Margin Line.............. 953
7.7 Gangway and Cargo Ports Located Below the
Margin Line........................................................................... 954
7.9 Weathertight and Watertight Integrity Above the
Margin Line........................................................................... 954
Bulkheads ............................................................................ 955
9.1 Watertight Bulkheads ........................................................... 955
9.3 Collision Bulkhead................................................................ 955
9.5 Afterpeak and Machinery Space Bulkheads ........................ 955
9.7 Stern Tubes .......................................................................... 955
9.9 Openings and Penetrations.................................................. 955
9.11 Doors, Manholes and Access Openings .............................. 956
9.13 Shaft Tunnel Door and Doors within Propulsion Machinery
Spaces.................................................................................. 956
9.15 Watertight Doors in Watertight Bulkheads ........................... 956
9.17 Power-operated Sliding Watertight Doors............................ 957
9.19 Central Operating Console................................................... 959
9.21 Watertight Doors in Cargo Spaces....................................... 960
9.23 Portable Plates ..................................................................... 960
9.25 Miscellaneous....................................................................... 960
11 Decks, Superstructures and Deck Houses ........................960
11.1 General................................................................................. 960
11.3 Watertight Decks, Trunks, Tunnels, Duct Keels
and Ventilators...................................................................... 961
11.5 Support Structures................................................................ 961
11.7 Effective Lower Deck Thickness .......................................... 961
PART
5
Passengers
1 Longitudinal Strength 5-7-2/1
1.1 General 5-7-2/1.1

The longitudinal strength of the passenger vessel is to be in accordance with Section 3-2-1, in addition
to the following.
1.3 Bending Moment and Shear Force Calculations 5-7-2/1.3.1
1.3.1 Still Water Bending Moment and Shear Force 5-7-2/1.3.2

Still water bending moment and shear force calculations are to be submitted for passenger
vessel over 122 m (400 ft) in length. These calculations are to be carried out for all anticipated
loaded and ballast conditions. The distribution of lightship weight is also to be shown.
1.3.2 Wave Induced Bending Moments and Shear Forces 5-7-2/1.3.3

Where the block coefficient is less than 0.60 or where the vessel has considerable bow flare,
the wave induced bending moments and shear forces may be calculated using a block
coefficient of 0.60 in accordance with 3-2-1/3.5.
1.3.3 Total Bending Moment 5-7-2/1.3.4

Where the calculations indicate that the vessel is under hogging condition, in all still water
loading conditions, the total bending moments, Mt, is to be taken as not less than 0.9MWS in
the calculations of the buckling strength of the structural members above the neutral axis.
Special consideration may be given to the minimum Mt under the conditions given in
3-2-1/19.
1.3.4 Buckling Strength 5-7-2/1.3.5

Shell, strength deck and other effective decks together with their stiffening members are to
have sufficient strength to withstand the compressive and shear loads due to the maximum
bending moment. Non-effective decks which are subject to compression due to hull girder
bending are to have stiffening members of sufficient strength to withstand the compression
under the above bending moment.
Part 5
Section 2 Hull Structures 5-7-2
3 Rudders and Steering Gear 5-7-2/3

Rudders and steering gears are to be in accordance with Section 3-2-14 and in addition the steering
gear is to be designed (4-3-4/1.9 and 4-3-4/23) and trial tested (4-3-4/21.7) with one of the power
units out of operation.
5 Bottom Structure 5-7-2/5
5.1 General 5-7-2/5.1

The bottom structure is to be in accordance with Section 3-2-4 in addition to the following.

A double bottom is to be fitted, in accordance with Section 3-2-4, except in way of deep tanks,
extending from the forepeak bulkhead to the afterpeak bulkhead, or as near thereto as practicable. For
vessels between 61 meters (200 feet) and 76 meters (250 feet) in length, a double bottom may be
omitted in the machinery space. A double bottom need not be fitted in way of deep tanks of moderate
volume provided the safety of the vessel is not thereby impaired in the event of bottom or side
damage.
5.5 Inner Bottom Plating 5-7-2/5.5

Where a double bottom as required by 5-7-2/5.3 is fitted, its depth is to be compatible with the
requirements of 3-2-4/3 and the inner bottom is to be continued out to the vessel’s sides in such a
manner as to protect the bottom to the turn of bilge. Such protection will be deemed satisfactory if the
line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any
point than a horizontal plane passing through the point of intersection with the frame line amidships
of a transverse diagonal line inclined at 25° to the base line and cutting it at a point one-half the
vessel’s molded breadth from the center line. (See 5-7-2/Figure 1 )
5.7 Drain Wells 5-7-2/5.7

Drain wells constructed in the double bottom in conjunction with drainage arrangements of holds,
etc., are not to extend downward more than necessary. The depth of the wells are not to exceed the
depth of the double bottom at the centerline less 460 mm (18 in.), and the well is not to extend below
the horizontal plane referred to in 5-7-2/5.5. A drain well extending below the horizontal plane is,
however, permitted at the after end of the shaft tunnel. Other well arrangements (e.g. for lubricating
oil under main engines) will be considered provided they give protection equivalent to that afforded
by the double bottom.
7 Side Construction 5-7-2/7
7.1 General 5-7-2/7.1

The side shell plating and framing are to be in accordance with Sections 3-2-5, 3-2-6, 3-2-2, and
3-2-11 except in addition to the following. Side framing below the strength deck is to be in
accordance with Sections 3-2-5 and 3-2-6 of the Rules. Ordinary transverse frames in way of
longitudinally framed decks may be in accordance with 3-2-5/3.17 using ‘‘ ! ’’ as defined in 3-2-5/5.3
and ‘‘h’’ measured from the middle of ‘‘ ! ’’ to the point indicated in 3-2-5/3.17.
Part 5
FIGURE 1
B/2
Midship frame line
Well
25°
No Part of inner bottom to extend below this line
7.3 Portlights (1 July 1998) 5-7-2/7.3

The location and construction of portlights and deadlights is to comply with 3-2-17/7.
7.5 Shell Connections Located Below the Margin Line 5-7-2/7.5
7.5.1 5-7-2/7.5.1
All inlets and discharges in the shell plating are to be fitted with efficient and accessible
arrangements for preventing the accidental ingress of water into the vessel.
7.5.2 5-7-2/7.5.2
Subject to the requirements of the International Convention on Load Lines, and except as
provided in 5-7-2/7.5.3, each separate discharge led through the shell plating from spaces
below the margin line is to be provided with either one automatic nonreturn valve fitted with a
positive means of closing it from above the bulkhead deck or with two automatic nonreturn
valves without positive means of closing, provided that the inboard valve is situated above the
deepest subdivision load line and is always accessible, for examination under service
conditions. Where a valve with positive means of closing is fitted, the operating position
above the bulkhead deck is always to be readily accessible, and means are to be provided for
indicating whether the valve is open or closed.
7.5.3 (1998) 5-7-2/7.5.3

Machinery space main and auxiliary sea inlets and discharges used in connection with the
operation of machinery are to be fitted with readily accessible valves between the pipes and
the shell plating or between the pipes and fabricated boxes attached to the shell plating. In
order to be considered readily accessible, the valves, during normal operating conditions, are
to be:
7.5.3(a) located in a space normally entered without using tools,
7.5.3(b) clear of or protected from obstructions, moving equipment and hot surfaces that
prevent operation or servicing, and
7.5.3(c) within operator’s reach, or a remote control device normally employed for operating
the valve is to be within operator’s reach.
The valves may be controlled locally and are to be provided with indicators showing whether
they are open or closed.
Part 5
7.7 Gangway and Cargo Ports Located Below the Margin Line 5-7-2/7.7
7.7.1 5-7-2/7.7.1
Gangway and cargo ports fitted below the margin line are to be of sufficient strength. They
are to be capable of being effectively closed and secured watertight. The scantlings of the
ports are to be equivalent to the scantlings required by the Rules for the hull structure in that
location. Ports should normally open outboard. Ports which open inboard are to have portable
strong-backs or props in addition to the regular dogs. Also see 3-2-16/1.
7.7.2 5-7-2/7.7.2
Such ports are to be so fitted as to have their lowest point above the deepest subdivision load
line.
7.9 Weathertight and Watertight Integrity Above the Margin Line 5-7-2/7.9
7.9.1 5-7-2/7.9.1
All reasonable and practicable measures are to be taken to limit the entry and spread of water
above the bulkhead deck. Such measures may include partial bulkheads or webs. When partial
watertight bulkheads and webs are fitted on the bulkhead deck above or in the immediate
vicinity of main subdivision bulkheads, they are to have watertight shell and bulkhead deck
connections so as to restrict the flow of water along the deck when the vessel is in a heeled
damaged condition. Where the partial watertight bulkhead does not line up with the bulkhead
below, the bulkhead deck between is to be made effectively watertight.
7.9.2 5-7-2/7.9.2
The bulkhead deck or a deck above it is to be weathertight. All openings in the exposed
weather deck are to have coamings of ample height and strength and be provided with
efficient means for expeditiously closing them weathertight. Freeing ports, open rails and
scuppers are to be fitted as necessary for rapidly clearing the weather deck of water under all
weather conditions.
7.9.3 (1998) 5-7-2/7.9.3

The open end of air pipes terminating within a superstructure is to be at least 1 m (3.3 ft)
above the waterline when the ship heels to an angle of 15°, or the maximum angle of heel
during intermediate stages of flooding, as determined by direct calculation, whichever is the
greater. Alternatively, air pipes from tanks other than oil tanks may discharge through the side
of the superstructure.
7.9.4 5-7-2/7.9.4
Portlights, gangway, cargo ports and other means for closing openings in the shell plating are
to be of efficient design and construction and of sufficient strength having regard to the
spaces in which they are fitted and their positions relative to the deepest subdivision load line.
7.9.5 5-7-2/7.9.5
Efficient inside deadlights are to be provided for all sidescuttles to spaces below the first deck
above the bulkhead deck and so arranged that they can be easily and effectively closed and
secured watertight.
Part 5

Bulkheads 5-7-2/9
9.1 Watertight Bulkheads 5-7-2/9.1

Watertight Bulkheads are to be in accordance with Section 3-2-9 or Section 3-2-10 in addition to the
following. Also see Section 5-7-3.
9.3 Collision Bulkhead 5-7-2/9.3
9.3.1 General 5-7-2/9.3.1

The requirements in 3-2-9/3.1.1 and 3-2-9/Figure 2 apply to passenger vessels except that
reference to freeboard deck is to be substituted by bulkhead deck.
9.3.2 Location 5-7-2/9.3.2

The collision bulkhead is to be located at any point not less than 0.05L nor more than 0.05L
plus 3 m (9.84 ft) abaft the reference point as defined in 3-2-9/3.1.4, where L is the length of
the vessel between perpendiculars at the deepest subdivision load line.
9.5 Afterpeak and Machinery Space Bulkheads 5-7-2/9.5

An afterpeak bulkhead, and bulkheads separating the machinery space, as defined below, from the
cargo and passenger spaces forward and aft, are to be fitted and made watertight up to the bulkhead
deck. The afterpeak bulkhead may, however, be stepped below the bulkhead deck, provided the
degree of safety of the vessel as regards subdivision is not thereby diminished.
Machinery space is to be taken as extending from the molded base line to the margin line and
between the extreme main transverse watertight bulkheads, bounding the spaces containing the main
and auxiliary propulsion machinery, and boilers serving the needs of propulsion. The limits of the
machinery spaces will in the case of unusual arrangements be subject to special consideration.
9.7 Stern Tubes 5-7-2/9.7

The stern gland is to be situated in a watertight shaft tunnel or other watertight space(s) separate from
the stern tube compartment and be of such volume that, if flooded by leakage through the stern gland,
the margin line will not be submerged.
9.9 Openings and Penetrations (1998) 5-7-2/9.9
9.9.1 5-7-2/9.9.1
The number of openings in watertight bulkheads is to be reduced to the minimum compatible

with the design and proper working of the vessel; satisfactory means are to be provided for
closing these openings.
9.9.2 5-7-2/9.9.2
Penetrations through watertight subdivision bulkheads for fixed services such as pipes,
scuppers or electrical cables are to be prototype tested for a period of at least 30 minutes
under hydrostatic pressure corresponding to the actual installation. There is to be no leakage
through the prototype for the duration of the test. Penetrations which can be seal welded do
not require prototype testing.
Part 5
9.9.3 5-7-2/9.9.3
Valves not forming part of a piping system are not permitted in watertight subdivision
bulkheads.
9.9.4 5-7-2/9.9.4
Lead or other heat sensitive materials are not to be used in systems which penetrate watertight
subdivision bulkheads, where deterioration of such material would in the event of a fire,
impair the watertight integrity of the bulkheads.
9.9.5 5-7-2/9.9.5
Except as provided in 5-7-2/9.9.6, the collision bulkhead may be pierced below the margin
line by not more than one pipe for dealing with fluid in the forepeak tank, provided that the
pipe is fitted with a screwdown valve capable of being operated from above the bulkhead
deck; the valve chest being secured to the collision bulkhead inside the forepeak.
9.9.6 5-7-2/9.9.6
If the forepeak is divided to hold two kinds of liquids, the collision bulkhead may be pierced
below the margin line by two pipes, each of which is fitted as required by 5-7-2/9.9.5,
provided there is no practical alternative to the fitting of such a second pipe and that, having
regard to the additional subdivision provided in the forepeak, the safety of the vessel is
maintained.
9.11 Doors, Manholes and Access Openings 5-7-2/9.11

Doors, manholes, or access openings are not permitted:
i) in the collision bulkhead below the margin line;
ii) in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space or
from a permanent or reserve bunker, except as provided in 5-7-2/9.21.
9.13 Shaft Tunnel Door and Doors within Propulsion Machinery Spaces 5-7-2/9.13
Within spaces containing the main and auxiliary propulsion machinery including boilers serving the
needs of propulsion, not more than one watertight door, apart from the watertight doors to shaft
tunnels, is to be fitted in each main transverse bulkhead. Where two or more shafts are fitted, the
tunnels are to be interconnected by a passage. There is to be only one watertight door between the
machinery space and the tunnel spaces where two shafts are fitted, and only two watertight doors
where there are more than two shafts. All these watertight doors are to be of the sliding type and shall
be so located as to have their sills as high as practicable. The hand gear for operating these doors from
above the bulkhead deck is to be situated outside the spaces containing the machinery.
9.15 Watertight Doors in Watertight Bulkheads 5-7-2/9.15
9.15.1 5-7-2/9.15.1
Watertight doors, except as provided in 5-7-2/9.21 are to be power-operated sliding doors

complying with the requirements of 5-7-2/9.17 capable of being closed simultaneously from
the central operating console at the navigating bridge in not more than 60 seconds with the
vessel in the upright position.
9.15.2 5-7-2/9.15.2
The means of operation whether by power or by hand of any power-operated sliding

watertight door is to be capable of closing the door with the vessel listed to 15° either way.
Consideration is also to be given to the forces which may act on either side of the door as may
be experienced when water is flowing through the opening applying a static head equivalent
to a water height of at least 1 m (3.28 ft) above the sill on the centerline of the door.
Part 5
9.15.3 5-7-2/9.15.3
Watertight door controls, including hydraulic piping and electric cables, are to be kept as
close as practicable to the bulkhead in which the doors are fitted, in order to minimize the
likelihood of them being involved in any damage which the vessel may sustain. The
positioning of watertight doors and their controls are to be such that if the vessel sustains
damage within one fifth of the breadth of the vessel, as defined in Section 3-1-1, such distance
being measured at right angles to the centerline at the level of the deepest subdivision load
line, the operation of the watertight doors clear of the damaged portion of the vessel is not
impaired.
9.15.4 5-7-2/9.15.4
All power-operated sliding watertight doors are to be provided with means of indication
which will show at all remote operating positions whether the doors are open or closed.
Remote operating positions are to be at the navigating bridge as required by 5-7-2/9.17.1(e)
and, at the location where hand operation above the bulkhead deck is required by
5-7-2/9.17.1(d).
9.17 Power-operated Sliding Watertight Doors (1994) 5-7-2/9.17
9.17.1 5-7-2/9.17.1
Each power-operated sliding watertight door is to comply with the following:

9.17.1(a) have either a vertical or a horizontal motion;
9.17.1(b) subject to 5-7-2/9.23 normally being limited to a maximum clear opening width of
1.2m (3.94 ft). Larger doors may be considered to the extent necessary for the effective
operation of the vessel provided that other safety measures, including the following, are taken
into consideration:
i) special consideration is to be given to the strength of the door and its closing
appliances in order to prevent leakages;
ii) the door is to be located inboard of the transverse extent of damage (B/5) as defined
in Regulation II-1/8.4.2;
iii) the door is to be kept closed when the vessel is at sea, except the door may be opened
for limited periods when absolutely necessary.
9.17.1(c) be fitted with the necessary equipment to open and close the door using electric
power, hydraulic power, or any other acceptable form of power;
9.17.1(d) be provided with an individual hand-operated mechanism. It is to be possible to
open and close the door by hand from either side of the door, and in addition, close the door
from an accessible position above the bulkhead deck with an all round crank motion or some
other movement providing the same acceptable degree of safety. Direction of rotation or other
movement is to be clearly indicated at all operating positions. The time necessary for the
complete closure of the door, when operating by hand gear, is not to exceed 90 seconds with
the vessel in the upright position;
9.17.1(e) be provided with controls for opening and closing the door by power from both
sides of the door and also for closing the door by power from the central operating console at
the navigating bridge;
9.17.1(f) be provided with an audible alarm, distinct from any other alarm in the area, which
will sound whenever the door is closed remotely by power and which is to sound for at least
five seconds but no more than ten seconds before the door begins to move and is to continue
sounding until the door is completely closed. In the case of remote hand operation it is
sufficient for the audible alarm to sound only when the door is moving. Additionally, in
Part 5
passenger areas and areas of high ambient noise, the audible alarm is to be supplemented by
an intermittent visual signal at the door; and
9.17.1(g) have an approximately uniform rate of closure under power. The closure time, from
the time the door begins to move to the time it reaches the completely closed position, is to be
not less than 20 seconds or more than 40 seconds with the vessel in the upright position.
9.17.2 5-7-2/9.17.2
The electrical power required for power-operated sliding watertight doors is to be supplied
from the emergency switchboard either directly or by a dedicated distribution board situated
above the bulkhead deck. The associated control, indication and alarm circuits are to be
supplied from the emergency switchboard either directly or by a dedicated distribution board
situated above the bulkhead deck and be capable of being automatically supplied by the
transitional source of emergency electrical power required by 5-7-5/1.5.1(c) in the event of
failure of either the main or emergency source of electrical power.
9.17.3 5-7-2/9.17.3
Power-operated sliding watertight doors are to have one of the following systems,
9.17.3(a) a centralized hydraulic system with two independent power sources each consisting
of a motor and pump capable of simultaneously closing all doors. In addition, there are to be
for the whole installation hydraulic accumulators of sufficient capacity to operate all the doors
at least three times, i.e. closed-open-closed, against an adverse list of 15°. This operating
cycle is to be capable of being carried out when the accumulator is at the pump cut-in
pressure. The fluid used is to be chosen considering the temperatures liable to be encountered
by the installation during its service. The power operating system is to be designed to
minimize the possibility of having a single failure in the hydraulic piping adversely affect the
operation of more than one door. The hydraulic system is to be provided with a low-level
alarm for hydraulic fluid reservoirs serving the power-operated system and a low gas pressure
alarm or other effective means of monitoring loss of stored energy in hydraulic accumulators.
These alarms are to be audible and visual and are to be situated on the central operating
console at the navigating bridge.
9.7.3(b) an independent hydraulic system for each door with each power source consisting of
a motor and pump capable of opening and closing the door. In addition, there is to be a
hydraulic accumulator of sufficient capacity to operate the door at least three times, i.e.
closed-open-closed, against an adverse list of 15°. This operating cycle is to be capable of
being carried out when the accumulator is at the pump cut-in pressure. The fluid used is to be
chosen considering the temperatures liable to be encountered by the installation during its
service. A low gas pressure group alarm or other effective means of monitoring loss of stored
energy in hydraulic accumulators is to be provided at the central operating console on the
navigating bridge. Loss of stored energy indication at each local operating position is to be
provided.
9.17.3(c) an independent electrical system and motor for each door with each power source
consisting of a motor capable of opening and closing the door. The power source is to be
capable of being automatically supplied by the transitional source of emergency electrical
power as required by 5-7-5/1.7.2 in the event of failure of either the main or emergency
source of electrical power and with sufficient capacity to operate the door at least three times,
i.e. closed-open-closed against an adverse list of 15°.
For the systems specified in 5-7-2/9.17.3(a), 5-7-2/9.17.3(b) and 5-7-2/9.17.3(c) the power
systems for power-operated watertight sliding doors are to be separate from any other power
system. A single failure in the electric or hydraulic power-operated system excluding the
hydraulic actuator is not to prevent the hand operation of any door.
Part 5
9.17.4 5-7-2/9.17.4
Control handles are to be provided at each side of the bulkhead at a minimum height of 1.6m
(5.25 ft) above the deck and are to be so arranged as to enable persons passing through the
doorway to hold both handles in the open position without being able to set the power closing
mechanism in operation accidentally. The direction of movement of the handles in opening
and closing the door is to be in the direction of door movement and is to be clearly indicated.
9.17.5 5-7-2/9.17.5
As far as practicable, electrical equipment and components for watertight doors are to be
situated above the bulkhead deck and outside hazardous areas and spaces.
9.17.6 5-7-2/9.17.6
The enclosures of electrical components necessarily situated below the bulkhead deck are to
provide suitable protection against the ingress of water.
9.17.7 5-7-2/9.17.7
Electric power, control, indication and alarm circuits are to be protected against fault in such a
way that a failure in one door circuit will not cause a failure in any other door circuits. Short
circuits or other faults in alarm or indicator circuits of a door are not to result in a loss of
power operation of that door. Arrangements are to be such that leakage of water into the
electrical equipment located below the bulkhead deck will not cause the door to open.
9.17.8 5-7-2/9.17.8
A single electrical failure in the power operating or control system of a power-operated

sliding watertight door is not to result in opening of a closed door. Availability of the power
supplies is to be continuously monitored at a point in the electrical circuit as near as
practicable to each of the motors required by 5-7-2/9.17.3. Loss of any such power supply is
to activate an audible and visual alarm at the central operating console at the navigating
bridge.
9.19 Central Operating Console 5-7-2/9.19
9.19.1 5-7-2/9.19.1
The central operating console at the navigating bridge is to have a ‘‘master mode’’ switch
with two modes of control: a ‘‘local control’’ mode which will allow any door to be locally
opened and locally closed after use without automatic closure, and a ‘‘doors closed’’ mode
which will automatically close any door that is open. The ‘‘doors closed’’ mode will permit
doors to be opened locally and will automatically reclose the doors upon release of the local
control mechanism. The ‘‘master mode’’ switch is to be normally in the ‘‘local control’’
mode.
9.19.2 5-7-2/9.19.2
The central operating console at the navigating bridge is to be provided with a diagram
showing the location of each door, with visual indicators to show whether each door is open
or closed. A red light is to indicate a door is fully open and a green light is to indicate a door
is fully closed. When the door is closed remotely the red light is to indicate the intermediate
position by flashing. The indicating circuit is to be independent of the control circuit for each
door.
9.19.3 5-7-2/9.19.3
The arrangements are to be such as to prohibit the opening of any door from the central
operating console.
Part 5
9.21 Watertight Doors in Cargo Spaces 5-7-2/9.21

Watertight doors of substantial construction may be fitted in watertight bulkheads dividing cargo
between deck spaces. Such doors may be hinged, rolling or sliding doors and are not to be remotely
controlled. They are to be fitted at the highest level and as far from the shell plating as practicable, but
in no case is the outboard vertical edge to be situated at a distance from the shell plating which is less
than one fifth of the breadth of the vessel, such distance being measured at right angles to the
centerline of the vessel at the level of the deepest subdivision load line.
All watertight doors in the cargo spaces are to be kept closed during navigation and should any of the
doors be accessible during the voyage, they are to be fitted with a device which prevents unauthorized
opening. When it is proposed to fit such doors, the number and arrangements are to be specially
considered.
9.23 Portable Plates 5-7-2/9.23

Portable plates on bulkheads are not permitted except in machinery spaces. The necessary precautions
are to be taken in replacing them to ensure that the joints are watertight.
The Bureau will consider not more than one power-operated sliding watertight door in each main
transverse bulkhead larger than 1.2 m (3.94 ft) in clear opening width being substituted for these
portable plates, provided these doors are closed during navigation except, in case of urgent necessity,
the doors may be opened at the discretion of the master. These doors need not meet the requirements
of 5-7-2/9.17.1(d) regarding complete closure by hand-operated gear in 90 seconds provided the doors
can be closed in a reasonable time.
9.25 Miscellaneous 5-7-2/9.25
9.25.1 5-7-2/9.25.1
Where trunkways or tunnels for piping, or for any other purpose are carried through main
transverse watertight bulkheads, they are to be watertight and in accordance with the
requirements of 5-7-2/9.1. The access to at least one end of each such tunnel or trunkway, if
used as a passage at sea, is to be through a trunk extending watertight to a height sufficient to
permit access above the margin line. The access to the other end of the trunkway or tunnel
may be through a watertight door of the type required by its location in the vessel. Such
trunkways or tunnels are not to extend through the first subdivision bulkhead abaft the
collision bulkhead.
9.25.2 5-7-2/9.25.2
Where it is proposed to fit tunnels piercing main transverse watertight bulkheads, these will
be subject to special consideration.
9.25.3 5-7-2/9.25.3
Where trunkways in connection with refrigerated cargo and ventilation or forced draft trunks
are carried through more than one watertight bulkhead, the means of closure at such openings
are to be operated by power and be capable of being closed from a central position situated
above the bulkhead deck.
11 Decks, Superstructures and Deck Houses 5-7-2/11

11.1 General 5-7-2/11.1
The decks and superstructures and supporting structures are to be in accordance with Sections 3-2-7,
3-2-8, 3-2-3 and 3-2-11 in addition to the following. The strength deck plating is in general to be in
accordance with 3-2-3/5.1 and equation 2a in 3-2-3/Table 2 and the buckling strength is to be in
accordance with 5-7-2/1.3.4.
Part 5
11.3 Watertight Decks, Trunks, Tunnels, Duct Keels and Ventilators 5-7-2/11.3
11.3.1 5-7-2/11.3.1
Watertight decks, trunks, tunnels, duct keels and ventilators are to be of the same strength as
watertight bulkheads at corresponding levels. The means used for making them watertight,
and the arrangements adopted for closing openings in them are to be submitted for approval.
Watertight ventilators and trunks are to be carried at least up to the bulkhead deck.
11.3.2 (1998) 5-7-2/11.3.2

In ro-ro passenger vessels, where a ventilation trunk penetrates the bulkhead deck, the trunk is
to be capable of withstanding the water pressure that may be present within the trunk, after
having taken into account the maximum allowable heel angle during intermediate stages of
flooding.
11.3.3 (1998) 5-7-2/11.3.3

In ro-ro passenger vessels, where all or part of the penetration of the bulkhead deck is on the
main ro-ro deck, the trunk is to be capable of withstanding impact pressure due to internal
water motions (sloshing) of water trapped on the ro-ro deck.
11.5 Support Structures 5-7-2/11.5

The deck beams, longitudinals, girders, transverses and pillars are to be in accordance with Section
3-2-7 and Section 3-2-8 with the following modifications.
11.5.1 5-7-2/11.5.1
In lieu of 3-2-7/Table 1, design ‘h’ of 0.50m (1.64 ft) may be used in way of all enclosed
accommodation spaces except that in store rooms, air conditioning rooms, etc. where deck
loadings exceed 3530 N/m2 (360 kgf/m2, 75 lbf/ft2), the ‘‘h’’ is to be increased
proportionately. Other values may be considered upon submission of calculations. Also see
5-7-2/1.3.5 for all supporting structures. The structural stability of the stiffening members of
the decks are to be investigated.
11.5.2 5-7-2/11.5.2
The height ‘‘h’’ for any pillar is not to be less than the height for the beams at the top of the
pillar plus the sum of the heights for the beams of all complete decks and partial
superstructures and houses supported by the pillar.
11.7 Effective Lower Deck Thickness 5-7-2/11.7

Where an analysis based upon the ultimate strength is submitted, the requirements in 3-2-3/5.1 may be
specially considered.
PART
5
Passengers
SECTION 3 Subdivision and Stability 5 - 7 - 3
1 General 5-7-3/1
When the vessel is issued a Passenger Ship Safety Certificate by the Administration or its agent other
than the Bureau, such certificate will be accepted as evidence of compliance with subdivision and
stability requirements of Regulations II-1/4 through 8 of the 1974 SOLAS Convention, as amended.
On all other passenger vessels, when authorized by an Administration and requested by the Owner,
the Bureau will review the data on the subdivision and stability for compliance with 1974 SOLAS
Convention, as amended, on behalf of the Administration. However, also see 5-7-1/1.9.
3 Inclining Experiment and Trim and Stability Booklet 5-7-3/2

than the Bureau, such certificate will be accepted as evidence of compliance with the requirement for
an inclining experiment and Trim and Stability Booklet of Regulation II-1/ 22 of the 1974 SOLAS
Convention, as amended. On all other passenger vessels, when authorized by an Administration and
requested by the Owner, the Bureau will review the inclining experiment and Trim and Stability
Booklet and data for compliance with 1974 SOLAS Convention, as amended, on behalf of the
Administration. However, also see 5-7-1/1.9.
5 Damage Control Plans 5-7-3/3

There is to be permanently exhibited, for the guidance of the officers in charge of the vessel, plans
showing clearly for each deck and hold the boundaries of the watertight compartments, the openings
therein with the means of closure and position of any controls thereof, and the arrangements for the
correction of any heel due to flooding. In addition, booklets containing the aforementioned
information are to be made available to the officers of the vessel.
than the Bureau, such certificate will be accepted as evidence of compliance with the requirements for
damage control plans of Regulation II-1/23 of the 1974 SOLAS Convention, as amended. On all other
passenger vessels, when authorized by an Administration and requested by the Owner, the Bureau
will review the damage control plan for compliance with 1974 SOLAS Convention, as amended, on
behalf of the Administration. However, also see 5-7-1/1.9.
PART
5
Passengers
SECTION 4 Fire Safety Measures 5 - 7 - 4
1 Structural Fire Protection 5-7-4/1

than the Bureau, such certificate will be accepted as evidence of compliance with the structural fire
protection requirement of Regulation II-2/16, 18, 23 through 35 of the 1974 SOLAS Convention, as
amended. On all other passenger vessels, when authorized by an Administration and requested by the
Owner, the Bureau will review the structural fire protection data and plans for compliance with 1974
SOLAS Convention, as amended, on behalf of the Administration. However, also see 5-7-1/1.9.
3 Fire Control Plans 5-7-4/2

than the Bureau, such certificate will be accepted as evidence of compliance with furnishing of fire
control plans requirement of Regulation II-2/20 of the 1974 SOLAS Convention, as amended. On all
other passenger vessels, when authorized by an Administration and requested by the Owner, the
Bureau will review the fire control plans for compliance with 1974 SOLAS Convention, as amended,
on behalf of the Administration. However, also see 5-7-1/1.9.
PART
5
Passengers
SECTION 5 Machinery Equipment and

Systems
CONTENTS
1 Emergency Source of Power .............................................. 969
1.1 General................................................................................. 969
1.3 Emergency Loads ................................................................ 969
1.5 Emergency Source of Electrical Power ................................ 971
1.7 Transitional Source of Electrical Power ............................... 971
1.9 Emergency Switchboard ...................................................... 972
1.11 Non-Emergency Circuits ...................................................... 972
1.13 Distribution System .............................................................. 973
3 Electrical Cables in Accommodation Areas ...................... 973
5 Fire Pumps, Fire Mains, Hydrants, Hoses and Nozzles .... 973
5.1 General................................................................................. 973
5.3 Fire Pumps ........................................................................... 973
5.5 Fire Mains............................................................................. 974
5.7 Hydrants ............................................................................... 974
5.9 Fire Hoses ............................................................................ 974
5.11 Nozzles................................................................................. 975
5.13 Location and Arrangement of Water Pumps, etc, for
Other Fire-Extinguishing Systems........................................ 975
7 Bilge and Ballast Systems .................................................. 975
7.1 General................................................................................. 975
7.3 Bilge Piping System ............................................................. 975
7.5 Bilge Pumps ......................................................................... 976
9 Fixed Fire Detection and Fire Alarm Systems, Automatic
Sprinkler, Fire Detection and Fire Alarm Systems ............ 977
9.1 Vessels Carrying 36 Passengers or Less ............................ 977
9.3 Vessels Carrying More Than 36 Passengers....................... 977
9.5 Control Station for Fire Detection Alarms............................. 977
11 Cargo Spaces .......................................................................978
11.1 Special Category Spaces ..................................................... 978
11.3 Protection of Cargo Spaces, Other than Special Category
Spaces, Intended for the Carriage of Motor Vehicles with
Fuel in Their Tanks for Their Own Propulsion...................... 978
11.5 Protection of Closed and Open Ro-Ro Cargo Spaces,
Other than Special Category Spaces and Ro-Ro Spaces
Intended for the Carriage of Motor Vehicles with Fuel in
Their Tanks........................................................................... 978
11.7 Other Cargo Spaces............................................................. 978
13 Special Arrangements in Machinery Spaces .....................978
15 Fireman’s Outfits .................................................................979
15.1 Number................................................................................. 979
15.3 Storage ................................................................................. 979
15.5 Breathing Apparatus............................................................. 979
17 Manual Alarm System..........................................................980
19 General and Special Fire Alarms ........................................980
21 General Emergency Alarm System .....................................980
23 Public Address System .......................................................980
25 Portable Communication Equipment..................................980
27 Dangerous Goods................................................................980
29 Protection Against Noise in Machinery Spaces.................980
31 Vibration Prediction Calculations .......................................981
33 Helicopter Landing and Pick-up Areas...............................981
33.1 Helicopter Pick-up Area........................................................ 981
33.3 Helicopter Landing Area....................................................... 981
PART
5
Passengers
SECTION 5 Machinery Equipment and

Systems 5 - 7 - 5
1 Emergency Source of Power 5-7-5/1
1.1 General 5-7-5/1.1

The emergency source of power is to be in accordance with 4-8-2/5.1, 4-8-2/5.13.5 and 4-8-2/5.15, in
addition to the following.
1.3 Emergency Loads 5-7-5/1.3

The electrical power available is to be sufficient to supply all those services that are essential for
safety in an emergency, due regard being paid to such services as may have to be operated
simultaneously. Having regard to starting currents and the transitory nature of certain loads, the
emergency source of electrical power is to be capable of supplying simultaneously at least the
following services for the periods specified hereinafter, if they depend upon an electrical source for
their operation:
1.3.1 5-7-5/1.3.1
For a period of 36 hours, emergency lighting:

1.3.1(a) at every muster and embarkation station and over the sides of the vessel;
1.3.1(b) in alleyways, stairways and exits giving access to the muster and embarkation
stations;
1.3.1(c) in all service and accommodation alleyways, stairways and exits, personnel elevators;
1.3.1(d) in the machinery spaces and main generating stations including their control
positions;
1.3.1(e) in all control stations, machinery control rooms, and at each main and emergency
switchboard;
1.3.1(f) at all stowage locations for firemen’s outfits;
1.3.1(g) at the steering gear; and
1.3.1(h) at the fire pump, the sprinkler pump and the emergency bilge pump and at the
starting position of their motors.
Part 5
Section 5 Machinery Equipment and Systems 5-7-5
1.3.2 5-7-5/1.3.2
For a period of 36 hours:

1.3.2(a) the navigation lights and other lights required by the International Regulations for
Preventing Collisions at Sea, and
1.3.2(b) (1 February 1995) VHF radio installation required by Regulation IV/7.1.1 and
IV/7.1.2 of SOLAS 1974, as amended; and if applicable:
i) The MF radio installation required by Regulations IV/9.1.1, IV/9.1.2, IV/10.1.2 and
IV/10.1.3 of SOLAS 1974, as amended
ii) The ship earth station required by Regulation IV/10.1.1 of SOLAS 1974, as amended
iii) The MF/HF radio installation required by Regulations IV/10.2.1, IV/10.2.2 and
IV/11.1 of SOLAS 1974, as amended.
1.3.3 5-7-5/1.3.3

1.3.3(a) all internal communication equipment required in an emergency;
1.3.3(b) shipborne navigational equipment (i.e., radar, gyro compass, etc.) as required by
Regulation V/12 of SOLAS 1974, as amended, except that where such provision is
unreasonable or impracticable for vessels having a gross tonnage of less than 5,000 tons, this
requirement may be waived if evidence of approval by the Administration is submitted;
1.3.3(c) the fire detection and fire alarm system, and the fire door holding and release system;
and
1.3.3(d) for intermittent operation of daylight signaling lamp, the vessel’s whistle, the
manually operated fire alarms, and all internal signals that are required in an emergency.
1.3.4 5-7-5/1.3.4

1.3.4(a) one of the required fire pumps;
1.3.4(b) the automatic sprinkler pump, if any; and
1.3.4(c) the emergency bilge pump and all the equipment essential for the operation of
electrically powered remotely controlled bilge valves.
1.3.5 5-7-5/1.3.5
The steering gear for the time period and electrical capacity specified in 4-8-2/5.5.10 and
4-3-4/11.9 except where an independent source of power to the steering gear is fitted within
the steering gear compartment that complies with 4-3-4/11.9.
1.3.6 5-7-5/1.3.6
For a period of half an hour:

1.3.6(a) any watertight doors required by 5-7-2/9 to be power-operated together with their
indicators and warning signals;
1.3.6(b) the emergency arrangements to bring the elevators to deck level for the escape of
persons. The passenger elevators may be brought to deck level sequentially in an emergency.
Part 5
1.3.7 5-7-5/1.3.7
In a vessel engaged regularly on voyages of short duration and provided it can be

demonstrated that an adequate standard of safety would be attained, a period less than the 36
hours period specified in 5-7-5/1.3.1 to 5-7-5/1.3.4 but not less than 12 hours would be
considered.
1.3.8 5-7-5/1.3.8
If the emergency generator is used to meet the requirements for dead vessel start
(see 4-8-2/3.1.3) it is to be sized to supply simultaneously power to emergency lighting,
internal communications, and fire detection and alarms in addition to power needed to start
the main propulsion plant.
1.5 Emergency Source of Electrical Power 5-7-5/1.5

The emergency source of electrical power may be either a generator or an accumulator battery, which
is to comply with the following:
1.5.1 5-7-5/1.5.1
Where the emergency source of electrical power is a generator, it is to be:

1.5.1(a) driven by a suitable prime mover with an independent supply of fuel having a
flashpoint (closed cup test) of not less than 43C (109F);
1.5.1(b) (1 Oct. 1994) started automatically upon failure of the electrical supply from the
main source of electrical power and is to be automatically connected to the emergency
switchboard; those services referred to in 5-7-5/1.7 are then to be transferred automatically to
the emergency generating set. The automatic starting system and the characteristic of the
prime mover are to be such as to permit the emergency generator to carry its full rated load as
quickly as is safe and practicable, subject to a maximum of 45 seconds; and
1.5.1(c) provided with a transitional source of emergency electrical power according to
5-7-5/1.7.
1.5.2 5-7-5/1.5.2
Where the emergency source of electrical power is an accumulator battery, it is to be capable

of:
1.5.2(a) carrying the emergency electrical load without recharging while maintaining the
voltage of the battery throughout the discharge period within 12 percent above or below its
nominal voltage;
1.5.2(b) automatically connecting to the emergency switchboard in the event of failure of the
main source of electrical power; and
1.5.2(c) immediately supplying at least those services specified in 5-7-5/1.7.
1.7 Transitional Source of Electrical Power 5-7-5/1.7

The transitional source of electrical power required by 5-7-5/1.5 is to consist of an accumulator
battery suitably located for use in an emergency. It is to operate without recharging while maintaining
the voltage of the battery throughout the discharge period within 12 percent above or below its
nominal voltage and be of sufficient capacity and so arranged as to supply automatically in the event
of failure of either the main or emergency source of electrical power at least the following services;
Part 5
1.7.1 5-7-5/1.7.1
For half an hour:

1.7.1(a) the lighting required by 5-7-5/1.3.1 and 5-7-5/1.3.2
1.7.1(b) all services required by 5-7-5/1.3.3(a), 5-7-5/1.3.3(c) and 5-7-5/1.3.3(d) unless such
services have an independent supply for the period specified from an accumulator battery
suitably located for use in an emergency.
1.7.2 5-7-5/1.7.2
Power to operate the watertight doors, as required by 5-7-2/9.17.3(c), but not necessarily all
of them simultaneously, unless an independent temporary source of stored energy is provided.
Power to the control, indication and alarm circuits as required by 5-7-2/9.17.2 for half an
hour.
1.9 Emergency Switchboard 5-7-5/1.9
1.9.1 5-7-5/1.9.1
The emergency switchboard is to be installed as near as is practicable to the emergency

source of electrical power.
1.9.2 5-7-5/1.9.2
Where the emergency source of electrical power is a generator, the emergency switchboard is
to be located in the same space unless the operation of the emergency switchboard would
thereby be impaired.
1.9.3 5-7-5/1.9.3
No accumulator battery fitted in accordance with these requirements is to be installed in the

same space as the emergency switchboard. An indicator is to be mounted in a suitable place
on the main switchboard or in the machinery control room to indicate when the batteries,
constituting either the emergency source of electrical power or the transitional source of
emergency electrical power referred to in 5-7-5/1.5 or 5-7-5/1.7, are being discharged.
1.9.4 5-7-5/1.9.4
The emergency switchboard is to be supplied during normal operation from the main
switchboard by an interconnector feeder which is to be adequately protected at the main
switchboard against overload and short circuit and which is to be disconnected automatically
at the emergency switchboard, upon failure of the main source of electrical power, by a
switch, circuit breaker, or other equivalent disconnecting device. Where the system is
arranged for feedback operation, the interconnector feeder is also to be protected at the
emergency switchboard at least against overload and short circuit protection and is to be
arranged to open before the generator is overloaded.
1.9.5 5-7-5/1.9.5
In order to ensure ready availability of the emergency source of electrical power,

arrangements are to be made where necessary to disconnect automatically non-emergency
circuits from the emergency switchboard to ensure that power is available to the emergency
circuits.
1.11 Non-Emergency Circuits 5-7-5/1.11

Provided that suitable measures are taken for safeguarding independent emergency operation under all
circumstances, the emergency generator may be used exceptionally, and for short periods, to supply
non-emergency circuits.
Part 5
1.13 Distribution System 5-7-5/1.13

Electrical distribution systems are to be so arranged that fire in any main vertical zone as is defined in
Regulation II-2/3.9 will not interfere with services essential for safety in any other such zone. This
requirement will be met if main and emergency feeders passing through any such zone are separated
both vertically and horizontally as widely as is practicable.
3 Electrical Cables in Accommodation Areas (1999) 5-7-5/3

In addition to 4-8-3/9.5, electrical cables installed in accommodation areas are to be of a low-halogen
content type meeting a recognized test standard. To verify the aforementioned, an affidavit from the
cable manufacturer attesting to such effect is to be included in pertinent plans submission.
5 Fire Pumps, Fire Mains, Hydrants, Hoses and Nozzles 5-7-5/5
5.1 General 5-7-5/5.1

The fire pumps, fire mains, hydrants, hoses and nozzles are to be in accordance with 4-7-3/1 in
addition to the following.
5.3 Fire Pumps 5-7-5/5.3
5.3.1 Number of Fire Pumps 5-7-5/5.3.1

Ships of 4000 tons gross tonnage and over are to be provided with at least three independently
driven fire pumps and ships of less than 4000 tons gross tonnage are to be provided with at
least two independently driven fire pumps.
5.3.2 Capacity of Fire Pumps 5-7-5/5.3.2

The fire pumps required by 5-7-5/5.3.1 above are to be capable of delivering for fire-fighting
purposes a quantity of water not less than two thirds that required to be dealt with by the bilge
pumps when employed for bilge pumping at the appropriate pressure specified in 5-7-5/5.5.2.
5.3.3 Arrangement of Fire Pumps and Power Sources 5-7-5/5.3.3

The arrangement of sea connections, fire pumps and their source of power are to be located
aft of the collision bulkhead and are to be such to ensure that:
5.3.3(a) in ships of 1,000 tons gross tonnage and upwards, a fire in any one compartment will
not put all the fire pumps out of action.
5.3.3(b) (1996) in ships of less than 1,000 tons gross tonnage, if a fire in any one
compartment could put all the pumps out of action, an emergency fire pump complying with
4-7-3/1.5.3 is to be provided. The emergency fire pump is to be capable of simultaneously
delivering a 12 m (40 ft) jet throw from any two adjacent hydrants located in accordance with
5-7-5/5.7.1.
5.3.4 Arrangement of Fire Water Supply 5-7-5/5.3.4

The arrangements for the ready availability of water supply are to be:
5.3.4(a) In ships of 1,000 tons gross tonnage and upwards such that at least one effective jet
of water is immediately available from any hydrant in an interior location and so as to ensure
the continuation of the output of water by the automatic starting of a required fire pump;
5.3.4(b) In ships of less than 1,000 tons gross tonnage an effective stream is to be readily
available;
Part 5
5.3.4(c) If fitted with periodically unattended machinery spaces, provisions for fixed water
fire-extinguishing arrangement for such spaces equivalent to those required for normally
attended machinery spaces are to be provided.
5.5 Fire Mains 5-7-5/5.5
5.5.1 Size 5-7-5/5.5.1
The diameter of the fire main and water service pipes is to be sufficient for the effective
distribution of the maximum required discharge from two fire pumps operating
simultaneously.
5.5.2 Pressure (1 Oct. 1994) 5-7-5/5.5.2

With the two pumps simultaneously delivering through nozzles the quantity of water
specified in 5-7-5/5.5.1, through any adjacent hydrants, the following minimum pressures are
to be maintained at all hydrants:
5.5.2(a) 4,000 tons gross tonnage and upwards 0.4 N/mm (4.1 kgf/cm, 58 psi)
5.5.2(b) Less than 4,000 tons gross tonnage 0.3 N/mm (3.1 kgf/cm, 44 psi)
The maximum pressure at any hydrant is not to exceed that at which the effective control of a
fire hose can be demonstrated.
5.7 Hydrants 5-7-5/5.7
5.7.1 5-7-5/5.7.1
The number and position of hydrants are to be such that at least two jets of water not
emanating from the same hydrant, one of which is to be from a single length of hose, may
reach any part of the vessel normally accessible to the passengers or crew while the vessel is
being navigated, and any part of any cargo space when empty, any ro-ro cargo space or any
special category space in which latter case the two jets will reach any part of such space, each
from a single length of hose. Furthermore, such hydrants are to be positioned near the
accesses to the protected spaces.
5.7.2 5-7-5/5.7.2
In the accommodation, service and machinery spaces the number and position of hydrants are
to be such that the requirements of 5-7-5/5.7.1 are to be complied with when all watertight
doors and all doors in main vertical zone bulkheads are closed.
5.7.3 5-7-5/5.7.3
Where access is provided to a machinery space of Category A at a low level from an adjacent
shaft tunnel, two hydrants are to be provided external to, but near the entrance to that
machinery space. Where such access is provided from other spaces, in one of those spaces
two hydrants are to be provided near the entrance to the machinery space of Category A. Such
provision need not be made where the tunnel or adjacent spaces are not part of the escape
route.
5.9 Fire Hoses 5-7-5/5.9

At interior locations in vessels carrying more than 36 passengers, the fire hoses are to be connected to
the hydrants at all times.
There is to be at least one fire hose for each of the hydrants required by 5-7-5/5.7 and these hoses are
to be used only for the purposes of extinguishing fires or testing the fire-extinguishing apparatus at
fire drills and surveys.
Vessels are to be provided with fire hoses the number and diameter of which are to be to the
satisfaction of the Bureau.
Part 5
5.11 Nozzles 5-7-5/5.11

In vessels carrying more than 36 passengers, each machinery space of Category A is to be provided
with at least two suitable water fog applicators.
5.13 Location and Arrangement of Water Pumps, etc, for Other Fire-Extinguishing
Systems 5-7-5/5.13
Pumps required for the provision of water for other required fire-extinguishing systems, their sources
of power and their controls are to be installed outside the space or spaces protected by such systems
and are to be so arranged that a fire in the space or spaces protected will not put any such system out
of action.
7 Bilge and Ballast Systems 5-7-5/7

7.1 General 5-7-5/7.1
The bilge and ballast systems are to comply with 4-6-4/5 and 4-6-4/7 respectively and, in addition, to
the following.
7.3 Bilge Piping System 5-7-5/7.3
7.3.1 General 5-7-5/7.3.1

The bilge pumping system is to be capable of operation under all practicable conditions after
a casualty whether the vessel is upright or listed. For this purpose wing suctions are to
generally be fitted except in narrow compartments at the end of the vessel where one suction
may be sufficient. In compartments of unusual form, additional suctions may be required.
Arrangements are to be made whereby water in the compartment may find its way to the
suction pipes. Where the provision of drainage may for particular compartments be
undesirable, the provision of drainage to that compartment will be specially considered if
calculations show that the survival capability of the vessel will not be impaired by flooding of
the compartment.
7.3.2 Emergency Bilge Suctions 5-7-5/7.3.2

All vessels are to be provided with emergency bilge suctions as indicated in 4-6-4/5.5.5(b).
7.3.3 Spindles 5-7-5/7.3.3

The spindles of the sea inlet and direct suction valves are to extend well above the engine-
room platform
7.3.4 Bilge Suctions 5-7-5/7.3.4

All bilge suction piping up to the connection to the pumps are to be independent of other
piping.
7.3.5 Machinery Space 5-7-5/7.3.5

Independently powered bilge pumps situated in machinery spaces are to have direct suctions
from these spaces, except that not more than two such suctions are to be required in any one
space. Where two or more such suctions are provided, there is to be at least one on each side
of the vessel. Independently powered bilge pumps situated in other spaces with main
generators or other equipment essential to the safety of the vessel are to have separate direct
suctions. Direct suctions are to be suitably arranged, and those in a machinery space are to be
of a diameter not less than that required for the bilge main.
Part 5
7.3.6 Manifolds, Cocks and Valves 5-7-5/7.3.6

Manifolds, cocks and valves in connection with the bilge pumping system are to be so
arranged that, in the event of flooding, one of the bilge pumps may be operative on any
compartment; in addition, damage to a pump or its pipe connecting to the bilge main outboard
of a line drawn at one fifth of the breadth of the vessel is not to put the bilge system out of
action. If there is only one system of pipes common to all the pumps, the necessary valves for
controlling the bilge suctions are to be capable of being operated from above the bulkhead
deck. If an emergency bilge pumping system is fitted, it is to be independent of the main
system and so arranged that a pump is capable of operating on any compartment under
flooding condition as specified in sub-paragraph a; in that case only the valves necessary for
the operation of the emergency system need be capable of being operated from above the
bulkhead deck.
All cocks and valves referred to above which can be operated from above the bulkhead deck
are to have their controls at their place of operation clearly marked and are to be provided
with means to indicate whether they are open or closed.
7.5 Bilge Pumps 5-7-5/7.5
7.5.1 5-7-5/7.5.1
At least three power pumps are to be fitted aft of the collision bulkhead and connected to the
bilge main, one of which may be driven by the propulsion machinery. Where the criterion
numeral is 30 or more as defined in Regulation II-1/6, one additional independent power
pump is to be provided. When the Passenger Ship Safety Certificate is issued by the
Administration or its agent other than the Bureau, the builder or designer is to advise the
Bureau of the criterion number used by the Administration or its agents.
7.5.2 5-7-5/7.5.2
Where practicable, the power bilge pumps are to be placed in separate watertight
compartments and so arranged or situated that these compartments will not be flooded by the
same damage. If the main propulsion machinery, auxiliary machinery and boilers are in two
or more watertight compartments, the pumps available for bilge service are to be distributed
as far as is possible throughout these compartments.
7.5.3 5-7-5/7.5.3
On a vessel of 91.5 m (300 ft) in length and above or having a criterion numeral of 30 or
more, the arrangements are to be such that at least one power bilge pump is to be available for
use in all flooding conditions which the vessel is required to withstand, as follows:
7.5.3(a) One of the required bilge pumps is to be an emergency pump of a reliable
submersible type having a source of power situated above the bulkhead deck; or
7.5.3(b) the bilge pumps and their sources of power are to be so distributed throughout the
length of the vessel that at least one pump in an undamaged compartment will be available.
7.5.4 5-7-5/7.5.4
With the exception of additional pumps which may be provided for the fore peak
compartments only, each required bilge pump is to be so arranged as to draw water from any
space required to be drained.
7.5.5 5-7-5/7.5.5
The capacity of each bilge pump is to comply with 4-6-4/5.3.2.
Part 5
9 Fixed Fire Detection and Fire Alarm Systems, Automatic

Sprinkler, Fire Detection and Fire Alarm Systems 5-7-5/9
9.1 Vessels Carrying 36 Passengers or Less (1 Oct. 1994) 5-7-5/9.1

There is to be installed throughout each separate vertical or horizontal fire zone, in all accommodation
and service spaces and, where it is considered necessary also in control stations, except spaces which
afford no substantial fire risk such as void spaces, sanitary spaces, etc., either:
9.1.1 5-7-5/9.1.1
a fixed fire detection and fire alarm system of an approved type and complying with the
requirements of Regulation II-2/13 and so installed and arranged as to detect the presence of
fire in such spaces; or
9.1.2 5-7-5/9.1.2
an automatic sprinkler, fire detection and fire alarm system of an approved type and
complying with the requirements of Regulation II-2/12 or equivalent and so installed and
arranged as to protect such spaces, and in addition a fixed fire detection and fire alarm system
of an approved type complying with the requirements of Regulation II-2/13 so installed and
arranged as to provide smoke detection in corridors, stairways and escape routes within
accommodation spaces.
9.3 Vessels Carrying More Than 36 Passengers (1 Oct. 1994) 5-7-5/9.3

An automatic sprinkler, fire detection and fire alarm system of an approved type and complying with
Regulation II-2/12 or equivalent is to be installed and arranged to protect all service spaces, control
stations and accommodation spaces, including corridors and stairways. As an alternative, control
stations where water may cause damage to essential equipment may be fitted with an approved fixed
fire-extinguishing system of another type.
In addition to the automatic sprinkler, fire detection and fire alarm system, a fixed fire detection and
fire alarm system of an approved type and complying with Regulation II-2/13 is also to be installed
and arranged to provide smoke detection in service spaces, control stations, and accommodation
spaces including corridors and stairways. Smoke detectors need not be fitted in private bathrooms and
galleys.
Spaces having little or no fire risk, such as voids, public toilets and similar spaces, need not be fitted
with an automatic sprinkler system or fixed fire detection and alarm system.
9.5 Control Station for Fire Detection Alarms (1 Oct. 1994) 5-7-5/9.5
The fire detection alarms for the systems required by 5-7-5/9.3 are to centralized in a continuously
manned central control station. In addition, the controls for remote closing of the fire doors and
shutting down the ventilation fans are to be centralized in the same location. The ventilation fans are
to be capable of reactivation by the crew at this control station.
The control panels at the central control station are to be capable of indicating the positions of the fire
doors (open or closed) and the status of the detectors, alarms, fans (stopped or running). The control
panel is to be continuously powered and is to be provided with an automatic changeover to standby
power upon loss of normal power supply. Power for the control panel is to be supplied by the main
source of electrical power and the emergency source of electrical power.
The control panel is to be designed on the fail-safe principal: an open detector circuit is to cause an
alarm condition.
Part 5
11 Cargo Spaces 5-7-5/11

11.1 Special Category Spaces 5-7-5/11.1
The protection of all special category spaces as defined in 5-7-1/3 is to comply with Regulations II-
1/23-2, II-1/42-1, and II-2/37.
11.3 Protection of Cargo Spaces, Other than Special Category Spaces, Intended for
the Carriage of Motor Vehicles with Fuel in Their Tanks for Their Own
Propulsion 5-7-5/11.3
All cargo spaces (other than special category spaces) containing motor vehicles with fuel in their
tanks for their own propulsion are to comply with Regulations II-1/ 23-2, II-1/42-1, and II-2/38.
11.5 Protection of Closed and Open Ro-Ro Cargo Spaces, Other than Special
Category Spaces and Ro-Ro Spaces Intended for the Carriage of Motor
Vehicles with Fuel in Their Tanks (1999) 5-7-5/11.5
All open and closed ro-ro cargo spaces not addressed by 5-7-5/11.1 or 5-7-5/11.3 are to comply with
Regulations II-1/23-2, II-1/42-1 and II-2/38-1.
11.7 Other Cargo Spaces 5-7-5/11.7
11.7.1 5-7-5/11.7.1
Except as provided for in 5-7-5/11.7.3, the cargo spaces of vessels of 1,000 tons gross
tonnage and upwards are to be protected by a fixed gas fire-extinguishing system complying
with the provisions of Regulation II-2/5, or by a fixed high expansion foam fire-extinguishing
system which gives equivalent protection.
11.7.2 5-7-5/11.7.2
Where it is shown that a vessel is engaged on voyages of such short duration that it would be
unreasonable to apply the requirements of 5-7-5/11.7.1, and also in ships of less than 1,000
tons gross tonnage, the arrangements in cargo spaces are subject to special consideration.
11.7.3 5-7-5/11.7.3
A vessel engaged in the carriage of dangerous goods in any cargo spaces is to be provided
with a fixed gas fire-extinguishing system complying with the provision of Regulation II-2/5,
or with a fire-extinguishing system which gives equivalent protection for the cargoes carried.
11.7.4 5-7-5/11.7.4
In addition to the fire-extinguishing system mentioned above, a fixed fire detection and fire
alarm system complying with the requirements of Regulation II-2/13 or a sample extraction
smoke detection system complying with the requirements of Regulation II-2/13-1 is to be
provided in any cargo space which is not accessible, except where it is shown that the vessel
is engaged on voyages of such short duration that it would be unreasonable to apply this
requirement.
13 Special Arrangements in Machinery Spaces 5-7-5/13

13.1 Remote Controls 5-7-5/13.1
The controls required in 4-7-2/1.11.6 and the controls for any required fire-extinguishing system are
to be situated at one control position or grouped in as few positions as possible. Such positions are to
have a safe access from the open deck.
Part 5
13.3 Fuel Oil Tanks 5-7-5/13.3

Free standing fuel oil tanks are not permitted in Category A machinery spaces.
13.5 Sounding Pipes 5-7-5/13.5

In addition to 4-6-4/11.3, other means of ascertaining the amount of fuel oil in any fuel oil tank will
be considered if such means do not require penetration below the tank top and providing their failure
or overfilling of the tanks will not permit release of fuel oil.
13.7 Doors in Machinery Spaces 5-7-5/13.7

Doors, other than power operated sliding watertight doors, are to have positive closure in case of fire.
Such doors are to have power-operated closing arrangements or self-closing doors capable of closing
against an opposing inclination of 3.5° which may have a fail-safe hook back arrangement. The
closing arrangements are to be operable locally and from the central control station.
15 Fireman’s Outfits 5-7-5/15

15.1 Number 5-7-5/15.1
15.1.1 All Vessels 5-7-5/15.1.1

In addition to the two fireman’s outfits required by 4-7-3/15.5 at every 80m (262.5 ft), or part
thereof, of the aggregate of the lengths of all passenger spaces and service spaces on the deck
which carries such spaces or, if there is more than one such deck, on the deck which has the
largest aggregate of such lengths, two additional fireman’s outfits and two additional sets of
personal equipment are to be provided, each set of personal equipment comprising non-
conducting boots and gloves, a rigid helmet and protective clothing.
15.1.2 Vessel Carrying More than 36 Passengers (1998) 5-7-5/15.1.2

Two additional fireman’s outfits are to be provided for each main vertical zone. No additional
fireman’s outfits are required, however, for stairway enclosures which constitute individual
main vertical zones and for the main vertical zones in the fore or aft end of a ship which do
not contain spaces of the following categories, as defined in Regulation II-2/26.2.2 of SOLAS
1974 as amended.
i) Accommodation spaces of minor fire risk
ii) Accommodation spaces of moderate fire risk
iii) Accommodation spaces of greater fire risk
iv) Machinery spaces and main galleys
There is also to be provided for each pair of breathing apparatus one water fog applicator
which is to be stored adjacent to such apparatus.
15.3 Storage (1998) 5-7-5/15.3

The fireman’s outfits are to be stored so as to be easily accessible and ready for use and are to be
stored in widely separate locations. At least two fireman’s outfits and one set of personal equipment is
to be available at any one position. For vessels carrying more than 36 passengers, at least two
fireman’s outfits are to be stored in each main vertical zone.
15.5 Breathing Apparatus (1998) 5-7-5/15.5

In vessels carrying more than 36 passengers, at least two spare charges are to be provided for each
breathing apparatus in lieu of the one spare charge required by 4-7-3/15.5.1(b), and all air cylinders
for breathing apparatus are to be interchangeable.
Part 5
17 Manual Alarm System 5-7-5/17

An approved manual alarm system complying with Regulation II-2/13 or a separate alarm system
independent of the ship’s fire alarm system is to be installed in all areas, other than the main
machinery spaces, which are normally accessible to the passenger or crew.
19 General and Special Fire Alarms 5-7-5/19

A special alarm, operated from the navigating bridge or fire control station, is to be fitted to summon
the crew. This alarm may be part of the vessel’s general alarm system but it is to be capable of being
sounded independently of the alarm to the passenger spaces.
21 General Emergency Alarm System (1 July 1998) 5-7-5/21

In addition to 4-8-2/11.7.1, general emergency alarm is to be audible on open decks.
The minimum sound pressure levels in open decks are to be 80 dB (A) and at least 10 dB (A) above
ambient noise levels existing during normal equipment operation with the ship underway in moderate
weather.
23 Public Address System (1 July 1998) 5-7-5/23

A public address system is to be provided throughout the accommodation and service spaces, control
stations and open decks and is to meet 4-8-2/11.5.4 and the following:
23.1 5-7-5/23.1
The system is to have at least two loops sufficiently separated throughout their length with two
separate and independent amplifiers.
23.3 5-7-5/23.3
The minimum sound pressure levels in open decks are to be 80 dB (A) and at least 15 dB (A) above
the corresponding speech interference level.
25 Portable Communication Equipment (1 Oct. ’94) 5-7-5/25

For vessels carrying more than 36 passengers, a sufficient number of two-way portable radio
telephone apparatus are to be available on board for each member of the fire patrol.
27 Dangerous Goods 5-7-5/27

Vessels carrying dangerous goods are to comply with Regulation II-2/54.
29 Protection Against Noise in Machinery Spaces! 5-7-5/29

than the Bureau, such certificate will be accepted as evidence of compliance with protection against
noise requirement of Regulation II-1/36 of the 1974 SOLAS Convention, as amended. On all other
passenger vessels, when authorized by the Administration and requested by the Owner, the Bureau
will review the data on the protection against noise for compliance with 1974 SOLAS Convention, as
amended, on behalf of the Administration.
!
Reference is made to the Code on Noise Levels on Board Ships, adopted by the Organization by resolution A.468(XII).
Part 5
31 Vibration Prediction Calculations 5-7-5/31

Vibrations on passenger vessels can affect the habitability and comfort of the passengers. It is
suggested that structural vibration prediction calculations be performed early in the design stage to
determine the vibration levels due to excitation forces such as; waves, propulsion machinery,
propeller and other forces. This will allow corrective action to be taken before construction is started.
Recognizing that there are currently no international vibration standards for passenger vessels, it is
suggested that shipboard vibration levels in the accommodation spaces are not to exceed a peak
velocity of 4 mm/s in a frequency range of 5 to 100 Hz. In the frequency range from 1 to 5 Hz, the
peak velocity is not to exceed the value determined by the following equation:
5
peak velocity = 4 × (mm/s)
H
z
where Hz is the frequency
In accommodation spaces used exclusively by the crew, it is suggested that the shipboard vibration
levels are not to exceed a peak velocity of 9 mm/s in a frequency range of 5 to 100 Hz. In the
frequency range from 1 to 5 Hz, the peak velocity is not to exceed the value determined by the
following equation:
5
peak velocity = 9 × (mm/s)
H
z
where Hz is the frequency
Also see ISO Standard 6954.
The vibration prediction calculations, if made, should be performed using finite element methods, and
the Bureau is prepared to carry out these calculations when requested.
The torsional vibration analysis, as required by 4-3-2/7.5, is to be submitted for all passenger vessels.
33 Helicopter Landing and Pick-up Areas (1 July 1999) 5-7-5/33
33.1 Helicopter Pick-up Area (1999) 5-7-5/33-1

All ro-ro passenger vessels are to be provided with a helicopter pick-up area. The arrangement and
marking of the helicopter pick-up area are to be in accordance with a recognized standard (e.g., the
International Maritime Organization Merchant Ship Search and Rescue Manual (MERSAR)).
33.3 Helicopter Landing Area (1 July 1999) 5-7-5/33-3

Passenger vessels of 130 m (427 ft) or more in length, with their keel laid or in similar stage of
construction on or after 1 July 199, are to be fitted with a helicopter landing area (helicopter deck).
The landing area (helicopter deck) is to comply with 3-2-11/11 for structure, 4-6-7/9.5 for drainage
arrangements, 4-6-7/9 for fuel storage and refueling systems (if fitted) and 4-6-7/9.15 for fire
extinguishing. The arrangement and marking of the landing area (helicopter deck) are to be in
accordance with a recognized standard.
PART
5
Liquefied Gases in Bulk
CONTENTS
Note: Text in italics comes from the International Code for the Construction
and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).
See 5-8-1/3.
SECTION 1 General (ABS) ....................................................... 989
1 Classification ........................................................ 991
3 Format .................................................................. 991
5 Submission of Data .............................................. 992
7 Still-water Bending-moment Calculations ............ 993
9 Loading Guidance ................................................ 994
11 Hull Scantlings...................................................... 994
13 Access.................................................................. 995
15 Changes to Codes ............................................... 995
17 Special Construction Requirements..................... 996
19 Service Test ......................................................... 996
21 Test Agenda ......................................................... 996
23 Installation of Cargo Tanks .................................. 996
25 Surveys ................................................................ 997
27 Initial Testing ........................................................ 997
29 International Certificate of Fitness........................ 997
2 Hazards ................................................................ 998
3 Definitions............................................................. 998
4 Equivalents......................................................... 1005
5 Surveys and certification .................................... 1006
SECTION 2 Ship Survival Capability and Location of
Cargo Tanks ....................................................... 1009
1 General............................................................... 1011
2 Freeboard and intact stability ............................. 1012
3 Shipside discharges below the freeboard deck . 1013
4 Conditions of loading.......................................... 1013
5 Damage assumptions ........................................ 1014
6 Location of cargo tanks ...................................... 1014
7 Flooding assumptions ........................................ 1015
8 Standard of damage........................................... 1017
9 Survival requirements......................................... 1018
SECTION 3 Ship Arrangements..............................................1021
1 Segregation of the cargo area............................ 1023
2 Accommodation, service and machinery
spaces and control stations................................ 1025
3 Cargo pump rooms and cargo compressor
rooms ................................................................. 1026
4 Cargo control rooms........................................... 1027
5 Access to spaces in the cargo area ................... 1028
5 Interpretation of 5-8-3/5 (IACS).......................... 1029
6 Air-locks.............................................................. 1033
7 Bilge, ballast and fuel oil arrangements ............. 1034
8 Bow or stern loading and unloading
arrangements ..................................................... 1034
9 Temperature of Steam or Heating Media within
the Cargo Area (IACS/ABS)............................... 1036
SECTION 4 Cargo Containment .............................................1037
1 General............................................................... 1039
2 Definitions........................................................... 1039
3 Design loads....................................................... 1043
4 Structural analyses............................................. 1050
5 Allowable stresses and corrosion allowances
(Also See Annex 5-8-A2) ................................... 1055
6 Supports ............................................................. 1061
6 Interpretation of 5-8-4/6 (ABS) ........................... 1062
7 Secondary barrier............................................... 1062
7 Interpretation of 5-8-4/7 (ABS) ........................... 1064
8 Insulation (Also see Annex 5-8-A2).................... 1064
9 Materials (Also see Annex 5-8-A2) .................... 1066
10 Construction and testing .................................... 1068
11 Stress relieving for type C independent tanks ... 1072
12 Guidance formulae for acceleration
components........................................................ 1074
13 Stress categories................................................ 1075
SECTION 5 Process Pressure Vessels and Liquid, Vapor,
and Pressure Piping Systems ............................1077
1 General............................................................... 1079
2 Cargo and process piping .................................. 1079
3 Type tests on piping components ...................... 1083
4 Piping fabrication and joining details.................. 1084
5 Testing of piping ................................................. 1085
6 Cargo system valving requirements................... 1086
7 Ship’s cargo hoses ............................................. 1087
8 Cargo transfer methods ..................................... 1088
9 Vapor return connections ................................... 1088
SECTION 6 Materials of Construction ................................... 1089
1 General............................................................... 1091
2 Material requirements ........................................ 1094
2 Interpretation of 5-8-6/1 and 5-8-6/2 (ABS) ....... 1100
3 Welding and non-destructive testing .................. 1103
SECTION 7 Cargo Pressure/Temperature Control ............... 1107
1 General (Also see Annex 5-8-A2) ...................... 1109
2 Refrigeration systems ........................................ 1110
2 Cargo-refrigeration System (ABS) ..................... 1111
2 Interpretation of 5-8-7/2 (IACS) Reliquefaction
plant of motor-driven LNG-carriers..................... 1111
SECTION 8 Cargo Tank Vent Systems .................................. 1113
1 General............................................................... 1115
2 Pressure relief systems ...................................... 1115
3 Additional pressure relieving system for
liquid level control............................................... 1117
4 Vacuum protection systems ............................... 1119
5 Size of valves ..................................................... 1120
SECTION 9 Environmental Control ....................................... 1123
1 Environmental control within cargo tanks and
cargo piping systems ......................................... 1125
1 SOLAS Amendments (ABS) .............................. 1125
2 Environmental control within the hold spaces
(cargo containment systems other than type
C independent tanks) ......................................... 1126
3 Environmental control of spaces surrounding
type C independent tanks .................................. 1126
4 Inerting ............................................................... 1127
5 Inert gas production on board ............................ 1127
SECTION 10 Electrical Installations ........................................ 1129
1 General............................................................... 1131
2 Types of equipment............................................ 1132
SECTION 11 Fire Protection and Fire Extinction.................... 1135
1 Fire safety requirements .................................... 1137
2 Fire water main equipment................................. 1138
3 Water spray system ........................................... 1138
4 Dry chemical powder fire-extinguishing
systems .............................................................. 1140
5 Cargo compressor and pump rooms.................. 1141
6 Firemen’s outfits ................................................. 1142
SECTION 12 Mechanical Ventilation in the Cargo Area..........1143
1 Spaces required to be entered during normal
cargo handling operations .................................. 1145
2 Spaces not normally entered ............................. 1148
2 Interpretation of 5-8-12/2 (IACS)........................ 1148
3 Interpretation of 5-8-12/2 (ABS) ......................... 1149
SECTION 13 Instrumentation (Gauging, Gas Detection and
Cargo Handling Controls) ...................................1151
1 General............................................................... 1153
2 Level indicators for cargo tanks ......................... 1154
3 Overflow control ................................................. 1155
4 Pressure gauges ................................................ 1155
5 Temperature indicating devices ......................... 1156
6 Gas detection requirements ............................... 1156
SECTION 14 Personnel Protection...........................................1161
1 Protective equipment.......................................... 1163
2 Safety equipment ............................................... 1163
3 First-aid equipment............................................. 1164
4 Personnel protection requirements for individual
products.............................................................. 1164
SECTION 15 Filling Limits for Cargo Tanks ............................1167
1 General............................................................... 1169
2 Information to be provided to the master ........... 1170
SECTION 16 Use of Cargo as Fuel ...........................................1171
1 General............................................................... 1173
2 Arrangement of machinery spaces of
category A .......................................................... 1174
3 Gas fuel supply................................................... 1174
4 Gas make-up plant and related storage tanks ... 1176
5 Special requirements for main boilers................ 1177
5 Boiler Casings (ABS).......................................... 1178
6 Boiler Burners (ABS) .......................................... 1178
6 Special requirements for gas fired internal
combustion engines and gas fired turbines ....... 1178
8 Additional Requirements for Internal-combustion
Engines and Gas Turbines (ABS/IACS)............. 1178
9 General (ABS/IACS)........................................... 1178
10 Gas and Air Supply (ABS/IACS) ........................ 1179
11 Protection of Crankcase and Piston Underside
Space (ABS/IACS) ............................................. 1179
12 Engine Protective Devices (ABS/IACS) ............. 1180
13 Regulators (ABS) ............................................... 1181
14 Engine Exhaust and Scavenge Systems
(ABS/IACS) ........................................................ 1181
15 Machinery-space Ventilation (ABS) ................... 1181
16 Operating Instructions (ABS) ............................. 1181
17 Requirements for Automatic or Remote Control
of Propulsion Machinery (ABS) .......................... 1181
SECTION 17 Special Requirements......................................... 1183
1 General............................................................... 1185
2 Materials of construction .................................... 1185
3 Independent tanks.............................................. 1186
4 Refrigeration systems ........................................ 1186
5 Deck cargo piping............................................... 1186
6 Exclusion of air from vapor spaces .................... 1187
7 Moisture control.................................................. 1187
8 Inhibition ............................................................. 1187
9 Permanently installed toxic gas detectors.......... 1187
10 Flame screens on vent outlets ........................... 1188
11 Maximum allowable quantity of cargo per tank.. 1188
12 Submerged electric cargo pumps ...................... 1188
13 Ammonia ............................................................ 1188
14 Chlorine .............................................................. 1189
15 Diethyl ether and vinyl ethyl ether ...................... 1192
16 Ethylene oxide.................................................... 1192
17 Isopropylamine and monoethylamine ................ 1193
18 Methyl acetylene-propadiene mixtures .............. 1193
19 Nitrogen.............................................................. 1195
20 Propylene oxide and mixtures of ethylene oxide-
propylene oxide with ethylene oxide content of
not more than 30% by weight............................. 1195
21 Vinyl chloride ...................................................... 1198
SECTION 18 Operating Requirements .................................... 1199
1 Cargo information............................................... 1201
2 Compatibility....................................................... 1202
3 Personnel training .............................................. 1202
4 Entry into spaces ............................................... 1203
5 Carriage of cargo at low temperature................. 1203
6 Protective equipment ......................................... 1204
7 Systems and controls ......................................... 1204
8 Cargo transfer operations .................................. 1204
SECTION 19 Summary of Minimum Requirements ............... 1205
ANNEX 1 Guidelines for the Uniform Application of the

Survival Requirements of the Bulk Chemical
Code and the Gas Carrier Code ......................... 1209
ANNEX 2 United States Coast Guard Additional Design
And Structural Requirements For Non-US Flag
Vessels Operating On The Navigable Waters
Of The United States........................................... 1217
PART
5
SECTION 1 General (ABS)
CONTENTS
Note: Text in italics comes from the International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code). See 5-8-1/3.
1 Classification ....................................................................... 991
1.1 Liquefied Gas Carriers ......................................................... 991
3 Format .................................................................................. 991
5 Submission of Data ............................................................. 992
7 Still-water Bending-moment Calculations ......................... 993
9 Loading Guidance ............................................................... 994
11 Hull Scantlings .................................................................... 994
11.1 Bulkheads............................................................................. 994
11.3 Reduction in Plate Thickness ............................................... 994
11.5 Webs and Transverses ........................................................ 995
11.7 Double Bottom...................................................................... 995
11.9 Shell Plating.......................................................................... 995
11.11 Deck Plating ......................................................................... 995
11.13 Arrangement......................................................................... 995
11.15 Hull Structure in Way of Tanks............................................. 995
11.17 Steering Gear ....................................................................... 995
13 Access.................................................................................. 995
15 Changes to Codes ............................................................... 995
17 Special Construction Requirements .................................. 996
17.1 Material................................................................................. 996
17.3 Low Temperature Cargo ...................................................... 996
17.5 Cold Deformation ................................................................. 996
17.7 Welding................................................................................. 996
19 Service Test ......................................................................... 996
21 Test Agenda......................................................................... 996
23 Installation of Cargo Tanks................................................. 996
23.1 Access around Tanks........................................................... 996
23.3 Horizontal Pressure Tanks ................................................... 996
25 Surveys.................................................................................997
27 Initial Testing........................................................................997
27.1 Primary Barriers.................................................................... 997
27.3 Ballast or Fuel Oil Tanks ...................................................... 997
29 International Certificate of Fitness .....................................997
2 Hazards.................................................................................998
3 Definitions ............................................................................998
3.33 Interpretation of 5-8-2/3.33 (ABS) ...................................... 1004
4 Equivalents.........................................................................1005
5 Surveys and certification...................................................1006
5.1 Survey procedure ............................................................... 1006
5.2 Survey requirements .......................................................... 1006
5.3 Maintenance of conditions after survey.............................. 1007
5.4 Issue of certificate............................................................... 1007
5.5 Issue or endorsement of certificate by another
Government........................................................................ 1008
5.6 Duration and validity of the certificate ................................ 1008
PART
5
SECTION 1 General (ABS) 5 - 8 - 1
1 Classification 5-8-1/1
1.1 Liquefied Gas Carriers 5-8-1/1.1
1.1.1 5-8-1/1.1.1
In accordance with 1-1-3/3, the classification of !A1 Liquefied Gas Carrier is to be
assigned to vessels designed and specifically fitted for the carriage of liquefied gases and built
to the requirements of this Chapter and other relevant sections of the Rules.
1.1.2 5-8-1/1.1.2
These requirements are intended to apply to steel vessels with machinery aft regardless of
their size, including those of less than 500 tons gross tonnage, engaged in carriage of liquefied
gases having a vapor pressure exceeding 2.8 bar (40.6 psi) absolute at a temperature of 37.8C
(100F) and other products as shown in Section 5-8-19, when carried in bulk.
The requirements relating to the primary container apply only where non-corrosive cargoes
are carried. If ballast or corrosive cargoes are carried in the primary container, the scantlings
are to be suitably increased or an effective method of corrosion control is to be adopted.
This Chapter applies to the cargo containment system and related systems. The remainder of
the vessel is to comply with the hull and machinery requirements of the Rules except as
modified in this Section.
3 Format 5-8-1/3
This Chapter is based on the technical requirements of the International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code), which are all contained in their
entirety and are required for classification.
The term ‘‘should be’’ is to be understood to read as ‘‘is to be’’ or ‘‘are to be’’ and unless otherwise
specified, the term ‘‘Administration’’ is to be read as the ‘‘Bureau’’. The numbering system of the
technical requirements reproduced herein follow the numbering contained in the IGC Code except the
prefix of the numbering has been modified to reflect 5-8-1/5-8.
Part 5
Chapter 8 Vessels Intended to Carry Liquefied Gases in Bulk
Section 1 General (ABS) 5-8-1
The parts in this Chapter which are classification requirements and not based on the Codes are
presented in non-italics "Times New Roman" type style, etc. Under these parts, also interpretations of
the Codes with their source such as IMO (International Maritime Organization), IACS (International
Association of Classification Societies), etc. and additional Bureau requirements.
The parts of this Chapter which are operational, training, or national requirements are presented in
italic "Arial" type style, i.e. operational, training, or national requirements, and are not required
for classification, and are shown for information only.
The text contained in this Chapter that comes from the IGC Code is presented in italics "Times New
Roman" type style.
5 Submission of Data 5-8-1/5
The following plans, calculations, and information as appropriate are to be submitted in addition to
those required by Section 1-1-7.
i) Full particulars of the intended cargo or cargoes and its properties, including flashpoint,
maximum vapor pressure, minimum and, if necessary, maximum temperature, and loading
and carriage procedures.
ii) General arrangement plans of the vessel showing the position of the following:
Cargo containment system, cargo tanks, fuel oil, water ballast and other tanks, and void
spaces
Manholes in cargo tanks, opening for tank cleaning, any other opening of the cargo tanks.
Doors and other openings in cargo pump and compressor rooms and other gas dangerous
rooms
Ventilation ducts of cargo pump and compressor rooms and other ‘‘gas dangerous’’ spaces
Door, air-locks, manholes, ducts and other openings for ‘‘non-gas dangerous’’ spaces which
are, however, adjacent to the cargo area including rooms inside and under the forecastle deck
Cargo piping, both liquid and gaseous phases, located under and above deck
Vent piping and gas freeing piping and protective devices such as flame screens, etc. fitted at
the outlet end of the vents etc.
Gas dangerous spaces
iii) Plans of the hull structure in way of the cargo tanks, including the installation of attachments,
accessories, internal reinforcements, saddles for support, and tie-down devices.
iv) Plans of the structure of the cargo containment system, including the installation of
attachments, supports, and attachment of accessories
For independent pressure cargo tanks, the standard or Code adopted for the construction and
design is to be identified. Detailed construction drawings together with design calculations for
the pressure boundary, tank support arrangement and analysis for the load distribution. Anti
collision, chocking arrangement and design calculations.
v) Distribution of the grades and of the types of steel proposed for the structures of the hull and
of the cargo containment system, including attachments, accessories, etc., together with the
calculation of the temperatures on all the structures which can be affected by the low
temperatures of the cargo
Part 5
vi) Results of direct calculations of the stresses in the hull and in the cargo containment system
vii) Specifications and plans of the insulation system and calculation of the heat balance
viii) Procedures and calculations of the cooling down, loading, and unloading operations
ix) Loading and unloading systems, venting systems, and gas-freeing systems as well as a
schematic diagram of the remote controlled valve system
x) Details and installation of the safety valves and relevant calculations of their relieving
capacity
xi) Details and installation of the various monitoring and control systems, including the devices
for measuring the level of the cargoes in the tanks and the temperatures in the containment
system
xii) Schematic diagram of the ventilation system indicating the vent pipe sizes and height of the
openings above the main deck
xiii) Schematic diagram of the refrigeration system together with the calculations concerning the
refrigerating capacity
xiv) Details of the electrical equipment installed in the cargo area and of the electrical bonding of
the cargo tanks and piping
xv) Where fitted, plans and specifications relative to the use of the cargo as fuel for boilers and
internal combustion engines (general installations; schematic diagram of the fuel-gas lines
with the indication of all the valves and safety devices; compressors of the fuel gas and
relevant engines; fuel-gas heaters and pressure vessels; installation of the burners of the fuel-
gas and of the fuel oil; electrical bonding systems)
xvi) Details of testing procedures of cargo tanks and liquid and vapor systems
xvii) Diagram of inert-gas system or hold-space environmental-control system
xviii) Diagram of gas-detection system
xix) Jettison arrangements, if provided
xx) Schematic-wiring diagrams
xxi) Details of all cargo and vapor handling equipment
xxii) Details of fire extinguishing systems
xxiii) Welding procedure
xxiv) Emergency shutdown arrangements
xxv) Construction details of cargo and booster pumps and compressors including material
specification.
xxvi) Hazardous area drawing showing access, openings, vent outlets.
xxvii) Bilge and ballast arrangement for the cargo area.
xxviii) Emergency Towing Arrangement.
7 Still-water Bending-moment Calculations 5-8-1/7
Still-water bending-moment calculations for the anticipated loaded and ballasted conditions are to be
submitted for all liquefied gas carriers.
Part 5
9 Loading Guidance 5-8-1/9
11 Hull Scantlings 5-8-1/11
The scantlings of the hull structure are to be generally in accordance with Part 5, Chapter 2 and Part 5,
Chapter 4, and other applicable sections of the Rules, which may be modified in accordance with the
following paragraphs.
11.1 Bulkheads 5-8-1/11.1
11.1.1 Transverse Bulkheads 5-8-1/11.1.1

Transverse bulkheads used for ballast or cargo are to comply with Part 5, Chapter 2.
Bulkheads not subject to hydrostatic loads are to be in accordance with Section 3-2-9.
11.1.2 Cofferdam Bulkheads 5-8-1/11.1.2

Where a transverse cofferdam is used as a tank, the local stiffener and plate scantlings of
transverse bulkheads subject to internal hydrostatic pressure are to be in accordance with
Section 3-2-10.
Where a cofferdam is of a cellular-type construction and is used as a tank and not subject to a
hydrostatic load on external side, the depth of the internal diaphragm plates, either horizontal
or vertical, are to be at least 63 mm/m (0.75 in./ft) of the lesser of the horizontal or vertical
unsupported span of the cofferdam bulkhead and is to be of sufficient depth to provide ready
access.
11.1.3 Longitudinal Bulkheads 5-8-1/11.1.3

Scantlings of longitudinal bulkheads forming narrow wing tanks are to be in accordance with
Part 5, Chapter 2, except that the vertical distance h as used in the equations for supporting
members may be measured to a point 1.22 m (4 ft) above the deck at the side. Where the
wing-tank-space bulkhead to side-shell plating, is of a cellular-type construction, the depth of
internal diaphragm plates is to be at least 83 mm/m (1 in./ft) of length and is to be of
sufficient depth to provide ready access.
11.1.4 Dynamic Forces from the Cargo 5-8-1/11.1.4

When the cargo containment system is either a membrane or semi-membrane system, the
transverse bulkheads are also to be designed to withstand the dynamic forces from the cargo.
The scantlings of the bulkheads are to be not less than as modified below:
The value of h used in the various equations is to be as derived from 5-8-4/3.2.
The plating is to be determined from Section 3-2-10.
Each of the stiffeners in association with the plate to which it is attached is not to have a
section modulus less than required by 5-8-4/5.1.3(c).
11.3 Reduction in Plate Thickness 5-8-1/11.3

The thickness of the tank bulkhead plating described in 5-8-1/11.1.3 and 5-8-1/11.7 may be reduced
by 10% but not more than 1.5 mm (0.06 in.) where the space on one side is intended to be dry at all
times.
Part 5
11.5 Webs and Transverses 5-8-1/11.5

The thickness of diaphragm plates between the two boundary surfaces of wing tanks or cofferdams of
a cellular-type construction are to be equal to or greater than obtained from the following equation.
t = 0.036L + 4.7 mm
t = 0.00043L + 0.18 in.
t = thickness, in mm (in.)

Double bottoms, where fitted, are to be in accordance with Section 3-2-4 . The minimum depth of the
double bottom is to be in compliance with the survivability requirements of Section 5-8-2 and. Double
bottoms are to be designed to withstand the dynamic forces from the cargo containment system.
11.9 Shell Plating 5-8-1/11.9

The bottom and side shell plating is to be in accordance with Section 3-2-2.
11.11 Deck Plating 5-8-1/11.11

Upper decks are to be in accordance with Section 3-2-3. Where the deck is of the two-plate cellular-
type construction, special consideration may be given to plate thickness.
11.13 Arrangement 5-8-1/11.13

Tanks forward of the collision bulkhead are not to be arranged for the carriage of oil or other liquid
11.15 Hull Structure in Way of Tanks 5-8-1/11.15

The hull structure in way of primary containers, the foundations, chocks, keys and sway braces is to
be of sufficient strength to support the containment system when subjected to design loadings.
11.17 Steering Gear 5-8-1/11.17

The Steering gear is to be in accordance with Section 3-2-14 with the modification that the steering
gear is to be arranged so that after a single failure in its piping system or one of the power units, the
defect can be isolated so that this steering capability can be maintained or regained in 45 seconds or
less.
13 Access (1998) 5-8-1/13

necessary work of the ship. See Section 3-2-17/3.
15 Changes to Codes 5-8-1/15
Changes to IGC/IBC Codes, other than those of operational nature, will become ABS Rule
requirements as of the effective date of the particular change to the Code.
Part 5
17 Special Construction Requirements 5-8-1/17
17.1 Material 5-8-1/17.1

In addition to the material requirements indicated in Section 5-8-6, hull structural material is to be in
accordance with Section 3-1-2 and Part 2, Chapter 1 and Part 2, Chapter 2.
17.3 Low Temperature Cargo 5-8-1/17.3
For all liquefied gas carriers, where low temperature cargo is carried, the grade of material for the
strength deck stringer, sheer strake and bilge strake outside 0.4L amidships is to be the same as would
be required within 0.4L amidships for the particular thickness. The strakes of this material are to
extend beyond the ends of spaces containing low temperature cargo.
17.5 Cold Deformation 5-8-1/17.5

Materials subjected to cold deformation or strain are to be dealt with as may be required to maintain
the specific impact properties. For formed material see 2-4-1/3.13.
17.7 Welding 5-8-1/17.7

Welding details are to be in accordance with Part 2, Chapter 4 Details of all joints subject to impact
testing are to be indicated on the plans; preliminary tests are made to ascertain that the Charpy V-
notch impact properties of the various types of butt welds to be used are equal to the requirements
noted in Section 5-8-6.
19 Service Test 5-8-1/19
All primary containers for low-temperature cargoes, the insulation, and the cargo-handling equipment
are to be tested under service conditions prior to final action in regard to classification. The primary
containers are to be filled to the normal-capacity level with cargo at the minimum service temperature.
Final acceptance of the insulating arrangements is subject to confirmation of their effectiveness under
operating conditions. If the service tests or subsequent operation are not satisfactory, changes in the
insulating arrangements may be required.
21 Test Agenda 5-8-1/21
The agenda for the tests required by this section is to be submitted for review. The tests are to be
witnessed by a Surveyor and a complete report of the results is to be submitted for consideration prior
to final approval of the primary container, non-structural secondary barrier and the adjacent hull
structure. In addition, for hydrostatic testing of pressure vessel type cargo tanks, see 4-4-1/7.11.
23 Installation of Cargo Tanks 5-8-1/23
23.1 Access around Tanks 5-8-1/23.1

Pressure containers for liquefied gas are to be arranged in the holds so as to provide adequate
clearance around the tanks to provide access for inspection. Where more than one tank is installed, the
distance between such tanks and between the tanks and the vessel’s structure is to be adequate to
permit access for inspection and maintenance of all tank surfaces and hull structure. Also see 5-8-3/5.
23.3 Horizontal Pressure Tanks 5-8-1/23.3

Foundations for horizontal tanks are to generally have supports fitted at only two locations so as to
prevent absorbing hull deflections. Where due to the design three or more supports are fitted, the
Part 5
calculations required by 5-8-4/4.6.3.2 are to include the effects of vertical deflections imposed upon
the tank through the tank/hull girder interaction for all contemplated loading conditions. In addition to
the foundation, chocks are to be fitted to prevent shifting, but these chocks need not be in contact with
the tank shell.
25 Surveys 5-8-1/25
See Section 7-2-11, for survey requirements for vessels in service intended to carry liquefied gases.
27 Initial Testing 5-8-1/27
27.1 Primary Barriers 5-8-1/27.1

All integral and independent tanks (other than pressure vessels complying with Part 4, Chapter 4) are
to be hydropneumatically or hydrostatically tested to approximate the design stresses and so that the
pressure at the top of the tank corresponds to the maximum allowable relief valve setting (MARVS).
Techniques for testing of membrane tanks are to be submitted for approval. Also see Section 7-1-1.
27.3 Ballast or Fuel Oil Tanks 5-8-1/27.3

Requirements for testing are contained in Section 7-1-1.
29 International Certificate of Fitness 5-8-1/29
When the vessel is issued an International Certificate of Fitness for The Carriage of Liquefied Gases
In Bulk by the Country of Registration Administration or its agents other than the Bureau, such
certificate will be accepted as evidence of compliance with the following requirements of this section.
5-8-2/2 Freeboard and intact stability
5-8-2/5 Damage assumptions
5-8-2/7 Flooding assumptions
5-8-2/8 Standard of damage
5-8-2/9 Survival requirements
5-8-11/1 Structural fire protection requirements
On all other vessels, the Bureau will review the data and plans for compliance with these
requirements.
When authorized by the Country of Registration Administration and upon the request of the Owners
of a classed vessel or one intended to be classed, the Bureau will review the plans, data, etc. and
survey the vessel for compliance of these Rules and issue The International Certificate of Fitness For
The Carriage of Liquefied Gases in Bulk in addition to the classification indicated in 5-8-1/1.
1.4.1 5-8-1/1.4.1
When cargo tanks contain products for which the Code requires a type 1G ship, neither
flammable liquids having a flashpoint of 60°C (closed cup test) or less nor flammable
products listed in Section 5-8-19 should be carried in tanks located within the protective
zones described in 5-8-2/6.1.1.
1.4.2 5-8-1/1.4.2
Similarly, when cargo tanks contain products for which the Code requires a type 2G/2PG
ship, the above-mentioned flammable liquids should not be carried in tanks located within the
protective zones described in 5-8-2/6.1.2.
Part 5
1.4.3 5-8-1/1.4.3
In each case the restriction applies to the protective zones within the longitudinal extent of the
hold spaces for the cargo tanks loaded with products for which the Code requires a type 1G
or 2G/2PG ship.
1.4.4 5-8-1/1.4.4
The above-mentioned flammable liquids and products may be carried within these protective
zones when the quantity retained in the cargo tanks of products for which the Code requires a
type 1G or 2G/PG ship is solely used for cooling, circulation or fuelling purposes.
1.5 5-8-1/1.5
Except as provided in 5-8-1/1.7.1, when it is intended to carry products covered by this Code and
products covered by the International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk adopted by the Maritime Safety Committee under the authority of the
Assembly of the Organization conferred by resolution A.490(XII), as may be amended by the
Organization (IBC Code), the ship should comply with the requirements of both Codes appropriate to
the products carried.
1.6 5-8-1/1.6
Where it is proposed to carry products which may be considered to come within the scope of the Code
but are not at present designated in Section 5-8-19, the Administration* and the port Administrations
involved in such carriage should establish preliminary suitable conditions of carriage based on the
principles of the Code and notify the Organization of such conditions.
*‘‘Administration’’ means ‘‘Flag State Administration’’
1.7.1 5-8-1/1.7.1
The requirements of this Code should take precedence when a ship is designed and
constructed for the carriage of the following products:
1.7.1.1 those listed exclusively in Section 5-8-19 of this Code; and
1.7.1.2 one or more of the products which are listed both in this Code and in the International
Bulk Chemical Code. These products are marked with an asterisk (*) in column ‘‘a’’ in the
table of Section 5-8-19.
1.7.2 5-8-1/1.7.2
When a ship is intended exclusively to carry one or more of the products noted in
5-8-1/1.7.1.2, the requirements of the International Bulk Chemical Code as amended should
apply. ‘‘Administration’’ means ‘‘Flag State Administration.’’
2 Hazards 5-8-1/2
Hazards of gases considered in this Code include fire, toxicity, corrosivity, reactivity, low
temperature and pressure.
Except where expressly provided otherwise, the following definitions apply to the Code. Additional
definitions are given in Section 5-8-4.
Part 5
3.1 5-8-1/3.1
‘‘Accommodation spaces’’ are those spaces used for public spaces, corridors, lavatories, cabins,
offices, hospitals, cinemas, games and hobbies rooms, barber shops, pantries containing no cooking
appliances and similar spaces. Public spaces are those portions of the accommodation which are
used for halls, dining rooms, lounges and similar permanently enclosed spaces.
3.2 5-8-1/3.2
‘‘ ‘A’ class divisions’’ means divisions as defined in regulation II-2/3.3 of the 1983 SOLAS
amendments.
3.3.1 5-8-1/3.3.1
‘‘Administration’’ means the Government of the State whose flag the ship is entitled to fly.
For the purpose of classification the term ‘‘Administration’’, unless otherwise specified, is to
be read as the ‘‘Bureau’’. See 5-8-1/3.
3.3.2 5-8-1/3.3.2
‘‘Port Administration’’ means the appropriate authority of the country in the port of which
the ship is loading or unloading.
3.4 5-8-1/3.4
‘‘Boiling point’’ is the temperature at which a product exhibits a vapor pressure equal to the
atmospheric pressure.
3.5 5-8-1/3.5
‘‘Breadth (B)’’ means the maximum breadth of the ship, measured amidships to the moulded line of
the frame in a ship with a metal shell and to the outer surface of the hull in a ship with a shell of any
other material. The breadth (B) should be measured in meters.
3.6 5-8-1/3.6
‘‘Cargo area’’ is that part of the ship which contains the cargo containment system and cargo pump
and compressor rooms and includes deck areas over the full length and breadth of the part of the ship
over the above-mentioned spaces. Where fitted, the cofferdams, ballast or void spaces at the after end
of the aftermost hold space or at the forward end of the forwardmost hold space are excluded from
the cargo area.
3.7 5-8-1/3.7
‘‘Cargo containment system’’ is the arrangement for containment of cargo including, where fitted, a
primary and secondary barrier, associated insulation and any intervening spaces, and adjacent
structure if necessary for the support of these elements. If the secondary barrier is part of the hull
structure it may be a boundary of the hold space.
3.8 5-8-1/3.8
‘‘Cargo control room’’ is a space used in the control of cargo handling operations and complying
with the requirements of 5-8-3/4.
3.9 5-8-1/3.9
‘‘Cargoes’’ are products listed in Section 5-8-19 carried in bulk by ships subject to the Code.
Part 5
3.10 5-8-1/3.10
‘‘Cargo service spaces’’ are spaces within the cargo area used for workshops, lockers and
storerooms of more than 2 m2 in area, used for cargo handling equipment.
3.11 5-8-1/3.11
‘‘Cargo tank’’ is the liquid-tight shell designed to be the primary container of the cargo and includes
all such containers whether or not associated with insulation or secondary barriers or both.
3.12 5-8-1/3.12
‘‘Cofferdam’’ is the isolating space between two adjacent steel bulkheads or decks. This space may
be a void space or a ballast space.
3.12 (ABS) 5-8-1/3.12 (ABS)

‘‘Contiguous hull structure’’ means hull structure that includes the inner deck, the inner bottom
plating, longitudinal bulkhead plating, transverse bulkhead plating, floors, webs, stringers, and all
attached stiffeners.
3.13 5-8-1/3.13
‘‘Control stations’’ are those spaces in which ships’ radio or main navigating equipment or the
emergency source of power is located or where the fire-recording or fire-control equipment is
centralized. This does not include special fire-control equipment which can be most practically
located in the cargo area.
3.13.1 (ABS) 5-8-1/3.13.1 (ABS)

‘‘Design temperature.’’ see 5-8-4/2.7
3.13.2 (ABS) 5-8-1/3.13.2 (ABS)

‘‘Design vapor pressure.’’ see 5-8-4/2.6
3.14 5-8-1/3.14
‘‘Flammable products’’ are those identified by an ‘‘F’’ in column ‘‘f’’ in the table of Section 5-8-19.
3.15 5-8-1/3.15
‘‘Flammability limits’’ are the conditions defining the state of fuel-oxidant mixture at which
application of an adequately strong external ignition source is only just capable of producing
flammability in a given test apparatus.
3.15 (ABS) 5-8-1/3.15 (ABS)

‘‘Flammable range’’ means the range between the minimum and maximum concentrations of vapor in
air which form a flammable mixture. (ABS)
3.16 5-8-1/3.16
‘‘Gas carrier’’ is a cargo ship constructed or adapted and used for the carriage in bulk of any
liquefied gas or other products listed in the table of Section 5-8-19.
3.17 5-8-1/3.17
‘‘Gas-dangerous space or zone’’ is:
Part 5
3.17.1 5-8-1/3.17.1
a space in the cargo area which is not arranged or equipped in an approved manner to
ensure that its atmosphere is at all times maintained in a gas-safe condition;
3.17.2 5-8-1/3.17.2
an enclosed space outside the cargo area through which any piping containing liquid or
gaseous products passes, or within which such piping terminates, unless approved
arrangements are installed to prevent any escape of product vapor into the atmosphere of
that space;
3.17.3 5-8-1/3.17.3
a cargo containment system and cargo piping;
3.17.4.1 5-8-1/3.17.4.1
a hold space where cargo is carried in a cargo containment system requiring a secondary
barrier;
3.17.4.2 5-8-1/3.17.4.2
a hold space where cargo is carried in a cargo containment system not requiring a secondary
barrier;
3.17.5 5-8-1/3.17.5
a space separated from a hold space described in 5-8-1/3.17.4.1 by a single gastight steel
boundary;
3.17.6 5-8-1/3.17.6
a cargo pump room and cargo compressor room;
3.17.7 5-8-1/3.17.7
a zone on the open deck, or semi-enclosed space on the open deck, within 3 m of any cargo
tank outlet, gas or vapor outlet, cargo pipe flange or cargo valve or of entrances and
ventilation openings to cargo pump rooms and cargo compressor rooms;
3.17.8 5-8-1/3.17.8
the open deck over the cargo area and 3 m forward and aft of the cargo area on the open
deck up to a height of 2.4 m above the weather deck;
3.17.9 5-8-1/3.17.9
a zone within 2.4 m of the outer surface of a cargo containment system where such surface is
exposed to the weather;
3.17.10 5-8-1/3.17.10
an enclosed or semi-enclosed space in which pipes containing products are located. A space
which contains gas detection equipment complying with 5-8-13/6.5 and a space utilizing boil-
off gas as fuel and complying with Section 5-8-16 are not considered gas-dangerous spaces in
this context;
3.17.11 5-8-1/3.17.11
a compartment for cargo hoses; or
Part 5
3.17.12 5-8-1/3.17.12
an enclosed or semi-enclosed space having a direct opening into any gas-dangerous space or
zone.
3.18 5-8-1/3.18
‘‘Gas-safe space’’ is a space other than a gas-dangerous space.
3.19 5-8-1/3.19
‘‘Hold space’’ is the space enclosed by the ship’s structure in which a cargo containment system is
situated.
3.19 (ABS) 5-8-1/3.19 (ABS)

‘‘IMO’’ means the International Maritime Organization
3.20 5-8-1/3.20
‘‘Independent’’ means that a piping or venting system, for example, is in no way connected to another
system and there are no provisions available for the potential connection to other systems.
3.20.1 (ABS) 5-8-1/3.20.1 (ABS)

‘‘Independent tank.’’ see 5-8-4/2.4.1
3.20.2 (ABS) 5-8-1/3.20.2 (ABS)

‘‘Independent tank, type A.’’ see 5-8-4/2.4.2
3.20.3 (ABS) 5-8-1/3.20.3 (ABS)

‘‘Independent tank, type B.’’ see 5-8-4/2.4.3
3.20.4 (ABS) 5-8-1/3.20.4 (ABS)

‘‘Independent tank, type C.’’ see 5-8-4/2.4.4
3.20.5 (ABS) 5-8-1/3.20.5 (ABS)

‘‘International Certificate of Fitness’’ means an International Certificate of Fitness for
Carriage of Liquefied Gases in Bulk issued under the ‘‘International Code for the
Construction and Equipment of Ships Carrying Liquefied Gases in Bulk,’’ adopted by the
Maritime Safety Committee of IMO.
3.21 5-8-1/3.21
‘‘Insulation space’’ is the space, which may or may not be an interbarrier space, occupied wholly or
in part by insulation.
3.21.1 (ABS) 5-8-1/3.21.1 (ABS)

‘‘Integral tank.’’ see 5-8-4/2.1
3.21.2 (ABS) 5-8-1/3.21.2 (ABS)

‘‘Internal insulation tanks’’ see 5-8-4/2.5
3.22 5-8-1/3.22
‘‘Interbarrier space’’ is the space between a primary and a secondary barrier, whether or not
completely or partially occupied by insulation or other material.
Part 5
3.23 5-8-1/3.23
‘‘Length (L)’’ means 96% of the total length on a waterline at 85% of the least moulded depth
measured from the top of the keel, or the length from the foreside of the stem to the axis of the rudder
stock on that waterline, if that be greater. In ships designed with a rake of keel, the waterline on
which this length is measured should be parallel to the designed waterline. The length (L) should be
measured in meters.
3.23 (ABS) 5-8-1/3.23 (ABS)

‘‘Liquefied gas’’ means a cargo having a vapor pressure of 2.8 bars absolute (40.6 psia) or more at
37.8 C (100 F).
3.24 5-8-1/3.24
‘‘Machinery spaces of category A’’ are those spaces and trunks to such spaces which contain:
3.24.1 5-8-1/3.24.1
internal combustion machinery used for main propulsion; or
3.24.2 5-8-1/3.24.2
internal combustion machinery used for purposes other than main propulsion where such
machinery has in the aggregate a total power output of not less than 375 kW; or
3.24.3 5-8-1/3.24.3
any oil-fired boiler or oil fuel unit.
3.25 5-8-1/3.25
‘‘Machinery spaces’’ are all machinery spaces of category A and all other spaces containing
propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and
major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air-
conditioning machinery, and similar spaces; and trunks to such spaces.
3.26 5-8-1/3.26
‘‘MARVS’’ is the maximum allowable relief valve setting of a cargo tank.
3.26 (ABS) 5-8-1/3.26 (ABS)

‘‘Membrane tanks.’’ see 5-8-4/2.2
3.27 5-8-1/3.27
‘‘Oil fuel unit’’ is the equipment used for the preparation of oil fuel for delivery to an oil-fired boiler,
or equipment used for the preparation for delivery of heated oil to an internal combustion engine, and
includes any oil pressure pumps, filters and heaters dealing with oil at a pressure of more than
1.8 bar gauge.
3.28 5-8-1/3.28
‘‘Organization’’ is the International Maritime Organization (IMO).
3.29 5-8-1/3.29
‘‘Permeability’’ of a space means the ratio of the volume within that space which is assumed to be
occupied by water to the total volume of that space.
Part 5
3.30.1 5-8-1/3.30.1
‘‘Primary barrier’’ is the inner element designed to contain the cargo when the cargo
containment system includes two boundaries.
3.30.2 5-8-1/3.30.2
‘‘Secondary barrier’’ is the liquid-resisting outer element of a cargo containment system
designed to afford temporary containment of any envisaged leakage of liquid cargo through
the primary barrier and to prevent the lowering of the temperature of the ship’s structure to
an unsafe level. Types of secondary barrier are more fully defined in Section 5-8-4.
3.30 (ABS) 5-8-1/3.30 (ABS)

‘‘Process pressure vessel’’ means a pressure vessel that is used in a reliquefaction, cargo heating, or
other system that processes cargo on board.
3.31 5-8-1/3.31
‘‘Relative density’’ is the ratio of the mass of a volume of a product to the mass of an equal volume of
fresh water.
3.31 (ABS) 5-8-1/3.31 (ABS)

‘‘Semi-membrane tank’’ see 5-8-4/2.3.
3.32 5-8-1/3.32
‘‘Separate’’ means that a cargo piping system or cargo vent system, for example, is not connected to
another cargo piping or cargo vent system. This separation may be achieved by the use of design or
operational methods. Operational methods should not be used within a cargo tank and should consist
of one of the following types:
3.32.1 5-8-1/3.32.1
removing spool pieces or valves and blanking the pipe ends;
3.32.2 5-8-1/3.32.2
arrangement of two spectacle flanges in series with provisions for detecting leakage into the
pipe between the two spectacle flanges.
3.33 5-8-1/3.33
‘‘Service spaces’’ are those spaces used for galleys, pantries containing cooking appliances, lockers,
mail and specie rooms, store-rooms, workshops other than those forming part of the machinery
spaces and similar spaces and trunks to such spaces.
3.33 Interpretation of 5-8-2/3.33 (ABS) 5-8-1/3.33

The ‘‘service spaces’’ refer to normal stores for hotel services and other similar spaces. Boatswain
stores, lamp lockers, and carpenter shops would not be considered a ‘‘service space’’.
3.33.1 (ABS) 5-8-1/3.33.1 (ABS)

‘‘Shut-off valve’’ means a valve in a cargo liquid or vapor line that fully closes a pipeline and
provides nominal metal to metal contact between the valve operating parts, including the disc
and gate, and the valve body.
Part 5
3.34 5-8-1/3.34
‘‘1974 SOLAS Convention’’ means the International Convention for the Safety of Life at Sea, 1974.
3.35 5-8-1/3.35
‘‘1983 SOLAS amendments’’ means amendments to the 1974 SOLAS Convention adopted by the
Maritime Safety Committee of the Organization at its forty-eighth session on 17 June 1983 by
resolution MSC.6(48).
3.36 5-8-1/3.36
‘‘Tank cover’’ is the protective structure intended to protect the cargo containment system against
damage where it protrudes through the weather deck or to ensure the continuity and integrity of the
deck structure.
3.37 5-8-1/3.37
‘‘Tank dome’’ is the upward extension of a portion of a cargo tank. In the case of below-deck cargo
containment systems the tank dome protrudes through the weather deck or through a tank cover.
3.38 5-8-1/3.38
‘‘Toxic products’’ are those identified by a ‘‘T’’ in column ‘‘f’’ in the table of Section 5-8-19.
3.39 5-8-1/3.39
‘‘Vapor pressure’’ is the equilibrium pressure of the saturated vapor above the liquid expressed in
bars absolute at a specified temperature.
3.40 5-8-1/3.40
‘‘Void space’’ is an enclosed space in the cargo area external to a cargo containment system, other
than a hold space, ballast space, fuel oil tank, cargo pump or compressor room, or any space in
normal use by personnel.
4 Equivalents 5-8-1/4
4.1 5-8-1/4.1
Where the Code requires that a particular fitting, material, appliance, apparatus, item of equipment
or type thereof should be fitted or carried in a ship, or that any particular provision should be made,
or any procedure or arrangement should be complied with, the Administration may allow any other
fitting, material, appliance, apparatus, item of equipment or type thereof to be fitted or carried, or any
other provision, procedure or arrangement to be made in that ship, if it is satisfied by trial thereof or
otherwise that such fitting, material, appliance, apparatus, item of equipment or type thereof or that
any particular provision, procedure or arrangement is at least as effective as that required by the
Code. However, the Administration may not allow operational methods or procedures to be made an
alternative to a particular fitting, material, appliance, apparatus, item of equipment, or type thereof
which is prescribed by the Code.
4.2 5-8-1/4.2
When the Administration so allows any fitting, material, appliance, apparatus, item of equipment, or
type thereof, or provision, procedure or arrangement to be substituted, it should communicate to the
Organization the particulars thereof together with a report on the evidence submitted, so that the
Organization may circulate the same to other Contracting Governments to the 1974 SOLAS
Convention for the information of their officers.
Part 5
5 Surveys and certification 5-8-1/5
5.1 Survey procedure 5-8-1/5.1
5.1.1 5-8-1/5.1.1
The survey of ships, so far as regards the enforcement of the provisions of the regulations and
the granting of exemptions therefrom, should be carried out by officers of the Administration.
The Administration may, however, entrust the surveys either to surveyors nominated for the
purpose or to organizations recognized by it.
5.1.2 5-8-1/5.1.2
The Administration nominating surveyors or recognizing organizations to conduct surveys
should, as a minimum, empower any nominated surveyor or recognized organization to:
5.1.2.1 require repairs to a ship; and
5.1.2.2 carry out surveys if requested by the port State authority* concerned.
The Administration should notify the Organization of the specific responsibilities and
conditions of the authority delegated to nominated surveyors or recognized organizations for
circulation to the Contracting Governments.
*Port State authority has the meaning as presented in chapter I, regulation 19 of the 1978 Protocol to the 1974
SOLAS Convention.
5.1.3 5-8-1/5.1.3
When a nominated surveyor or recognized organization determines that the condition of the
ship or its equipment does not correspond substantially with the particulars of the certificate
or is such that the ship is not fit to proceed to sea without danger to the ship, or persons on
board, such surveyor or organization should immediately ensure that corrective action is
taken and should in due course notify the Administration. If such corrective action is not
taken the relevant certificate should be withdrawn and the Administration should be notified
immediately; and, if the ship is in a port of another Contracting Government, the port State
authority concerned should also be notified immediately.
5.2 Survey requirements 5-8-1/5.2
5.2.1 5-8-1/5.2.1
The structure, equipment, fittings, arrangements and material (other than items in respect of
which a Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate
and Cargo Ship Safety Radiotelegraphy Certificate or Cargo Ship Safety Radiotelephony
Certificate is issued) of a gas carrier should be subjected to the following surveys:
5.2.1.1 An initial survey before the ship is put in service or before the International
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk is issued for the first time,
which should include a complete examination of its structure, equipment, fittings,
arrangements and material in so far as the ship is covered by the Code. This survey should be
such as to ensure that the structure, equipment, fittings, arrangements and material fully
comply with the applicable provisions of the Code.
5.2.1.2 A periodical survey at intervals specified by the Administration, but not exceeding
5 years which should be such as to ensure that the structure, equipment, fittings,
arrangements and material comply with the applicable provisions of the Code.
5.2.1.3 A minimum of one intermediate survey during the period of validity of the
International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk. In cases
Part 5
where only one such intermediate survey is carried out in any one certificate validity period,
it should be held not before 6 months prior to, nor later than 6 months after, the half-way date
of the certificate’s period of validity. Intermediate surveys should be such as to ensure that
the safety equipment, and other equipment, and associated pump and piping systems comply
with the applicable provisions of the Code and are in good working order. Such surveys
should be endorsed on the International Certificate of Fitness for the Carriage of Liquefied
Gases in Bulk.
5.2.1.4 A mandatory annual survey within 3 months before or after the anniversary date of
the International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk which
should include a general examination to ensure that the structure, equipment, fittings,
arrangements and materials remain in all respects satisfactory for the service for which the
ship is intended. Such a survey should be endorsed in the International Certificate of Fitness
for the Carriage of Liquefied Gases in Bulk.
5.2.1.5 An additional survey, either general or partial according to the circumstances, should
be made when required after an investigation prescribed in 5-8-1/5.3.3, or whenever any
important repairs or renewals are made. Such a survey should ensure that the necessary
repairs or renewals have been effectively made, that the material and workmanship of such
repairs or renewals are satisfactory; and that the ship is fit to proceed to sea without danger
to the ship or persons on board.
5.3 Maintenance of conditions after survey 5-8-1/5.3
5.3.1 5-8-1/5.3.1
The condition of the ship and its equipment should be maintained to conform with the
provisions of the Code to ensure that the ship will remain fit to proceed to sea without danger
5.3.2 5-8-1/5.3.2
After any survey of the ship under 5-8-1/5.2 has been completed, no change should be made
in the structure, equipment, fittings, arrangements and material covered by the survey,
without the sanction of the Administration, except by direct replacement.
5.3.3 5-8-1/5.3.3
Whenever an accident occurs to a ship or a defect is discovered, either of which affects the
safety of the ship or the efficiency or completeness of its life-saving appliances or other
equipment, the master or owner of the ship should report at the earliest opportunity to the
Administration, the nominated surveyor or recognized organization responsible for issuing
the relevant certificate, who should cause investigations to be initiated to determine whether
a survey, as required by 5-8-1/5.2.1.5 is necessary. If the ship is in a port of another
Contracting Government, the master or owner should also report immediately to the port
State authority concerned and the nominated surveyor or recognized organization should
ascertain that such a report has been made.
5.4 Issue of certificate 5-8-1/5.4
5.4.1 5-8-1/5.4.1
A certificate called an International Certificate of Fitness for the Carriage of Liquefied Gases
in Bulk, the model form of which is set out in the appendix, should be issued after an initial or
periodical survey to a gas carrier which complies with the relevant requirements of the Code.
Part 5
5.4.2 5-8-1/5.4.2
The certificate issued under the provisions of this section should be available on board for
inspection at all times.
5.4.3 5-8-1/5.4.3
When a ship is designed and constructed under the provisions of 5-8-1/1.5, International
Certificates of Fitness should be issued in accordance with the requirements of this section
and with the requirements of the International Bulk Chemical Code (5-9-1/5).
5.5 Issue or endorsement of certificate by another Government 5-8-1/5.5
5.5.1 5-8-1/5.5.1
A Contracting Government may, at the request of another Government cause a ship entitled
to fly the flag of the other State to be surveyed and, if satisfied that the requirements of the
Code are complied with, issue or authorize the issue of the certificate to the ship, and, where
appropriate, endorse or authorize the endorsement of the certificate on board the ship in
accordance with the Code. Any certificate so issued should contain a statement to the effect
that it has been issued at the request of the Government of the State whose flag the ship is
entitled to fly.
5.6 Duration and validity of the certificate 5-8-1/5.6
5.6.1 5-8-1/5.6.1
An International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk should be
issued for a period specified by the Administration which should not exceed 5 years from the
date of the initial survey or the periodical survey.
5.6.2 5-8-1/5.6.2
No extension of the 5-year period of the certificate should be permitted.
5.6.3 5-8-1/5.6.3
The certificate should cease to be valid:
5.6.3.1 if the surveys are not carried out within the period specified by 5-8-1/5.2;
5.6.3.2 upon transfer of the ship to the flag of another State.
A new certificate should only be issued when the Government issuing the new certificate is
fully satisfied that the ship is in compliance with the requirements of 5-8-1/5.3.1 and
5-8-1/5.3.2. Where a transfer occurs between Contracting Governments, the Government of
the State whose flag the ship was formerly entitled to fly should, if requested within 12 months
after the transfer has taken place, as soon as possible transmit to the Administration copies of
the certificates carried by the ship before the transfer and, if available, copies of the relevant
survey reports.
PART
5
SECTION 2 Ship Survival Capability and

Location of Cargo Tanks
CONTENTS
1 General............................................................................... 1011
2 Freeboard and intact stability........................................... 1012
2.5 Interpretation of 5-8-2/2.5 (ABS) ........................................ 1013
3 Shipside discharges below the freeboard deck .............. 1013
4 Conditions of loading........................................................ 1013
5 Damage assumptions ....................................................... 1014
5.2 Other damage..................................................................... 1014
6 Location of cargo tanks .................................................... 1014
7 Flooding assumptions ...................................................... 1015
8 Standard of damage .......................................................... 1017
8.1 Interpretation of 5-8-2/7.8 and 5-8-2/8.1 (IMO) .................. 1018
9 Survival requirements....................................................... 1018
9.1 In any stage of flooding ...................................................... 1019
9.2 At final equilibrium after flooding ........................................ 1019
FIGURE 1 Tank location requirements as set out in 5-8-2/6. 1016

FIGURE 2 Longitudinal extent of damage to superstructure
(5-8-2/7.8 and 5-8-2/8.1) ......................................... 1018
PART
5

Location of Cargo Tanks 5 - 8 - 2
1 General 5-8-2/1
1.1 5-8-2/1.1
Ships subject to the Code should survive the normal effects of flooding following assumed hull
damage caused by some external force. In addition, to safeguard the ship and the environment, the
cargo tanks should be protected from penetration in the case of minor damage to the ship resulting,
for example, from contact with a jetty or tug, and given a measure of protection from damage in the
case of collision or stranding, by locating them at specified minimum distances inboard from the
ship’s shell plating. Both the damage to be assumed and the proximity of the tanks to the ship’s shell
should be dependent upon the degree of hazard presented by the product to be carried.
• Reference is made to the Guidelines for Uniform Application of the Survival Requirements of the Bulk Chemical Code and
the Gas Carrier Code. See Annex 5-8-A1.
1.2 5-8-2/1.2
Ships subject to the Code should be designed to one of the following standards:
1.2.1 5-8-2/1.2.1
A type 1G ship is a gas carrier intended to transport products indicated in Section 5-8-19
which require maximum preventive measures to preclude the escape of such cargo.
1.2.2 5-8-2/1.2.2
A type 2G ship is a gas carrier intended to transport products indicated in Section 5-8-19
which require significant preventive measures to preclude the escape of such cargo.
1.2.3 5-8-2/1.2.3
A type 2PG ship is a gas carrier of 150 m in length or less intended to transport products
indicated in Section 5-8-19 which require significant preventive measures to preclude escape
of such cargo, and where the products are carried in independent type C tanks designed (see
5-8-4/2.4.4) for a MARVS of at least 7 bar gauge and a cargo containment system design
temperature of -55°C or above. Note that a ship of this description but over 150 m in length is
to be considered a type 2G ship.
Part 5
Section 2 Ship Survival Capability and Location of Cargo Tanks 5-8-2
1.2.4 5-8-2/1.2.4
A type 3G ship is a gas carrier intended to carry products indicated in Section 5-8-19 which
require moderate preventive measures to preclude the escape of such cargo.
Thus a type 1G ship is a gas carrier intended for the transportation of products considered to present
the greatest overall hazard and types 2G/2PG and type 3G for products of progressively lesser
hazards. Accordingly, a type 1G ship should survive the most severe standard of damage and its
cargo tanks should be located at the maximum prescribed distance inboard from the shell plating.
1.3 5-8-2/1.3
The ship type required for individual products is indicated in column ‘‘c’’ in the table of Section
5-8-19.
1.4 5-8-2/1.4
If a ship is intended to carry more than one product listed in Section 5-8-19 the standard of damage
should correspond to that product having the most stringent ship type requirement. The requirements
for the location of individual cargo tanks, however, are those for ship types related to the respective
products intended to be carried.
2 Freeboard and intact stability 5-8-2/2
2.1 5-8-2/2.1
Ships subject to the Code may be assigned the minimum freeboard permitted by the International
Convention on Load Lines in force. However, the draught associated with the assignment should not
be greater than the maximum draught otherwise permitted by this Code.
2.2 5-8-2/2.2
The stability of the ship in all seagoing conditions and during loading and unloading cargo should be
to a standard which is acceptable to the Administration.
2.3 5-8-2/2.3
When calculating the effect of free surfaces of consumable liquids for loading conditions it should be
assumed that, for each type of liquid, at least one transverse pair or a single center tank has a free
surface and the tank or combination of tanks to be taken into account should be those where the effect
of free surfaces is the greatest. The free surface effect in undamaged compartments should be
calculated by a method acceptable to the Administration.
2.4 5-8-2/2.4
Solid ballast should not normally be used in double bottom spaces in the cargo area. Where, however,
because of stability considerations, the fitting of solid ballast in such spaces becomes unavoidable,
then its disposition should be governed by the need to ensure that the impact loads resulting from
bottom damage are not directly transmitted to the cargo tank structure.
2.5 5-8-2/2.5
The master of the ship should be supplied with a Loading and Stability Information booklet. This
booklet should contain details of typical service conditions, loading, unloading and ballasting
operations, provisions for evaluating other conditions of loading and a summary of the ship’s survival
capabilities. In addition, the booklet should contain sufficient information to enable the master to load
and operate the ship in a safe and seaworthy manner.
Part 5
2.5 Interpretation of 5-8-2/2.5 (ABS) 5-8-2/2.5 (ABS)

Loading Guidance meeting requirements of 5-8-1/9 (ABS) will comply with 5-8-2/2.5 for loading
information booklet.
3 Shipside discharges below the freeboard deck 5-8-2/3
3.1 5-8-2/3.1
The provision and control of valves fitted to discharges led through the shell from spaces below the
freeboard deck or from within the superstructures and deckhouses on the freeboard deck fitted with
weathertight doors should comply with the requirements of the relevant regulation of the
International Convention on Load Lines in force, except that the choice of valves should be limited to:
3.1.1 5-8-2/3.1.1
one automatic non-return valve with a positive means of closing from above the freeboard
deck; or
3.1.2 5-8-2/3.1.2
where the vertical distance from the summer load waterline to the inboard end of the
discharge pipe exceeds 0.01L, two automatic non-return valves without positive means of
closing, provided that the inboard valve is always accessible for examination under service
conditions.
3.2 5-8-2/3.2
For the purpose of this chapter ‘‘summer load waterline’’ and ‘‘freeboard deck’’, have the meanings
defined in the International Convention on Load Lines in force.
3.3 5-8-2/3.3
The automatic non-return valves referred to in 5-8-2/3.1.1 and 5-8-2/3.1.2 should be of a type
acceptable to the Administration and should be fully effective in preventing admission of water into
the ship, taking into account the sinkage, trim and heel in survival requirements in 5-8-2/9.
4 Conditions of loading 5-8-2/4
Damage survival capability should be investigated on the basis of loading information submitted to
the Administration for all anticipated conditions of loading and variations in draught and trim. The
survival requirements need not be applied to the ship when in the ballast condition•, provided that any
cargo retained on board is solely used for cooling, circulation or fuelling purposes.
• The cargo content of small independent purge tanks on deck need not be taken into account when assessing the ballast
condition.
Part 5
5 Damage assumptions 5-8-2/5
5.1 5-8-2/5.1
The assumed maximum extent of damage should be:
5.1.1 Side damage:
5.1.1.1 Longitudinal extent: 1/3L2/3 or 14.5 m, whichever is less
5.1.1.2 Transverse extent: measured B/5 or 11.5 m, whichever is less
inboard from the ship’s side
at right angles to the
centerline at the level of the
summer load line
5.1.1.3 Vertical extent: from the Upwards without limit
moulded line of the bottom
shell plating at centerline
5.1.2 Bottom damage: For 0.3L from the forward Any other part of the ship
perpendicular of the ship
5.1.2.1 Longitudinal extent: 1/3L2/3 or 14.5 m, 1/3L2/3 or 5 m, whichever
whichever is less is less
5.1.2.2 Transverse extent: B/6 or 10 m, whichever is B/6 or 5m, whichever is
less less
5.1.2.3 Vertical extent: B/15 or 2 m, whichever is B/15 or 2 m, whichever is
less measured for the less measured from the
moulded line of the bottom moulded line of the bottom
shell plating at centerline shell plating at centerline
(see 5-8-2/6.3). (see 5-8-2/6.3).
5.2 Other damage 5-8-2/5.2
5.2.1 5-8-2/5.2.1
If any damage of a lesser extent than the maximum damage specified in 5-8-2/5.1 would
result in a more severe condition, such damage should be assumed.
5.2.2 5-8-2/5.2.2
Local side damage anywhere in the cargo area extending inboard 760 mm measured normal
to the hull shell should be considered and transverse bulkheads should be assumed damaged
when also required by the applicable subparagraphs of 5-8-2/8.1.
6 Location of cargo tanks 5-8-2/6
6.1 5-8-2/6.1
Cargo tanks should be located at the following distances inboard:
6.1.1 5-8-2/6.1.1
Type 1G ships: from the side shell plating not less than the transverse extent of damage
specified in 5-8-2/5.1.1.2 and from the moulded line of the bottom shell plating at centerline
not less than the vertical extent of damage specified in 5-8-2/5.1.2.3 and nowhere less than
760 mm from the shell plating.
Part 5
6.1.2 5-8-2/6.1.2
Types 2G/2PG and 3G ships: from the moulded line of the bottom shell plating at centerline
760 mm from the shell plating.
6.2 5-8-2/6.2
For the purpose of tank location, the vertical extent of bottom damage should be measured to the
inner bottom when membrane or semi-membrane tanks are used, otherwise to the bottom of the cargo
tanks. The transverse extent of side damage should be measured to the longitudinal bulkhead when
membrane or semi-membrane tanks are used, otherwise to the side of the cargo tanks (see
5-8-2/Figure 1). For internal insulation tanks the extent of damage should be measured to the
supporting tank plating.

Where the cargo tanks are located within the extent of damage assumed in 5-8-2/5 the stability is to be
investigated assuming the cargo tanks are damaged and also with the cargo tanks undamaged
(5-8-2/5.2). Deck cargo tanks are to be located not less than 760 mm inboard from the side shell.
6.3 5-8-2/6.3
Except for type 1G ships, suction wells installed in cargo tanks may protrude into the vertical extent
of bottom damage specified in 5-8-2/5.1.2.3 provided that such wells are as small as practicable and
the protrusion below the inner bottom plating does not exceed 25% of the depth of the double bottom
or 350 mm, whichever is less. Where there is no double bottom, the protrusion below the upper limit
of bottom damage should not exceed 350 mm. Suction wells installed in accordance with this
paragraph may be ignored in determining the compartments affected by damage.
7 Flooding assumptions 5-8-2/7
7.1 5-8-2/7.1
The requirements of 5-8-2/9 should be confirmed by calculations which take into consideration the
design characteristics of the ship; the arrangements, configuration and contents of the damaged
compartments; the distribution, relative densities and the free surface effects of liquids; and the
draught and trim for all conditions of loading.
7.2 5-8-2/7.2
The permeabilities of spaces assumed to be damaged should be as follows:
Spaces Permeabilities
Appropriated to stores 0.60
Occupied by accommodation 0.95
Occupied by machinery 0.85
Voids 0.95
Intended for consumable liquids 0 to 0.95•
Intended for other liquids 0 to 0.95•
• The permeability of partially filled compartments should be consistent with the amount
of liquid carried in the compartment.
Part 5
FIGURE 1
Tank location requirements as set out in 5-8-2/6
SUMMER
LOAD LINE
B or 2m
15
WHICHVER F.P.
PROFILE
IS LEAST L
C
B or 11.5m
B or 11.5m
5
5 S.L.L. L
C S.L.L.
CL
760 mm 760 mm
B or 2m
15
B or 2m
15
SECTIONS
7.3 5-8-2/7.3
Wherever damage penetrates a tank containing liquids, it should be assumed that the contents are
completely lost from that compartment and replaced by salt water up to the level of the final plane of
equilibrium.
7.4 5-8-2/7.4
Where the damage between transverse watertight bulkheads is envisaged as specified in 5-8-2/8.1.4,
5-8-2/8.1.5 and 5-8-2/8.1.6, transverse bulkheads should be spaced at least at a distance equal to the
longitudinal extent of damage specified in 5-8-2/5.1.1.1 in order to be considered effective. Where
transverse bulkheads are spaced at a lesser distance, one or more of these bulkheads within such
extent of damage should be assumed as non-existent for the purpose of determining flooded
compartments. Further, any portion of a transverse bulkhead bounding side compartments or double
bottom compartments should be assumed damaged if the watertight bulkhead boundaries are within
the extent of vertical or horizontal penetration required by 5-8-2/5. Also, any transverse bulkhead
should be assumed damaged if it contains a step or recess of more than 3 m in length located within
the extent of penetration of assumed damage. The step formed by the after peak bulkhead and after
peak tank top should not be regarded as a step for the purpose of this paragraph.
7.5 5-8-2/7.5
The ship should be so designed as to keep unsymmetrical flooding to the minimum consistent with
efficient arrangements.
Part 5
7.6 5-8-2/7.6
Equalization arrangements requiring mechanical aids such as valves or cross-levelling pipes, if fitted,
should not be considered for the purpose of reducing an angle of heel or attaining the minimum range
of residual stability to meet the requirements of 5-8-2/9.1 and sufficient residual stability should be
maintained during all stages where equalization is used. Spaces which are linked by ducts of large
cross-sectional area may be considered to be common.
7.7 5-8-2/7.7
If pipes, ducts, trunks or tunnels are situated within the assumed extent of damage penetration, as
defined in 5-8-2/5, arrangements should be such that progressive flooding cannot thereby extend to
compartments other than those assumed to be flooded for each case of damage.
7.8 5-8-2/7.8
The buoyancy of any superstructure directly above the side damage should be disregarded. The
unflooded parts of superstructures beyond the extent of damage, however, may be taken into
consideration provided that:
7.8.1 5-8-2/7.8.1
they are separated from the damaged space by watertight divisions and the requirements of
5-8-2/9.1.1 in respect of these intact spaces are complied with; and
7.8.2 5-8-2/7.8.2
openings in such divisions are capable of being closed by remotely operated sliding
watertight doors and unprotected openings are not immersed within the minimum range of
residual stability required in 5-8-2/9.2.1; however the immersion of any other openings
capable of being closed weathertight may be permitted.
8 Standard of damage 5-8-2/8
8.1 5-8-2/8.1
Ships should be capable of surviving the damage indicated in 5-8-2/5 with the flooding assumptions in
5-8-2/7 to the extent determined by the ship’s type according to the following standards:
8.1.1 5-8-2/8.1.1
A type 1G ship should be assumed to sustain damage anywhere in its length;
8.1.2 5-8-2/8.1.2
A type 2G ship of more than 150 m in length should be assumed to sustain damage anywhere
in its length;
8.1.3 5-8-2/8.1.3
A type 2G ship of 150 m in length or less should be assumed to sustain damage anywhere in
its length except involving either of the bulkheads bounding a machinery space located aft;
8.1.4 5-8-2/8.1.4
A type 2PG ship should be assumed to sustain damage anywhere in its length except involving
transverse bulkheads spaced further apart than the longitudinal extent of damage as specified
in 5-8-2/5.1.1.1;
Part 5
8.1.5 5-8-2/8.1.5
A type 3G ship of 125 m in length or more should be assumed to sustain damage anywhere in
its length except involving transverse bulkheads spaced further apart than the longitudinal
extent of damage specified in 5-8-2/5.1.1.1;
8.1.6 5-8-2/8.1.6
A type 3G ship less than 125 m in length should be assumed to sustain damage anywhere in
its length except involving transverse bulkheads spaced further apart than the longitudinal
extent of damage specified in 5-8-2/5.1.1.1 and except damage involving the machinery space
when located aft. However, the ability to survive the flooding of the machinery space should
be considered by the Administration.
8.1 Interpretation of 5-8-2/7.8 and 5-8-2/8.1 (IMO) 5-8-2/8 (IMO)

The longitudinal extent of damage to superstructure in the instance of side damage to a machinery
space aft under 5-8-2/8.1 should be the same as the longitudinal extent of the side damage to the
machinery space (see 5-8-2/Figure 2).
8.2 5-8-2/8.2
In the case of small type 2G/2PG and 3G ships which do not comply in all respects with the
appropriate requirements of 5-8-2/8.1.3, 5-8-2/8.1.4, and 5-8-2/8.1.6, special dispensations may only
be considered by the Administration provided that alternative measures can be taken which maintain
the same degree of safety. The nature of the alternative measures should be approved and clearly
stated and be available to the port Administration. Any such dispensation should be duly noted on the
International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk.
FIGURE 2
Longitudinal extent of damage to superstructure (5-8-2/7.8 and 5-8-2/8.1)
Machinery
Space
9 Survival requirements 5-8-2/9

Ships subject to the Code should be capable of surviving the assumed damage specified in 5-8-2/5 to
the standard provided in 5-8-2/8 in a condition of stable equilibrium and should satisfy the following
criteria.
Part 5
9.1 In any stage of flooding 5-8-2/9.1
9.1.1 5-8-2/9.1.1
the waterline, taking into account sinkage, heel and trim, should be below the lower edge of
any opening through which progressive flooding or downflooding may take place. Such
openings should include air pipes and openings which are closed by means of weathertight
doors or hatch covers and may exclude those openings closed by means of watertight
manhole covers and watertight flush scuttles, small watertight cargo tank hatch covers which
maintain the high integrity of the deck, remotely operated watertight sliding doors, and
sidescuttles of the non-opening type;
9.1.2 5-8-2/9.1.2
the maximum angle of heel due to unsymmetrical flooding should not exceed 30°; and
9.1.3 5-8-2/9.1.3
the residual stability during intermediate stages of flooding should be to the satisfaction of
the Administration. However, it should never be significantly less than that required by
5-8-2/9.2.1.
9.2 At final equilibrium after flooding 5-8-2/9.2
9.2.1 5-8-2/9.2.1
the righting lever curve should have a minimum range of 20° beyond the position of
equilibrium in association with a maximum residual righting lever of at least 0.1 m within the
20° range; the area under the curve within this range should not be less than 0.0175 m. rad.
Unprotected openings should not be immersed within this range unless the space concerned is
assumed to be flooded. Within this range, the immersion of any of the openings listed in
5-8-2/9.1.1 and other openings capable of being closed weathertight may be permitted; and
9.2.2 5-8-2/9.2.2
the emergency source of power should be capable of operating.
9.2.1 Interpretation of 5-8-2/9.2.1 (IMO) 5-8-2/9.2 (IMO)

The 20° range may be measured from any angle commencing between the position
equilibrium and the angle of 25° (or 30° if no deck immersion occurs).
PART
5
SECTION 3 Ship Arrangements
CONTENTS
1 Segregation of the cargo area .......................................... 1023
2 Accommodation, service and machinery spaces and
control stations ................................................................. 1025
2.1. Interpretation of 5-8-3/2.1 (ABS) ........................................ 1025
2.2 Interpretation of 5-8-3/2.2 (IMO)......................................... 1025
2.6 Interpretation of 5-8-3/2.6 (IACS) ....................................... 1026
3 Cargo pump rooms and cargo compressor rooms......... 1026
4 Cargo control rooms ......................................................... 1027
5 Access to spaces in the cargo area ................................. 1028
5 Interpretation of 5-8-3/5 (IACS) ......................................... 1029
6 Air-locks............................................................................. 1033
6.4 Interpretation of 5-8-3/6.3 and 5-8-3/6.4 (IMO) .................. 1033
7 Bilge, ballast and fuel oil arrangements .......................... 1034
8 Bow or stern loading and unloading arrangements ....... 1034
9 Temperature of Steam or Heating Media within the
Cargo Area (IACS/ABS)..................................................... 1036
PART
5
1 Segregation of the cargo area 5-8-3/1
1.1 5-8-3/1.1
Hold spaces should be segregated from machinery and boiler spaces, accommodation spaces, service
spaces and control stations, chain lockers, drinking and domestic water tanks and from stores. Hold
spaces should be located forward of machinery spaces of category A, other than those deemed
necessary by the Administration for the safety or navigation of the ship.

Bow thrusters, if fitted, may be located forward of the hold spaces.
1.2 5-8-3/1.2
Where cargo is carried in a cargo containment system not requiring a secondary barrier, segregation
of hold spaces from spaces referred to in 5-8-3/1.1 or spaces either below or outboard of the hold
spaces may be effected by cofferdams, fuel oil tanks or a single gastight bulkhead of all-welded
construction forming an A-60 class division. A gastight A-0 class division is satisfactory if there is no
source of ignition or fire hazard in the adjoining spaces.
1.3 5-8-3/1.3
Where cargo is carried in a cargo containment system requiring a secondary barrier, segregation of
hold spaces from spaces referred to in 5-8-3/1.1 or spaces either below or outboard of the hold
spaces which contain a source of ignition or fire hazard should be effected by cofferdams or fuel oil
tanks. If there is no source of ignition or fire hazard in the adjoining space, segregation may be by a
single A-0 class division which is gastight.
1.4 5-8-3/1.4
When cargo is carried in a cargo containment system requiring a secondary barrier:
1.4.1 5-8-3/1.4.1
at temperatures below -10°C, hold spaces should be segregated from the sea by a double
bottom; and
Part 5
Section 3 Ship Arrangements 5-8-3
1.4.2 5-8-3/1.4.2
at temperatures below -55°C, the ship should also have a longitudinal bulkhead forming side
tanks.
1.5 5-8-3/1.5
Any piping system which may contain cargo or cargo vapor should:
1.5.1 5-8-3/1.5.1
be segregated from other piping systems, except where inter-connections are required for
cargo-related operations such as purging, gas-freeing or inerting. In such cases, precautions
should be taken to ensure that cargo or cargo vapor cannot enter such other piping systems
through the inter-connections;
1.5.2 5-8-3/1.5.2
except as provided in Section 5-8-16, not pass through any accommodation space, service
space or control station or through a machinery space other than a cargo pump room or
cargo compressor space;
1.5.3 5-8-3/1.5.3
be connected into the cargo containment system directly from the open deck except that pipes
installed in a vertical trunkway or equivalent may be used to traverse void spaces above a
cargo containment system and except that pipes for drainage, venting or purging may
traverse cofferdams;
1.5.4 5-8-3/1.5.4
except for bow or stern loading and unloading arrangements in accordance with 5-8-3/8 and
emergency cargo jettisoning piping systems in accordance with 5-8-3/1.6, and except in
accordance with Section 5-8-16, be located in the cargo area above the open deck; and
1.5.5 5-8-3/1.5.5
except for thwartship shore connection piping not subject to internal pressure at sea or
emergency cargo jettisoning piping systems, be located inboard of the transverse tank
location requirements of 5-8-2/6.1.
1.6 5-8-3/1.6
Any emergency cargo jettisoning piping system should comply with 5-8-3/1.5 as appropriate and may
be led aft externally to accommodation spaces, service spaces or control stations or machinery
spaces, but should not pass through them. If an emergency cargo jettisoning piping system is
permanently installed a suitable means of isolation from the cargo piping should be provided within
the cargo area.
1.7 5-8-3/1.7
Arrangements should be made for sealing the weather decks in way of openings for cargo
containment systems.
Part 5

control stations. (1 Oct. 1994) 5-8-3/2
2.1 5-8-3/2.1
No accommodation space, service space or control station should be located within the cargo area.
The bulkhead of accommodation spaces, service spaces or control stations which face the cargo area
should be so located as to avoid the entry of gas from the hold space to such spaces through a single
failure of a deck or bulkhead on a ship having a containment system requiring a secondary barrier.
2.1. Interpretation of 5-8-3/2.1 (ABS) 5-8-3/2.1 (ABS)

Accomondation Accomondation
space space
hold space where cargo is hold space where cargo is

carried in a cargo containment carried in a cargo containment
system requiring a secondary system requiring a secondary
barier barier
Not acceptable Acceptable
Accomondation
space
hold space where cargo is

carried in a cargo containment
system requiring a secondary
barier
Acceptable
2.2 5-8-3/2.2
In order to guard against the danger of hazardous vapors, due consideration should be given to the
location of air intakes and openings into accommodation, service and machinery spaces and control
stations in relation to cargo piping, cargo vent systems and machinery space exhausts from gas
burning arrangements.
2.2 Interpretation of 5-8-3/2.2 (IMO) 5-8-3/2 (IMO)

Compliance with other relevant paragraphs of the Code and in particular with paragraphs 5-8-3/2.4,
5-8-3/8, 5-8-8/2.10 and 5-8-12/1.6 where applicable would also ensure compliance with this
paragraph.
2.3 5-8-3/2.3
Access through doors, gastight or otherwise, should not be permitted from a gas-safe space to a gas-
dangerous space, except for access to service spaces forward of the cargo area through air-locks as
permitted by 5-8-3/6.1 when accommodation spaces are aft.
Part 5
2.4 5-8-3/2.4
Entrances, air inlets and openings to accommodation spaces, service spaces, machinery spaces and
control stations should not face the cargo area. They should be located on the end bulkhead not
facing the cargo area or on the outboard side of the superstructure or deckhouse or on both at a
distance of at least 4% of the length (L) of the ship but not less than 3 m from the end of the
superstructure or deckhouse facing the cargo area. This distance, however, need not exceed 5 m.
Windows and sidescuttles facing the cargo area and on the sides of the superstructures or deckhouses
within the distance mentioned above should be of the fixed (non-opening) type.
Wheelhouse windows may be non-fixed and wheelhouse doors may be located within the above limits
so long as they are so designed that a rapid and efficient gas and vapor tightening of the wheelhouse
can be ensured. For ships dedicated to the carriage of cargoes which have neither flammable nor
toxic hazards, the Administration may approve relaxations from the above requirements.
2.4 Interpretation of 5-8-3/2.4 (IMO) 5-8-3/2 (IMOI)

Air outlets are subject to the same requirements as air inlets and air intakes. This interpretation also
applies to paragraphs 5-8-3/2.2, 5-8-3/8.4, and 5-8-8/2.10.
2.5 5-8-3/2.5
Sidescuttles in the shell below the uppermost continuous deck and in the first tier of the superstructure
or deckhouse should be of the fixed (non-opening) type.
2.6 5-8-3/2.6
All air intakes and openings into the accommodation spaces, service spaces and control stations
should be fitted with closing devices. For toxic gases they should be operated from inside the space.
2.6 Interpretation of 5-8-3/2.6 (IACS) 5-8-3/2.6 (IACS)
2.6.1 5-8-3/2.6.1
The requirement for fitting air intakes and openings with closing devices operable from inside
the space in ships intended to carry toxic products should apply to spaces which are used for
the ships’ radio and main navigating equipment, cabins, mess rooms, toilets, hospitals,
galleys, etc., but should not apply to spaces not normally manned such as deck stores,
forecastle stores, engine room casings, steering gear compartments, workshops. The
requirement also does not apply to cargo control rooms located within the cargo area.
2.6.2 5-8-3/2.6.2
When internal closing is required, this should include both ventilation intakes and outlets.
2.6.3 5-8-3/2.6.3
The closing devices should give a reasonable degree of gas tightness. Ordinary steel fire-flaps
without gaskets/seals should normally not be considered satisfactory.
3 Cargo pump rooms and cargo compressor rooms 5-8-3/3
3.1.1 5-8-3/3.1.1
Cargo pump rooms and cargo compressor rooms should be situated above the weather deck
and located within the cargo area unless specially approved by the Administration. Cargo
compressor rooms should be treated as cargo pump rooms for the purpose of fire protection
according to regulation 11-2/58 of the 1983 SOLAS amendments.
Part 5
3.1.2 5-8-3/3.1.2
When cargo pump rooms and cargo compressor rooms are permitted to be fitted above or
below the weather deck at the after end of the aftermost hold space or at the forward end of
the forwardmost hold space, the limits of the cargo area as defined in 5-8-1/3.6 should be
extended to include the cargo pump rooms and cargo compressor rooms for the full breadth
and depth of the ship and deck areas above those spaces.
3.1.3 5-8-3/3.1.3
Where the limits of the cargo area are extended by 5-8-3/3.1.2, the bulkhead which separates
the cargo pump rooms and cargo compressor rooms from accommodation and service
spaces, control stations and machinery spaces of category A should be so located as to avoid
the entry of gas to these spaces through a single failure of a deck or bulkhead.
3.1.3 Interpretation of 5-8-3/3.1.2 and 5-8-3/3.1.3 (IMO) 5-8-3/3.1.3 (IMO)

When cargo pump-room and compressor rooms are permitted to be fitted at the after end of
the aftermost hold space the bulkhead which separates the cargo pump-rooms and compressor
rooms from accommodation and service spaces, control stations and machinery spaces of
category A should be so located as to avoid the entry of gas to these spaces through a single
failure of a deck or bulkhead. The same condition should also be satisfied when cargo pump-
rooms and compressor rooms, fitted within the cargo area, have a bulkhead in common with
accommodation and service spaces, control stations and machinery spaces of category A.
3.2 5-8-3/3.2
Where pumps and compressors are driven by shafting passing through a bulkhead or deck, gastight
seals with efficient lubrication or other means of ensuring the permanence of the gas seal should be
fitted in way of the bulkhead or deck.
3.3 5-8-3/3.3
Arrangements of cargo pump rooms and cargo compressor rooms should be such as to ensure safe
unrestricted access for personnel wearing protective clothing and breathing apparatus, and in the
event of injury to allow unconscious personnel to be removed. All valves necessary for cargo handling
should be readily accessible to personnel wearing protective clothing. Suitable arrangements should
be made to deal with drainage of pump and compressor rooms.
4 Cargo control rooms 5-8-3/4
4.1 5-8-3/4.1
Any cargo control room should be above the weather deck and may be located in the cargo area. The
cargo control room may be located within the accommodation spaces, service spaces or control
stations provided the following conditions are complied with:
4.1.1 the cargo control room is a gas-safe space; and 5-8-3/4.1.1

4.1.2.1 if the entrance complies with 5-8-3/2.4, the control room may have access to the
spaces described above;
4.1.2.2 if the entrance does not comply with 5-8-3/2.4, the control room should have no
access to the spaces described above and the boundaries to such spaces should be insulated
to ‘‘A-60’’ class integrity.
Part 5
4.2 5-8-3/4.2
If the cargo control room is designed to be a gas-safe space, instrumentation should, as far as
possible, be by indirect reading systems and should in any case be designed to prevent any escape of
gas into the atmosphere of that space. Location of the gas detector within the cargo control room will
not violate the gas-safe space if installed in accordance with 5-8-13/6.5.
4.3 5-8-3/4.3
If the cargo control room for ships carrying flammable cargoes is a gas-dangerous space, sources of
ignition should be excluded. Consideration should be paid to the safety characteristics of any
electrical installations.
5 Access to spaces in the cargo area 5-8-3/5
5.1 5-8-3/5.1
Visual inspection should be possible of at least one side of the inner hull structure without the
removal of any fixed structure or fitting. If such a visual inspection, whether combined with those
inspections required in 5-8-3/5.2, 5-8-4/7.7 or 5-8-4/10.16 or not, is only possible at the outer face of
the inner hull, the inner hull should not be a fuel-oil tank boundary wall.
5.2 5-8-3/5.2
Inspection of one side of any insulation in hold spaces should be possible. If the integrity of the
insulation system can be verified by inspection of the outside of the hold space boundary when tanks
are at service temperature, inspection of one side of the insulation in the hold space need not be
required.
5.3 5-8-3/5.3
Arrangements for hold spaces, void spaces and other spaces that could be considered gas-dangerous
and cargo tanks should be such as to allow entry and inspection of any such space by personnel
wearing protective clothing and breathing apparatus and in the event of injury to allow unconscious
personnel to be removed from the space and should comply with the following:
5.3.1 Access should be provided: 5-8-3/5.3.1

5.3.1.1 to cargo tanks direct from the open deck;
5.3.1.2 through horizontal openings, hatches or manholes, the dimensions of which should be
sufficient to allow a person wearing a breathing apparatus to ascend or descend any ladder
without obstruction and also to provide a clear opening to facilitate the hoisting of an injured
person from the bottom of the space; the minimum clear opening should be not less than 600
mm by 600 mm; and
5.3.1.3 through vertical openings, or manholes providing passage through the length and
breadth of the space, the minimum clear opening of which should be not less than 600 mm by
800 mm at a height of not more than 600 mm from the bottom plating unless gratings or other
5.3.2 5-8-3/5.3.2
The dimensions referred to in 5-8-3/5.3.1.2 and 5-8-3/5.3.1.3 may be decreased if the ability
to traverse such openings or to remove an injured person can be proved to the satisfaction of
the Administration.
Part 5
5.3.3 5-8-3/5.3.3
The requirements of 5-8-3/5.3.1.2 and 5-8-3/5.3.1.3 do not apply to spaces described in
5-8-1/3.17.5. Such spaces should be provided only with direct or indirect access from the
open weather deck, not including an enclosed gas-safe space.
5.4 5-8-3/5.4
Access from the open weather deck to gas-safe spaces should be located in a gas-safe zone at least
2.4 m above the weather deck unless the access is by means of an air-lock in accordance with 5-8-3/6.
5 Interpretation of 5-8-3/5 (IACS) 5-8-3/5 (IACS)
5.1 (IACS) 5-8-3/5.1 (IACS)

Designated passageways below and above cargo tanks should have at least the cross sections as
required by 5-8-3/5.3.1.3
5.2 (IACS) 5-8-3/5.2 (IACS)

For the purpose of 5-8-3/5.1 or 5-8-3/5.2 the following should apply:
5.2.1 (IACS) 5-8-3/5.2.1 (IACS)

Where the surveyor requires to pass between the surface to be inspected, flat or curved, and
structural elements such as deckbeams, stiffeners, frames, girders etc., the distance between
that surface and the free edge of the structural elements should be at least 380 mm. The
distance between the surface to be inspected and the surface to which the above structural
elements are fitted, e.g. deck, bulkhead or shell, should be at least 450 mm in case of a curved
tank surface (e.g. in case of type C-tank) or 600 mm in case of a flat tank surface (e.g. in case
of type A-tank). (See 5-8-3/Figure 1)
FIGURE 1
ship structure
600/450
passage
380
cargo tank
5.2.2 (IACS) 5-8-3/5.2 (IACS)

Where the surveyor does not require to pass between the surface to be inspected and any part
of the structure, for visibility reasons the distance between the free edge of that structural
element and the surface to be inspected should be at least 50 mm or half the breadth of the
structure’s face plate, whichever is the larger. (See 5-8-3/Figure 2)
Part 5
FIGURE 2
600/450
b passage
380
cargo tank b/2 or 50 whichever is greater
5.2.3 (IACS) 5-8-3/5.2.3 (IACS)
If for inspection of a curved surface the surveyor requires to pass between that surface and
another surface, flat or curved, to which no structural elements are fitted, the distance between
both surfaces should be at least 380 mm. (See 5-8-3/Figure 3) Where the surveyor does not
require to pass between that curved surface and another surface, a smaller distance than 380
mm may be accepted taking into account the shape of the curved surface.
FIGURE 3
flat surface of
ship structure
380
cargo tank 380
Part 5
5.2.4 (IACS) 5-8-3/5.2.4 (IACS)

If for inspection of an approximately flat surface the surveyor requires to pass between two
approximately flat and approximately parallel surfaces, to which no structural elements are
fitted, the distance between those surfaces should be at least 600 mm. (See 5-8-3/Figure 4)
FIGURE 4
600
flat surface flat surface of

600 ship structure 450
of tank
step of
access
ladder
5.2.5 (IACS) 5-8-3/5.2.5 (IACS)

The minimum distances between a cargo tank sump and adjacent double bottom structure in
way of a suction wells should not be less than shown in 5-8-3/Figure 5. If there is no suction
well, the distance between the cargo tank sump and the inner bottom should not be less than
50 mm.
FIGURE 5
0
inner bottom
38
150
150
Part 5
5.2.6 (IACS) 5-8-3/5.2.6 (IACS)

The distance between a cargo tank dome and deck structures should not be less than 150 mm.
(See 5-8-3/Figure 6)
FIGURE 6
150
deck structure
5.2.7 (IACS) 5-8-3/5.2.7 (IACS)

If necessary for inspection fixed or portable staging should be installed. This staging should
not impair the distances required under 5-8-3/5.2.1 to 5-8-3/5.2.4.
5.2.8 (IACS) 5-8-3/5.2.8 (IACS)

If fixed or portable ventilation ducting has to be fitted in compliance with 5-8-12/2 such
ducting should not impair the distances required under 5-8-3/5.2.1 to 5-8-3/5.2.4.
5.3 (IACS) 5-8-3/5.3 (IACS)

For the purpose of subparagraphs 5-8-3/5.3.1.2 and 5-8-3/5.3.1.3 the following should apply:
5.3.1. (IACS) 5-8-3/5.3.1.(IACS)

The term ‘‘minimum clear opening of not less than 600 × 600 mm’’ means that such openings
may have corner radii up to 100 mm maximum.
5.3.2 (IACS) 5-8-3/5.3.2 (IACS)

The term ‘‘minimum clear opening of not less than 600 × 800 mm’’ includes also an opening
of the following size:
0
30
800
30
0
600
Part 5
5.3.3 (IACS) 5-8-3/5.3.3 (IACS)

Circular access openings in type-C cargo tanks should have diameters of not less than 600
mm.
6 Air-locks 5-8-3/6
6.1 5-8-3/6.1
An air-lock should only be permitted between a gas-dangerous zone on the open weather deck and a
gas-safe space and should consist of two steel doors substantially gastight spaced at least 1.5 m but
not more than 2.5 m apart.
6.2 5-8-3/6.2
The doors should be self-closing and without any holding back arrangements.
6.3 5-8-3/6.3
An audible and visual alarm system to give a warning on both sides of the air-lock should be provided
to indicate if more than one door is moved from the closed position.
6.4 5-8-3/6.4
In ships carrying flammable products, electrical equipment which is not of the certified safe type in
spaces protected by air-locks should be de-energized upon loss of overpressure in the space (see also
5-8-10/2.5.4). Electrical equipment which is not of the certified safe type for maneuvering, anchoring
and mooring equipment as well as the emergency fire pumps should not be located in spaces to be
protected by air-locks.
6.4 Interpretation of 5-8-3/6.3 and 5-8-3/6.4 (IMO) 5-8-3/6.4 (IMO)

The following means are considered acceptable alternatives to differential pressure sensing devices in
spaces having a ventilation rate not less than 30 air changes per hour:
6.4.1 monitoring of current or power in the electrical supply to the ventilation motors; or
6.4.2 air flow sensors in the ventilation ducts.
In spaces where the ventilation rate is less than 30 air changes per hour and where one of the above
alternatives is fitted, in addition to the alarms required by 5-8-3/6.3, the arrangements should be made
to de-energize electrical equipment which is not of the certified safe type, if more than one air lock
door is moved from the closed position.
6.5 5-8-3/6.5
The air-lock space should be mechanically ventilated from a gas-safe space and maintained at an
over-pressure to the gas-dangerous zone on the open weather deck.
6.6 5-8-3/6.6
The air-lock space should be monitored for cargo vapor.
6.7 5-8-3/6.7
Subject to the requirements of the International Convention on Load Lines in force, the door sill
should not be less than 300 mm in height.
Part 5
7 Bilge, ballast and fuel oil arrangements 5-8-3/7
7.1.1 5-8-3/7.1.1
Where cargo is carried in a cargo containment system not requiring a secondary barrier,
hold spaces should be provided with suitable drainage arrangements not connected with the
machinery space. Means of detecting any leakage should be provided.
7.1.2 5-8-3/7.1.2
Where there is a secondary barrier, suitable drainage arrangements for dealing with any
leakage into the hold or insulation spaces through adjacent ship structure should be
provided. The suction should not be led to pumps inside the machinery space. Means of
detecting such leakage should be provided.
7.2 5-8-3/7.2
The interbarrier space should be provided with a drainage system suitable for handling liquid cargo
in the event of cargo tank leakage or rupture. Such arrangements should provide for the return of
leakage to the cargo tanks.
7.3 5-8-3/7.3
In case of internal insulation tanks, means of detecting leakage and drainage arrangements are not
required for interbarrier spaces and spaces between the secondary barrier and the inner hull or
independent tank structure which are completely filled by insulation material complying with
5-8-4/9.7.2.
7.4 5-8-3/7.4
Ballast spaces, fuel oil tanks and gas-safe spaces may be connected to pumps in the machinery
spaces. Duct keels may be connected to pumps in the machinery spaces, provided the connections are
led directly to the pumps and the discharge from the pumps led directly overboard with no valves or
manifolds in either line which could connect the line from the duct keel to lines serving gas-safe
spaces. Pump vents should not be open to machinery spaces.
8 Bow or stern loading and unloading arrangements 5-8-3/8
8.1 5-8-3/8.1
Subject to the approval of the Administration and to the requirements of this section, cargo piping
may be arranged to permit bow or stern loading and unloading.
8.1.1 5-8-3/8.1.1
Bow or stern loading and unloading lines which are led past accommodation spaces, service
spaces or control stations should not be used for the transfer of products requiring a type 1G
ship. Bow or stern loading and unloading lines should not be used for the transfer of toxic
products as specified in 5-8-1/3.38 unless specifically approved by the Administration.
8.2 5-8-3/8.2
Portable arrangements should not be permitted.
8.3 5-8-3/8.3
In addition to the requirements of Section 5-8-5 the following provisions apply to cargo piping and
related piping equipment:
Part 5
8.3.1 5-8-3/8.3.1
Cargo piping and related piping equipment outside the cargo area should have only welded
connections. The piping outside the cargo area should run on the open deck and should be at
least 760 mm inboard except for thwartships shore connection piping. Such piping should be
clearly identified and fitted with a shutoff valve at its connection to the cargo piping system
within the cargo area. At this location, it should also be capable of being separated by means
of a removable spool piece and blank flanges when not in use.
8.3.2 5-8-3/8.3.2
The piping is to be full penetration butt welded, and fully radiographed regardless of pipe
diameter and design temperature. Flange connections in the piping are only permitted within
the cargo area and at the shore connection.
8.3.3 5-8-3/8.3.3
Arrangements should be made to allow such piping to be purged and gas-freed after use.
When not in use, the spool pieces should be removed and the pipe ends be blank-
flanged. The vent pipes connected with the purge should be located in the cargo area.
8.4 5-8-3/8.4
Entrances, air inlets and openings to accommodation spaces, service spaces, machinery spaces and
control stations should not face the cargo shore connection location of bow or stern loading and
unloading arrangements. They should be located on the outboard side of the superstructure or
deckhouse at a distance of at least 4% of the length of the ship but not less than 3 m from the end of
the superstructure or deckhouse facing the cargo shore connection location of the bow or stern
loading and unloading arrangements. This distance, however, need not exceed 5 m. Sidescuttles
facing the shore connection location and on the sides of the superstructure or deckhouse within the
distance mentioned above should be of the fixed (non-opening) type. In addition, during the use of
the bow or stern loading and unloading arrangements, all doors, ports and other openings on
the corresponding superstructure of deckhouse side should be kept closed. Where in the case
of small ships, compliance with 5-8-3/2.4 and this paragraph is not possible, the Administration may
approve relaxations from the above requirements.
8.5 5-8-3/8.5
Deck openings and air inlets to spaces within distances of 10 m from the cargo shore
connection location should be kept closed during the use of bow or stern loading or
unloading arrangements.
8.6 5-8-3/8.6
Electrical equipment within a zone of 3 m from the cargo shore connection location should be in
accordance with Section 5-8-10.
8.7 5-8-3/8.7
Fire-fighting arrangements for the bow or stern loading and unloading areas should be in
accordance with 5-8-11/3.1.3 and 5-8-11/4.7.
8.8 5-8-3/8.8
Means of communication between the cargo control station and the shore connection location should
be provided and if necessary certified safe.
Part 5
9 Temperature of Steam or Heating Media within the Cargo

Area (IACS/ABS) (1999) 5-8-3/9
The maximum temperature of steam or heating media within the cargo area is to take into
consideration the temperature class (i.e., auto-ignition temperature) of the cargoes being carried.
PART
5
SECTION 4 Cargo Containment
CONTENTS
1 General............................................................................... 1039
2 Definitions.......................................................................... 1039
2.1 Integral tanks ...................................................................... 1039
2.2 Membrane tanks................................................................. 1040
2.3 Semi-membrane tanks ....................................................... 1040
2.4 Independent tanks .............................................................. 1040
2.5 Internal insulation tanks...................................................... 1042
2.6 Design vapor pressure ....................................................... 1043
2.7 Design temperature............................................................ 1043
3 Design loads ...................................................................... 1043
3.1 General............................................................................... 1043
3.2 Internal pressure ................................................................ 1044
3.3 External pressure ............................................................... 1045
3.4 Dynamic loads due to ship motions.................................... 1046
3.5 Sloshing loads .................................................................... 1046
3.6 Thermal loads..................................................................... 1049
3.7 Loads on supports .............................................................. 1049
4 Structural analyses ........................................................... 1050
4.1 Integral tanks ...................................................................... 1050
4.2 Membrane tanks................................................................. 1050
4.3 Semi-membrane tanks ....................................................... 1051
4.4 Type A independent tanks.................................................. 1051
4.5 Type B independent tanks.................................................. 1051
4.6 Type C independent tanks ................................................. 1052
4.7 Internal insulation tanks...................................................... 1054
5 Allowable stresses and corrosion allowances (Also See
Annex 5-8-A2).....................................................................1055
5.1 Allowable stresses.............................................................. 1055
5.1 Interpretation of 5-8-4/5.1 (Permissible stress in way of
supports of Type C cargo tanks) (IACS) ............................ 1059
5.2 Corrosion allowances ......................................................... 1061
6 Supports .............................................................................1061
6 Interpretation of 5-8-4/6 (ABS)...........................................1062
7 Secondary barrier ..............................................................1062
7 Interpretation of 5-8-4/7 (ABS)...........................................1064
8 Insulation (Also see Annex 5-8-A2) ..................................1064
9 Materials (Also see Annex 5-8-A2)....................................1066
9.4 Interpretation of 5-8-4/8 and 5-8-4/9 (ABS)........................ 1066
10 Construction and testing...................................................1068
11 Stress relieving for type C independent tanks.................1072
12 Guidance formulae for acceleration components ...........1074
13 Stress categories ...............................................................1075
FIGURE 1 Acceleration ellipse................................................1045

FIGURE 2 Determination of internal pressure heads ............1047
FIGURE 2a (ABS) ........................................................................1048
FIGURE 3 Simplified load distribution ...................................1049
PART
5
SECTION 4 Cargo Containment 5 - 8 - 4
1 General 5-8-4/1
1.1 5-8-4/1.1
Administrations should take appropriate steps to ensure uniformity in the implementation and
application of the provisions of this chapter.
1.2 5-8-4/1.2
In addition to the definitions in 5-8-1/3, the definitions given in this Chapter apply throughout the
Code.
2.1 Integral tanks 5-8-4/2.1
2.1.1 5-8-4/2.1.1
Integral tanks form a structural part of the ship’s hull and are influenced in the same manner
and by the same loads which stress the adjacent hull structure.
2.1.2 5-8-4/2.1.2
The design vapor pressure Po as defined in 5-8-4/2.6 should not normally exceed 0.25 bar. If,
however, the hull scantlings are increased accordingly, Po may be increased to a higher value
but less than 0.7 bar.
2.1.3 5-8-4/2.1.3
Integral tanks may be used for products provided the boiling point of the cargo is not below
-10°C. A lower temperature may be accepted by the Administration subject to special
consideration.
Part 5
Section 4 Cargo Containment 5-8-4
2.2 Membrane tanks 5-8-4/2.2

2.2.1 5-8-4/2.2.1
Membrane tanks are non-self-supporting tanks which consist of a thin layer (membrane)
supported through insulation by the adjacent hull structure. The membrane is designed in
such a way that thermal and other expansion or contraction is compensated for without
undue stressing of the membrane.
2.2.2 5-8-4/2.2.2
The design vapor pressure Po should not normally exceed 0.25 bar. If, however, the hull
scantlings are increased accordingly and consideration is given, where appropriate, to the
strength of the supporting insulation, Po may be increased to a higher value but less than 0.7
bar.
2.2.3 5-8-4/2.2.3
The definition of membrane tanks does not exclude designs such as those in which
nonmetallic membranes are used or in which membranes are included or incorporated in
insulation. Such designs require, however, special consideration by the Administration. In
any case the thickness of the membranes should normally not exceed 10 mm.
2.3 Semi-membrane tanks 5-8-4/2.3

2.3.1 5-8-4/2.3.1
Semi-membrane tanks are non-self-supporting tanks in the loaded condition and consist of a
layer, parts of which are supported through insulation by the adjacent hull structure, whereas
the rounded parts of this layer connecting the above-mentioned supported parts are designed
also to accommodate the thermal and other expansion or contraction.
2.3.2 5-8-4/2.3.2
The design vapor pressure Po should not normally exceed 0.25 bar. If, however, the hull
scantlings are increased accordingly, and consideration is given, where appropriate, to the
strength of the supporting insulation, Po may be increased to a higher value but less than 0.7
bar.
2.4 Independent tanks 5-8-4/2.4

2.4.1 5-8-4/2.4.1
Independent tanks are self-supporting; they do not form part of the ship’s hull and are not
essential to the hull strength. There are three categories of independent tanks referred to in
5-8-4/2.4.2 to 5-8-4/2.4.4.
2.4.2 5-8-4/2.4.2
Type A independent tanks are tanks which are designed primarily using Recognized
Standards of classical ship-structural analysis procedures. Where such tanks are primarily
constructed of plane surfaces (gravity tanks), the design vapor pressure Po should be less
than 0.7 bar.
2.4.3 5-8-4/2.4.3
Type B independent tanks are tanks which are designed using model tests, refined analytical
tools and analysis methods to determine stress levels, fatigue life and crack propagation
characteristics. Where such tanks are primarily constructed of plane surfaces (gravity tanks)
the design vapor pressure Po should be less than 0.7 bar.
Part 5
2.4.4 5-8-4/2.4.4
Type C independent tanks (also referred to as pressure vessels) are tanks meeting pressure
vessel criteria and having a design vapor pressure not less than:
Po = 2 + AC (ρr)1.5 (bar)
where:
2
 σ 
A = 0.0185  m 
 ∆σ A 
with
σm = design primary membrane stress
∆σA = allowable dynamic membrane stress (double amplitude at probability
level Q = 10–8)
55 N/mm2 for ferritic/martensitic steel
25 N/mm2 for aluminum alloy (5083-0)
C = a characteristic tank dimension to be taken as the greatest of the
following:
h; 0.75b; or 0.45 !
with
h = height of tank (dimension in ship’s vertical direction) (m)
b = width of tank (dimension in ship’s transverse direction) (m)
! = length of tank (dimension in ship’s longitudinal direction) (m)
ρr = the relative density of the cargo (ρr = 1 for fresh water) at the design
temperature.
However, the Administration may allocate a tank complying with the criterion of this
subparagraph to type A or type B, dependent on the configuration of the tank and the
arrangement of its supports and attachments.
2.4.4 Interpretation of 5-8-4/2.4.4 (IACS) 5-8-4/2.4.4 (IACS)

2.4.4.1 (IACS) If the carriage of products not covered by the Code• is intended, it should be
verified that the double amplitude of the primary membrane stress ∆σm created by the
maximum dynamic pressure differential ∆σ does not exceed the allowable double amplitude
of the dynamic membrane stress ∆σA as specified in 5-8-4/2.4.4 i.e.:
∆σm ≤ ∆σA
2.4.4.2 (IACS) The allowable dynamic membrane stress ∆σA of 55N/mm2 is applicable to
ferritic-perlitic, martensitic, and austenitic steel.
2.4.4.3 (IACS) The dynamic pressure differential ∆ρ should be calculated as follows:
ρ
∆ρ = (aβ1Zβ1 – aβ2Zβ2) (bar)
1.02 ⋅ 104
where ρ, aβ, Zβ are as defined in 5-8-4/3.2.2, see also sketches below. aβ1 and Zβ1 are the aβ-
and Zβ- values giving the maximum liquid pressure hgdmax as defined in 5-8-4/3.2.
Part 5
In order to evaluate the maximum pressure differential ∆ρ, pressure differentials should be
evaluated over the full range of the acceleration ellipse as shown in the sketches given below.
β2
αβ β1
2
1.0
αβ zβ
1 1
zβ
2
β2 β1
Pressure Point
Note:
•
* The outlined procedure is only applicable to products having a relative density exceeding 1.0.
2.5 Internal insulation tanks 5-8-4/2.5
2.5.1 5-8-4/2.5.1
Internal insulation tanks are non-self-supporting and consist of thermal insulation materials
which contribute to the cargo containment and are supported by the structure of the adjacent
inner hull or of an independent tank. The inner surface of the insulation is exposed to the
cargo.
2.5.2 5-8-4/2.5.2
The two categories of internal insulation tanks are:

2.5.2.1 Type 1 tanks which are tanks in which the insulation or a combination of the
insulation and one or more liners functions only as the primary barrier. The inner hull or an
independent tank structure should function as the secondary barrier when required.
2.5.2.2 Type 2 tanks which are tanks in which the insulation or a combination of the
insulation and one or more liners functions as both the primary and the secondary barrier
and where these barriers are clearly distinguishable.
The term ‘‘liner’’ means a thin, non-self-supporting, metallic, nonmetallic or composite
material which forms part of an internal insulation tank in order to enhance its fracture
resistance or other mechanical properties. A liner differs from a membrane in that it is not
intended to function alone as a liquid barrier.
2.5.3 5-8-4/2.5.3
Internal insulation tanks should be of suitable materials enabling the cargo containment
system to be designed using model tests and refined analytical methods as required in
5-8-4/7.
2.5.4 5-8-4/2.5.4
The design vapor pressure Po should not normally exceed 0.25 bar. If, however, the cargo
containment system is designed for a higher vapor pressure, Po may be increased to such
higher value, but not exceeding 0.7 bar, if the internal insulation tanks are supported by the
inner hull structure. However, a design vapor pressure of more than 0.7 bar may be accepted
Part 5
by the Administration provided the internal insulation tanks are supported by suitable
independent tank structures.
2.6 Design vapor pressure 5-8-4/2.6
2.6.1 5-8-4/2.6.1
The design vapor pressure Po is the maximum gauge pressure at the top of the tank which has
been used in the design of the tank.
2.6.2 5-8-4/2.6.2
For cargo tanks where there is no temperature control and where the pressure of the cargo is
dictated only by the ambient temperature, Po should not be less than the gauge vapor
pressure of the cargo at a temperature of 45°C. However, lesser values of this temperature
may be accepted by the Administration for ships operating in restricted areas or on voyages
of restricted duration and account may be taken in such cases of any insulation of the tanks.
Conversely, higher values of this temperature may be required for ships permanently
operating in areas of high ambient temperature.
2.6.3 5-8-4/2.6.3
In all cases, including 5-8-4/2.6.2, Po should not be less than MARVS.
2.6.4 5-8-4/2.6.4
Subject to special consideration by the Administration and to the limitations given in
5-8-4/2.1 to 5-8-4/2.5 for the various tank types, a vapor pressure higher than Po may be
accepted in harbor conditions, where dynamic loads are reduced.
2.7 Design temperature 5-8-4/2.7

The design temperature for selection of materials is the minimum temperature at which cargo may be
loaded or transported in the cargo tanks. Provision to the satisfaction of the Administration should be
made to ensure that the tank or cargo temperature cannot be lowered below the design temperature.
3 Design loads 5-8-4/3
3.1 General 5-8-4/3.1
3.1.1 5-8-4/3.1.1
Tanks together with their supports and other fixtures should be designed taking into account
proper combinations of the following loads:
internal pressure
external pressure
dynamic loads due to the motions of the ship
thermal loads
sloshing loads
loads corresponding to ship deflection
tank and cargo weight with the corresponding reactions in way of supports
insulation weight
loads in way of towers and other attachments.
Part 5
The extent to which these loads should be considered depends on the type of tank, and is more
fully detailed in the following paragraphs.
3.1.2 5-8-4/3.1.2
Account should be taken of the loads corresponding to the pressure test referred to in
5-8-4/10.
3.1.3 5-8-4/3.1.3
Account should be taken of an increase of vapor pressure in harbor conditions referred to in
5-8-4/2.6.4.
3.1.4 5-8-4/3.1.4
The tanks should be designed for the most unfavorable static heel angle within the range 0° to
30° without exceeding allowable stresses given in 5-8-4/5.1.
3.2 Internal pressure (1 Oct. 1994) 5-8-4/3.2
3.2.1 5-8-4/3.2.1
The internal pressure Peq in bars gauge resulting from the design vapor pressure Po and the
liquid pressure Pgd defined in 5-8-4/3.2.2, but not including effects of liquid sloshing, should
be calculated as follows:
Peq = Po + (Pgd)max (bar)
Equivalent calculation procedures may be applied.
3.2.2 5-8-4/3.2.2
The internal liquid pressures are those created by the resulting acceleration of the center of
gravity of the cargo due to the motions of the ship referred to in 5-8-4/3.4.1. The value of
internal liquid pressure Pgd resulting from combined effects of gravity and dynamic
accelerations should be calculated as follows:
ρ
Pgd = aβZβ (bar)
1.02 ⋅ 104
where:
aβ = dimensionless acceleration (i.e. relative to the acceleration of gravity),
resulting from gravitational and dynamic loads, in an arbitrary direction
β (see 5-8-4/Figure 1).
Zβ = largest liquid height (m) above the point where the pressure is to be
determined, measured from the tank shell in the β direction (see
5-8-4/Figure 2).
Tank domes considered to be part of the accepted total tank volume should be taken into
account when determining Zβ unless the total volume of tank domes Vd does not exceed the
following value:
 100 − FL 
Vd = Vt  
 FL 
where:
Vt = tank volume without any domes
Part 5
FL = filling limit according to Section 5-8-15

ρ = maximum cargo density (kg/m3) at the design temperature.
The direction which gives the maximum value (Pgd)max of Pgd should be considered. Where
acceleration components in three directions need to be considered, an ellipsoid should be
used instead of the ellipse in 5-8-4/Figure 1. The above formula applies only to full tanks.
(Also see 5-8-4/Figure 2a)
3.3 External pressure 5-8-4/3.3

External design pressure loads should be based on the difference between the minimum internal
pressure (maximum vacuum) and the maximum external pressure to which any portion of the tank
may be subjected simultaneously.
FIGURE 1
Acceleration ellipse
CL
CG OF TANK
ß
ßmax
1.0
ß
a
aY
aZ
Ellipses AMIDSHIPS
At 0.05L from FP
aβ= resulting acceleration (static and dynamic) in arbitrary direction β

aY= transverse component of acceleration
aZ= vertical component of acceleration
Part 5
3.4 Dynamic loads due to ship motions 5-8-4/3.4
3.4.1 5-8-4/3.4.1
The determination of dynamic loads should take account of the long-term distribution of ship
motions, including the effects of surge, sway, heave, roll, pitch and yaw on irregular seas
which the ship will experience during its operating life (normally taken to correspond to 108
wave encounters). Account may be taken of reduction in dynamic loads due to necessary
speed reduction and variation of heading when this consideration has also formed part of the
hull strength assessment.
3.4.2 5-8-4/3.4.2
For design against plastic deformation and buckling the dynamic loads should be taken as the
most probable largest loads the ship will encounter during its operating life (normally taken
to correspond to a probability level of 10-8). Guidance formulae for acceleration components
are given in 5-8-4/12.
3.4.3 5-8-4/3.4.3
When design against fatigue is to be considered, the dynamic spectrum should be determined
by long-term distribution calculation based on the operating life of the ship (normally taken
to correspond to 108 wave encounters). If simplified dynamic loading spectra are used for the
estimation of the fatigue life, those should be specially considered by the Administration.
3.4.4 5-8-4/3.4.4
For practical application of crack propagation estimates, simplified load distribution over a
period of 15 days may be used. Such distributions may be obtained as indicated in
5-8-4/Figure 3.
3.4.5 5-8-4/3.4.5
Ships for restricted service may be given special consideration.
3.4.6 5-8-4/3.4.6
The accelerations acting on tanks are estimated at their center of gravity and include the
following components:
vertical acceleration: motion accelerations of heave, pitch and, possibly, roll
(normal to the ship base);
transverse acceleration: motion accelerations of sway, yaw and roll; and gravity
component of roll;
longitudinal acceleration: motion accelerations of surge and pitch; and gravity
component of pitch.
3.5 Sloshing loads 5-8-4/3.5
3.5.1 5-8-4/3.5.1
When partial filling is contemplated, the risk of significant loads due to sloshing induced by
any of the ship motions referred to in 5-8-4/3.4.6 should be considered.
Part 5
FIGURE 2
Determination of internal pressure heads
ZV
a
ß
ß Zß
90°
(Yp, Zp) 90°

Pressure point
YV
Part 5
FIGURE 2a
(ABS)
Z
Zβ 3
Z Zβ 1
Zβ 2
β
Zβ 1 3
aβ 1
Y
β 2
1
Bilobe Tank
Zβ 2
Zβ 3
Zβ 3
2 Zβ 2 Zβ 1
β
aβ 3 β
Y
3 aβ
2 1
Cylindrical tank
Independent tank, Type A or B
Independent tank, Type C
Note: Small tank domes not considered to be part of the accepted total volume of the cargo tank need not be considered
when determining Zβ.
Part 5
FIGURE 3
Simplified load distribution
~15 Days
σ0
1 10 102 103 104 105 2.105
Response Cycles
σ 0 = most probable maximum stress over the life of the ship
Note: Response scale is logarithmic, the value of 2.105 is given as an example of estimate
3.5.2 5-8-4/3.5.2
When risk of significant sloshing-induced loads is found to be present, special tests and
calculations should be required.

Where loading conditions are proposed including one or more partially filled tanks, calculations or
model test are required to show that the resulting loads and pressures are within acceptable limits for
the scantlings of the tanks.
3.6 Thermal loads 5-8-4/3.6
3.6.1 5-8-4/3.6.1
Transient thermal loads during cooling down periods should be considered for tanks intended
for cargo temperatures below -55°C
3.6.2 5-8-4/3.6.2
Stationary thermal loads should be considered for tanks where design supporting
arrangement and operating temperature may give rise to significant thermal stresses.
3.7 Loads on supports 5-8-4/3.7

The loads on supports are covered by 5-8-4/6.
Part 5
4 Structural analyses 5-8-4/4
4.1 Integral tanks 5-8-4/4.1

The structural analysis of integral tanks should be in accordance with Recognized Standards. The
tank boundary scantlings should meet at least the requirements for deep tanks taking into account the
internal pressure as indicated in 5-8-4/3.2, but the resulting scantlings should not be less than
normally required by such standards.

Integral tanks are to be designed and constructed in accordance with the requirements of these Rules.
The scantlings of the tank boundary plating and stiffening are to be not less than required by Part 5,
Chapter 1 and Part 5, Chapter 2, using the heads given in that Section, or as derived from 5-8-4/3.2,
whichever is the greater. See also 5-8-4/2.1.2.
4.2 Membrane tanks 5-8-4/4.2
4.2.1 5-8-4/4.2.1
For membrane tanks, the effects of all static and dynamic loads should be considered to
determine the suitability of the membrane and of the associated insulation with respect to
plastic deformation and fatigue.
4.2.2 5-8-4/4.2.2
Before approval is given, a model of both the primary and secondary barriers, including
corners and joints, should normally be tested to verify that they will withstand the expected
combined strains due to static, dynamic and thermal loads. Test conditions should represent
the most extreme service conditions the cargo containment system will see in its life. Material
tests should ensure that aging is not liable to prevent the materials from carrying out their
intended function.
4.2.3 5-8-4/4.2.3
For the purpose of the test referred to in 5-8-4/4.2.2, a complete analysis of the particular
motions, accelerations and response of ships and cargo containment systems should be
performed, unless these data are available from similar ships.
4.2.4 5-8-4/4.2.4
Special attention should be paid to the possible collapse of the membrane due to an
overpressure in the interbarrier space, to a possible vacuum in the cargo tank, to the sloshing
effects and to hull vibration effects.
4.2.5 5-8-4/4.2.5
A structural analysis of the hull should be to the satisfaction of the Administration, taking into
account the internal pressure as indicated in 5-8-4/3.2. Special attention, however, should be
paid to deflections of the hull and their compatibility with the membrane and associated
insulation. Inner hull plating thickness should meet at least the requirements of Recognized
Standards for deep tanks taking into account the internal pressure as indicated in 5-8-4/3.2.
The allowable stress for the membrane, membrane-supporting material and insulation should
be determined in each particular case.
Part 5

A structural analysis of the hull structure supporting the membrane tank are required using direct
calculation procedures which are to be agreed with the Bureau at an early stage in the design.
The scantlings of the inner hull are not to be less than required by Part 5, Chapter 1 and Part 5,
Chapter 2 for the maximum head which could be imposed.
4.3 Semi-membrane tanks 5-8-4/4.3

A structural analysis should be performed in accordance with the requirements for membrane tanks
or independent tanks as appropriate, taking into account the internal pressure as indicated in
5-8-4/3.2.

The procedure indicated in 5-8-4/4.2 (ABS) is generally to be followed.
4.4 Type A independent tanks 5-8-4/4.4
4.4.1 5-8-4/4.4.1
A structural analysis should be performed to the satisfaction of the Administration taking into
account the internal pressure as indicated in 5-8-4/3.2. The cargo tank plating thickness
should meet at least the requirements of Recognized Standards for deep tanks taking into
account the internal pressure as indicated in 5-8-4/3.2 and any corrosion allowance required
by 5-8-4/5.2.
4.4.2 5-8-4/4.4.2
For parts such as structure in way of supports not otherwise covered by Recognized
Standards, stresses should be determined by direct calculations, taking into account the loads
referred to in 5-8-4/3 as far as applicable, and the ship deflection in way of supports.
4.5 Type B independent tanks 5-8-4/4.5

For tanks of this type the following applies:
4.5.1 5-8-4/4.5.1
The effects of all dynamic and static loads should be used to determine the suitability of the
structure with respect to:
plastic deformation
buckling
fatigue failure
crack propagation.
Statistical wave load analysis in accordance with 5-8-4/3.4, finite element analysis or similar
methods and fracture mechanics analysis or an equivalent approach, should be carried out.
4.5.2 5-8-4/4.5.2
A three-dimensional analysis should be carried out to evaluate the stress levels contributed by
the ship’s hull. The model for this analysis should include the cargo tank with its supporting
and keying system as well as a reasonable part of the hull.
Part 5
4.5.3 5-8-4/4.5.3
A complete analysis of the particular ship accelerations and motions in irregular waves and
of the response of the ship and its cargo tanks to these forces and motions should be
performed unless these data are available from similar ships.
4.5.4 5-8-4/4.5.4
A buckling analysis should consider the maximum construction tolerances.
4.5.5 5-8-4/4.5.5
Where deemed necessary by the Administration, model tests may be required to determine
stress concentration factors and fatigue life of structural elements.
4.5.6 5-8-4/4.5.6
The cumulative effect of the fatigue load should comply with:

n 103
∑ Nii + N j ≤ Cw
where:
ni = number of stress cycles at each stress level during the life of the ship
Ni = number of cycles to fracture for the respective stress level according to
the Wöhler (S-N) curve
Nj = number of cycles to fracture for the fatigue loads due to loading and
unloading
Cw should be less than or equal to 0.5, except that the Administration may give special
consideration to the use of a value greater than 0.5 but not greater than 1.0, dependent on the
test procedure and data used to establish the Wöhler (S-N) curve.
4.6 Type C independent tanks 5-8-4/4.6
4.6.1 5-8-4/4.6.1
Scantlings based on internal pressure should be calculated as follows:
4.6.1.1 The thickness and form of pressure-containing parts of pressure vessels under internal
pressure, including flanges should be determined according to a standard acceptable to the
Administration. These calculations in all cases should be based on generally accepted
pressure vessel design theory. Openings in pressure-containing parts of pressure vessels
should be reinforced in accordance with a standard acceptable to the Administration.
4.6.1.2 The design liquid pressure defined in 5-8-4/3.2 should be taken into account in the
above calculations.
4.6.1.3 The welded joint efficiency factor to be used in the calculation according to
5-8-4/4.6.1.1 should be 0.95 when the inspection and the non-destructive testing referred to in
5-8-4/10.9 are carried out. This figure may be increased up to 1.0 when account is taken of
other considerations, such as the material used, type of joints, welding procedure and type of
loading. For process pressure vessels the Administration may accept partial non-destructive
examinations, but not less than those of 5-8-4/10.9.2.2 depending on such factors as the
material used, the design temperature, the nil ductility transition temperature of the material
as fabricated, the type of joint and welding procedure, but in this case an efficiency factor of
not more than 0.85 should be adopted. For special materials, the above-mentioned factors
should be reduced depending on the specified mechanical properties of the welded joint.
Part 5
4.6.2 5-8-4/4.6.2
Buckling criteria should be as follows:
4.6.2.1 The thickness and form of pressure vessels subject to external pressure and other
loads causing compressive stresses should be to a standard acceptable to the Administration.
These calculations in all cases should be based on generally accepted pressure vessel
buckling theory and should adequately account for the difference in theoretical and actual
buckling stress as a result of plate edge misalignment, ovality and deviation from true
circular form over a specified arc or chord length.
4.6.2.2 The design external pressure Pe used for verifying the buckling of the pressure vessels
should not be less than that given by:
Pe = P1 + P2 + P3 + P4 (bar)
where:
P1 = setting value of vacuum relief valves. For vessels not fitted with vacuum
relief valves P1 should be specially considered, but should not in general
be taken as less than 0.25 bar.
P2 = the set pressure of the pressure relief valves for completely closed spaces
containing pressure vessels or parts of pressure vessels; elsewhere
P2 = 0.
P3 = compressive actions in the shell due to the weight and contraction of
insulation, weight of shell, including corrosion allowance, and other
miscellaneous external pressure loads to which the pressure vessel may
be subjected. These include, but are not limited to, weight of domes,
weight of towers and piping, effect of product in the partially filled
condition, accelerations and hull deflection. In addition the local effect of
external or internal pressure or both should be taken into account.
P4 = external pressure due to head of water for pressure vessels or part of
pressure vessels on exposed decks; elsewhere P4 = 0.
4.6.3 5-8-4/4.6.3
Stress analysis in respect of static and dynamic loads should be performed as follows:
4.6.3.1 Pressure vessel scantlings should be determined in accordance with 5-8-4/4.6.1 and
5-8-4/4.6.2.
4.6.3.2 Calculations of the loads and stresses in way of the supports and the shell attachment
of the support should be made. Loads referred to in 5-8-4/3 should be used, as applicable.
Stresses in way of the supports should be to a standard acceptable to the Administration. In
special cases a fatigue analysis may be required by the Administration.
4.6.3.3 If required by the Administration, secondary stresses and thermal stresses should be
4.6.3 Interpretation of 5-8-4/4.6.3 (ABS) 5-8-4/4.6.3 (ABS)

‘‘Special cases’’ where fatigue analysis may be required by the Bureau include, but are not
limited to, novel designs and designs where cyclic loading is determined to be a factor by the
design code used.
Part 5
4.6.4 5-8-4/4.6.4
For pressure vessels, the thickness calculated according to 5-8-4/4.6.1 or the thickness
required by 5-8-4/4.6.2 plus the corrosion allowance, if any, should be considered as a
minimum without any negative tolerance.
4.6.5 5-8-4/4.6.5
For pressure vessels, the minimum thickness of shell and heads including corrosion
allowance, after forming, should not be less than 5 mm for carbon-manganese steels and
nickel steels, 3 mm for austenitic steels or 7 mm for aluminum alloys.
4.7 Internal insulation tanks 5-8-4/4.7
4.7.1 5-8-4/4.7.1
The effects of all static and dynamic loads should be considered to determine the suitability of
the tank with respect to:
fatigue failure
crack propagation from both free and supported surfaces
adhesive and cohesive strength
compressive, tensile and shear strength.
Statistical wave load analysis in accordance with 5-8-4/3.4, finite element analysis or similar
methods and fracture mechanics analysis or an equivalent approach should be carried out.
4.7.2.1 Special attention should be given to crack resistance and to deflections of the inner
hull or independent tank structure and their compatibility with the insulation materials. A
three-dimensional structure analysis should be carried out to the satisfaction of the
Administration. This analysis is to evaluate the stress levels and deformations contributed
either by the inner hull or by the independent tank structure or both and should also take into
account the internal pressure as indicated in 5-8-4/3.2. Where water ballast spaces are
adjacent to the inner hull forming the supporting structure of the internal insulation tank, the
analysis should take account of the dynamic loads caused by water ballast under the
influence of ship motions.
4.7.2.2 The allowable stresses and associated deflections for the internal insulation tank and
the inner hull structure or independent tank structure should be determined in each particular
case.
4.7.2.3 Thicknesses of plating of the inner hull or of an independent tank should at least
comply with the requirements of Recognized Standards, taking into account the internal
pressure as indicated in 5-8-4/3.2. Tanks constructed of plane surfaces should at least comply
with Recognized Standards for deep tanks.
4.7.3 5-8-4/4.7.3
A complete analysis of the response of ship, cargo and any ballast to accelerations and
motions in irregular waves of the particular ship should be performed to the satisfaction of
the Administration unless such analysis is available for a similar ship.
4.7.4.1 In order to confirm the design principles, prototype testing of composite models
including structural elements should be carried out under combined effects of static, dynamic
and thermal loads.
4.7.4.2 Test conditions should represent the most extreme service conditions the cargo
containment system will be exposed to during the lifetime of the ship, including thermal
cycles. For this purpose, 400 thermal cycles are considered to be a minimum, based upon 19
Part 5
round voyages per year; where more than 19 round voyages per year are expected, a higher
number of thermal cycles will be required. These 400 thermal cycles may be divided into 20
full cycles (cargo temperature to 45°C) and 380 partial cycles (cargo temperature to that
temperature expected to be reached in the ballast voyage).
4.7.4.3 Models should be representative of the actual construction including corners, joints,
pump mounts, piping penetrations and other critical areas, and should take into account
variations in any material properties, workmanship and quality control.
4.7.4.4 Combined tension and fatigue tests should be carried out to evaluate crack behavior
of the insulation material in the case where a through crack develops in the inner hull or
independent tank structure. In these tests, where applicable the crack area should be
subjected to the maximum hydrostatic pressure of the ballast water.
4.7.5 5-8-4/4.7.5
The effects of fatigue loading should be determined in accordance with 5-8-4/4.5.6 or by an
equivalent method.
4.7.6 5-8-4/4.7.6
For internal insulation tanks, repair procedures should be developed during the prototype
testing program for both the insulation material and the inner hull or the independent tank
structure.
5 Allowable stresses and corrosion allowances (Also See

Annex 5-8-A2) 5-8-4/5
5.1 Allowable stresses 5-8-4/5.1
5.1.1 5-8-4/5.1.1
For integral tanks, allowable stresses should normally be those given for hull structure in
Recognized Standards.
5.1.2 5-8-4/5.1.2
For membrane tanks, reference is made to the requirements of 5-8-4/4.2.5.
5.1.3 5-8-4/5.1.3
For type A independent tanks primarily constructed of plane surfaces, the stresses for
primary and secondary members (stiffeners, web frames, stringers, girders) when calculated
by classical analysis procedures should not exceed the lower of Rm /2.66 or Re /1.33 for
carbon- manganese steels and aluminum alloys, where Rm and Re are defined in 5-8-4/5.1.7.
However, if detailed calculations are carried out for the primary members, the equivalent
stress σc as defined in 5-8-4/5.1.8 may be increased over that indicated above to a stress
acceptable to the Administration; calculations should take into account the effects of bending,
shear, axial and torsional deformation as well as the hull/cargo tank interaction forces due to
the deflection of the double bottom and cargo tank bottoms.

The scantlings of independent tanks, type A, are not to be less than that required by Section 3-
2-10 (except 3-2-10/5) as modified below
Part 5
5.1.3(a) Head. The value of ‘‘h’’ used in the various equations is to be derived from
5-8-4/3.2.
5.1.3(b) Plating
i) Steel
The plating thickness is to be determined from 3-2-10/3.1 where Y is the specified
minimum yield stress at room temperature. If the stress-strain curve does not show a
defined yield stress, the 0.2% proof stress (offset method) applies.
Where the cargo is non-corrosive, the thickness obtained may be reduced by the
corrosion allowance (CA) indicated in 5-8-4/5.1.3(e) below.
ii) Aluminum Alloy
The plating thickness is to be obtained from the following equation
1
 Es 3
ta = [t s − CA] 
E


 a 
ta = required thickness of aluminum, in mm (in.)
ts = required thickness of steel from Section 3-2-10 with
Q = 1.0
CA = if cargo is non-corrosive, the value of the corrosion allowance is
indicated in 5-8-4/5.1.3(e) below.
Es = Modulus of Elasticity of steel
Ea = Modulus of Elasticity of aluminum
5.1.3(c) Stiffeners. Each of the stiffeners in steel or aluminum alloy in association with the
plating to which it is attached is not to have a section modulus less than that required by the
following equation
SMR = SM K1 K2 /σa
where
SMR = required section modulus of material proposed, in cm3 (in3)
SM = required section modulus from 3-2-10/3.3 using c = 1.0 and ! is the
distance in meters or feet between supports.
σa = allowable stress not exceeding the lower of Rm /2.66 or Re /1.33 for steel
or aluminum alloy, respectively and Rm and Re as defined in 5-8-4/5.1.7.
K1 = 0.9 for non-corrosive cargoes 1.0 for corrosive cargoes.
K2 = 108 N/mm2 (11.0 kgf/mm2, 15680 psi)
5.1.3(d) Corrugated Bulkheads. Corrugate bulkheads are not to be used for primary barriers.
5.1.3(e) Corrosion Allowance. Where the cargo is non-corrosive, the thickness of plating may
be reduced by 3 mm (0.125 in) except that where the thickness of plating as determined by
3-2-10/3.1 is less than 12.5 mm (0.50 in), the reduction is not to be greater than 20%. In no
case is the thickness of plating to be less than 6.5 mm (0.25 in).
5.1.3(f) Webs and Girders. Webs and girders in steel and aluminum alloy in association with
the plating to which it is attached are not to have a section modulus less than that required by
Part 5
SMR = SM K1 K3/σa
when SMR, SM, K1 and σa are defined in 5-1-3(c) above
K3 = 124 N/mm2 (12.6 kgf/mm2, 17920 psi.)

5.1.3(g) Buckling. For higher strength materials and aluminum alloys, calculations are to be
submitted to show adequate provision to resist buckling.
5.1.3(h) Fatigue Strength. Proportions and scantlings of structural members where deemed
necessary may have to be investigated to improve the fatigue strength especially in higher
strength material and aluminum alloys.
5.1.4 5-8-4/5.1.4
For type B independent tanks, primarily constructed of bodies of revolution, the allowable
stresses should not exceed:
σm ≤ f
σL ≤ 1.5f
σb ≤ 1.5F
σL + σb ≤ 1.5F
σm + σb ≤ 1.5F
where
σm = equivalent primary general membrane stress
σL = equivalent primary local membrane stress
σb = equivalent primary bending stress
Rm R
f = the lesser of or e
A B
Rm R
F = the lesser of or e
C D
with Rm and Re as defined in 5-8-4/5.1.7. With regard to the stresses σm , σL and σb see also
the definition of stress categories in 5-8-4/13. The values of A, B, C and D should be shown
on the International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk and
should have at least the following minimum values:
where
Nickel steels and carbon–
Austenitic Steels Aluminum Alloys
manganese steels
A 3 3.5 4
B 2 1.6 1.5
C 3 3 3
D 1.5 1.5 1.5
5.1.5 5-8-4/5.1.5
For type B independent tanks, primarily constructed of plane surfaces, the Administration
may require compliance with additional or other stress criteria.
Part 5

For independent tanks, type B, primarily constructed of plane surfaces, the equivalent stress,
σe, in members using a F.E.M. analysis are not to exceed the values of the lower of Re/E or
Rm/F for the materials indicated in the following table and Rm and Re as defined in 5-8-4/5.1.7
and σe is defined in 5-8-4/5.1.8.
Nickel steels and

Aluminum
Member Factor Carbon-manganese Austenitic Steels
Alloys
steels
E 1.00 1.00 1.00
PLATING
F 2.00 2.00 2.00
E 1.33 1.25 1.33
STIFFENERS
F 2.00 2.50 2.50
WEB, E 1.33 1.25 1.33
GIRDERS,
STRINGER F 2.00 2.50 2.50
5.1.6 5-8-4/5.1.6
For type C independent tanks the maximum allowable membrane stress to be used in
calculation according to 5-8-4/4.6.1.1 should be the lower of:
Rm R
or e
A B
where:
Rm and Re are as defined in 5-8-4/5.1.7.
The values of A and B should be shown on the International Certificate of Fitness for the
Carriage of Liquefied Gases in Bulk provided for in 5-8-1/5, and should have at least the
minimum values indicated in the table 5-8-4/5.1.4.
5.1.7 5-8-4/5.1.7
For the purpose of 5-8-4/5.1.3, 5-8-4/5.1.4 and 5-8-4/5.1.6 the following apply:
5.1.7.1
Re = specified minimum yield stress at room temperature (N/mm2). If the
stress-strain curve does not show a defined yield stress, the 0.2% proof
stress applies.
Rm = specified minimum tensile strength at room temperature (N/mm2).
For welded connections in aluminum alloys the respective values of Re or Rm in annealed
conditions should be used.
5.1.7.1 The above properties should correspond to the minimum specified mechanical
properties of the material, including the weld metal in the as-fabricated condition. Subject to
special consideration by the Administration, account may be taken of enhanced yield stress
and tensile strength at low temperature. The temperature on which the material properties
are based should be shown on the International Certificate of Fitness for the Carriage of
Liquefied Gases in Bulk.
Part 5
5.1.8 5-8-4/5.1.8
The equivalent stress σe (von Mises, Huber) should be determined by:
σe = σ x 2 + σ y 2 − σ xσ y + 3τ xy
2
where:
σx = total normal stress in x-direction
σy = total normal stress in y-direction
τxy = total shear stress in x-y plane.
5.1.9 5-8-4/5.1.9
When the static and dynamic stresses are calculated separately and unless other methods of
calculation are justified, the total stresses are to be calculated according to:
σx = σx.st ± ∑ (σ x.dyn )2
σy = σy.st ± ∑ (σ y.dyn )2
τxy = τxy.st ± ∑ (τ xy.dyn )2
where:
σx.st , σy.st and τxy.st = static stresses
σx.dyn , σy.dyn and τxy.dyn = dynamic stresses
all determined separately from acceleration components and hull strain components due to
deflection and torsion.
5.1.10 5-8-4/5.1.10
For internal insulation tanks, reference is made to the requirement of 5-8-4/4.7.2.
5.1.11 5-8-4/5.1.11
Allowable stresses for materials other than those covered by Section 5-8-6 should be subject
to approval by the Administration in each case.
5.1.12 5-8-4/5.1.12
Stresses may be further limited by fatigue analysis, crack propagation analysis and buckling
criteria.
5.1 Interpretation of 5-8-4/5.1 (Permissible stress in way of supports of Type C

cargo tanks) (IACS) 5-8-4/5.1 (IACS)
5.1.1 5-8-4/5.1.1
With reference to 5-8-4/5.1, the following criterion for the allowable stresses in way of
supports of type C-cargo tanks, made of carbon manganese steel may be used:
σe = (σ n + σ b )2 + 3τ 2 ≤ σa
Part 5
where:
σe = equivalent stress (N/mm2)
σn = normal stress in the circumferential direction of the stiffening ring
(Ν/mm2)
σb = bending stress in the circumferential direction of the stiffening ring
(N/mm2)
τ = shear stress in the stiffening ring (N/mm2)
σa = allowable stress (N/mm2), to be taken as the smaller of the values:
0.57 Rm or 0.85 Re
Rm and Re as defined in 5-8-4/5.1.7.1
Equivalent stress values σe should be calculated over the full extent of the stiffening ring by a
procedure acceptable to the Classification Society, for a sufficient number of load cases as
defined in 5-8-4/6.2 and 5-8-4/6.3.
5.1.2 5-8-4/5.1.2
The following assumptions should be made for the stiffening rings:
5.1.2(a) The stiffening ring should be considered as a circumferential beam formed by web,
face plate, doubler plate, if any, and associated shell plating.
The effective width of the associated plating should be taken as:
i) For cylindrical shells: an effective width (mm) not greater than 0.78 rt on each side
of the web. A doubler plate, if any, may be included within that distance.
where:
r = means radius of the cylindrical shell (mm)
t = shell thickness (mm).
ii) For longitudinal bulkheads (in the case of lobe tanks): the effective width should be
determined according to established standards. A value of 20 tb on each side of the
web may be taken as a guidance value.
where:
tb = bulkhead thickness (mm).
5.1.2(b) The stiffening ring should be loaded with circumferential forces, on each side of the
ring, due to the shear stress, determined by the bi-dimensional shear flow theory from the
shear force of the tank.
5.1.3 5-8-4/5.1.3
The following factors should be taken into account:
5.1.3(a) Elasticity of support material (intermediate layer of wood or similar material)
5.1.3(b) Change in contact surface between tank and support, and of the relevant reactions,
due to:
thermal shrinkage of tank
elastic deformations of tank and support material.
The final distribution of the reaction forces at the supports should not show any tensile forces.
Part 5
5.1.4 5-8-4/5.1.3
The bucking strength of the stiffening rings should be examined.
5.2 Corrosion allowances 5-8-4/5.2
5.2.1 5-8-4/5.2.1
No corrosion allowance should generally be required in addition to the thickness resulting
from the structural analysis. However, where there is no environmental control around the
cargo tank, such as inerting, or where the cargo is of a corrosive nature, the Administration
may require a suitable corrosion allowance.
5.2.2 5-8-4/5.2.2
For pressure vessels no corrosion allowance is generally required if the contents of the
pressure vessel are non-corrosive and the external surface is protected by inert atmosphere
or by an appropriate insulation with an approved vapor barrier. Paint or other thin coatings
should not be credited as protection.
Where special alloys are used with acceptable corrosion resistance, no corrosion allowance
should be required. If the above conditions are not satisfied, the scantlings calculated
according to 5-8-4/4.6 should be increased as appropriate.
6 Supports 5-8-4/6
6.1 5-8-4/6.1
Cargo tanks should be supported by the hull in a manner which will prevent bodily movement of the
tank under static and dynamic loads while allowing contraction and expansion of the tank under
temperature variations and hull deflections without undue stressing of the tank and of the hull.
6.2 5-8-4/6.2
The tanks with supports should also be designed for a static angle of heel of 30° without exceeding
allowable stresses given in 5-8-4/5.1.
6.3 5-8-4/6.3
The supports should be calculated for the most probable largest resulting acceleration, taking into
account rotational as well as translational effects. This acceleration in a given direction may be
determined as shown in 5-8-4/Figure 1. The half axes of the ‘‘acceleration ellipse’’ should be
determined according to 5-8-4/3.4.2.
6.4 5-8-4/6.4
Suitable supports should be provided to withstand a collision force acting on the tank corresponding
to one half the weight of the tank and cargo in the forward direction and one quarter the weight of the
tank and cargo in the aft direction without deformation likely to endanger the tank structure.
6.5 5-8-4/6.5
The loads mentioned in 5-8-4/6.2 and 5-8-4/6.4 need not be combined with each other or with wave-
induced loads.
Part 5
6.6 5-8-4/6.6
For independent tanks and, where appropriate, for membrane and semi-membrane tanks, provision
should be made to key the tanks against the rotational effects referred to in 5-8-4/6.3.
6.7 5-8-4/6.7
Antiflotation arrangements should be provided for independent tanks. The antiflotation arrangements
should be suitable to withstand an upward force caused by an empty tank in a hold space flooded to
the summer load draught of the ship, without plastic deformation likely to endanger the hull structure.
6 Interpretation of 5-8-4/6 (ABS) 5-8-4/6 (ABS)
A design analysis substantiating the above criteria is to be submitted.
7 Secondary barrier 5-8-4/7
7.1 5-8-4/7.1
Where the cargo temperature at atmospheric pressure is below -10°C, a secondary barrier should be
provided when required by 5-8-4/7.3 to act as a temporary containment for any envisaged leakage of
liquid cargo through the primary barrier.
7.2 5-8-4/7.2
Where the cargo temperature at atmospheric pressure is not below -55°C, the hull structure may act
as a secondary barrier. In such a case:
7.2.1 5-8-4/7.2.1
the hull material should be suitable for the cargo temperature at atmospheric pressure as
required by 5-8-4/9.2; and
7.2.2 5-8-4/7.2.2
the design should be such that this temperature will not result in unacceptable hull stresses.
7.3 5-8-4/7.3
Secondary barriers in relation to tank types should normally be provided in accordance with the
following table. For tanks which differ from the basic tank types as defined in 5-8-4/2 the secondary
barrier requirements should be decided by the Administration in each case.
7.4 5-8-4/7.4
The secondary barrier should be so designed that:
7.4.1 5-8-4/7.4.1
it is capable of containing any envisaged leakage of liquid cargo for a period of 15 days,
unless different requirements apply for particular voyages, taking into account the load
spectrum referred to in 5-8-4/3.4.4;
Part 5
7.4.2 5-8-4/7.4.2
it will prevent lowering of the temperature of the ship structure to an unsafe level in the case
of leakage of the primary barrier as indicated in 5-8-4/8.2; and
7.4.3 5-8-4/7.4.3
the mechanism of failure for the primary barrier does not also cause the failure of the
secondary barrier and vice versa.
7.5 5-8-4/7.5
The secondary barrier should fulfil its functions at a static angle of heel of 30°.
Cargo temperature at -10°C Below –10°C

Below –55°C
atmospheric pressure and above Down to –55°C
No secondary Hull may act Separate secondary
Basic tank type
barrier required as secondary barrier barrier where required
Integral Tank type not normally allowed1
Membrane Complete secondary barrier
Semi-membrane Complete secondary barrier2
Independent
Type A Complete secondary barrier
Type B Partial secondary barrier
Type C No secondary barrier required
Internal insulation
Type 1 Complete secondary barrier
Type 2 Complete secondary barrier is incorporated
1 A complete secondary barrier should normally be required if cargoes with a temperature at atmospheric pressure below
–10°C are permitted in accordance with 5-8-4/2.1.3.
2 In the case of semi-membrane tanks which comply in all respects with the requirements applicable to type B independent
tanks, except for the manner of support, the Administration may, after special consideration, accept a partial secondary
barrier
7.6.1 5-8-4/7.6.1
Where a partial secondary barrier is required, its extent should be determined on the basis of
cargo leakage corresponding to the extent of failure resulting from the load spectrum referred
to in 5-8-4/3.4.4 after the initial detection of a primary leak. Due account may be taken of
liquid evaporation, rate of leakage, pumping capacity and other relevant factors. In all cases,
however, the inner bottom adjacent to cargo tanks should be protected against liquid cargo.
7.6.2 5-8-4/7.6.2
Clear of the partial secondary barrier, provision such as a spray shield should be made to
deflect any liquid cargo down into the space between the primary and secondary barriers and
to keep the temperature of the hull structure to a safe level.
7.7 5-8-4/7.7
The secondary barrier should be capable of being periodically checked for its effectiveness, by means
of a pressure/vacuum test, a visual inspection or another suitable method acceptable to the
Administration. The method should be submitted to the Administration for approval.
Part 5
Extent of complete secondary barrier

The extent of the complete secondary barrier is to be not less than that obtained assuming the cargo
tank is breached at a static angle of heel of 30° and there is an equalization of liquid in the hold space.
See 5-8-4/Figure 4.
FIGURE 4
LIQUID
D
LEVEL
QUI
I
L VEL
LE
30°
SECONDARY
BARRIER
INTACT CARGO TANK BREACHED CARGO TANK

WITH STATIC ANGLE OF HEEL OF 30°
8 Insulation (Also see Annex 5-8-A2) 5-8-4/8
8.1 (1 Oct. 1994) 5-8-4/8.1

Where a product is carried at a temperature below -10°C suitable insulation should be provided to
ensure that the temperature of the hull structure does not fall below the minimum allowable design
temperature given in Section 5-8-6 for the grade of steel concerned, as detailed in 5-8-4/9, when the
cargo tanks are at their design temperature and the ambient temperatures are 5°C for air and 0°C for
seawater. These conditions may generally be used for world-wide service. However, higher values of
the ambient temperatures may be accepted by the Administration for ships operated in restricted
areas. Conversely, lesser values of the ambient temperatures may be fixed by the Administration for
ships trading occasionally or regularly to areas in latitudes where such lower temperatures are
expected during the winter months. The ambient temperatures used in the design should be shown on
the International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk provided for in
5-8-1/29.
8.2 5-8-4/8.2
Where a complete or partial secondary barrier is required, calculations should be made with the
assumptions in 5-8-4/8.1 to check that the temperature of the hull structure does not fall below the
minimum allowable design temperature given in Section 5-8-6 for the grade of steel concerned, as
detailed in 5-8-4/9. The complete or partial secondary barrier should be assumed to be at the cargo
temperature at atmospheric pressure.
Part 5
8.3 5-8-4/8.3
Calculations required by 5-8-4/8.1 and 5-8-4/8.2 should be made assuming still air and still water,
and except as permitted by 5-8-4/8.4, no credit should be given for means of heating. In the case
referred to in 5-8-4/8.2, the cooling effect of the rising boil-off vapor from the leaked cargo should be
considered in the heat transmission studies. For members connecting inner and outer hulls, the mean
temperature may be taken for determining the steel grade.
8.4 5-8-4/8.4
In all cases referred to in 5-8-4/8.1 and 5-8-4/8.2 and for ambient temperature conditions of 5°C for
air and 0°C for seawater, approved means of heating transverse hull structural material may be used
to ensure that the temperatures of this material do not fall below the minimum allowable values. If
lower ambient temperatures are specified, approved means of heating may also be used for
longitudinal hull structural material, provided this material remains suitable for the temperature
conditions of 5°C for air and 0°C for seawater without heating. Such means of heating should comply
with the following requirements:
8.4.1 5-8-4/8.4.1
sufficient heat should be available to maintain the hull structure above the minimum
allowable temperature in the conditions referred to in 5-8-4/8.1 and 5-8-4/8.2;
8.4.2 5-8-4/8.4.2
the heating system should be so arranged that, in the event of a failure in any part of the
system, stand-by heating could be maintained equal to not less than 100% of the theoretical
heat load;
8.4.3 5-8-4/8.4.3
the heating system should be considered as an essential auxiliary; and
8.4.4
the design and construction of the heating system should be to the satisfaction of the
Administration.

Where the cargo is carried in a containment system requiring a secondary barrier, the hull heating
system is to be contained solely within the cargo area or the drain returns from the hull heating coils
in the wing tanks, cofferdams, and double bottom are to be lead to a degassing tank. The degassing
tank is to be located in the cargo area, where possible, and the vent outlets are to be located in a safe
position and fitted with a flame screen.
8.5 5-8-4/8.5
In determining the insulation thickness, due regard should be paid to the amount of acceptable boil-
off in association with the re-liquefaction plant on board, main propulsion machinery or other
temperature control system.
Part 5
9 Materials (Also see Annex 5-8-A2) 5-8-4/9
9.1 5-8-4/9.1
The shell and deck plating of the ship and all stiffeners attached thereto should be in accordance with
Recognized Standards, unless the calculated temperature of the material in the design condition is
below -5°C due to the effect of the low temperature cargo, in which case the material should be in
accordance with 5-8-6/Table 5 assuming the ambient sea and air temperature of 0°C and 5°C
respectively. In the design condition, the complete or partial secondary barrier should be assumed to
be at the cargo temperature at atmospheric pressure and for tanks without secondary barriers, the
primary barrier should be assumed to be at the cargo temperature.
9.2 5-8-4/9.2
Hull material forming the secondary barrier should be in accordance with 5-8-6/Table 2. Metallic
materials used in secondary barriers not forming part of the hull structure should be in accordance
with 5-8-6/Tables 2 or 3 as applicable. Insulation materials forming a secondary barrier should
comply with the requirements of 5-8-4/9.7. Where the secondary barrier is formed by the deck or side
shell plating, the material grade required by 5-8-6/Table 2 should be carried into the adjacent deck or
side shell plating, where applicable, to a suitable extent.
9.3 5-8-4/9.3
Materials used in the construction of cargo tanks should be in accordance with 5-8-6/Table 1,
5-8-6/Table 2, or 5-8-6/Table 3.
9.4 5-8-4/9.4
Materials other than those referred to in 5-8-4/9.1, 5-8-4/9.2 and 5-8-4/9.3 used in the construction of
the ship which are subject to reduced temperature due to the cargo and which do not form part of the
secondary barrier should be in accordance with 5-8-6/Table 5 for temperatures as determined by
5-8-4/8. This includes inner bottom plating, longitudinal bulkhead plating, transverse bulkhead
plating, floors, webs, stringers and all attached stiffening members.
9.4 Interpretation of 5-8-4/8 and 5-8-4/9 (ABS) 5-8-4/9.4 (ABS)
9.4.1 Shell and Deck Plating 5-8-4/9.4.1

The material quality of the shell and deck plating is to be in accordance with 5-8-1/17(ABS),
unless the calculated temperature is below –5°C (14°F) due to the effect of the low
temperature of the cargo assuming an ambient still sea water and still air temperature of 0°C
(32°F) and 5°C (41°F) respectively. Where calculated temperature of the shell and deck
plating is less than –5°C (14°F), the material quality is not to be less than that required by
5-8-6/Table 5.
The secondary barriers are assumed to be at the temperature of the cargo for these
temperature studies. Where secondary barriers are not required, the cargo tanks are to be
assumed to be at the temperature of the cargo for these temperature studies.
Some countries of registration may require lower ambient temperatures than those mentioned
above. Also see Annex 5-8-A2.
Part 5
9.4.2 Contiguous hull structure 5-8-4/9.4.2

Contiguous hull materials (not forming part of the secondary barriers) subject to reduced
temperature due to the cargo are to be in accordance with 5-8-6/Table 5 using the calculated
temperature indicated in 5-8-4/9.4.1 above.
Heating, meeting the requirements of 5-8-4/8.4, may be used in the above mentioned
temperature calculations. If lower ambient temperatures are used in the temperature
calculations, the longitudinal contiguous hull structures are also to meet the material of
5-8-6/Table 5 without heating and with ambient still sea water and still air temperature of 0°C
(32°F) and 5°C (41°F), respectively. Also see Annex 5-8-A2.
9.5 5-8-4/9.5
The insulation materials should be suitable for loads which may be imposed on them by the adjacent
structure.
9.6 5-8-4/9.6
Where applicable, due to location or environmental conditions, insulation materials should have
suitable properties of resistance to fire and flame spread and should be adequately protected against
penetration of water vapor and mechanical damage.
9.7 5-8-4/9.7
9.7.1 5-8-4/9.7.1
Materials used for thermal insulation should be tested for the following properties as
applicable, to ensure that they are adequate for the intended service:
9.7.1.1 compatibility with the cargo
9.7.1.2 solubility in the cargo
9.7.1.3 absorption of the cargo
9.7.1.4 shrinkage
9.7.1.5 aging .
9.7.1.6 closed cell content
9.7.1.7 density
9.7.1.8 mechanical properties
9.7.1.9 thermal expansion
9.7.1.10 abrasion
9.7.1.11 cohesion
9.7.1.12 thermal conductivity
9.7.1.13 resistance to vibrations
9.7.1.14 resistance to fire and flame spread.
9.7.2 5-8-4/9.7.2
In addition to meeting the above requirements, insulation materials which form part of the
cargo containment as defined in 5-8-4/2.5 should be tested for the following properties after
simulation of aging and thermal cycling to ensure that they are adequate for the intended
service:
Part 5
9.7.2.1 bonding (adhesive and cohesive strength)

9.7.2.2 resistance to cargo pressure
9.7.2.3 fatigue and crack propagation properties
9.7.2.4 compatibility with cargo constituents and any other agent expected to be in
contact with the insulation in normal service
9.7.2.5 where applicable the influence of presence of water and water pressure on the
insulation properties should be taken into account
9.7.2.6 gas de-absorbing.
9.7.3 5-8-4/9.7.3
The above properties, where applicable, should be tested for the range between the expected
maximum temperature in service and 5°C below the minimum design temperature, but not
lower than -196°C.
9.8 5-8-4/9.8
The procedure for fabrication, storage, handling, erection, quality control and control against
harmful exposure to sunlight of insulation materials should be to the satisfaction of the
Administration.
9.9 5-8-4/9.9
Where powder or granulated insulation is used, the arrangements should be such as to prevent
compacting of the material due to vibrations. The design should incorporate means to ensure that the
material remains sufficiently buoyant to maintain the required thermal conductivity and also prevent
any undue increase of pressure on the cargo containment system.
10 Construction and testing 5-8-4/10
10.1.1 5-8-4/10.1.1
All welded joints of the shells of independent tanks should be of the butt weld, full penetration
type. For dome-to-shell connections, the Administration may approve tee welds of the full
penetration type. Except for small penetrations on domes, nozzle welds are also generally to
be designed with full penetration.
10.1.2 5-8-4/10.1.2
Welding joint details for type C independent tanks should be as follows:
10.1.2.1 All longitudinal and circumferential joints of pressure vessels should be of butt
welded, full penetration, double vee or single vee type. Full penetration butt welds should be
obtained by double welding or by the use of backing rings. If used, backing rings should be
removed, unless specifically approved by the Administration for very small process pressure
vessels. Other edge preparations may be allowed by the Administration depending on the
results of the tests carried out at the approval of the welding procedure.
10.1.2.2 The bevel preparation of the joints between the pressure vessel body and domes and
between domes and relevant fittings should be designed according to a standard for pressure
vessels acceptable to the Administration. All welds connecting nozzles, domes or other
penetrations of the vessel and all welds connecting flanges to the vessel or nozzles should be
full penetration welds extending through the entire thickness of the vessel wall or nozzle wall,
unless specially approved by the Administration for small nozzle diameters.
Part 5
10.2 5-8-4/10.2
Workmanship should be to the satisfaction of the Administration. Inspection and non-destructive
testing of welds for tanks other than type C independent tanks should be in accordance with the
requirements of 5-8-6/3.7.
10.3 5-8-4/10.3
For membrane tanks, quality assurance measures, weld procedure qualification, design details,
materials, construction, inspection and production testing of components, should be to standards
developed during the prototype testing program.
10.4 5-8-4/10.4
For semi-membrane tanks the relevant requirements in this section for independent tanks or for
membrane tanks should be applied as appropriate.
10.5 5-8-4/10.5
10.5.1 5-8-4/10.5.1
For internal insulation tanks, in order to ensure uniform quality of the material, quality
control procedures including environmental control, application procedure qualification,
corners, penetrations and other design details, materials specification, installation and
production testing of components should be to standards developed during the prototype test
program.
10.5.2 5-8-4/10.5.2
A quality control specification including maximum permissible size of constructional defects,
tests and inspections during the fabrication, installation and also sampling tests at each of
these stages should be to the satisfaction of the Administration.
10.6 5-8-4/10.6
Integral tanks should be hydrostatically or hydropneumatically tested to the satisfaction of the
Administration. The test in general should be so performed that the stresses approximate, as far as
practicable, to the design stresses and that the pressure at the top of the tank corresponds at least to
the MARVS.
10.7 5-8-4/10.7
In ships fitted with membrane or semi-membrane tanks, cofferdams and all spaces which may
normally contain liquid and are adjacent to the hull structure supporting the membrane should be
hydrostatically or hydropneumatically tested in accordance with Recognized Standards. In addition,
any other hold structure supporting the membrane should be tested for tightness. Pipe tunnels and
other compartments which do not normally contain liquid need not be hydrostatically tested.
10.85-8-4/10.8
10.8.1 5-8-4/10.8.1
In ships fitted with internal insulation tanks where the inner hull is the supporting structure,
all inner hull structure should be hydrostatically or hydropneumatically tested in accordance
with Recognized Standards, taking into account the MARVS.
10.8.2 5-8-4/10.8.2
In ships fitted with internal insulation tanks where independent tanks are the supporting
structure, the independent tanks should be tested in accordance with 5-8-4/10.10.1.
Part 5
10.8.3 5-8-4/10.8.3
For internal insulation tanks where the inner hull structure or an independent tank structure
acts as a secondary barrier, a tightness test of those structures should be carried out using
techniques to the satisfaction of the Administration.
10.8.4 5-8-4/10.8.4
These tests should be performed before the application of the materials which will form the
internal insulation tank.
10.9 5-8-4/10.9
For type C independent tanks, inspection and non-destructive testing should be as follows:
10.9.1 Manufacture and workmanship (1 Oct. 1994) 5-8-4/10.9.1

The tolerances relating to manufacture and workmanship such as out-of-roundness, local
deviations from the true form, welded joints alignment and tapering of plates having different
thicknesses, should comply with standards acceptable to the Administration. The tolerances
should also be related to the buckling analysis referred to in 5-8-4/4.6.2.
10.9.2 Non-destructive testing 5-8-4/10.9.2

As far as completion and extension of non-destructive testing of welded joints are concerned,
the extent of non-destructive testing should be total or partial according to standards
acceptable to the Administration, but the controls to be carried out should not be less than the
following:
10.9.2.1 Total non-destructive testing referred to in 5-8-4/4.6.1.3:
Radiography:
butt welds 100% and
Surface crack detection:
all welds 10%;
reinforcement rings around holes, nozzles, etc.
100%.
As an alternative, ultrasonic testing may be accepted as a partial substitute for the
radiographic testing, if specially allowed by the Administration. In addition, the
Administration may require total ultrasonic testing on welding of reinforcement rings around
holes, nozzles, etc.
10.9.2.2 Partial non-destructive testing referred to in 5-8-4/4.6.1.3:
Radiography:
butt welds: all welded crossing joints and at least 10% of the full length at
selected positions uniformly distributed and
Surface crack detection:
reinforcement rings around holes, nozzles, etc.
100%:
Ultrasonic testing:
as may be required by the Administration in each instance.
Part 5
10.10 5-8-4/10.10
Each independent tank should be subjected to a hydrostatic or hydropneumatic test as follows:
10.10.1 5-8-4/10.10.1
For type A independent tanks, this test should be so performed that the stresses approximate,
as far practicable, to the design stresses and that the pressure at the top of the tank
corresponds at least to the MARVS. When a hydropneumatic test is performed, the conditions
should simulate, as far as practicable, the actual loading of the tank and of its supports.
10.10.2 5-8-4/10.10.2
For type B independent tanks, the test should be performed as required in 5-8-4/10.10.1 for
type A independent tanks. In addition, the maximum primary membrane stress or maximum
bending stress in primary members under test conditions should not exceed 90% of the yield
strength of the material (as fabricated) at the test temperature. To ensure that this condition
is satisfied, when calculations indicate that this stress exceeds 75% of the yield strength, the
prototype test should be monitored by the use of strain gauges or other suitable equipment.
10.10.3 5-8-4/10.10.3
Type C independent tanks should be tested as follows:

10.10.3.1 Each pressure vessel, when completely manufactured, should be subjected to a
hydrostatic test at a pressure measured at the top of the tanks, of not less than 1.5Po, but in no
case during the pressure test should the calculated primary membrane stress at any point
exceed 90% of the yield stress of the material. The definition of Po is given in 5-8-4/2.6. To
ensure that this condition is satisfied where calculations indicate that this stress will exceed
0.75 times the yield strength, the prototype test should be monitored by the use of strain
gauges or other suitable equipment in pressure vessels other than simple cylindrical and
spherical pressure vessels.
10.10.3.2 The temperature of the water used for the test should be at least 30°C above the nil
ductility transition temperature of the material as fabricated.
10.10.3.3 The pressure should be held for 2h per 25 mm of thickness but in no case less than
2h.
10.10.3.4 Where necessary for cargo pressure vessels, and with the specific approval of the
Administration, a hydropneumatic test may be carried out under the conditions prescribed in
5-8-4/10.10.3.1, 5-8-4/10.10.3.2 and 5-8-4/10.10.3.3.
10.10.3.5 Special consideration may be given by the Administration to the testing of tanks in
which higher allowable stresses are used, depending on service temperature. However, the
requirements of 5-8-4/10.10.3.1 should be fully complied with.
10.10.3.6 After completion and assembly, each pressure vessel and its related fittings should
be subjected to an adequate tightness test.
10.10.3.7 Pneumatic testing of pressure vessels other than cargo tanks should be considered
on an individual case basis by the Administration. Such testing should be permitted only for
those vessels which are so designed or supported that they cannot be safely filled with water,
or for those vessels which cannot be dried and are to be used in a service where traces of the
testing medium cannot be tolerated.
10.11 5-8-4/10.11
All tanks should be subjected to a tightness test which may be performed in combination with the
pressure test referred to in 5-8-4/10.10 or separately.
Part 5
10.12 5-8-4/10.12
Requirements with respect to inspection of secondary barriers should be decided by the
Administration in each case.
10.13 5-8-4/10.13
In ships fitted with type B independent tanks, at least one tank and its support should be instrumented
to confirm stress levels unless the design and arrangement for the size of ship involved are supported
by full-scale experience. Similar instrumentation may be required by the Administration for type C
independent tanks dependent on their configuration and on the arrangement of their supports and
attachments.
10.14 5-8-4/10.14
The overall performance of the cargo containment system should be verified for compliance with the
design parameters during the initial cool-down, loading and discharging of the cargo. Records of the
performance of the components and equipment essential to verify the design parameters should be
maintained and be available to the Administration.
10.15 5-8-4/10.15
Heating arrangements, if fitted in accordance with 5-8-4/8.4, should be tested for required heat
output and heat distribution.
10.16 5-8-4/10.16
The hull should be inspected for cold spots following the first loaded voyage.
10.17 5-8-4/10.17
The insulation materials of internal insulation tanks should be subjected to additional inspection in
order to verify their surface conditions after the third loaded voyage of the ship, but not later than the
first 6 months of the ship’s service after building or a major repair work is undertaken on the internal
insulation tanks.
10.18 5-8-4/10.18
For type C independent tanks, the required marking of the pressure vessel should be achieved by a
method which does not cause unacceptable local stress raisers.
11 Stress relieving for type C independent tanks 5-8-4/11
11.1 5-8-4/11.1
For type C independent tanks of carbon and carbon-manganese steel, post-weld heat treatment
should be performed after welding if the design temperature is below -10°C. Post-weld heat treatment
in all other cases and for materials other than those mentioned above should be to the satisfaction of
the Administration. The soaking temperature and holding time should be to the satisfaction of the
Administration.
11.2 (1 Oct. 1994) 5-8-4/11.2
In the case of large cargo pressure vessels of carbon or carbon-manganese steel for which it is
difficult to perform the heat treatment, mechanical stress relieving by pressurizing may be carried out
as an alternative to the heat treatment with the approval of the Administration and subject to the
following conditions:
Part 5
11.2.1 5-8-4/11.2.1
Complicated welded pressure vessel parts such as sumps or domes with nozzles, with
adjacent shell plates should be heat treated before they are welded to larger parts of the
pressure vessel.
11.2.2 5-8-4/11.2.2
The mechanical stress relieving process should preferably be carried out during the
hydrostatic pressure test required by paragraph 5-8-4/10.10.3 by applying a higher pressure
than the test pressure required by 5-8-4/10.10.3.1. The pressurizing medium should be water.
11.2.3 5-8-4/11.2.3
For the water temperature paragraph 5-8-4/10.10.3.2 applies.
11.2.4 5-8-4/11.2.4
Stress relieving should be performed while the tank is supported by its regular saddles or
supporting structure or, when stress relieving cannot be carried out on board, in a manner
which will give the same stresses and stress distribution as when supported by its regular
saddles or supporting structure.
11.2.5 5-8-4/11.2.5
The maximum stress relieving pressure should be held for two hours per 25 mm of thickness
but in no case less than two hours.
11.2.6 5-8-4/11.2.6
The upper limits placed on the calculated stress levels during stress relieving should be the
following:
equivalent general primary membrane stress: 0.9·Re
equivalent stress composed of primary bending stress plus membrane stress: 1.35·Re
where Re is the specified lower minimum yield stress or 0.2% proof stress at test temperature
of the steel used for the tank.
11.2.7 5-8-4/11.2.7
Strain measurements will normally be required to prove these limits for at least the first tank
of a series of identical tanks built consecutively.
The location of strain gauges should be included in the mechanical stress relieving procedure
to be submitted in accordance with 5-8-4/11.2.14.
11.2.8 5-8-4/11.2.8
The test procedure should demonstrate that a linear relationship between pressure and strain
is achieved at the end of the stress relieving process when the pressure is again raised up to
the design pressure.
11.2.9 5-8-4/11.2.9
High stress areas in way of geometrical discontinuities such as nozzles and other openings
should be checked for cracks by dye penetrant or magnetic particle inspection after
mechanical stress relieving. Particular attention in this respect should be given to plates
exceeding 30 mm in thickness.
Part 5
11.2.10 5-8-4/11.2.10
Steels which have a ratio of yield stress to ultimate tensile strength greater than 0.8 should
generally not be mechanically stress relieved.
If, however, the yield stress is raised by a method giving high ductility of the steel, slightly
higher ratios may be accepted upon consideration in each case.
11.2.11 5-8-4/11.2.11
Mechanical stress relieving cannot be substituted for heat treatment of cold formed parts of
tanks if the degree of cold forming exceeds the limit above which heat treatment is required.
11.2.12 5-8-4/11.2.12
The thickness of the shell and heads of the tank should not exceed 40 mm. Higher thicknesses
may be accepted for parts which are thermally stress relieved.
11.2.13 5-8-4/11.2.13
Local buckling should be guarded against particularly when tori-spherical heads are used for
tanks and domes.
11.2.14 5-8-4/11.2.14
The procedure for mechanical stress relieving should be submitted beforehand to the
Administration for approval.
11.3 (ABS) 5-8-4/11 (ABS)

See 2-4-2/17 for post-weld heat treatment requirements in all other cases and for materials other than
those mentioned above.
12 Guidance formulae for acceleration components 5-8-4/12
The following formulae are given as guidance for the components of acceleration due to ship’s
motions corresponding to a probability level of 10-8 in the North Atlantic and apply to ships with a
length exceeding 50 m.
Vertical acceleration as defined in 5-8-4/3.4.6
2 2 1.5
 45   x   0.6 
az = ± ao 1 +  5.3 −   + 0.05 
L 
 
 Lo   o   CB 
Transverse acceleration as defined in 5-8-4/3.4.6
2 2
 x   z
ay = ± ao 0.6 + 2.5 + 0.05  + K 1 + 0.6 K 
 Lo   B
Longitudinal acceleration as defined in 5-8-4/3.4.6
ax = ± aoz 0.06 + A2 − 0.25 A

with:
 L z   0.6 
A =  0.7 − o + 5   
 1200 L o   CB 
Part 5
where:
Lo = length of the ship for determination of scantlings as defined in Recognized
Standards (m)
CB = block coefficient
B = greatest moulded breadth of the ship (m)
x = longitudinal distance (m) from amidships to the center of gravity of the tank with
contents; x is positive forward of amidships, negative aft of amidships
z = vertical distance (m) from the ship’s actual waterline to the center of gravity of
tank with contents; z is positive above and negative below the waterline.
600
34 −
V Lo
ao = 0.2 +
Lo Lo
where:
V = service speed (knots)
K = 1. in general. For particular loading conditions and hull forms, determination of
K according to the formula below may be necessary.
K = 13GM/B, where K ≥ 1.0 and GM = metacentric height (m).
ax, ay and az = maximum dimensionless accelerations (i.e. relative to the acceleration of gravity)
in the respective directions and they are considered as acting separately for
calculation purposes, az does not include the component due to the static weight,
ay includes the component due to the static weight in the transverse direction due
to rolling and ax includes the component due to the static weight in the
longitudinal direction due to pitching.
13 Stress categories 5-8-4/13
For the purpose of stress evaluation referred to in 5-8-4/5.1.4, stress categories are defined in this
section.
13.1 5-8-4/13.1
Normal stress is the component of stress normal to the plane of reference.
13.2 5-8-4/13.2
Membrane stress is the component of normal stress which is uniformly distributed and equal to the
average value of the stress across the thickness of the section under consideration.
Part 5
13.3 5-8-4/13.3
Bending stress is the variable stress across the thickness of the section under consideration, after the
subtraction of the membrane stress.
13.4 5-8-4/13.4
Shear stress is the component of the stress acting in the plane of reference.
13.5 5-8-4/13.5
Primary stress is a stress produced by the imposed loading and which is necessary to balance the
external forces and moments. The basic characteristic of a primary stress is that it is not self-limiting.
Primary stresses which considerably exceed the yield strength will result in failure or at least in gross
deformations.
13.6 5-8-4/13.6
Primary general membrane stress is a primary membrane stress which is so distributed in the
structure that no redistribution of load occurs as a result of yielding.
13.7 5-8-4/13.7
Primary local membrane stress arises where a membrane stress produced by pressure or other
mechanical loading and associated with a primary or a discontinuity effect produces excessive
distortion in the transfer of loads for other portions of the structure. Such a stress is classified as a
primary local membrane stress although it has some characteristics of a secondary stress.
A stress region may be considered as local if:
S1 ≤ 0.5 Rt
and
S2 ≥ 2.5 Rt
where:
S1 = distance in the meridional direction over which the equivalent stress exceeds 1.1f
S2 = distance in the meridional direction to another region where the limits for
primary general membrane stress are exceeded
R = mean radius of the vessel
t = wall thickness of the vessel at the location where the primary general membrane
stress limit is exceeded
f = allowable primary general membrane stress.
13.8 5-8-4/13.8
Secondary stress is a normal stress or shear stress developed by constraints of adjacent parts or by
self-constraint of a structure. The basic characteristic of a secondary stress is that it is self-limiting.
Local yielding and minor distortions can satisfy the conditions which cause the stress to occur.
PART
5
SECTION 5 Process Pressure Vessels and

Liquid, Vapor, and Pressure Piping
Systems
CONTENTS
1 General............................................................................... 1079
2 Cargo and process piping ................................................ 1079
2.1 General............................................................................... 1079
2.2 Scantlings based on internal pressure ............................... 1080
2.3 Design pressure ................................................................. 1081
2.4 Permissible stresses .......................................................... 1082
2.5 Stress analysis ................................................................... 1082
2.6 Materials ............................................................................. 1083
3 Type tests on piping components.................................... 1083
4 Piping fabrication and joining details .............................. 1084
4.6 Welding, post-weld heat treatment and
nondestructive testing ........................................................ 1085
5 Testing of piping................................................................ 1085
6 Cargo system valving requirements ................................ 1086
7 Ship’s cargo hoses............................................................ 1087
8 Cargo transfer methods .................................................... 1088
9 Vapor return connections ................................................. 1088
PART
5
SECTION 5 Process Pressure Vessels and

Liquid, Vapor, and Pressure Piping
Systems 5 - 8 - 5
1 General 5-8-5/1
1.1 5-8-5/1.1
1.2 5-8-5/1.2
The requirements for type C independent tanks in Section 5-8-4 may also apply to process pressure
vessels if required by the Administration. If so required the term ‘‘pressure vessels’’ as used in
Section 5-8-4 covers both type C independent tanks and process pressure vessels.
2 Cargo and process piping 5-8-5/2
2.1 General 5-8-5/2.1
2.1.1 5-8-5/2.1.1
The requirements of 5-8-5/2 to 5-8-5/5 apply to product and process piping including vapor
piping and vent lines of safety valves or similar piping. Instrument piping not containing
cargo is exempt from these requirements.
2.1.2 5-8-5/2.1.2
Provision should be made by the use of offsets, loops, bends, mechanical expansion joints
such as bellows, slip joints and ball joints or similar suitable means to protect the piping,
piping system components and cargo tanks from excessive stresses due to thermal movement
and from movements of the tank and hull structure. Where mechanical expansion joints are
used in piping they should be held to a minimum and, where located outside cargo tanks,
should be of the bellows type.
Part 5
Section 5 Process Pressure Vessels and Liquid, Vapor, and Pressure Piping Systems 5-8-5
2.1.3 5-8-5/2.1.3
Low-temperature piping should be thermally isolated from the adjacent hull structure, where
necessary, to prevent the temperature of the hull from falling below the design temperature of
the hull material. Where liquid piping is dismantled regularly, or where liquid leakage may
be anticipated, such as at shore connections and at pump seals, protection for the hull
beneath should be provided.
2.1.4 5-8-5/2.1.4
Where tanks or piping are separated from the ship’s structure by thermal isolation, provision
should be made for electrically bonding both the piping and the tanks. All gasketed pipe joints
and hose connections should be electrically bonded.
2.1.5 5-8-5/2.1.5
Suitable means should be provided to relieve the pressure and remove liquid contents from
cargo loading and discharging crossover headers and cargo hoses to the cargo tanks or other
suitable location, prior to disconnecting the cargo hoses.
2.1.6 5-8-5/2.1.6
All pipelines or components which may be isolated in a liquid full condition should be
provided with relief valves.
2.1.7 5-8-5/2.1.7
Relief valves discharging liquid cargo from the cargo piping system should discharge into the
cargo tanks; alternatively they may discharge to the cargo vent mast if means are provided to
detect and dispose of any liquid cargo which may flow into the vent system. Relief valves on
cargo pumps should discharge to the pump suction.
2.2 Scantlings based on internal pressure 5-8-5/2.2
2.2.1 5-8-5/2.2.1
Subject to the conditions stated in 5-8-5/2.4, the wall thickness of pipes should not be less
than:
to + b + c
t= (mm)
a
1−
100
where
to = theoretical thickness
to = PD/(20 Ke+P ) (mm)
with:
P = design pressure (bar) referred to in 5-8-5/2.3
D = outside diameter (mm)
K = allowable stress (N/mm2) referred to in 5-8-5/2.4
e = efficiency factor equal to 1.0 for seamless pipes and for longitudinally or
spirally welded pipes, delivered by approved manufacturers of welded
pipes, which are considered equivalent to seamless pipes when
nondestructive testing on welds is carried out in accordance with
Part 5
Recognized Standards. In other cases an efficiency factor value

depending on the manufacturing process may be determined by the
Administration
b = allowance for bending (mm). The value of b should be chosen so that the
calculated stress in the bend, due to internal pressure only, does not
exceed the allowable stress. Where such justification is not given, b
should be:
Dto
b= (mm)
2.5r
with:
r = mean radius of the bend (mm)
c = corrosion allowance (mm). If corrosion or erosion is expected, the wall
thickness of the piping should be increased over that required by other
design requirements. This allowance should be consistent with the
expected life of the piping.
a = negative manufacturing tolerance for thickness (%).
2.2.1 (IACS) (1998) 5-8-5/2.2.1 (IACS)

An efficiency factor, e, of less than 1.0 may be required depending on the manufacturing
process.
2.3 Design pressure 5-8-5/2.3
2.3.1 5-8-5/2.3.1
The design pressure P in the formula for to in 5-8-5/2.2.1 is the maximum gauge pressure to
which the system may be subjected in service:
2.3.2 5-8-5/2.3.2
The greater of the following design conditions should be used for piping, piping systems and
components as appropriate:
2.3.2.1 for vapor piping systems or components which may be separated from their relief
valves and which may contain some liquid: the saturated vapor pressure at 45°C, or higher
or lower if agreed upon by the Administration (see 5-8-4/2.6.2);
2.3.2.2 for systems or components which may be separated from their relief valves and which
contain only vapor at all times: the superheated vapor pressure at 45°C or higher or lower if
agreed upon by the Administration (see 5-8-4/2.6.2), assuming an initial condition of
saturated vapor in the system at the system operating pressure and temperature; or
2.3.2.3 the MARVS of the cargo tanks and cargo processing systems; or
2.3.2.4 the pressure setting of the associated pump or compressor discharge relief valve; or
2.3.2.5 the maximum total discharge or loading head of the cargo piping system; or
2.3.2.6 the relief valve setting on a pipeline system.
2.3.3 5-8-5/2.3.3
The design pressure should not be less than 10 bar gauge except for open-ended lines where
it should be not less than 5 bar gauge.
Part 5
2.4 Permissible stresses 5-8-5/2.4
2.4.1 5-8-5/2.4.1
For pipes, the permissible stress to be considered in the formula for t in 5-8-5/2.2.1 is the
lower of the following values:
Rm R
or e
A B
where:
Rm = specified minimum tensile strength at room temperature (N/mm2)
Re = specified minimum yield stress at room temperature (N/mm2). If the
stress-strain curve does not show a defined yield stress, the 0.2% proof
stress applies.
The values of A and B should be shown on the International Certificate of Fitness for the
Carriage of Liquefied Gases in Bulk as provided for in 5-8-1/29 and have values of at least
A = 2.7 and B = 1.8.
2.4.2 5-8-5/2.4.2
The minimum wall thickness should be in accordance with Recognized Standards.
2.4.3 5-8-5/2.4.3
Where necessary for mechanical strength to prevent damage, collapse, excessive sag or
buckling of pipes due to superimposed loads from supports, ship deflection or other causes,
the wall thickness should be increased over that required by 5-8-5/2.3, or, if this is
impracticable or would cause excessive local stresses, these loads should be reduced,
protected against or eliminated by other design methods.
2.4.4 5-8-5/2.4.4
Flanges, valves and other fittings should be to a standard acceptable to the Administration,
taking into account the design pressure defined in 5-8-5/2.2. For bellows expansion joints
used in vapor service, a lower minimum design pressure may be accepted by the
Administration.
2.4.5 5-8-5/2.4.5
For flanges not complying with a standard, the dimensions of flanges and related bolts should
be to the satisfaction of the Administration.
2.4.5 (ABS) 5-8-5/2.4.5 (ABS)

Design calculations, materials, dimensions and gasket data are to be submitted for non-
standard flanges.
2.5 Stress analysis 5-8-5/2.5

When the design temperature is -110°C or lower, a complete stress analysis, taking into account all
the stresses due to weight of pipes, including acceleration loads if significant, internal pressure,
thermal contraction and loads induced by hog and sag of the ship for each branch of the piping
system should be submitted to the Administration. For temperatures of above -110°C, a stress
analysis may be required by the Administration in relation to such matters as the design or stiffness of
the piping system and the choice of materials. In any case, consideration should be given to thermal
stresses, even though calculations are not submitted. The analysis may be carried out according to a
code of practice acceptable to the Administration.
Part 5
2.6 Materials 5-8-5/2.6

2.6.1 5-8-5/2.6.1
The choice and testing of materials used in piping systems should comply with the
requirements of Section 5-8-6 taking into account the minimum design temperature. However,
some relaxation may be permitted in the quality of material of open-ended vent piping,
provided the temperature of the cargo at the pressure relief valve setting is -55°C or greater
and provided no liquid discharge to the vent piping can occur. Similar relaxations may be
permitted under the same temperature conditions to open-ended piping inside cargo tanks,
excluding discharge piping and all piping inside membrane and semi-membrane tanks.
2.6.2 5-8-5/2.6.2
Materials having a melting point below 925°C should not be used for piping outside the cargo
tanks except for short lengths of pipes attached to the cargo tanks, in which case fire-resisting
insulation should be provided.
3 Type tests on piping components 5-8-5/3
3.1 5-8-5/3.1
Each type of piping component should be subject to type tests.
3.2.1 5-8-5/3.2.1
Each size and type of valve intended to be used at a working temperature below -55°C should
be subjected to a tightness test to the minimum design temperature or lower, and to a
pressure not lower than the design pressure of the valve. During the test the satisfactory
operation of the valve should be ascertained.
3.2.2 5-8-5/3.2.2
The following type tests should be performed on each type of expansion bellows intended for
use on cargo piping outside the cargo tank and, where required, on those expansion bellows
installed within the cargo tanks:
3.2.2.1 A type element of the bellows, not precompressed, should be pressure tested at not less
than 5 times the design pressure without bursting. The duration of the test should not be less
than 5 min.
3.2.2.2 A pressure test should be performed on a type expansion joint complete with all the
accessories such as flanges, stays and articulations, at twice the design pressure at the
extreme displacement conditions recommended by the manufacturer without permanent
deformation. Depending on the materials used, the Administration may require the test to be
at the minimum design temperature.
3.2.2.3 A cyclic test (thermal movements) should be performed on a complete expansion joint,
which is to successfully withstand at least as many cycles, under the conditions of pressure,
temperature, axial movement, rotational movement and transverse movement, as it will
encounter in actual service. Testing at ambient temperature is permitted, when this testing is
at least as severe as testing at the service temperature.
3.2.2.4 A cyclic fatigue test (ship deformation) should be performed on a complete expansion
joint, without internal pressure, by simulating the bellows movement corresponding to a
compensated pipe length, for at least 2,000,000 cycles at a frequency not higher than
5 cycles/s. This test is only required when, due to the piping arrangement, ship deformation
loads are actually experienced.
Part 5
3.2.2.5 The Administration may waive performance of the tests referred to in this paragraph
provided that complete documentation is supplied to establish the suitability of the expansion
joints to withstand the expected working conditions. When the maximum internal pressure
exceeds 1.0 bar gauge this documentation is to include sufficient test data to justify the design
method used, with particular reference to correlation between calculation and test results.
4 Piping fabrication and joining details 5-8-5/4
4.1 5-8-5/4.1
The requirements of this section apply to piping inside and outside the cargo tanks. However, the
Administration may accept relaxations from these requirements for piping inside cargo tanks and
open-ended piping.
4.2 5-8-5/4.2
The following direct connection of pipe lengths, without flanges, may be considered:
4.2.1 5-8-5/4.2.1
Butt welded joints with complete penetration at the root may be used in all applications. For
design temperatures below -10°C, butt welds should be either double welded or equivalent to
a double welded butt joint. This may be accomplished by use of a backing ring, consumable
insert or inert gas back-up on the first pass. For design pressures in excess of 10 bar and
design temperatures of -10°C or lower, backing rings should be removed.
4.2.2 5-8-5/4.2.2
Slip-on welded joints with sleeves and related welding, having dimensions satisfactory to the
Administration, should only be used for open-ended lines with external diameter of 50 mm or
less and design temperatures not lower than -55°C.
4.2.3 5-8-5/4.2.3
Screwed couplings acceptable to the Administration should only be used for accessory lines
and instrumentation lines with external diameters of 25 mm or less
4.3 5-8-5/4.3
4.3.1 5-8-5/4.3.1
Flanges in flange connections should be of the welded neck, slip-on or socket welded type.
4.3.2 5-8-5/4.3.2
Flanges should comply with standards acceptable to the Administration as to their type,
manufacture and test. In particular, for all piping except open ended, the following
restrictions apply:
4.3.2.1 For design temperatures lower than -55°C, only welded neck flanges should be used.
4.3.2.2 For design temperatures lower than -10°C, slip-on flanges should not be used in
nominal sizes above 100 mm and socket welded flanges should not be used in nominal sizes
above 50 mm.
4.4 5-8-5/4.4
Piping connections, other than those mentioned in 5-8-5/4.2 and 5-8-5/4.3, may be accepted by the
Administration in each case.
Part 5
4.5 5-8-5/4.5
Bellows and expansion joints should be provided to allow for expansion of piping.
4.5.1 5-8-5/4.5.1
If necessary, bellows should be protected against icing.
4.5.2 5-8-5/4.5.2
Slip joints should not be used except within the cargo tanks.
4.6 Welding, post-weld heat treatment and nondestructive testing (1 Oct. 1994) 5-8-
5/4.6
4.6.1 5-8-5/4.6.1
Welding should be carried out in accordance with 5-8-6/3.
4.6.2 5-8-5/4.6.2
Post-weld heat treatment should be required for all butt welds of pipes made with carbon,
carbon-manganese and low alloy steels. The Administration may waive the requirement for
thermal stress relieving of pipes having wall thickness less than 10 mm in relation to the
design temperature and pressure of the piping system concerned.
4.6.3 5-8-5/4.6.3
In addition to normal controls before and during the welding and to the visual inspection of
the finished welds, as necessary for proving that the welding has been carried out correctly
and according to the requirements of this paragraph, the following tests should be required:
4.6.3.1 100% radiographic inspection of butt welded joints for piping systems with design
temperatures lower than -10°C and with inside diameters of more than 75 mm or wall
thicknesses greater than 10 mm.
When such butt welded joints of piping sections are made by automatic welding procedures in
the pipe fabrication shop, upon special approval by the Administration, the extent of
radiographic inspection may be progressively reduced but in no case to less than 10% of each
joint. If defects are revealed the extent of examination should be increased to 100% and
should include inspection of previously accepted welds. This special approval can only be
granted if well-documented quality assurance procedures and records are available to enable
the Administration to assess the ability of the manufacturer to produce satisfactory welds
consistently.
4.6.3.2 For other butt welded joints of pipes not covered by 5-8-5/4.6.3.1, spot radiographic
tests or other non-destructive tests should be carried out at the discretion of the
Administration depending upon service, position and materials. In general, at least 10% of
butt welded joints of pipes should be radiographed.
5 Testing of piping 5-8-5/5
5.1 5-8-5/5.1
open-ended piping.
Part 5
5.2 5-8-5/5.2
After assembly, all cargo and process piping should be subjected to a hydrostatic test to at least 1.5
times the design pressure. When piping systems or parts of systems are completely manufactured and
equipped with all fittings, the hydrostatic test may be conducted prior to installation aboard ship.
Joints welded on board should be hydro-statically tested to at least 1.5 times the design pressure.
Where water cannot be tolerated and the piping cannot be dried prior to putting the system into
service, proposals for alternative testing fluids or testing means should be submitted to the
Administration for approval.
5.3 5-8-5/5.3
After assembly on board, each cargo and process piping system should be subjected to a leak test
using air, halides, or other suitable medium to a pressure depending on the leak detection method
applied.
5.4 5-8-5/5.4
All piping systems including valves, fittings and associated equipment for handling cargo or vapors
should be tested under normal operating conditions not later than at the first loading operation.
6 Cargo system valving requirements 5-8-5/6
6.1 5-8-5/6.1
Every cargo piping system and cargo tank should be provided with the following valves, as
applicable:
6.1.1 5-8-5/6.1.1
For cargo tanks with a MARVS not exceeding 0.7 bar gauge, all liquid and vapor
connections, except safety relief valves and liquid level gauging devices, should have shutoff
valves located as close to the tank as practicable. These valves may be remotely controlled
but should be capable of local manual operation and provide full closure. One or more
remotely controlled emergency shutdown valves should be provided on the ship for shutting
down liquid and vapor cargo transfer between ship and shore. Such valves may be arranged
to suit the ship’s design and may be the same valve as required in 5-8-5/6.3 and should
comply with the requirements of 5-8-5/6.4.
6.1.2 5-8-5/6.1.2
For cargo tanks with a MARVS exceeding 0.7 bar gauge, all liquid and vapor connections,
except safety relief valves and liquid level gauging devices, should be equipped with a
manually operated stop valve and a remotely controlled emergency shutdown valve. These
valves should be located as close to the tank as practicable. Where the pipe size does not
exceed 50 mm in diameter, excess flow valves may be used in lieu of the emergency shutdown
valve. A single valve may be substituted for the two separate valves provided the valve
complies with the requirements of 5-8-5/6.4, is capable of local manual operation and
provides full closure of the line.
6.1.3 5-8-5/6.1.3
Cargo pumps and compressors should be arranged to shutdown automatically if the

emergency shutdown valves required by 5-8-5/6.1.1 and 5-8-5/6.1.2 are closed by the
emergency shutdown system required by 5-8-5/6.4.
Part 5
6.2 5-8-5/6.2
Cargo tank connections for gauging or measuring devices need not be equipped with excess flow or
emergency shutdown valves provided that the devices are so constructed that the outward flow of tank
contents cannot exceed that passed by a 1.5 mm diameter circular hole.
6.2 Interpretation of 5-8-5/6.2 (IMO) 5-8-5/6.2 (IMO)

The requirements of 5-8-5/6.2, providing relaxations for cargo tanks referred to in 5-8-5/6.1.2, should
not apply to cargo tank connections for gauging or measuring devices of cargo tanks referred to in
5-8-5/6.1.1.
6.3 5-8-5/6.3
One remotely operated emergency shutdown valve should be provided at each cargo hose connection
in use. Connections not used in transfer operations may be blinded with blank flanges in lieu of
valves.
6.4 5-8-5/6.4
The control system for all required emergency shutdown valves should be so arranged that all such
valves may be operated by single controls situated in at least two remote locations on the ship. One of
these locations should be the control position required by 5-8-13/1.3 or cargo control room. The
control system should also be provided with fusible elements designed to melt at temperatures
between 98°C and 104°C which will cause the emergency shutdown valves to close in the event of
fire. Locations for such fusible elements should include the tank domes and loading stations.
Emergency shutdown valves should be of the fail-closed (closed on loss of power) type and be capable
of local manual closing operation. Emergency shutdown valves in liquid piping should fully close
under all service conditions within 30 s of actuation. Information about the closing time of the valves
and their operating characteristics should be available on board and the closing time should be
verifiable and reproducible. Such valves should close smoothly.
6.5 5-8-5/6.5
Excess flow valves should close automatically at the rated closing flow of vapor or liquid as specified
by the manufacturer. The piping including fittings, valves, and appurtenances protected by an excess
flow valve, should have a greater capacity than the rated closing flow of the excess flow valve. Excess
flow valves may be designed with a bypass not exceeding an area of 1.0 mm diameter circular
opening to allow equalization of pressure, after an operating shutdown.
7 Ship’s cargo hoses 5-8-5/7
7.1 5-8-5/7.1
Liquid and vapor hoses used for cargo transfer should be compatible with the cargo and suitable for
the cargo temperature.
7.2 5-8-5/7.2
Hoses subject to tank pressure, or the discharge pressure of pumps or vapor compressors, should be
designed for a bursting pressure not less than 5 times the maximum pressure the hose will be
subjected to during cargo transfer.
Part 5
7.3 5-8-5/7.3
Each new type of cargo hose, complete with end fittings, should be prototype tested to a pressure not
less than 5 times its specified maximum working pressure. The hose temperature during this prototype
test should be the intended extreme service temperature. Hoses used for prototype testing should not
be used for cargo service. Thereafter, before being placed in service, each new length of cargo hose
produced should be hydrostatically tested at ambient temperature to a pressure not less than 1.5 times
its specified maximum working pressure nor more than two fifths its bursting pressure. The hose
should be stenciled or otherwise marked with its specified maximum working pressure and, if used in
other than ambient temperature services, its maximum or minimum service temperature or both. The
specified maximum working pressure should not be less than 10 bar gauge.
8 Cargo transfer methods 5-8-5/8
8.1 5-8-5/8.1
Where cargo transfer is by means of cargo pumps not accessible for repair with the tanks in service,
at least two separate means should be provided to transfer cargo from each cargo tank and the design
should be such that failure of one cargo pump, or means of transfer, will not prevent the cargo
transfer by another pump or pumps, or other cargo transfer means.
8.2 5-8-5/8.2
The procedure for transfer of cargo by gas pressurization should preclude lifting of the relief valves
during such transfer. Gas pressurization may be accepted as a means of transfer of cargo for those
tanks so designed that the design factor of safety is not reduced under the conditions prevailing
during the cargo transfer operation.
9 Vapor return connections 5-8-5/9
Connections for vapor return lines to the shore installations should be provided.
PART
5
SECTION 6 Materials of Construction
CONTENTS
1 General............................................................................... 1091
2 Material requirements ....................................................... 1094
2 Interpretation of 5-8-6/1 and 5-8-6/2 (ABS)....................... 1100
2.1 Definitions (ABS) ................................................................ 1100
2.2 Test Samples (ABS) ........................................................... 1100
3 Welding and non-destructive testing ............................... 1103
3.1 General............................................................................... 1103
3.2 Welding consumables ........................................................ 1103
3.3 Welding procedure tests for cargo tanks and process
pressure vessels ................................................................ 1103
3.4 Test requirements .............................................................. 1104
3.5 Welding procedure tests for piping..................................... 1104
3.6 Production weld tests ......................................................... 1104
3.7 Non-destructive testing....................................................... 1105
Table 2 (ABS) Requirements for Design Temperatures

Below 0C (32F) and Down to -55C (-67F) ............ 1097
FIGURE 1 Orientation of weld test specimen........................ 1093
PART
5
SECTION 6 Materials of Construction 5 - 8 - 6
1 General 5-8-6/1
1.1 5-8-6/1.1
1.2 5-8-6/1.2
This chapter gives the requirements for plates, sections, pipes, forgings, castings and weldments used
in the construction of cargo tanks, cargo process pressure vessels, cargo and process piping,
secondary barriers and contiguous hull structures associated with the transportation of the products.
The requirements for rolled materials, forgings and castings are given in 5-8-6/2 and 5-8-6/Table 1 to
5-8-6/Table 5. The requirements for weldments are given in 5-8-6/3.
1.3 5-8-6/1.3
The manufacture, testing, inspection and documentation should be in accordance with Recognized
Standards and the specific requirements given in this Code.

Testing of plating, rolled sections, pipes process pressure vessels, valves, forgings, castings.
Test and Test Data
Witness Test. The designation (W) indicates that the Surveyor is to witness the testing unless the
plant and product is approved under the Bureau’s Quality Assurance Program.
Manufacturer’s Data. The designation (M) indicates that test data is to be provided by the
manufacturer without verification by a Surveyor of the procedures used or the results obtained.
Part 5
Section 6 Materials of Construction 5-8-6
Cargo Tanks. (Types A, B and C) & Process Pressure Vessels

A. Plating W
B. Rolled Sections W
C. Castings & forgings W
D. Membrane W (Tension test only)
Secondary Barriers (Metallic)
a. Membrane W (Tension test only)
b. Plates and Rolled sections W
Cargo and vapor piping
A. Design Temperature at or below W
–18C (OF)
B. Design Temperatures above M
–18C (OF) and pressure 10.3 bar
(10.5 kgf/cm2, 150psi) or below
C. Pressure above 10.3 bar (10.5 W
kgf/cm2, 150psi)
Valves, castings and forgings in cargo and M
vapor piping systems
1.4.1 5-8-6/1.4.1
Acceptance tests should include Charpy V-notch toughness tests unless otherwise specified by
the Administration. The specified Charpy V-notch requirements are minimum average energy
values for three full size (10 mm × 10 mm) specimens and minimum single energy values for
individual specimens. Dimensions and tolerances of Charpy V-notch specimens should be in
accordance with Recognized Standards. The testing and requirements for specimens smaller
than 5.0 mm size should be in accordance with Recognized Standards. Minimum average
values for subsized specimens should be:
Charpy V-notch specimen size Minimum energy average of three
specimens
10 x 10 mm E
10 x 7.5 mm 5/6 E
10 x 5.0 mm 2/3 E
Where E = the energy values (J) specified in 5-8-6/Table 1 to 5-8-6/Table 4.
Only one individual value may be below the specified average value provided it is not less
than 70% of that value.
1.4.2 5-8-6/1.4.2
In all cases, the largest size Charpy specimens possible for the material thickness should be
machined with the specimens located as near as practicable to a point midway between the
surface and the center of the thickness and the length of the notch perpendicular to the
surface (see 5-8-6/Figure 1). If the average value of the three initial Charpy V-notch
specimens fails to meet the stated requirements, or the value for more than one specimen is
below the required average value, or when the value for one specimen is below the minimum
value permitted for a single specimen, three additional specimens from the same material
may be tested and the results combined with those previously obtained to form a new average.
If this new average complies with the requirements and if no more than two individual results
are lower than the required average and no more than one result is lower than the required
Part 5
value for a single specimen, the piece or batch may be accepted. At the discretion of the
Administration other types of toughness tests, such as a drop weight test, may be used. This
may be in addition to or in lieu of the Charpy V-notch test.
FIGURE 1
Orientation of weld test specimen
Single-V butt weld 1mm minimum
CL Specimen
1 2 3 4 5
Double-V butt weld

1mm minimum
2nd welded side
C
L Specimen
1 2 3 4 5
1st welded side
Notch location:
1 Center of weld
2 On fusion line
3 In HAZ, 1 mm from fusion line
4 in HAZ, 3mm from fusion line
5 in HAZ, 5mm from fusion line
HAZ = heat affected zone
The largest size of Charpy specimens possible for the material thickness should be machined with the
center of the specimens located as near as practicable to a point midway between the surface and the
center of the thickness. In all cases, the distance from the surface of the material to the edge of the
specimen should be approximately on mm or greater. In addition for double –V butt welds, specimens
should be machined closer to the surface of the second welded side.
1.5 5-8-6/1.5
Tensile strength, yield stress and elongation should be to the satisfaction of the Administration. For
carbon-manganese steel and other materials with definitive yield points, consideration should be
given to the limitation of the yield to tensile ratio.
1.6 5-8-6/1.6
The bend test may be omitted as a material acceptance test, but is required for weld tests.
1.7 5-8-6/1.7
Materials with alternative chemical composition or mechanical properties may be accepted by the
Administration.
Part 5
1.8 5-8-6/1.8
Where post-weld heat treatment is specified or required, the properties of the base material should be
determined in the heat treated condition in accordance with the applicable table of this chapter and
the weld properties should be determined in the heat treatment condition in accordance with 5-8-6/3.
In cases where a post-weld heat treatment is applied, the test requirements may be modified at the
discretion of the Administration.
1.9 5-8-6/1.9
Where reference is made in this chapter to A, B, D, E, AH, DH and EH hull structural steels, these
steel grades are hull structural steels according to Recognized Standards.
2 Material requirements 5-8-6/2
The requirements for materials of construction are shown in the tables as follows:
Table 1: Plates, pipes (seamless and welded), sections and forgings for cargo tanks
and process pressure vessels for design temperatures not lower than 0°C.
Table 2: Plates, sections and forgings for cargo tanks, secondary barriers and
process pressure vessels for design temperatures below 0°C and down to
-55°C.
Table 3: Plates, sections and forgings for cargo tanks, secondary barriers and
process pressure vessels for design temperatures below –55°C and down to
-165°C.
Table 4: Pipes (seamless and welded), forgings and castings for cargo and process
piping for design temperatures below 0°C and down to –165°C.
Table 5: Plates and sections for hull structures required by 5-8-4/9.1 and 5-8-4/9.4.
Part 5
TABLE 1
PLATES, PIPES (SEAMLESS AND WELDED),1 SECTIONS AND FORGINGS FOR CARGO TANKS AND PROCESS PRESSURE
VESSELS FOR DESIGN TEMPERATURES NOT LOWER THAN 0°C
CHEMICAL COMPOSITION AND HEAT TREATMENT
CARBON – MANGANESE STEEL Fully killed
Fine grain steel where thickness exceeds 20 mm
Small additions of alloying elements by agreement with the Administration
Composition limits to be approved by the Administration
Normalized, or quenched and tempered2
TENSION AND TOUGHNESS (IMPACT) TEST REQUIREMENTS
PLATES Each ‘‘piece’’ to be tested
SECTIONS AND FORGINGS Batch test
TENSILE PROPERTIES Specified minimum yield stress not to exceed 410 N/mm2 & 3
CHARPY V-NOTCH TEST
PLATES Transverse test pieces. Minimum average energy value (E) 27
J.
SECTIONS AND FORGINGS Longitudinal test pieces. Minimum average energy value (E)
41 J.
TEST TEMPERATURE Thickness t (mm) Test temperature (°C)
t ≤ 20 0
20 < t ≤ 40 -20
1 For seamless pipes and fittings normal practice applies. The use of longitudinally and spirally welded pipes should be
specially approved by the Administration.
2 A controlled rolling procedure may be used as an alternative to normalizing or quenching and tempering, subject to
special approval by the Administration.
3 Materials with specified minimum yield stress exceeding 410 N/mm2 may be specially approved by the Administration.
For these materials, particular attention should be given to the hardness of the weld and heat affected zone.
Part 5
TABLE 2
PLATES, SECTIONS AND FORGINGS1 FOR CARGO TANKS, SECONDARY BARRIERS

AND PROCESS PRESSRUE VESSELS FOR DESIGN TEMPERATURES BELOW 0°C AND
DOWN TO –55°C
Maximum thickness 25mm2
CHEMICAL COMPOSITION AND HEAT TREATMENT
CARBON – MANGANESE STEEL Fully killed Aluminum treated fine grain steel
Chemical composition (ladle analysis)
C Mn Si S P
0.16% max. 3 0.70 – 1.60% 0.10 – 0.50% 0.035% max. 0.035% max.
Optional additions Alloys and grain refining elements may be generally in accordance with the following:
Ni Cr Mo Cu Nb V
0.80% max. 0.25% max. 0.08% max. 0.35% max. 0.05% max. 0.10% max.
Normalized or quenched and tempered4
TENSION AND TOUGHNESS (IMPACT) TEST REQUIREMENTS (1 OCT. 94)
CHARPY V-NOTCH TEST Test temperatures 5°C below the design temperature or –20°C whichever is lower
PLATES Transverse test piece. Minimum average energy value (E) 27 J
SECTIONS AND FORGINGS1 Longitudinal test pieces. Minimum average energy value (E) 41 J
NOTES
1 The Charpy V-notch and chemistry requirements for forgings may be specially considered by the Administration.
2 For material thickness of more than 25 mm, Charpy V-notch tests should be conducted as follows:
Material thickness (mm) Test temperature (°C)
25 < t ≤ 30 10° below design temperature or –20° whichever is lower
30 < t ≤ 35 15° below design temperature or –20° whichever is lower
35 < t ≤ 40 20° below design temperature
The impact energy value should be in accordance with the table for the applicable type of that specimen. For
material thickness of more than 40 mm the Charpy V-notch values should be specially considered.
Materials for tanks and parts of tanks which are completely thermally stress relieved after welding may be tested
at a temperature 5°C below design temperature or –20°C whichever is lower.
For the thermally stressed relieved reinforcements and other fittings the test temperature should be the same as
that required for the adjacent tank-shell thickness.
3 By special agreement with the Administration, the carbon content may be increased to 0.18% maximum provided
the design temperature is not lower than –40°C.
4 A controlled rolling procedure may be used as an alternative to normalizing or quenching and tempering, subject
to special approval by the Administration.
Guidance:
For materials exceeding 25 mm in thickness for which the test temperature is –60°C or lower, the application of specialy
treated steels or steels in accordance with 5-8-6/Table 3 may be necessary
Part 5
Table 2 (ABS)
Requirements for Design Temperatures Below 0C (32F) and Down to
-55C (-67F) (1995)
Note: Supplementary to 5-8-6/Table 2
Tension Test
Tensile Strength 400 – 490 N/mm2 490 – 620 N/mm2
(41 – 50 kgf/mm2, 58,000 – 71,000 psi) (50 – 63 kfg/mm, 71,000 – 90,000 psi)
Yield Strength2 Min. 235 N/mm2 355 N/mm2

(24 kgf/mm2, 34,000 psi) (36 kgf/mm2, 51,000 psi)
Elongation (%) in
200 mm (8 in.) or 21 19
50 mm (2 in.) or 24 22
5.65 A 22 20
A = Cross Sectional area of Specimen in mm2 (in2)

Marking (see 2-1-4/9 and Note 2) AB/V-OXX AB/VH-OXX
Impact Test (Charpy V-notch)
Frequency: Plates – See 5-8-6/Table 2 Sections – each 15 tons of each heat
Heat Treatment: See 5-8-6/Table 2 and Note 1 for 5-8-6/Table 2 (ABS)
Notes:
1 Control Rolled (for sections only) or Thermo-Mechanical Controlled Process may also be considered as an
alternative to normalizing or quenching and tempering.
2 For materials which exhibit a definite yield point exceeding 80% of the tensile strength, a letter ‘‘Y’’ is to be
added at the end of the marking thus AB/V-OXXY or ABVH-OXXY.
Part 5
TABLE 3
PLATES, SECTIONS AND FORGINGS1 FOR CARGO TANKS, SECONDARY BARRIERS AND PROCESS PRESSURE VESSELS
FOR DESIGN TEMPERATURES BELOW –55°C AND DOWN TO –165°C2
Maximum thickness 25mm3
Minimum design temp. (°C) Chemical composition4 and Impact test temp. (°C)
heat treatment
-60 1.5% nickel steel – normalized -65
-65 2.25% nickel steel – normalized or -70
normalized and tempered5
-90 3.5% nickel steel – normalized or -95
normalized and tempered5
-105 5% nickel steel – normalized or -110
normalized and tempered5 & 6
-165 9% nickel steel – double normalized and -196
tempered or quenched and tempered
-165 Austenitic steels, such as types 304, 304L, -196
316, 316L, 321 and 347 solution treated7
-165 Aluminum alloys; such as type 5083 Not required
annealed
-165 Austenitic Fe-Ni alloy (36% nickel) Heat Not required
treatment as agreed
CHARPY V-NOTCH TEST
PLATES Transverse test pieces. Minimum average energy value (E) 27 J
SECTIONS AND FORGINGS Longitudinal test pieces. Minimum average energy value (E) 41 J
Notes
1 The impact test required for forgings used in critical applications should be subject to special consideration by
the Administration.
2 The requirements for design temperatures below –165°C should be specially agreed with the Administration
3 For materials 1.5% Ni, 2.25% Ni, 3.5% Ni and 5% Ni, with thicknesses greater than 25 mm, the impact tests
should be conducted as follows:
Material thickness (mm) Test temperature (°C)
In no case should the test temperature be above that indicated in the table.
The energy value should be in accordance with the table for the applicable type of test specimen. For material
thickness of more than 40 mm, the Charpy V-notch values should be specially considered.
For 9% Ni, austenitic stainless steels and aluminum alloys, thicknesses greater than 25 mm may be used at the
discretion of the Administration.
4 The chemical composition limits should be approved by the Administration.
5 A lower minimum design temperature for quenched and tempered steels may be specially agreed with the
Administration.
6 A specially heat treated 5% nickel steel, for example triple heat treated 5% nickel steel, may be used down to
–165°C upon special agreement with the Administration, provided that the impact tests are carried out at –196°C.
7 The impact test may be omitted subject to agreement with the Administration.
Part 5
TABLE 4
PIPES (SEAMLESS AND WELDED)1, FORGINGS2 AND CASTINGS2 FOR CARGO AND PROCESS PIPING FOR DESIGN
TEMPERATURES BELOW 0°C AND DOWN TO –165°C3
Maximum thickness 25 mm
Minimum Impact test

design temp. Chemical composition5 and heat treatment Minimum average
(°C) Test temp. (°C)
energy (E) (J)
-55 Carbon-manganese steel. Fully killed fine grain. Normalized or as See Notes 4 27
agreed6.
-65 2.25% nickel steel. Normalized or normalized and tempered6. -70 34
-90 3.5% nickel steel. Normalized or normalized and tempered6. -95 34
-165 9% nickel steel7. Double normalized and tempered or quenched -196 41
and tempered.
Austenitic steels, such as types 304, 304L, 316, 316L, 321, and 347. -196 41
Solution treated8
Aluminum alloys such as type 5083 annealed Not required
Each batch to be tested
IMPACT TEST – Longitudinal test pieces
NOTES
1 The use of longitudinally or spirally welded pipes should be specially approved by the Administration.
2 The requirements for forgings and castings may be subject to special consideration by the Administration.
3 The requirements for design temperatures below –165°C should be specially agreed with the Administration.
4 The test temperature should be 5°C below the design temperature or –20°C whichever is lower.
5 The composition limits should be approved by the Administration.
6 A lower design temperature may be specially agreed with the Administration for quenched and tempered materials.
7 This chemical composition is not suitable for castings.
8 Impact tests may be omitted subject to agreement with the Administration.
9(ABS) Impact tests are not required by ABS for austenitic stainless steels.
Part 5
TABLE 5
PLATES AND SECTIONS FOR HULL STRUCTURES REQUIRED BY 5-8-4/9.1 AND 5-8-4/9.4
Minimum design temperature of hull structure Maximum thickness (mm) for steel grades in accordance with 5-8-6/1.9
(°C) A B D E AH DH EH
0 and above1
Normal practice
-5 and above2
Down to –5 15 25 30 50 25 45 50
Down to –10 x 20 25 50 20 40 50
Down to –20 x x 20 50 x 30 50
Down to –30 x x x 40 x 20 40
Below –30 In accordance with 5-8-6/Table 2 except that the thickness limitation given in 5-
8-6/Table 2 and in footnote2 of that table does not apply.
Notes:
‘‘x’’ means steel grade not to be used.
1 For the purpose of 5-8-4/9.4.
2 For the purpose of 5-8-4/9.1.
3(ABS) For rolled and built up sections, the web thickness may be used to determine the grade of material (ABS).
2 Interpretation of 5-8-6/1 and 5-8-6/2 (ABS) 5-8-6/2 (ABS)
2.1 Definitions (ABS) 5-8-6/2.1 (ABS)
2.1.1 5-8-6/2.1.1
Piece: the term ‘‘piece’’ is understood to mean the rolled product from a single slab, billet or
ingot if this is rolled directly into plates, sections or bars.
2.1.2 5-8-6/2.1.2
Batch: a number of similar pieces presented as a group for acceptance tests.
2.2 Test Samples (ABS) 5-8-6/2.2 (ABS)
2.2.1 5-8-6/2.2.1
All material in a batch presented for acceptance tests is to be of the same product form e.g.
plates, flats, sections, etc. from the same cast and in the same condition of supply.
2.2.2 5-8-6/2.2.2
The test samples are to be fully representative of the material and, where appropriate, are not
to be cut from the material until heat treatment has been completed.
2.2.3 5-8-6/2.2.3
The test specimens are not to be separately heat treated in any way.
2.2.4 5-8-6/2.2.4
Unless otherwise agreed the test samples are to be taken from the following positions:
2.2.4(a) Plates and flats with a width ≥ 600 mm. The test samples are to be taken from one
Part 5
end at a position approximately midway between the axis in the direction of rolling and the
edge of the rolled product (see 5-8-6/Figure 1 (ABS)). Unless otherwise agreed the tension
test specimens are to be prepared with their longitudinal axes transverse to the final direction
of rolling.
2.2.4(b) Flats with a width < 600 mm, bulb flats and other sections. The test samples are to
be taken from one end at a position approximately one third from the outer edge (see
5-8-6/Figure 2 (ABS), 5-8-6/Figure 3 (ABS) and 5-8-6/Figure 4 (ABS)) or in the case of
small sections, as near as possible to this position. In the case of channels, beams or bulb
angles, the test samples may alternatively be taken from a position approximately one quarter
of the width from the web centerline or axis (see 5-8-6/Figure 3 (ABS)). The tension test
specimens may be prepared with their longitudinal axes either parallel or transverse to the
final direction of rolling.
2.2.4(c) Bars and other similar products. The test samples are to be taken so that the
longitudinal axes of the test specimens are parallel to the direction of rolling.
FIGURE 1 (ABS)
1/4
1/2
1/4
Plates and flats
FIGURE 2 (ABS)
2/3 1/3
Angles
Part 5
FIGURE 3 (ABS)
1/3 2/3
1/4
1/4
1/2
Channel and beams
FIGURE 4 (ABS)
1/3
2/3
Bulb flats
Part 5
3 Welding and non-destructive testing 5-8-6/3

3.1 General 5-8-6/3.1
The requirements of this section are those generally employed for carbon, carbon-manganese, nickel
alloy and stainless steels, and may form the basis for acceptance testing of other material. At the
discretion of the Administration, impact testing of stainless steel and aluminum alloy weldments may
be omitted and other tests may be specially required for any material.
3.2 Welding consumables 5-8-6/3.2

Welding consumables intended for welding of cargo tanks should be in accordance with Recognized
Standards unless otherwise agreed with the Administration. Deposited weld metal tests and butt weld
tests should be required for all welding consumables, unless otherwise specially agreed with the
Administration. The results obtained from tension and Charpy V-notch impact tests should be in
accordance with Recognized Standards. The chemical composition of the deposited weld metal should
be recorded for information and approval.
3.3 Welding procedure tests for cargo tanks and process pressure vessels 5-8-6/3.3
3.3.1 5-8-6/3.3.1
Welding procedure tests for cargo tanks and process pressure vessels are required for all butt
welds and the test assemblies should be representative of:
each base material
each type of consumable and welding process
each welding position.
For butt welds in plates, the test assemblies should be so prepared that the rolling direction is
parallel to the direction of welding. The range of thickness qualified by each welding
procedure test should be in accordance with Recognized Standards. Radiographic or
ultrasonic testing may be performed at the option of the fabricator or the Administration.
Procedure tests for consumables intended for fillet welding should be in accordance with
Recognized Standards. In such cases consumables should be selected which exhibit
satisfactory impact properties.
3.3.2 5-8-6/3.3.2
The following welding procedure tests for cargo tanks and process pressure vessels should be
made from each test assembly:
3.3.2.1 Cross-weld tension tests.
3.3.2.2 Transverse bend tests which may be face, root or side bends at the discretion of the
Administration. However, longitudinal bend tests may be required in lieu of transverse bend
tests in cases where the base material and weld metal have different strength levels.
3.3.2.3 One set of three Charpy V-notch impacts, generally at each of the following locations,
as shown in 5-8-6/Figure 1:
Centreline of the welds
Fusion line (F.L.)
1 mm from the F.L.
3 mm from the F.L.
Part 5
5 mm from the F.L.

3.3.2.4 Macrosection, microsection and hardness survey may also be required by the
Administration.
3.4 Test requirements 5-8-6/3.4
3.4.1 Tension tests: 5-8-6/3.4.1

Generally, tensile strength should not be less than the specified minimum tensile strength for
the appropriate parent materials. The Administration may also require that the transverse
weld tensile strength should not be less than the specified minimum tensile strength for the
weld metal, where the weld metal has a lower tensile strength than that of the parent metal. In
every case, the position of fracture is to be reported for information.
3.4.2 Bend tests: 5-8-6/3.4.2

No fracture is acceptable after a 180° bend over a former of a diameter 4 times the thickness
of the test pieces, unless otherwise specially required by or agreed with the Administration.
3.4.3 Charpy V-notch impact tests: 5-8-6/3.4.3

Charpy tests should be conducted at the temperature prescribed for the base material being
joined. The results of weld metal impact tests, minimum average energy (E), should be no less
than 27 J. The weld metal requirements for subsize specimens and single energy values
should be in accordance with 5-8-6/1.4.1. The results of fusion line and heat affected zone
impact tests should show a minimum average energy (E) in accordance with the transverse or
longitudinal requirements of the base material, whichever is applicable, and for subsize
specimens, the minimum average energy (E) should be in accordance with 5-8-6/1.4.1. If the
material thickness does not permit machining either full-size or standard subsize specimens,
the testing procedure and acceptance standards should be in accordance with Recognized
Standards.
3.5 Welding procedure tests for piping 5-8-6/3.5

Welding procedure tests for piping should be carried out and should be similar to those detailed for
cargo tanks in 5-8-6/3.3. Unless otherwise specially agreed with the Administration, the test
requirements should be in accordance with 5-8-6/3.4.
3.6 Production weld tests 5-8-6/3.6
3.6.1 5-8-6/3.6.1
For all cargo tanks and process pressure vessels except integral and membrane tanks,
production weld tests should generally be performed for approximately each 50m of butt weld
joints and should be representative of each welding position. For secondary barriers, the
same type production tests as required for primary tanks should be performed except that the
number of tests may be reduced subject to agreement with the Administration. Tests, other
than those specified in 5-8-6/3.6.2, 5-8-6/3.6.3 and 5-8-6/3.6.4, may be required for cargo
tanks or secondary barriers at the discretion of the Administration.
3.6.2 5-8-6/3.6.2
The production tests for types A and B independent tanks and semi-membrane tanks should
include the following tests:
Part 5
3.6.2.1 Bend tests, and where required for procedure tests one set of three Charpy V-notch
tests should be made for each 50m of weld. The Charpy V-notch tests should be made with
specimens having the notch alternately located in the center of the weld and in the heat
affected zone (most critical location based on procedure qualification results). For austenitic
stainless steel, all notches should be in the center of the weld.
3.6.2.2 The test requirements are the same as the applicable test requirements listed in 5-8-
6/3.4 except that impact tests that do not meet the prescribed energy requirements may still be
accepted, upon special consideration by the Administration, by passing a drop weight test. In
such cases, two drop weight specimens should be tested for each set of Charpy specimens that
failed and both must show ‘‘no break’’ performance at the temperature at which the Charpy
tests were conducted.
3.6.3 5-8-6/3.6.3
In addition to those tests listed in 5-8-6/3.6.2.1 for Type C independent tanks and process
pressure vessels, transverse weld tension tests are required. The test requirements are listed
in 5-8-6/3.4 except that impact tests that do not meet the prescribed energy requirements may
still be accepted upon special consideration by the Administration, by passing a drop weight
test. In such cases, two drop weight specimens should be tested for each set of Charpy
specimens that failed, and both must show ‘‘no break’’ performance at the temperature at
which the Charpy tests were conducted.
3.6.4 5-8-6/3.6.4
Production tests for integral and membrane tanks should be in accordance with Recognized
Standards.
3.7 Non-destructive testing 5-8-6/3.7
3.7.1 5-8-6/3.7.1
For type A independent tanks and semi-membrane tanks where the design temperature is
-20°C or less, and for type B independent tanks regardless of temperature, all full penetration
butt welds of the shell plating of cargo tanks should be subjected to 100% radiographic
inspection.
3.7.1.1 Where the design temperature is higher than -20°C, all full penetration butt welds in
way of intersections and at least 10% of the remaining full penetration welds of tank
structures should be subjected to radiographic inspection.
3.7.1.2 In each case the remaining tank structure including the welding of stiffeners and other
fittings and attachments should be examined by magnetic particle or dye penetrant methods
as considered necessary by the Administration.
3.7.1.3 All test procedures and acceptance standards should be in accordance with
Recognized Standards. The Administration may accept an approved ultrasonic test procedure
in lieu of radiographic inspection, but may in addition require supplementary inspection by
radiography at selected locations. Further, the Administration may require ultrasonic testing
in addition to normal radiographic inspection.
3.7.2 5-8-6/3.7.2
Inspection of type C independent tanks and process pressure vessels should be carried out in
accordance with 5-8-4/10.9.
Part 5
3.7.3 5-8-6/3.7.3
For integral and membrane tanks, special weld inspection procedures and acceptance
criteria should be in accordance with Recognized Standards.
3.7.4 5-8-6/3.7.4
The inspection and non-destructive testing of the inner hull or the independent tank structures
supporting internal insulation tanks should take into account the design criteria given in
5-8-4/4.7. The schedule for inspection and non-destructive testing should be to the
satisfaction of the Administration.
3.7.5 5-8-6/3.7.5
Inspection of piping should be carried out in accordance with the requirements of Section
5-8-5.
3.7.6 5-8-6/3.7.6
The secondary barrier should be radiographed as considered necessary by the
Administration. Where the outer shell of the hull is part of the secondary barrier, all sheer
strake butts and the intersections of all butts and seams in the side shell should be tested by
radiography.
PART
5
SECTION 7 Cargo Pressure/Temperature

Control
CONTENTS
1 General (Also see Annex 5-8-A2) ..................................... 1109
2 Refrigeration systems....................................................... 1110
2 Cargo-refrigeration System (ABS).................................... 1111
2 Interpretation of 5-8-7/2 (IACS) Reliquefaction plant of
motor-driven LNG-carriers................................................ 1111
2.1 Mechanical refrigeration fitted as the primary system for
cargo pressure control (IACS)............................................ 1111
2.2 Mechanical refrigeration fitted as the secondary system
for cargo pressure control (IACS)....................................... 1112
PART
5
SECTION 7 Cargo Pressure/Temperature

Control 5 - 8 - 7
1 General (Also see Annex 5-8-A2) 5-8-7/1
1.1 5-8-7/1.1
Unless the entire cargo system is designed to withstand the full gauge vapor pressure of the cargo
under conditions of the upper ambient design temperatures, maintenance of the cargo tank pressure
below the MARVS should be provided by one or more of the following means, except as otherwise
provided in this section:
1.1.1 5-8-7/1.1.1
a system which regulates the pressure in the cargo tanks by the use of mechanical
refrigeration;
1.1.2 5-8-7/1.1.2
a system whereby the boil-off vapors are utilized as fuel for shipboard use or waste heat
system subject to the provisions of Section 5-8-16. This system may be used at all times,
including while in port and while maneuvering, provided that a means of disposing of excess
energy is provided, such as a steam dump system, that is satisfactory to the Administration;
1.1.3 5-8-7/1.1.3
a system allowing the product to warm up and increase in pressure. The insulation or cargo
tank design pressure or both should be adequate to provide for a suitable margin for the
operating time and temperatures involved. The system should be acceptable to the
Administration in each case;
1.1.4 5-8-7/1.1.4
other systems acceptable to the Administration;
1.1.5 5-8-7/1.1.5
in addition to the above means, the Administration may permit certain cargoes to be
controlled by venting cargo vapors to the atmosphere at sea. This may be also
permitted in port with the permission of the port Administration.
Part 5
Section 7 Cargo Pressure / Temperature Control 5-8-7
1.2 5-8-7/1.2
The systems required by 5-8-7/1.1 should be constructed, fitted and tested to the satisfaction of the
Administration. Materials used in their construction should be suitable for use with the cargoes to be
carried. For normal service, the upper ambient design temperature should be:
sea 32°C
air 45°C.
For service in especially hot or cold zones these design temperatures should be increased or reduced,
as appropriate, by the Administration.
1.3 5-8-7/1.3
For certain highly dangerous cargoes specified in Section 5-8-17, the cargo containment system
should be capable of withstanding the full vapor pressure of the cargo under conditions of the upper
ambient design temperatures irrespective of any system provided for dealing with boil-off gas.
2 Refrigeration systems 5-8-7/2
2.1 5-8-7/2.1
A refrigeration system should consist of one or more units capable of maintaining the required cargo
pressure/temperature under conditions of the upper ambient design temperatures. Unless an
alternative means of controlling the cargo pressure/temperature is provided to the satisfaction of the
Administration, a stand-by unit (or units) affording spare capacity at least equal to the largest
required single unit should be provided. A stand-by unit should consist of a compressor with its
driving motor, control system and any necessary fittings to permit operation independently of the
normal service units. A stand-by heat exchanger should be provided unless the normal heat exchanger
for the unit has an excess capacity of at least 25% of the largest required capacity. Separate piping
systems are not required.
2.2.1 5-8-7/2.2.1
Where two or more refrigerated cargoes which may react chemically in a dangerous manner
are carried simultaneously, special consideration should be given to the refrigeration systems
to avoid the possibility of mixing cargoes. For the carriage of such cargoes, separate
refrigeration systems, each complete with a stand-by unit as specified in 5-8-7/2.1, should be
provided for each cargo. However, where cooling is provided by an indirect or combined
system and leakage in the heat exchangers cannot cause mixing of the cargoes under any
envisaged condition, separate refrigeration units need not be fitted.
2.2.2 5-8-7/2.2.2
Where two or more refrigerated cargoes are not mutually soluble under the conditions of
carriage, so that their vapor pressures would be additive on mixing, special consideration
should be given to the refrigeration systems to avoid the possibility of mixing cargoes.
2.3 5-8-7/2.3
Where cooling water is required in refrigeration systems, an adequate supply should be provided by a
pump or pumps used exclusively for this purpose. This pump or these pumps should have at least two
sea suction lines, where practicable leading from sea-chests, one port and one starboard. A spare
pump of adequate capacity should be provided, which may be a pump used for other services so long
as its use for cooling would not interfere with any other essential service.
Part 5
2.4 5-8-7/2.4
The refrigeration system may be arranged in one of the following ways:
2.4.1 5-8-7/2.4.1
a direct system where evaporated cargo is compressed, condensed and returned to cargo
tanks. For certain cargoes specified in Section 5-8-17 this system should not be used;
2.4.2 5-8-7/2.4.2
an indirect system where cargo or evaporated cargo is cooled or condensed by refrigerant
without being compressed;
2.4.3 5-8-7/2.4.3
a combined system where evaporated cargo is compressed and condensed in a
cargo/refrigerant heat exchanger and returned to the cargo tanks. For certain cargoes
specified in Section 5-8-17 this system should not be used.
2.5 5-8-7/2.5
All primary and secondary refrigerants must be compatible with each other and with the cargo with
which they come into contact. The heat exchange may take place either remotely from the cargo tank
or by cooling coils fitted inside or outside the cargo tank.
2 Cargo-refrigeration System (ABS) 5-8-7/2 (ABS)
Where the vessel is equipped with a refrigerating system for cooling cargo or with a reliquefaction
plant for treating boil-off gas, the arrangements will be specially considered. In general such
equipment is to comply with the requirements of Part 6, Chapter 2 and this Section.
2 Interpretation of 5-8-7/2 (IACS)

Reliquefaction plant of motor-driven LNG-carriers 5-8-7/2 (IACS)
2.1 Mechanical refrigeration fitted as the primary system for cargo pressure
control (IACS) 5-8-7/2.1 (IACS)
2.1.1 5-8-7/2.1.1
5-8-7/2 is based on the assumption that 5-8-7/1.1 is being complied with by using means defined in
5-8-7/1.1.1. That is to say, a mechanical refrigeration system is fitted as the primary means of
maintaining the cargo tank pressure below MARVS.
2.1.2 5-8-7/2.1.2
5-8-7/2 should apply to refrigeration systems when fitted on LNG carriers, i. e. stand-by capacity will
be required as detailed in 5-8-7/2.1. A stand-by LNG/ refrigerant heat exchanger need not be provided
and the fitted LNG/refrigerant heat exchanger will not be required to have 25% excess capacity over
that for normal requirements•. Other heat exchangers utilizing water cooling should have a stand-by
or have at least 25 per cent excess capacity.
• The reason for this relaxation is that corrosion and fouling problems are not expected in LNG/refrigerant heat exchangers.
5-8-7/2.1 states that unless an alternative means of controlling the cargo pressure/temperature is provided to the
satisfaction of the Administration, a stand-by unit (or units) affording spare capacity at least equal to the largest required
single unit should be fitted.
Part 5
For the purpose of complying with the above, a suitable alternative means of pressure/temperature control would be:
1.3.1. Auxiliary boiler(s) capable of burning the boil-off vapors and disposing of the generated steam or an
alternative waste heat system acceptable to the Society. Consideration will be given to systems burning
only part of the boil-off vapor if it can be shown that MARVS will not be reached within a period of
21 days.
1.3.2 Controlled venting of cargo vapors as specified in 5-8-7/1.1.5 if permitted by the Administrations
concerned.
2.2 Mechanical refrigeration fitted as the secondary system for cargo pressure
control (IACS) 5-8-7/2.2 (IACS)
Where a refrigeration plant is fitted as a means of disposing of excess energy as detailed in the 2nd
sentence of 5-8-7/1.1.2, no stand-by unit will be required for the refrigeration plant.
PART
5
SECTION 8 Cargo Tank Vent Systems
CONTENTS
1 General............................................................................... 1115
2 Pressure relief systems .................................................... 1115
3 Additional pressure relieving system for
liquid level control............................................................. 1117
4 Vacuum protection systems............................................. 1119
5 Size of valves..................................................................... 1120
TABLE 1 Factor m .................................................................. 1118

TABLE 2 Constant D ............................................................. 1122
PART
5
SECTION 8 Cargo Tank Vent Systems 5 - 8 - 8
1 General 5-8-8/1
All cargo tanks should be provided with a pressure relief system appropriate to the design of the
cargo containment system and the cargo being carried. Hold spaces, interbarrier spaces and cargo
piping which may be subject to pressures beyond their design capabilities should also be provided
with a suitable pressure relief system. The pressure relief system should be connected to a vent piping
system so designed as to minimize the possibility of cargo vapor accumulating on the decks, or
entering accommodation spaces, service spaces, control stations and machinery spaces, or other
spaces where it may create a dangerous condition. Pressure control systems specified by Section
5-8-7 should be independent of the pressure relief valves.
2 Pressure relief systems 5-8-8/2
2.1 5-8-8/2.1
Each cargo tank with a volume exceeding 20 m3 should be fitted with at least two pressure relief
valves of approximately equal capacity, suitably designed and constructed for the prescribed service.
For cargo tanks with a volume not exceeding 20 m3, a single relief valve may be fitted.
2.2 5-8-8/2.2
Interbarrier spaces should be provided with pressure relief devices to the satisfaction of the
Administration.
2.3 5-8-8/2.3
The setting of the pressure relief valves should not be higher than the vapor pressure which has been
used in the design of the tank.
2.4 5-8-8/2.4
Pressure relief valves should be connected to the highest part of the cargo tank above deck level.
Pressure relief valves on cargo tanks with a design temperature below 0°C should be arranged to
prevent their becoming inoperative due to ice formation when they are closed. Due consideration
should be given to the construction and arrangement of pressure relief valves on cargo tanks subject
to low ambient temperatures.
Part 5
Section 8 Cargo Tank Vent Systems 5-8-8
2.5 5-8-8/2.5
Pressure relief valves should be prototype tested to ensure that the valves have the capacity required.
Each valve should be tested to ensure that it opens at the prescribed pressure setting with an
allowance not exceeding ± 10% for 0 to 1.5 bar, ± 6% for 1.5 to 3.0 bar, ± 3% for 3.0 bar and above.
Pressure relief valves should be set and sealed by a competent authority acceptable to the
Administration and a record of this action, including the values of set pressure should be
retained aboard the ship.
2.6 5-8-8/2.6
In the case of cargo tanks permitted to have more than one relief valve setting this may be
accomplished by:
2.6.1 5-8-8/2.6.1
installing two or more properly set and sealed valves and providing means as necessary for
isolating the valves not in use from the cargo tank; or
2.6.2 5-8-8/2.6.2
installing relief valves whose settings may be changed by the insertion of previously approved
spacer pieces or alternative springs or by other similar means not requiring pressure testing
to verify the new set pressure. All other valve adjustments should be sealed.
2.7 5-8-8/2.7
The changing of the set pressure under the provisions of 5-8-8/2.6 should be carried out under the
supervision of the master in accordance with procedures approved by the Administration and
specified in the ship’s operating manual. Changes in set pressures should be recorded in the
ship’s log and a sign posted in the cargo control room, if provided, and at each relief valve,
stating the set pressure.
2.8 5-8-8/2.8
Stop valves or other means of blanking off pipes between tanks and pressure relief valves to facilitate
maintenance should not be fitted unless all the following arrangements are provided:
2.8.1 5-8-8/2.8.1
suitable arrangements to prevent more than one pressure relief valve being out of service at
the same time;
2.8.2 5-8-8/2.8.2
a device which automatically and in a clearly visible way indicates which one of the pressure
relief valves is out of service; and
2.8.3 5-8-8/2.8.3
pressure relief valve capacities such that if one valve is out of service the remaining valves
have the combined relieving capacity required by 5-8-8/5. However, this capacity may be
provided by the combined capacity of all valves, if a suitably maintained spare valve is
carried on board.
2.9 5-8-8/2.9
Each pressure relief valve installed on a cargo tank should be connected to a venting system, which
should be so constructed that the discharge of gas will be directed upwards and so arranged as to
minimize the possibility of water or snow entering the vent system. The height of vent exits should be
not less than B/3 or 6 m whichever is greater, above the weather deck and 6 m above the working
area and the fore and aft gangway.
Part 5
2.10 5-8-8/2.10
Cargo tank pressure relief valve vent exits should be arranged at a distance at least equal to B or
25 m, whichever is less, from the nearest air intake or opening to accommodation spaces, service
spaces and control stations, or other gas-safe spaces. For ships less than 90 m in length, smaller
distances may be permitted by the Administration. All other vent exits connected to the cargo
containment system should be arranged at a distance of at least 10 m from the nearest air intake or
opening to accommodation spaces, service spaces and control stations, or other gas-safe spaces.
2.11 5-8-8/2.11
All other cargo vent exits not dealt with in other chapters should be arranged in accordance with
5-8-8/2.9 and 5-8-8/2.10.
2.12 5-8-8/2.12
If cargoes which react in a hazardous manner with each other are carried simultaneously, a separate
pressure relief system should be fitted for each cargo carried.
2.13 5-8-8/2.13
In the vent piping system, means for draining liquid from places where it may accumulate should be
provided. The pressure relief valves and piping should be so arranged that liquid can under no
circumstances accumulate in or near the pressure relief valves.
2.14 5-8-8/2.14
Suitable protection screens should be fitted on vent outlets to prevent the ingress of foreign objects.
Protection screens need not be flame screens.
2.15 5-8-8/2.15
All vent piping should be so designed and arranged that it will not be damaged by temperature
variations to which it may be exposed, or by the ship’s motions.
2.16 5-8-8/2.16
The back pressure in the vent lines from the pressure relief valves should be taken into account in
determining the flow capacity required by 5-8-8/5.
2.17 5-8-8/2.17
Pressure relief valves should be positioned on the cargo tank so that they will remain in the vapor
phase under conditions of 15° list and 0.015 L trim, where L is as defined in 5-8-1/3.23.
3 Additional pressure relieving system for liquid level

control 5-8-8/3
3.1 5-8-8/3.1
Where required by 5-8-15/1.4.2, an additional pressure relieving system to prevent the tank from
becoming liquid full at any time during relief under the fire exposure conditions referred to in 5-8-8/5
should be fitted to each tank. This pressure relieving system should consist of:
3.1.1 5-8-8/3.1.1
one or more relief valves set at a pressure corresponding to the gauge vapor pressure of the
cargo at the reference temperature defined in 5-8-15/1.4.2; and
Part 5
3.1.2 5-8-8/3.1.2
an override arrangement, whenever necessary, to prevent its normal operation. This

arrangement should include fusible elements designed to melt at temperatures between 98°C
and 104°C and to cause relief valves specified in 5-8-8/3.1.1 to become operable.
The fusible elements should be located, in particular, in the vicinity of relief valves. The
system should become operable upon loss of system power if provided. The override
arrangement should not be dependent on any source of ship’s power.
Also see 5-8-15/1.4.2 (IMO)
3.2 5-8-8/3.2
The total relieving capacity of the additional pressure relieving system at the pressure mentioned in 5-
8-8/3.1.1 should not be less than:
Q′ = FG′ A0.82 (m3/s)
TABLE 1
Factor m
Product m = -di/dρ (kJ/kg)
r
Ammonia, anhydrous 3400
Butadiene 1800
Butane 2000
Butylene 1900
Ethane 2100
Ethylene 1500
Methane 2300
Methyl Chloride 816
Nitrogen 400
Propane 2000
Propylene 1600
Propylene oxide 1550
Vinyl chloride 900
The values in this table may be used for set pressures not higher than 2.0 bar.
where:
Q′ = minimum required rate of discharge of air at standard conditions of 273 K and
1.013 bar.
12.4 Z ⋅T '
G' =
(L + ρ r m)D M
with:
ρr = relative density of liquid phase of product at relieving conditions (ρr = 1.0 for
fresh water);
m = −di/dρ = gradient of decrease of liquid phase enthalpy against increase of liquid
r
phase density (kJ/ kg) at relieving conditions. For set pressures not higher than
2.0 bar the values in table 8.1 may be used. For products not listed in the table
and for higher set pressures, the value of m should be calculated on the basis of
the thermodynamic data of the product itself;
Part 5
i = enthalpy of liquid (kJ/kg);

T’ = temperature in kelvins (K) at relieving conditions, i.e. at the pressure at which the
additional pressure relieving system is set;
F, A, L, D, Z and M are defined in 5-8-8/5.2.
3.3 5-8-8/3.3
Compliance with 5-8-8/3.1.1 requires changing of the setting of the relief valves provided for in this
section. This should be accomplished in accordance with the provisions of 5-8-8/2.6 and 5-8-8/2.7.
3.4 5-8-8/3.4
Relief valves mentioned under 5-8-8/3.1.1 above may be the same as the pressure relief valves
mentioned in 5-8-8/2, provided the setting pressure and the relieving capacity are in compliance with
the requirements of this section.
3.5 5-8-8/3.5
The exhaust of such pressure relief valves may be led to the venting system referred to in 5-8-8/2.9. If
separate venting arrangements are fitted these should be in accordance with the requirements of
5-8-8/2.9 to 5-8-8/2.15.
4 Vacuum protection systems 5-8-8/4
4.1 5-8-8/4.1
Cargo tanks designed to withstand a maximum external pressure differential exceeding 0.25 bar and
capable of withstanding the maximum external pressure differential which can be attained at
maximum discharge rates with no vapor return into the cargo tanks, or by operation of a cargo
refrigeration system, need no vacuum relief protection.
4.2 5-8-8/4.2
Cargo tanks designed to withstand a maximum external pressure differential not exceeding 0.25 bar
or tanks which cannot withstand the maximum external pressure differential that can be attained at
maximum discharge rates with no vapor return into the cargo tanks, or by operation of a cargo
refrigeration system, or by sending boil-off vapor to the machinery spaces, should be fitted with:
4.2.1 5-8-8/4.2.1
two independent pressure switches to sequentially alarm and subsequently stop all suction of
cargo liquid or vapor from the cargo tank, and refrigeration equipment if fitted, by suitable
means at a pressure sufficiently below the maximum external designed pressure differential of
the cargo tank; or
4.2.2 5-8-8/4.2.2
vacuum relief valves with a gas flow capacity at least equal to the maximum cargo discharge
rate per cargo tank, set to open at a pressure sufficiently below the external design
differential pressure of the cargo tank; or
4.2.3 5-8-8/4.2.3
other vacuum relief systems acceptable to the Administration.
Part 5
4.3 5-8-8/4.3
Subject to the requirements of Section 5-8-17, the vacuum relief valves should admit an inert gas,
cargo vapor or air to the cargo tank and should be arranged to minimize the possibility of the
entrance of water or snow. If cargo vapor is admitted, it should be from a source other than the cargo
vapor lines.
4.4 5-8-8/4.4
The vacuum protection system should be capable of being tested to ensure that it operates at the
prescribed pressure.
5 Size of valves 5-8-8/5
Pressure relief valves should have a combined relieving capacity for each cargo tank to discharge the
greater of the following with not more than a 20% rise in cargo tank pressure above the MARVS:
5.1 5-8-8/5.1
the maximum capacity of the cargo tank inerting system if the maximum attainable working pressure
of the cargo tank inerting system exceeds the MARVS of the cargo tanks; or
5.2 5-8-8/5.2
vapors generated under fire exposure computed using the following formula:
Q = FGA0.82 (m3/s)
where:
Q = minimum required rate of discharge of air at standard conditions of 273 K and
1.013 bar.
F = fire exposure factor for different cargo tank types:
F = 1.0 for tanks without insulation located on deck;
F = 0.5 for tanks above the deck when insulation is approved by the
Administration. (Approval will be based on the use of an approved
fireproofing material, the thermal conductance of insulation, and its
stability under fire exposure);
F = 0.5 for uninsulated independent tanks installed in holds;
F = 0.2 for insulated independent tanks in holds (or uninsulated independent
tanks in insulated holds);
F = 0.1 for insulated independent tanks in inerted holds (or uninsulated
independent tanks in inerted, insulated holds);
F = 0.1 for membrane and semi-membrane tanks.
For independent tanks partly protruding through the open deck, the fire exposure factor should be
determined on the basis of the surface areas above and below deck.
G = gas factor
12.4 Z⋅T
G=
LD M
Part 5
with:
T = temperature in kelvins (K) at relieving conditions, i.e. 120% of the pressure at
which the pressure relief valve is set;
L = latent heat of the material being vaporized at relieving conditions, in kJ/kg;
D = constant based on relation of specific heats k, shown in 5-8-8/Table 2; if k is not
known, D = 0.606 should be used. The constant D may also be calculated by the
following formula:
k +1
 2  k −1
D = k 
 k +1
Z = compressibility factor of the gas at relieving conditions; if not known, Z= 1.0
should be used.
M = molecular mass of the product
A = external surface area of the tank (m2) for different tank types:
for body-of-revolution type tanks:
A = external surface area;
for other than body-of-revolution type tasks:
A = external surface area less the projected bottom surface area; for
tanks consisting of an array of pressure vessel tanks:
-insulation on the ship’s structure:
A = external surface of the hold less its projected area;
- insulation on the tank structure:
A = external surface area of the array of pressure vessels excluding
insulation, less the projected bottom area as shown in 5-8-8/Figure 1.
Part 5
TABLE 2
Constant D
k D k D
1.00 0.606 1.52 0.704
1.02 0.611 1.54 0.707
1.04 0.615 1.56 0.710
1.06 0.620 1.58 0.713
1.08 0.624 1.60 0.716
1.10 0.628 1.62 0.719
1.12 0.633 1.64 0.722
1.14 0.637 1.66 0.725
1.16 0.641 1.68 0.728
1.18 0.645 1.70 0.731
1.20 0.649 1.72 0.734
1.22 0.652 1.74 0.736
1.24 0.656 1.76 0.739
1.26 0.660 1.78 0.742
1.28 0.664 1.80 0.745
1.30 0.667 1.82 0.747
1.32 0.671 1.84 0.750
1.34 0.674 1.86 0.752
1.36 0.677 1.88 0.755
1.38 0.681 1.90 0.758
1.40 0.685 1.92 0.760
1.42 0.688 1.94 0.763
1.44 0.691 1.96 0.765
1.46 0695 1.98 0.767
1.48 0.698 2.00 0.770
1.50 0.701 2.02 0.772
2.20 0.792
FIGURE 1
Tangent
Lines
PART
5
SECTION 9 Environmental Control
CONTENTS
1 Environmental control within cargo tanks and
cargo piping systems........................................................ 1125
1 SOLAS Amendments (ABS).............................................. 1125
2 Environmental control within the hold spaces (cargo
containment systems other than type C
independent tanks) ........................................................... 1126
3 Environmental control of spaces surrounding type C
independent tanks............................................................. 1126
4 Inerting ............................................................................... 1127
5 Inert gas production on board.......................................... 1127
PART
5
SECTION 9 Environmental Control 5 - 8 - 9
1 Environmental control within cargo tanks and cargo piping

systems 5-8-9/1
1.1 5-8-9/1.1
A piping system should be provided to enable each cargo tank to be safely gas-freed, and to be safely
purged with cargo gas from a gas-free condition. The system should be arranged to minimize the
possibility of pockets of gas or air remaining after gas-freeing or purging.
1.2 5-8-9/1.2
A sufficient number of gas sampling points should be provided for each cargo tank in order to
adequately monitor the progress of purging and gas-freeing. Gas sampling connections should be
valved and capped above the main deck.
1.3 5-8-9/1.3
For flammable gases, the system should be arranged to minimize the possibility of a flammable
mixture existing in the cargo tank during any part of the gas-freeing operation by utilizing an inerting
medium as an intermediate step. In addition, the system should enable the cargo tank to be purged
with an inerting medium prior to filling with cargo vapor or liquid, without permitting a flammable
mixture to exist at any time within the cargo tank.
1.4 5-8-9/1.4
Piping systems which may contain cargo should be capable of being gas-freed and purged as
provided in 5-8-9/1.1 and 5-8-9/1.3.
1.5 5-8-9/1.5
Inert gas utilized in these procedures may be provided from the shore or from the ship.
1 SOLAS Amendments (ABS) 5-8-9/1 (ABS)
See 5-9-9/1 (IMO).
Part 5
Section 9 Environmental Control 5-8-9
2 Environmental control within the hold spaces (cargo

containment systems other than type C independent
tanks) 5-8-9/2
2.1 5-8-9/2.1
Interbarrier and hold spaces associated with cargo containment systems for flammable gases
requiring full secondary barriers should be inerted with a suitable dry inert gas and kept inerted with
make-up gas provided by a shipboard inert gas generation system, or by shipboard storage which
should be sufficient for normal consumption for at least 30 days.
2.2.1 5-8-9/2.2.1
Interbarrier and hold spaces associated with cargo containment systems for flammable gases
requiring partial secondary barriers should be inerted with suitable dry inert gas and kept
inerted with make-up gas provided by a shipboard inert gas generation system or by
shipboard storage which should be sufficient for normal consumption for at least 30 days.
2.2.2 5-8-9/2.2.2
Alternatively, subject to the restrictions specified in Section 5-8-17, the Administration may
allow the spaces referred to in 5-8-9/2.2.1 to be filled with dry air provided that the ship
maintains a stored charge of inert gas or is fitted with an inert gas generation system
sufficient to inert the largest of these spaces; and provided that the configuration of the
spaces and the relevant vapor detection systems, together with the capability of the inerting
arrangements, ensure that any leakage from the cargo tanks will be rapidly detected and
inerting effected before a dangerous condition can develop. Equipment for the provision of
sufficient dry air of suitable quality to satisfy the expected demand should be provided.
2.3 5-8-9/2.3
For non-flammable gases, the spaces referred to in 5-8-9/2.1 and 5-8-9/2.2.1 may be maintained with
a suitable dry air or inert atmosphere.
2.4 5-8-9/2.4
In case of internal insulation tanks, environmental control arrangements are not required for
interbarrier spaces and spaces between the secondary barrier and the inner hull or independent tank
structures completely filled with insulation materials complying with 5-8-4/9.7.2.
3 Environmental control of spaces surrounding type C

independent tanks 5-8-9/3
Spaces surrounding refrigerated cargo tanks not having secondary barriers should be filled with
suitable dry inert gas or dry air and be maintained in this condition with make-up inert gas provided
by a shipboard inert gas generation system, shipboard storage of inert gas, or dry air provided by
suitable air drying equipment.
Part 5
4 Inerting 5-8-9/4
4.1 5-8-9/4.1
Inerting refers to the process of providing a non-combustible environment by the addition of
compatible gases, which may be carried in storage vessels or produced on board the ship or supplied
from the shore. The inert gases should be compatible chemically and operationally, at all
temperatures likely to occur within the spaces to be inerted, with the materials of construction of the
spaces and the cargo. The dew points of the gases should be taken into consideration.
4.2 5-8-9/4.2
Where inert gas is also stored for fire-fighting purposes, it should be carried in separate containers
and should not be used for cargo services.
4.3 5-8-9/4.3
Where inert gas is stored at temperatures below 0°C, either as a liquid or as a vapor, the storage and
supply system should be so designed that the temperature of the ship’s structure is not reduced below
the limiting values imposed on it.
4.4 5-8-9/4.4
Arrangements suitable for the cargo carried should be provided to prevent the backflow of cargo
vapor into the inert gas system.
4.5 5-8-9/4.5
The arrangements should be such that each space being inerted can be isolated and the necessary
controls and relief valves etc. should be provided for controlling pressure in these spaces.
5 Inert gas production on board 5-8-9/5
5.1 5-8-9/5.1
The equipment should be capable of producing inert gas with an oxygen content at no time greater
than 5% by volume subject to the special requirements of Section 5-8-17. A continuous-reading
oxygen content meter should be fitted to the inert gas supply from the equipment and should be fitted
with an alarm set at a maximum of 5% oxygen content by volume subject to the requirements of
Section 5-8-17. Additionally, where inert gas is made by an onboard process of fractional distillation
of air which involves the storage of the cryogenic liquefied nitrogen for subsequent release, the
liquefied gas entering the storage vessel should be monitored for traces of oxygen to avoid possible
initial high oxygen enrichment of the gas when released for inerting purposes.
5.2 5-8-9/5.2
An inert gas system should have pressure controls and monitoring arrangements appropriate to the
cargo containment system. A means acceptable to the Administration, located in the cargo area, of
preventing the backflow of cargo gas should be provided.
Part 5
5.3 5-8-9/5.3
Spaces containing inert gas generating plants should have no direct access to accommodation spaces,
service spaces or control stations, but may be located in machinery spaces. If such plants are located
in machinery spaces or other spaces outside the cargo area, two non-return valves, or equivalent
devices should be fitted in the inert gas main in the cargo area as required in 5-8-9/5.2. Inert gas
piping should not pass through accommodation spaces, service spaces or control stations.
5.4 5-8-9/5.4
Flame burning equipment for generating inert gas should not be located within the cargo area.
Special consideration may be given to the location of inert gas generating equipment using the
catalytic combustion process.
5.5 (IACS) (1999) 5-8-9/5.6 (IACS)

Where a nitrogen generator system is installed, it is to comply with the requirements in 5-1-7/25.41,
except 5-1-7/25.41.1; 5-1-7/25.41.2(a) and 5-1-7/25.41.2(c) and where the connections to the cargo
tanks, hold spaces or cargo piping are not permanent, the non-return devices required by
5-1-7/25.41.4 may be substituted by no-return valves
PART
5
SECTION 10 Electrical Installations
CONTENTS
1 General............................................................................... 1131
1.6 Cable Installation (ABS) ..................................................... 1131
1.7 Cable Type (ABS) .............................................................. 1132
2 Types of equipment........................................................... 1132
2.1 Gas-dangerous spaces and zones, general ...................... 1132
2.2 Cargo containment systems............................................... 1132
2.3 Hold spaces and certain other spaces ............................... 1132
2.4 Cargo pump and cargo compressor rooms........................ 1133
2.5 Zones on open decks, spaces other than hold spaces ...... 1133
PART
5
SECTION 10 Electrical Installations 5 - 8 - 1 0
1 General 5-8-10/1
1.1 5-8-10/1.1
The provisions of this chapter are applicable to ships carrying flammable products and should be
applied in conjunction with part D of chapter II-1 of the 1983 SOLAS amendments.
1.2 5-8-10/1.2
Electrical installations should be such as to minimize the risk of fire and explosion from flammable
products. Electrical installations complying with this chapter need not be considered as a source of
ignition for the purposes of Section 5-8-3.
1.3 5-8-10/1.3
application of the provisions of this chapter in respect of electrical installations•.
• Reference is made to the Recommendations published by the International Electrotechnical Commission and in particular
to Publication 92-502.
1.4 5-8-10/1.4
Electrical equipment or wiring should not be installed in gas-dangerous spaces or zones unless
essential for operational purposes, when the exceptions listed in 5-8-10/2 are permitted.
1.5 5-8-10/1.5
Where electrical equipment is installed in gas-dangerous spaces or zones as provided in 5-8-10/1.4, it
should be to the satisfaction of the Administration and approved by the relevant authorities
recognized by the Administration for operation in the flammable atmosphere concerned.
1.6 Cable Installation (ABS) 5-8-10/1.6 (ABS)

A grounded distribution or a hull-return system is not to be used. Electric conductors are to be run
with a view to avoiding, as far as practicable, gas dangerous spaces and they are not to pass through
gas dangerous spaces, except that certain electrical devices such as echo depth-sounding apparatus,
cathodic protection anodes, or safe instruments will be specially considered for installation in these
spaces; complete-details and arrangements are to be submitted.
Part 5
Section 10 Electrical Installations 5-8-10
1.7 Cable Type (ABS) 5-8-10/1.7 (ABS)

All cables installed within gas dangerous spaces and zones are to be moisture-resistant jacketed
(impervious-sheathed) and armored or mineral-insulated metal-sheathed and all metallic protective
coverings are to be grounded in accordance with 4-8-4/23.
2 Types of equipment 5-8-10/2
Certified safe type equipment may be fitted in gas-dangerous spaces and zones in accordance with the
following provisions:
2.1 Gas-dangerous spaces and zones, general 5-8-10/2.1

Intrinsically safe electrical equipment and wiring may be fitted in all gas-dangerous spaces and zones
as defined in 5-8-1/3.17.
2.2 Cargo containment systems 5-8-10/2.2

Submerged cargo pump motors and their supply cables may be fitted in cargo containment systems,
Arrangements should be made to automatically shut down the motors in the event of low liquid level.
This may be accomplished by sensing low pump discharge pressure, low motor current, or low liquid
level. This shutdown should be alarmed at the cargo control station. Cargo pump motors should be
capable of being isolated from their electrical supply during gas-freeing operations.
2.2.1 Submerged Cargo Pump Motor (ABS) 5-8-10/2.2.1 (ABS)

2.2.1(a) Design Arrangement and details are to be submitted for approval.
2.2.1(b) Motor Operation Motors are to be capable of being energized for discharging
purposes only when the conditions 5-8-10/2.2.1(c) is satisfied by such means as the use of a
pressure cut-out switch with a manual reset.
2.2.1(c) Provision for Safe Environment Provisions are to be made to exclude air from the
tanks at all times by maintaining a positive head with either cargo vapors or inert gas when
the tanks contain flammable gases in either liquid or vapor phase
2.2.2 Portable Cargo Pumps (ABS) 5-8-10/2.2.2 (ABS)

Where portable cargo pumps are carried on board the vessel, in addition to the pumps
required by 5-8-5/8.1, for use in cargo discharge in an emergency, they are to comply with the
requirements in 5-8-10/2.2.1 (ABS). Also, the pump motors should be capable of being
isolated from their electrical supply during gas-freeing operations and the arrangements are to
be such as to permit the shutdown of the pump motors in the event of low liquid level. The
electrical outlets are to be in compliance with 5-8-10/2.5.1 (ABS). Cables are to comply with
5-8-10/1.7 (ABS). Flexible unarmored cables of the heavy duty type shown to be suitable for
use in a low temperature environment may be specially considered upon submission of
complete cable construction standards.
2.3 Hold spaces and certain other spaces 5-8-10/2.3
2.3.1 5-8-10/2.3.1
In hold spaces where cargo is carried in a cargo containment system requiring a secondary
barrier, supply cables for submerged cargo pump motors may be installed.
2.3.2 5-8-10/2.3.2
In hold spaces where cargo is carried in a cargo containment system not requiring a
secondary barrier and in spaces described in 5-8-1/3.17.5, the following may be installed:
Part 5
2.3.2.1 through runs of cables;

2.3.2.2 lighting fittings with pressurized enclosures or of the flameproof type. The lighting
system should be divided between at least two branch circuits. All switches and protective
devices should interrupt all poles or phases and be located in a gas-safe space; and
2.3.2.3 electrical depth sounding or log devices and impressed current cathodic protection
system anodes or electrodes. These devices should be housed in gas-tight enclosures;
and only in spaces described in 5-8-1/3.17.5:
2.3.2.4 flameproof motors for valve operation for cargo or ballast systems; and
2.3.2.5 flameproof general alarm audible indicators.
2.4 Cargo pump and cargo compressor rooms 5-8-10/2.4
2.4.1 5-8-10/2.4.1
Lighting fittings should have pressurized enclosures or should be of the flameproof type. The
lighting system should be divided between at least two branch circuits. All switches and
protective devices should interrupt all poles or phases and be located in a gas-safe space.
2.4.2 5-8-10/2.4.2
Electric motors for driving cargo pumps or cargo compressors should be separated from
these spaces by a gastight bulkhead or deck. Flexible couplings or other means of
maintaining alignment should be fitted to the shafts between the driven equipment and its
motors and, in addition, suitable glands should be provided where the shafts pass through the
gastight bulkhead or deck. Such electric motors and associated equipment should be located
in a compartment complying with Section 5-8-12.
2.4.3 5-8-10/2.4.3
Where operational or structural requirements are such as to make it impossible to comply
with the method described in 5-8-10/2.4.2, motors of the following certified safe types may be
installed:
2.4.3.1 increased safety type with flameproof enclosure; and
2.4.3.2 pressurized type.
2.4.4 5-8-10/2.4.4
General alarm audible indicators should have flameproof enclosures.
2.5 Zones on open decks, spaces other than hold spaces 5-8-10/2.5
2.5.1 5-8-10/2.5.1
In zones on open decks or non-enclosed spaces on the open deck, within 3 m of any cargo
tank outlet, gas or vapor outlet, cargo pipe flange, cargo valves or entrances and ventilation
openings to cargo pump rooms and cargo compressor rooms; in zones on the open deck over
the cargo area and 3 m forward and aft of the cargo area on the open deck and up to a height
of 2.4 m above the deck; in zones within 2.4 m of the outer surface of a cargo containment
system where such surface is exposed to the weather the following may be installed:
2.5.1.1 certified safe type equipment; and
2.5.1.2 through runs of cables.
Part 5
2.5.1 Socket-Outlets (IEC 92-502) 5-8-10/2.5.1

Certified safe-type socket-outlets may be considered for supplying portable cargo pumps
which are used in emergency circumstances. In such cases, special additional precautions are
to be taken such as link connections, or key interlocked change-over switches, to disconnect
and earth the cables to socket-outlets when they are not in use; also a pilot indicator showing
when these cables are energized. Such socket-outlets are to be supplied through an isolating
transformer separating the circuit from the main supply. See also 5-8-10/1.5.
2.5.2 5-8-10/2.5.2
In enclosed or semi-enclosed spaces in which pipes containing cargoes are located and in
compartments for cargo hoses the following may be installed:
2.5.2.1 lighting fittings with pressurized enclosures, or of the flameproof type. The lighting
devices should interrupt all poles or phases and be located in a gas-safe space; and
2.5.3 5-8-10/2.5.3
In enclosed or semi-enclosed spaces having a direct opening into any gas-dangerous space or
zone there should be installed electrical installations complying with the requirements for the
space or zone to which the opening leads.
2.5.4 5-8-10/2.5.4
Electrical equipment within spaces protected by air-locks should be of the certified safe type
unless arranged to be de-energized by measures required by 5-8-3/6.4.
PART
5
SECTION 11 Fire Protection and Fire Extinction
CONTENTS
1 Fire safety requirements ................................................... 1137
2 Fire water main equipment ............................................... 1138
3 Water spray system........................................................... 1138
4 Dry chemical powder fire-extinguishing systems........... 1140
5 Cargo compressor and pump rooms ............................... 1141
5.1 Interpretation of 5-8-11/5.1 (IACS) ..................................... 1141
6 Firemen’s outfits ............................................................... 1142
PART
5
Liquefied Gases in Bulk 5 - 8 - 1 1
1 Fire safety requirements 5-8-11/1
1.1 5-8-11/1.1
The requirements for tankers in chapter II-2 of the 1983 SOLAS amendments should apply to ships
covered by the Code, irrespective of tonnage including ships of less than 500 tons gross tonnage,
except that:
1.1.1 5-8-11/1.1.1
regulation 56.6 does not apply;
1.1.2 5-8-11/1.1.2
regulation 4 as applicable to cargo ships and regulation 7 should apply as they would apply
to tankers of 2,000 tons gross tonnage and over;
1.1.3 5-8-11/1.1.3
the following regulations of chapter II-2 of the 1983 SOLAS amendments related to tankers
do not apply and are replaced by chapters and sections of the Code as detailed below:
Regulation Replaced by
17 5-8-11/6
56.1 and 56.2 Section 5-8-3
60, 61, 62 5-8-11/3 and 5-8-11/4
63 5-8-11/5
1.2 5-8-11/1.2
All sources of ignition should be excluded from spaces where flammable vapor may be present except
as otherwise provided in Section 5-8-10 and Section 5-8-16.
1.3 5-8-11/1.3
The provisions of this section apply in conjunction with Section 5-8-3.
Part 5
Section 11 Fire Protection and Fire Extinction 5-8-11
1.4 5-8-11/1.4
For the purposes of fire fighting, any open deck areas above cofferdams, ballast or void spaces at the
after end of the aftermost hold space or at the forward end of the forwardmost hold space should be
included in the cargo area.
2 Fire water main equipment 5-8-11/2
2.1 5-8-11/2.1
All ships, irrespective of size, carrying products which are subject to this Code should comply with
the requirements of regulations II-2/4 and II-2/7 of the 1983 SOLAS amendments, except that the
required fire pump capacity and fire main and water service pipe diameter should not be limited by
the provisions of regulations II-2/4.2.1 and II-2/4.4.1 of the 1983 SOLAS amendments, when the fire
pump and fire main are used as part of the water spray system as permitted by 5-8-11/3.3. In addition,
the requirements of regulation II-2/4.4.2 of the 1983 SOLAS amendments should be met at a pressure
of at least 5.0 bar gauge.
2.2 5-8-11/2.2
The arrangements should be such that at least two jets of water can reach any part of the deck in the
cargo area and those portions of the cargo containment system and tank covers above the deck. The
necessary number of fire hydrants should be located to satisfy the above arrangements and to comply
with the requirements of regulations II-2/4.5.1 and II-2/4.8 of the 1983 SOLAS amendments, with
hose lengths not exceeding 33 m.
2.3 5-8-11/2.3
Stop valves should be fitted in any crossover provided and in the fire main or mains at the poop front
and at intervals of not more than 40 m between hydrants on the deck in the cargo area for the purpose
of isolating damaged sections of the main.
2.4 5-8-11/2.4
All water nozzles provided for fire-fighting use should be of an approved dual-purpose type capable
of producing either a spray or a jet. All pipes, valves nozzles and other fittings in the fire-fighting
systems should be resistant to corrosion by seawater, for which purpose galvanized pipe, for example,
may be used, and to the effect of fire.
2.5 5-8-11/2.5
Where the ship’s engine-room is unattended, arrangements should be made to start and connect to the
fire main at least one fire pump by remote control from the navigating bridge or other control station
outside the cargo area.
3 Water spray system 5-8-11/3
3.1 5-8-11/3.1
On ships carrying flammable or toxic products or both, a water spray system for cooling, fire
prevention and crew protection should be installed to cover:
Part 5
3.1.1 5-8-11/3.1.1
exposed cargo tank domes and any exposed parts of cargo tanks;
3.1.2 5-8-11/3.1.2
exposed on-deck storage vessels for flammable or toxic products;
3.1.3 5-8-11/3.1.3
cargo liquid and vapor discharge and loading manifolds and the area of their control valves
and any other areas where essential control valves are situated and which should be at least
equal to the area of the drip trays provided; and
3.1.4 5-8-11/3.1.4
boundaries of superstructures and deckhouses normally manned, cargo compressor rooms,

cargo pump rooms, store-rooms containing high fire risk items and cargo control rooms, all
facing the cargo area.
Boundaries of unmanned forecastle structures not containing high fire risk items or
equipment do not require water spray protection.
3.2 5-8-11/3.2
The system should be capable of covering all areas mentioned in 5-8-11/3.1 with a uniformly
distributed water spray of at least 10 ! /m2 per minute for horizontal projected surfaces and 4 ! / m2
per minute for vertical surfaces. For structures having no clearly defined horizontal or vertical
surfaces, the capacity of the water spray system should be the greater of the following:
3.2.1 5-8-11/3.2.1
projected horizontal surface multiplied by 10 ! /m2 per minute; or
3.2.2 5-8-11/3.2.2
actual surface multiplied by 4 ! /m2 per minute. On vertical surfaces, spacing of nozzles
protecting lower areas may take account of anticipated rundown from higher areas. Stop
valves should be fitted at intervals in the spray main for the purpose of isolating damaged
sections. Alternatively, the system may be divided into two or more sections which may be
operated independently provided the necessary controls are located together, aft of the cargo
area. A section protecting any area included in 5-8-11/3.1.1 and 5-8-11/3.1.2 should cover
the whole of the athwartship tank grouping which includes that area.

The vertical distances between water spray nozzles for protection of vertical surfaces is not to exceed
3.7 m (12 ft).
3.3 5-8-11/3.3
The capacity of the water spray pumps should be sufficient to deliver the required amount of water to
all areas simultaneously or where the system is divided into sections, the arrangements and capacity
should be such as to supply water simultaneously to any one section and to the surfaces specified in 5-
8-11/3.1.3 and 5-8-11/3.1.4. Alternatively, the main fire pumps may be used for this service provided
that their total capacity is increased by the amount needed for the spray system. In either case, a
connection, through a stop valve, should be made between the fire main and water spray main outside
the cargo area.
Part 5
3.4 5-8-11/3.4
Subject to the approval of the Administration, water pumps normally used for other services may be
arranged to supply the water spray main.
3.5 5-8-11/3.5
All pipes, valves, nozzles and other fittings in the water spray systems should be resistant to corrosion
by seawater, for which purpose galvanized pipe, for example, may be used, and to the effect of fire.
3.6 (1 Oct. 1994) 5-8-11/3.6

Remote starting of pumps supplying the water spray system and remote operation of any normally
closed valves in the system should be arranged in suitable locations outside the cargo area, adjacent
to the accommodation spaces and readily accessible and operable in the event of fire in the areas
protected.
4 Dry chemical powder fire-extinguishing systems 5-8-11/4
4.1 5-8-11/4.1
Ships in which the carriage of flammable products is intended should be fitted with fixed dry chemical
powder type extinguishing systems for the purpose of fighting fire on the deck in the cargo area and
bow or stern cargo handling areas if applicable. The system and the dry chemical powder should be
adequate for this purpose and satisfactory to the Administration.
4.2 5-8-11/4.2
The system should be capable of delivering powder from at least two hand hose lines or combination
monitor/hand hose lines to any part of the above-deck exposed cargo area including above-deck
product piping. The system should be activated by an inert gas such as nitrogen, used exclusively for
this purpose and stored in pressure vessels adjacent to the powder containers.
4.3 5-8-11/4.3
The system for use in the cargo area should consist of at least two independent self-contained dry
chemical powder units with associated controls, pressurizing medium fixed piping, monitors or hand
hose lines. For ships with a cargo capacity of less than 1,000 m3 only one such unit need be fitted,
subject to approval by the Administration. A monitor should be provided and so arranged as to
protect the cargo loading and discharge manifold areas and be capable of actuation and discharge
locally and remotely. The monitor is not required to be remotely aimed if it can deliver the necessary
powder to all required areas of coverage from a single position. All hand hose lines and monitors
should be capable of actuation at the hose storage reel or monitor. At least one hand hose line or
monitor should be situated at the after end of the cargo area.
4.4 5-8-11/4.4
A fire-extinguishing unit having two or more monitors, hand hose lines, or combinations thereof,
should have independent pipes with a manifold at the powder container, unless a suitable alternative
means is provided to ensure proper performance as approved by the Administration. Where two or
more pipes are attached to a unit the arrangement should be such that any or all of the monitors and
hand hose lines should be capable of simultaneous or sequential operation at their rated capacities.
4.5 5-8-11/4.5
The capacity of a monitor should be not less than 10 kg/s. Hand hose lines should be non-kinkable
and be fitted with a nozzle capable of on/off operation and discharge at a rate not less than 3.5 kg/s.
The maximum discharge rate should be such as to allow operation by one man. The length of a hand
Part 5
hose line should not exceed 33 m. Where fixed piping is provided between the powder container and a
hand hose line or monitor, the length of piping should not exceed that length which is capable of
maintaining the powder in a fluidized state during sustained or intermittent use, and which can be
purged of powder when the system is shut down. Hand hose lines and nozzles should be of weather-
resistant construction or stored in weather-resistant housing or covers and be readily accessible.
4.6 5-8-11/4.6
A sufficient quantity of dry chemical powder should be stored in each container to provide a minimum
45 seconds discharge time for all monitors and hand hose lines attached to each powder unit.
Coverage from fixed monitors should be in accordance with the following requirements:
Capacity of fixed monitors (kg/s) each 10 25 45
Maximum distance of coverage (m) 10 30 40
Hand hose lines should be considered to have a maximum effective distance of coverage equal to the
length of hose. Special consideration should be given where areas to be protected are substantially
higher than the monitor or hand hose reel locations.
4.7 5-8-11/4.7
Ships fitted with bow or stern loading and discharge arrangements should be provided with an
additional dry chemical powder unit complete with at least one monitor and one hand hose line
complying with the requirements of 5-8-11/4.1 to 5-8-11/4.6. This additional unit should be located to
protect the bow or stern loading and discharge arrangements. The area of the cargo line forward or
aft of the cargo area should be protected by hand hose lines.
5 Cargo compressor and pump rooms (1 Oct. 1994) 5-8-11/5

5.1 5-8-11/5.1
The cargo compressor and pump rooms of any ship should be provided with a carbon dioxide system
as specified in regulation II-2/5.1 and .2 of the 1974 SOLAS Convention, as amended. A notice should
be exhibited at the controls stating that the system is only to be used for fire-extinguishing and not for
inerting purposes, due to the electrostatic ignition hazard. The alarms referred to in regulation II-
2/5.1.6 of the 1983 SOLAS amendments should be safe for use in a flammable cargo vapor-air
mixture. For the purpose of this requirement, an extinguishing system should be provided which
would be suitable for machinery spaces. However, the amount of carbon dioxide gas carried should
be sufficient to provide a quantity of free gas equal to 45% of the gross volume of the cargo
compressor and pump-rooms in all cases.

Since the presence of flames in a room make ineffective electrostatic charges, possibly caused by the
discharge of carbon dioxide, the above sentence may be interpreted in the sense that fixed carbon
dioxide systems are allowed to be used for smothering fires in gas dangerous enclosed spaces
provided that:
5.1.1 5-8-11/5.1.1
alarms for the release of carbon dioxide into such spaces are to be of the pneumatic type or
electric type.
5.1.1(a) Pneumatically operated alarms In cases where the periodic testing of such alarms is
required, CO2 operated alarms should not be used owing to the possibility of the generation of
static electricity in the CO2 cloud. Air operated alarms may be used provided the air supply is
clean and dry.
Part 5
5.1.1(b) Electrically operated alarms When electrically operated alarms are used, the
arrangements are to be such that the electric actuating mechanism is located outside the space
except where the alarms are certified intrinsically safe.
5.2 5-8-11/5.2
Cargo compressor and pump rooms of ships which are dedicated to the carriage of a restricted
number of cargoes should be protected by an appropriate fire-extinguishing system approved by the
Administration.
6 Firemen’s outfits 5-8-11/6
6.1 (1 Oct. 1994) 5-8-11/6.1

Every ship carrying flammable products should carry firemen’s outfits complying with the
requirements of regulation II-2/ 17 of the 1983 SOLAS amendments as follows:
Total cargo capacity Number of outfits
5,000 m3 and below 4
above 5,000 m3 5
6.2 5-8-11/6.2
Additional requirements for safety equipment are given in Section 5-8-14.
6.3 5-8-11/6.3
Any breathing apparatus required as part of a fireman’s outfit should be a self-contained air-
breathing apparatus having a capacity of at least 1,200 ! of free air.
PART
5
SECTION 12 Mechanical Ventilation in the

Cargo Area
CONTENTS
1 Spaces required to be entered during normal cargo
handling operations .......................................................... 1145
1.9 Interpretation of 5-8-12/1.9 (IACS/ABS)............................. 1146
1.11 Interpretation of 5-8-12/1.11 (ABS) .................................... 1148
2 Spaces not normally entered............................................ 1148
2 Interpretation of 5-8-12/2 (IACS) ....................................... 1148
2.1 General............................................................................... 1148
2.2 Size of pressure relief devices ........................................... 1148
3 Interpretation of 5-8-12/2 (ABS) ........................................ 1149
PART
5

Cargo Area 5 - 8 - 1 2
The requirements of this Section 5-8-12 should be substituted for regulation II-2/ 59.3 of the 1983
SOLAS amendments.
1 Spaces required to be entered during normal cargo

handling operations 5-8-12/1
1.1 5-8-12/1.1
Electric motor rooms, cargo compressor and pump rooms, other enclosed spaces which contain cargo
handling equipment and similar spaces in which cargo handling operations are performed should be
fitted with mechanical ventilation systems capable of being controlled from outside such spaces.
Provision should be made to ventilate such spaces prior to entering the compartment and
operating the equipment and a warning notice requiring the use of such ventilation should be
placed outside the compartment.
1.2 5-8-12/1.2
Mechanical ventilation inlets and outlets should be arranged to ensure sufficient air movement
through the space to avoid the accumulation of flammable or toxic vapors and to ensure a safe
working environment, but in no case should the ventilation system have a capacity of less than 30
changes of air per hour based upon the total volume of the space. As an exception, gas-safe cargo
control rooms may have eight changes of air per hour.
1.3 5-8-12/1.3
Ventilation systems should be fixed and, if of the negative pressure type, permit extraction from either
the upper or the lower parts of the spaces, or from both the upper and the lower parts, depending on
the density of the vapors of the products carried.
1.4 5-8-12/1.4
In rooms housing electric motors driving cargo compressors or pumps, spaces except machinery
spaces containing inert gas generators, cargo control rooms if considered as gas-safe spaces and
other gas-safe spaces within the cargo area, the ventilation should be of the positive pressure type.
Part 5
Section 12 Mechanical Ventilation in the Cargo Area 5-8-12
1.5 5-8-12/1.5
In cargo compressor and pump rooms and in cargo control rooms if considered gas-dangerous, the
ventilation should be of the negative pressure type.
1.6 5-8-12/1.6
Ventilation exhaust ducts from gas-dangerous spaces should discharge upwards in locations at least
10m in the horizontal direction from ventilation intakes and openings to accommodation spaces,
service spaces and control stations and other gas-safe spaces.
1.7 5-8-12/1.7
Ventilation intakes should be so arranged as to minimize the possibility of recycling hazardous vapors
from any ventilation discharge opening.
1.8 5-8-12/1.8
Ventilation ducts from gas-dangerous spaces should not be led through accommodation, service and
machinery spaces or control stations, except as allowed in Section 5-8-16.
1.9 5-8-12/1.9
Electric motors driving fans should be placed outside the ventilation ducts if the carriage of
flammable products is intended. Ventilation fans should not produce a source of vapor ignition in
either the ventilated space or the ventilation system associated with the space. Ventilation fans and
fan ducts, in way of fans only, for gas-dangerous spaces should be of nonsparking construction
defined as:
1.9.1 5-8-12/1.9.1
impellers or housing of nonmetallic construction, due regard being paid to the elimination of
static electricity;
1.9.2 5-8-12/1.9.2
impellers and housing of nonferrous materials;
1.9.3 5-8-12/1.9.3
impellers and housing of austenitic stainless steel; and
1.9.4 5-8-12/1.9.4
ferrous impellers and housing with not less than 13 mm design tip clearance.
Any combination of an aluminum or magnesium alloy fixed or rotating component and a ferrous fixed
or rotating component, regardless of tip clearance, is considered a sparking hazard and should not be
used in these places.
1.9 Interpretation of 5-8-12/1.9 (IACS/ABS) (1993) 5-8-12/1.9 (IACS/ABS)
1.9.1 General 5-8-12/1.9.1

A fan is considered as nonsparking if in both normal and abnormal conditions it is unlikely to
produce sparks.
Part 5
1.9.2 Design Criteria (1993) 5-8-12/1.9.2

1.9.2(a) The air gap between the impeller and the casing shall be not less than 10% of the
impeller shaft diameter in way of the bearing but not less than 2mm. It need not be more than
13mm.
1.9.2(b) Protection screens of not more than 13mm square mesh are to be fitted in the inlet
and outlet of ventilation ducts to prevent the entrance of objects into the fan housing.
1.9.3 Materials 5-8-12/1.9.3

1.9.3(a) Except as indicated in 5-8-12/1.9.3(c) below, the impeller and the housing in way of
the impeller are to be made of alloys which are recognized as being spark proof by
appropriate test.
1.9.3(b) Electrostatic charges both in the rotating body and the casing are to be prevented by
the use of anti-static materials. Furthermore, the installation on board of the ventilation units
is to be such as to ensure the safe bonding to the hull of the units themselves.
1.9.3(c) Tests referred to in 5-8-12/1.9.3(a) above are not required for fans having the
following combinations:
i) impellers and/or housings of nonmetallic material, due regard being paid to the
elimination of static electricity;
ii) impellers and housings of non-ferrous materials;
iii) impellers of aluminum alloys or magnesium alloys and a ferrous (including austenitic
stainless steel) housing on which a ring of suitable thickness of non-ferrous materials
is fitted in way of the impeller;
iv) any combination of ferrous (including austenitic stainless steel) impellers and
housings with not less than 13mm tip design clearance.
1.9.3(d) The following impellers and housings are considered as sparking and are not
permitted:
i) impellers of an aluminum alloy or a magnesium alloy and a ferrous housing,
regardless of tip clearance;
ii) housing made of aluminum alloy or a magnesium alloy and a ferrous impeller,
regardless of tip clearance;
iii) any combination of ferrous impeller and housing with less than 13mm design tip
clearance.
1.9.4 Type Test 5-8-12/1.9.4

Type tests on the finished product are to be carried out using an acceptable national or
international standard. The tests need not to be witnessed by the Surveyor for individual fans
produced on a production line basis, provided the Surveyor is satisfied from periodic
inspections and the manufacturer’s quality assurance procedures that the fans are being
satisfactorily tested to appropriate standards. See also 4-1-1/3.5.2.
1.10 5-8-12/1.10
Spare parts should be carried for each type of fan on board referred to in the paragraph.
1.11 5-8-12/1.11
Protection screens of not more than 13 mm square mesh should be fitted in outside openings of
ventilation ducts.
Part 5
1.11 Interpretation of 5-8-12/1.11 (ABS) (1993) 5-8-12/1.11 (ABS)

5-8-12/1.11 applies to ventilation systems for which non-sparking fans/ducts are not required by
5-8-12/1.9. For other systems, see 5-8-12/1.9.2(b) (ABS).
2 Spaces not normally entered 5-8-12/2
Hold spaces, interbarrier spaces, void spaces, cofferdams, spaces containing cargo piping and other
spaces where cargo vapors may accumulate, should be capable of being ventilated to ensure a safe
environment when entry into the spaces is necessary. Where a permanent ventilation system is not
provided for such spaces, approved means of portable mechanical ventilation should be provided.
Where necessary owing to the arrangement of spaces, such as hold spaces and interbarrier spaces,
essential ducting for such ventilation should be permanently installed. Fans or blowers should be
clear of personnel access openings, and should comply with.5-8-12/1.9.
2 Interpretation of 5-8-12/2 (IACS) 5-8-12/2 (ABS)
Sizing pressure relief systems for interbarrier spaces
2.1 General 5-8-12/2.1
2.1.1 5-8-12/2.1.1
The formula for determining the relieving capacity given in 5-8-12/2.2 (IACS) is developed
for interbarrier spaces surrounding independent type A cargo tanks, where the thermal
insulation is fitted to the cargo tanks.
2.1.2 5-8-12/2.1.2
The relieving capacity of pressure relief devices of interbarrier spaces surrounding

independent type B cargo tanks may be determined on the basis of the method given in
5-8-12/2.2 (IACS), however, the leakage rate is to be determined in accordance with 5-8-
4/7.6.1.
2.1.3 5-8-12/2.1.3
The relieving capacity of pressure relief devices for interbarrier spaces of membrane and
semi-membrane tanks is to be evaluated on the basis of the specific membrane/semi-
membrane tank design.
2.1.4 5-8-12/2.1.4
The relieving capacity of pressure relief devices for interbarrier spaces adjacent to integral
type cargo tanks may, if applicable, be determined as for type A independent cargo tanks.
2.1.5 5-8-12/2.1.5
Interbarrier space pressure relief devices in the scope of this interpretation are emergency
devices for protecting the hull structure from being unduly overstressed in case of a pressure
rise in the interbarrier space due to primary barrier failure. Therefore such devices need not to
comply with the requirements of 5-8-8/2.9 and 5-8-8/2.10.
2.2 Size of pressure relief devices 5-8-12/2.2

The combined relieving capacity of the pressure relief devices for interbarrier spaces surrounding type
A independent cargo tanks where the insulation is fitted to the cargo tanks may be determined by the
following formula:
Part 5
ρ
Qsa = 3.4⋅Αc h (m3/s)
ρv
where:
Qsa = minimum required discharge rate of air at standard conditions of 273 K and 1.013
bar
Ac = design crack opening area (m2)
π
Ac = δ ⋅ ! (m2)
4
δ = max, crack opening width (m)
δ = 0,2 t (m)
t = thickness of tank bottom plating (m)
! = design crack length (m) equal to the diagonal of the largest plate panel of the tank
bottom, see sketch.
h = max. liquid height above tank bottom plus 10 ⋅ MARVS (m)
ρ = density of product liquid phase (kg/m3) at the set pressure of the interbarrier
space relief device
ρv = density of product vapor phase (kg/m3) at the set pressure of the interbarrier
space relief device and a temperature of 273 K.
MARVS = max. allowable relief valve setting of the cargo tank (bar)
girder
!
b (t)
typical plate panel

bxs
girder
S S S
stiffener
The ventilation system for spaces not normally entered shall have a capacity of not less than 8
changes per hour based on the total volume of the space.
PART
5
SECTION 13 Instrumentation (Gauging, Gas

Detection and Cargo Handling
Controls)
CONTENTS
1 General............................................................................... 1153
2 Level indicators for cargo tanks....................................... 1154
2.1 Interpretation of 5-8-13/2.1 (IACS) ..................................... 1154
3 Overflow control ................................................................ 1155
3.1 Interpretation of 5-8-13/3.1 (IMO)....................................... 1155
4 Pressure gauges ............................................................... 1155
5 Temperature indicating devices ....................................... 1156
6 Gas detection requirements ............................................. 1156
PART
5
SECTION 13 Instrumentation (Gauging, Gas

Detection and Cargo Handling
Controls) 5 - 8 - 1 3
1 General 5-8-13/1
1.1 5-8-13/1.1
Each cargo tank should be provided with means for indicating level, pressure and temperature of the
cargo. Pressure gauges and temperature indicating devices should be installed in the liquid and
vapor piping systems, in cargo refrigerating installations and in the inert gas systems as detailed in
this chapter.
1.2 5-8-13/1.2
Where a secondary barrier is required, permanently installed instrumentation should be provided to
detect when the primary barrier fails to be liquid-tight at any location or when liquid cargo is in
contact with the secondary barrier at any location. This instrumentation should consist of appropriate
gas detecting devices according to 5-8-13/6. However, the instrumentation need not be capable of
locating the area where liquid cargo leaks through the primary barrier of where liquid cargo is in
contact with the secondary barrier.
1.3 5-8-13/1.3
If the loading and unloading of the ship is performed by means of remotely controlled valves and
pumps, all controls and indicators associated with a given cargo tank should be concentrated in one
control position.
1.4 5-8-13/1.4
Instruments should be tested to ensure reliability in the working conditions and recalibrated
at regular intervals. Test procedures for instruments and the intervals between recalibration should
be approved by the Administration.
Part 5
Section 13 Instrumentation (Gauging, Gas, Detection and Cargo Handling Controls) 5-8-13
2 Level indicators for cargo tanks 5-8-13/2
2.1 5-8-13/2.1
Each cargo tank should be fitted with at least one liquid level gauging device, designed to operate at
pressures not less than the MARVS of the cargo tank and at temperatures within the cargo operating
temperature range. Where only one liquid level gauge is fitted it should be so arranged that any
necessary maintenance can be carried out while the cargo tank is in service.
In order to assess whether or not only one level gauge is acceptable in relation to the aforesaid
sentence, ‘any maintenance’ means that ‘any part’ of the level gauge can be overhauled while the
cargo tank is in service.
2.2 5-8-13/2.2
Cargo tank liquid level gauges may be of the following types subject to any special requirement for
particular cargoes shown in column ‘‘g’’ in the table of Section 5-8-19:
2.2.1 5-8-13/2.2.1
indirect devices, which determine the amount of cargo by means such as weighing or pipe
flow meters;
2.2.2 5-8-13/2.2.2
closed devices, which do not penetrate the cargo tank, such as devices using radioisotopes or
ultrasonic devices;
2.2.3
closed devices, which penetrate the cargo tank, but which form part of a closed system and
keep the cargo from being released, such as float type systems, electronic probes, magnetic
probes and bubble tube indicators. If a closed gauging device is not mounted directly on the
tank it should be provided with a shutoff valve located as close as possible to the tank; and
2.2.4 5-8-13/2.2.4
restricted devices, which penetrate the tank and when in use permit a small quantity of cargo
vapor or liquid to escape to the atmosphere, such as fixed tube and slip tube gauges. When
not in use, the devices should be kept completely closed. The design and installation should
ensure that no dangerous escape of cargo can take place when opening the device. Such
gauging devices should be so designed that the maximum opening does not exceed 1.5 mm
diameter or equivalent area unless the device is provided with an excess flow valve.
2.3 5-8-13/2.3
Sighting ports with a suitable protective cover and situated above the liquid level with an internal
scale may be allowed by the Administration as a secondary means of gauging for cargo tanks having
a design vapor pressure not higher than 0.7 bar.
2.4 5-8-13/2.4
Tubular gauge glasses should not be fitted. Gauge glasses of the robust type as fitted on high-pressure
boilers and fitted with excess flow valves may be allowed by the Administration for deck tanks, subject
to any provisions of Section 5-8-17.
Part 5
3 Overflow control 5-8-13/3
3.1 5-8-13/3.1
Except as provided in 5-8-13/3.2, each cargo tank should be fitted with a high liquid level alarm
operating independently of other liquid level indicators and giving an audible and visual warning
when activated. Another sensor operating independently of the high liquid level alarm should
automatically actuate a shutoff valve in a manner which will both avoid excessive liquid pressure in
the loading line and prevent the tank from becoming liquid full. The emergency shutdown valve
referred to in 5-8-5/6.4 may be used for this purpose. If another valve is used for this purpose, the
same information as referred to in 5-8-5/6.4 should be available on board. During loading, whenever
the use of these valves may possibly create a potential excess pressure surge in the loading system,
the Administration and the port Administration may agree to alternative arrangements such as
limiting the loading rate, etc.

The sensor for automatic closing of the loading valve for overflow control as required in 5-8-13/3.1
may be combined with the liquid level indicators required by 5-8-13/2.1.
3.2 5-8-13/3.2
A high liquid level alarm and automatic shutoff of cargo tank filling need not be required when the
cargo tank:
3.2.1 5-8-13/3.2.1
is a pressure tank with a volume not more than 200 m3; or
3.2.2 5-8-13/3.2.2
is designed to withstand the maximum possible pressure during the loading operation and
such pressure is below that of the start-to-discharge pressure of the cargo tank relief valve.
3.3 5-8-13/3.3
Electrical circuits, if any, of level alarms should be capable of being tested prior to loading.
4 Pressure gauges 5-8-13/4
4.1 5-8-13/4.1
The vapor space of each cargo tank should be provided with a pressure gauge which should
incorporate an indicator in the control position required by 5-8-13/1.3. In addition, a high-pressure
alarm and, if vacuum protection is required, a low-pressure alarm, should be provided on the
navigating bridge. Maximum and minimum allowable pressures should be marked on the indicators.
The alarms should be activated before the set pressures are reached. For cargo tanks fitted with
pressure relief valves, which can be set at more than one set pressure in accordance with 5-8-8/2.6,
high-pressure alarms should be provided for each set pressure.
4.2 5-8-13/4.2
Each cargo pump discharge line and each liquid and vapor cargo manifold should be provided with
at least one pressure gauge.
Part 5
4.3 5-8-13/4.3
Local-reading manifold pressure gauges should be provided to indicate the pressure between stop
valves and hose connections to the shore.
4.4 5-8-13/4.4
Hold spaces and interbarrier spaces without open connection to the atmosphere should be provided
with pressure gauges.
5 Temperature indicating devices 5-8-13/5
5.1 5-8-13/5.1
Each cargo tank should be provided with at least two devices for indicating cargo temperatures, one
placed at the bottom of the cargo tank and the second near the top of the tank, below the highest
allowable liquid level. The temperature indicating devices should be marked to show the lowest
temperature for which the cargo tank has been approved by the Administration.
5.2 5-8-13/5.2
When a cargo is carried in a cargo containment system with a secondary barrier at a temperature
lower than -55°C, temperature indicating devices should be provided within the insulation or on the
hull structure adjacent to cargo containment systems. The devices should give readings at regular
intervals and, where applicable, audible warning of temperatures approaching the lowest for which
the hull steel is suitable.
5.3 5-8-13/5.3
If cargo is to be carried at temperatures lower than -55°C, the cargo tank boundaries, if appropriate
for the design of the cargo containment system, should be fitted with temperature indicating devices
as follows:
5.3.1 5-8-13/5.3.1
A sufficient number of devices to establish that an unsatisfactory temperature gradient does

not occur.
5.3.2 5-8-13/5.3.2
On one tank a number of devices in excess of those required in 5-8-13/5.3.1 in order to verify
that the initial cool down procedure is satisfactory. These devices may be either temporary or
permanent. When a series of similar ships is built, the second and successive ships need not
comply with the requirements of this subparagraph.
5.4 5-8-13/5.4
The number and position of temperature indicating devices should be to the satisfaction of the
Administration.
6 Gas detection requirements 5-8-13/6
6.1 5-8-13/6.1
Gas detection equipment acceptable to the Administration and suitable for the gases to be carried
should be provided in accordance with column ‘‘f’’ in the table of Section 5-8-19.
Part 5
6.2 5-8-13/6.2
In every installation, the positions of fixed sampling heads should be determined with due regard to
the density of the vapors of the products intended to be carried and the dilution resulting from
compartment purging or ventilation.
6.3 5-8-13/6.3
Pipe runs from sampling heads should not be led through gas-safe spaces except as permitted by
5-8-13/6.5.
6.4 5-8-13/6.4
Audible and visual alarms from the gas detection equipment, if required by this section, should be
located on the navigating bridge, in the control position required by 5-8-13/1.3, and at the gas
detector readout location.
6.5 5-8-13/6.5
Gas detection equipment may be located in the control position required by 5-8-13/1.3, on the
navigating bridge or at other suitable locations. When such equipment is located in a gas-safe space
the following conditions should be met:
6.5.1
gas-sampling lines should have shutoff valves or an equivalent arrangement to prevent cross-
communication with gas-dangerous spaces; and
6.5.2
exhaust gas from the detector should be discharged to the atmosphere in a safe location.
6.5 (IACS) (1998) 5-8-13/6.5 (IACS)
For gas monitoring of the cargo area, sampling type gas analyzing units which are not intended for a
hazardous location may be located outside cargo areas (e.g., in cargo control room, navigating bridge
or engine room) when mounted on the inside of the front bulkhead and subject to compliance with the
following:
6.5.1 5-8-13/6.5.1
Sampling lines are not to pass through gas safe spaces, unless permitted by 5-8-13/6.5.5
(IACS).
6.5.2 5-8-13/6.5.2
The non-safe type gas analyzing unit is to be installed in a safe area and the gas sampling
lines are to be fitted with flame arresters. Sample gas is to be led to the atmosphere. The
outlets are to be fitted with flame screens and are to be located in a safe location. The area
within 3 m (10 ft) of the outlet pipe is to considered a hazardous location.
6.5.3 5-8-13/6.5.3
Where sampling pipes pass through bulkheads separating safe and dangerous areas, the
penetrations are to be of an approved type having fire integrity at least as effective as the
bulkhead. A manual isolation valve is to be fitted at each penetration on the gas safe side.
6.5.4 5-8-13/6.5.4
The gas detection equipment, including sampling piping, sampling pumps, solenoids,
analyzing units, etc., are to be contained in a gas-tight steel cabinet monitored by its sampling
point. The entire gas analyzing unit is to be shut down when the gas concentration inside the
cabinet reaches 30% of the lower flammability limit.
Part 5
6.5.5 5-8-13/6.5.5
Where it is impracticable to mount the cabinet on the front bulkhead, sampling pipes are to be
of steel or other equivalent material and without any detachable connections except for the
isolating valves at the bulkhead and analyzing units. Runs of sampling pipes within safe space
is to be the shortest possible length.
6.6 5-8-13/6.6
Gas detection equipment should be so designed that it may readily be tested. Testing and calibration
should be carried out at regular intervals. Suitable equipment and span gas for this purpose should be
carried on board. Where practicable, permanent connections for such equipment should be fitted.
6.7 5-8-13/6.7
A permanently installed system of gas detection and audible and visual alarms should be provided
for:
6.7.1 cargo pump rooms;
6.7.2 cargo compressor rooms;
6.7.3 motor rooms for cargo handling machinery;
6.7.4 cargo control rooms unless designated as gas-safe;
6.7.5 other enclosed spaces in the cargo area where vapor may accumulate including hold spaces
and interbarrier spaces for independent tanks other than type C;
6.7.6 ventilation hoods and gas ducts where required by Section 5-8-16; and
6.7.7 air-locks.
6.8 5-8-13/6.8
The gas detection equipment should be capable of sampling and analysing from each sampling head
location sequentially at intervals not exceeding 30 min, except that in the case of gas detection for the
ventilation hoods and gas ducts referred to in 5-8-13/6.7.6 sampling should be continuous. Common
sampling lines to the detection equipment should not be fitted.
6.9 5-8-13/6.9
In the case of products which are toxic or both toxic and flammable, the Administration, except when
column ‘‘h’’ in the table of Section 5-8-19 refers to 5-8-17/9, may authorize the use of portable
equipment for detection of toxic products as an alternative to a permanently installed system, if such
equipment is used before personnel enter the spaces listed in 5-8-13/6.7 and at 30 minute intervals
while they remain therein.
6.10 5-8-13/6.10
For the spaces listed in 5-8-13/6.7, alarms should be activated for flammable products when the
vapor concentration reaches 30% of the lower flammability limit.
6.11 (1 Oct. 1994) 5-8-13/6.11

In the case of flammable products, where cargo containment systems other than independent tanks
are used, hold spaces and interbarrier spaces should be provided with a permanently installed gas
detection system capable of measuring gas concentrations of 0 to 100% by volume. The detection
equipment, equipped with audible and visual alarms, should be capable of monitoring from each
sampling head location sequentially at intervals not exceeding 30 min. Alarms should be activated
when the vapor concentration reaches the equivalent of 30% of the lower flammability limit in air or
such other limit as may be approved by the Administration in the light of particular cargo
containment arrangements. Common sampling lines to the detection equipment should not be fitted.
Part 5
6.12 5-8-13/6.12
In the case of toxic gases, hold spaces and interbarrier spaces should be provided with a permanently
installed piping system for obtaining gas samples from the spaces. Gas from these spaces should be
sampled and analysed from each sampling head location by means of fixed or portable equipment at
intervals not exceeding 4 hours and in any event before personnel enter the space and at 30 min
intervals while they remain therein.
6.13 5-8-13/6.13
Every ship should be provided with at least two sets of portable gas detection equipment acceptable to
the Administration and suitable for the products to be carried.
6.14 5-8-13/6.14
A suitable instrument for the measurement of oxygen levels in inert atmospheres should be provided.
PART
5
SECTION 14 Personnel Protection
CONTENTS
1 Protective equipment ........................................................ 1163
2 Safety equipment............................................................... 1163
3 First-aid equipment ........................................................... 1164
4 Personnel protection requirements for
individual products ........................................................... 1164
PART
5
SECTION 14 Personnel Protection 5 - 8 - 1 4
1 Protective equipment 5-8-14/1
Suitable protective equipment including eye protection should be provided for protection of crew
members engaged in loading and discharging operations, taking into account the character of the
products.
2 Safety equipment 5-8-14/2
2.1 5-8-14/2.1
Sufficient, but not less than two complete sets of safety equipment in addition to the firemen’s outfits
required by 5-8-11/6.1 each permitting personnel to enter and work in a gas-filled space, should be
provided.
2.2 5-8-14/2.2
One complete set of safety equipment should consist of:
2.2.1 one self-contained air-breathing apparatus not using stored oxygen, having a capacity of at
least 1,200 ! of free air;
2.2.2 protective clothing, boots, gloves and tight-fitting goggles;

2.2.3 steel-cored rescue line with belt; and
2.2.4 explosion-proof lamp.
2.3 (1 Oct. 1994) 5-8-14/2.3
An adequate supply of compressed air should be provided and should consist either of:
2.3.1 5-8-14/2.3.1
one set of fully charged spare air bottles for each breathing apparatus required by
5-8-14/2.1; a special air compressor suitable for the supply of high-pressure air of the
required purity; and a charging manifold capable of dealing with sufficient spare breathing
apparatus air bottles for the breathing apparatus required by 5-8-14/2.1; or
Part 5
Section 14 Personnel Protection 5-8-14
2.3.2 5-8-14/2.3.2
fully charged spare air bottles with a total free air capacity of at least 6,000l for each
breathing apparatus required by 5-8-14/2.1.
2.4 5-8-14/2.4
Alternatively, the Administration may accept a low-pressure air line system with hose connection
suitable for use with the breathing apparatus required by 5-8-14/2.1. This system should provide
sufficient high-pressure air capacity to supply, through pressure reduction devices, enough low-
pressure air to enable two men to work in a gas-dangerous space for at least 1 hour without using the
air bottles of the breathing apparatus. Means should be provided for recharging the fixed air bottles
and the breathing apparatus air bottles from a special air compressor suitable for the supply of high-
pressure air of the required purity.
2.5 5-8-14/2.5
Protective equipment required in Subsection 1 and safety equipment required in 5-8-14/2.1
should be kept in suitable, clearly marked lockers located in readily accessible places.
2.6 5-8-14/2.6
The compressed air equipment should be inspected at least once a month by a responsible
officer and the inspection recorded in the ship’s log-book, and inspected and tested by an
expert at least once a year.
3 First-aid equipment (1 Oct. 1994) 5-8-14/3

3.1 5-8-14/3.1
A stretcher which is suitable for hoisting an injured person from spaces below deck should
be kept in a readily accessible location.
3.2• 5-8-14/3.2•
Medical first-aid equipment including oxygen resuscitation equipment and antidotes, if available, for
products carried should be provided on board.
• Reference is made to the Medical First Aid Guide for Use in Accidents involving Dangerous Goods (MFAG) which
includes the MFAG numbers of products covered by the Code and the emergency procedures to be applied in the event of
an incident. MFAG numbers related to products covered by the IGC Code are given in the table of minimum requirements
in Section 5-8-19
4 Personnel protection requirements for individual products

5-8-14/4
4.1 5-8-14/4.1
Provisions of 5-8-14/4 are applicable to ships carrying products for which those paragraphs are
listed in column ‘‘h’’ in the table of Section 5-8-19.
4.2 (1 Oct. 1994) 5-8-14/4.2

Respiratory and eye protection suitable for emergency escape purposes should be provided for every
person on board subject to the following:
4.2.1.1 filter type respiratory protection is unacceptable;
4.2.1.2 self-contained breathing apparatus should normally have a duration of service of at
least 15 min;
Part 5
4.2.2 5-8-14/4.2.2
emergency escape respiratory protection should not be used for fire-fighting or cargo
handling purposes and should be marked to that effect;
4.2.3 5-8-14/4.2.3
two additional sets of the above respiratory and eye protection should be permanently located
in the navigating bridge.
4.3 5-8-14/4.3
Suitably marked decontamination showers and an eyewash should be available on deck in convenient
locations. The showers and eyewash should be operable in all ambient conditions.
4.4 5-8-14/4.4
In ships of cargo capacity of 2,000 m3 and over, two complete sets of safety equipment should be
provided in addition to the equipment required by 5-8-11/6.1 and 5-8-14/2.1. At least three spare
charged air bottles should be provided for each self-contained air-breathing apparatus required in
this paragraph.
4.5 5-8-14/4.5
Personnel should be protected against the effects of a major cargo release by the provision of a space
within the accommodation area designed and equipped to the satisfaction of the Administration.
4.6 5-8-14/4.6
For certain highly dangerous products, cargo control rooms should be of the gas-safe type only.
PART
5
SECTION 15 Filling Limits for Cargo Tanks
CONTENTS
1 General............................................................................... 1169
2 Information to be provided to the master ........................ 1170
PART
5
SECTION 15 Filling Limits for Cargo Tanks 5 - 8 - 1 5
1 General 5-8-15/1
1.1 5-8-15/1.1
No cargo tanks should be more than 98% liquid full at the reference temperature, except as permitted
by 5-8-15/1.3.
1.2 5-8-15/1.2
The maximum volume to which a cargo tank may be loaded is determined by the following
formula:
ρR
VL = 0.98 V
ρL
where:
VL = maximum volume to which the tank may be loaded
V = volume of the tank
ρR = relative density of cargo at the reference temperature
ρL = relative density of cargo at the loading temperature and pressure.
1.3 5-8-15/1.3
The Administration may allow a higher filling limit than the limit of 98% specified in 5-8-15/1.1 and
5-8-15/1.2 at the reference temperature, taking into account the shape of the tank, arrangements of
pressure relief valves, accuracy of level and temperature gauging and the difference between the
loading temperature and the temperature corresponding to the vapor pressure of the cargo at the set
pressure of the pressure relief valves, provided the conditions specified in 5-8-8/2.17 are maintained.
1.4 5-8-15/1.4
For the purpose of Section.5-8-15 only, ‘‘reference temperature’’ means:
Part 5
Section 15 Filling Limits for Cargo Tanks 5-8-15
1.4.1 5-8-15/1.4.1
the temperature corresponding to the vapor pressure of the cargo at the set pressure of the
pressure relief valves when no cargo vapor pressure/temperature control as referred to in
Section 5-8-7 is provided;
1.4.2 5-8-15/1.4.2
the temperature of the cargo upon termination of loading, during transport, or at unloading,
whichever is the greatest, when a cargo vapor pressure/temperature control as referred to in
Section 5-8-7 is provided. If this reference temperature would result in the cargo tank
becoming liquid full before the cargo reaches a temperature corresponding to the vapor
pressure of the cargo at the set pressure of the relief valves required in 5-8-8/2, an additional
pressure relieving system complying with 5-8-8/3 should be fitted.
1.4.2 Interpretation of 5-8-8/3.1. and 5-8-15/1.4.2 (IMO) 5-8-15/1.4.2 (IMO)

The words ‘‘to prevent the tank from becoming liquid full’’ contained in 5-8-8/3.1 and
5-8-15/1.4.2 have the following meaning: At no time during the loading, transport or
unloading of the cargo including fire conditions will the tank be more than 98% liquid full,
except as permitted by 5-8-15/1.3. These requirements, along with those of 5-8-8/2.17, are
intended to ensure that the pressure relief valves remain in the vapor phase, since their design
and capacity are based on such a condition.
2 Information to be provided to the master 5-8-15/2
The maximum allowable loading limits for each cargo tank should be indicated for each product
which may be carried, for each loading temperature which may be applied and for the applicable
maximum reference temperature, on a list to be approved by the Administration. Pressures at which
the pressure relief valves, including those valves required by 5-8-8/3, have been set should also be
stated on the list. A copy of the list should be permanently kept on board by the master.
PART
5
SECTION 16 Use of Cargo as Fuel
CONTENTS
1 General............................................................................... 1173
2 Arrangement of machinery spaces of category A........... 1174
3 Gas fuel supply.................................................................. 1174
4 Gas make-up plant and related storage tanks................. 1176
5 Special requirements for main boilers............................. 1177
5 Boiler Casings (ABS)......................................................... 1178
6 Boiler Burners (ABS)......................................................... 1178
6.1 Firing Condition .................................................................. 1178
6.2 Valve Marking..................................................................... 1178
6 Special requirements for gas fired internal combustion
engines and gas fired turbines......................................... 1178
8 Additional Requirements for Internal-combustion
Engines and Gas Turbines (ABS/IACS) ........................... 1178
9 General (ABS/IACS)........................................................... 1178
10 Gas and Air Supply (ABS/IACS) ....................................... 1179
10.1 Gas Supply ......................................................................... 1179
10.2 Starting Air.......................................................................... 1179
10.3 Air Intakes........................................................................... 1179
11 Protection of Crankcase and Piston Underside Space
(ABS/IACS)......................................................................... 1179
11.1 Ventilation and Monitoring.................................................. 1179
11.2 Explosion Relief Valves...................................................... 1179
11.3 Warning Notice ................................................................... 1179
12 Engine Protective Devices (ABS/IACS)............................ 1180
12.1 Automatic Shut-Off Valves ................................................. 1180
12.2 Internal-combustion Engines.............................................. 1180
12.3 Gas Turbines ...................................................................... 1180
12.4 Emergency Stop ................................................................. 1180
13 Regulators (ABS) ...............................................................1181
14 Engine Exhaust and Scavenge Systems (ABS/IACS)......1181
15 Machinery-space Ventilation (ABS) ..................................1181
16 Operating Instructions (ABS) ............................................1181
17 Requirements for Automatic or Remote Control of
Propulsion Machinery (ABS).............................................1181
PART
5
Liquefied Gases in Bulk 5 - 8 - 1 6
SECTION 16 Use of Cargo as Fuel (1 Oct. 1994)
1 General 5-8-16/1
1.1 5-8-16/1.1
Methane (LNG) is the only cargo whose vapor or boil-off gas may be utilized in machinery spaces of
Category A and in such spaces may be utilized only in boilers, inert gas generators, combustion
engines and gas turbines.
1.2 5-8-16/1.2
These provisions do not preclude the use of gas fuels for auxiliary services in other locations provided
that such other services and locations are specially considered by the Administration.
1.3 ABS(1998) 5-8-16/1.3 (ABS)

Plans and specifications covering the entire installation with all of the accessories are to be submitted
(4-1-1/5) and are to include:
General arrangement
Vapor and gas piping including details of all special valves and fittings
Gas compressors
Gas heaters
Gas storage pressure vessels
Schematic-wiring diagram
Details of all electrical equipment
Electric bonding arrangement
Operating instruction manual
A failure mode and effect analysis (FMEA) examining possible faults affecting the combustion
process for internal-combustion engines
Part 5
Section 16 Use of Cargo as Fuel 5-8-16
2 Arrangement of machinery spaces of category A 5-8-16/2
2.1 5-8-16/2.1
Spaces in which gas fuel is utilized should be fitted with a mechanical ventilation system and should
be arranged in such a way as to prevent the formation of dead spaces. Such ventilation should be
particularly effective in the vicinity of electrical equipment and machinery or of other equipment and
machinery which may generate sparks. Such a ventilation system should be separated from those
intended for other spaces.
2.2 5-8-16/2.2
Gas detectors should be fitted in these spaces, particularly in the zones where air circulation is
reduced. The gas detection system should comply with the requirements of Section 5-8-13.
2.3 5-8-16/2.3
Electrical equipment located in the double wall pipe or duct specified in 5-8-16/3.1 should be of the
intrinsically safe type.
3 Gas fuel supply 5-8-16/3
3.1 5-8-16/3.1
Gas fuel piping should not pass through accommodation spaces, service spaces or control stations.
Gas fuel piping may pass through or extend into other spaces provided they fulfil one of the following:
3.1.1 5-8-16/3.1.1
the gas fuel piping should be a double wall piping system with the gas fuel contained in the
inner pipe. The space between the concentric pipes should be pressurized with inert gas at a
pressure greater than the gas fuel pressure. Suitable alarms should be provided to indicate a
loss of inert gas pressure between the pipes; or
3.1.2 5-8-16/3.1.2
the gas fuel piping should be installed within a ventilated pipe or duct. The air space between
the gas fuel piping and inner wall of this pipe or duct should be equipped with mechanical
exhaust ventilation having a capacity of at least 30 air changes per hour. The ventilation
system should be arranged to maintain a pressure less than the atmospheric pressure. The fan
motors should be placed outside the ventilated pipe or duct. The ventilation outlet should be
placed in a position where no flammable gas-air mixture may be ignited. The ventilation
should always be in operation when there is gas fuel in the piping. Continuous gas detection
should be provided to indicate leaks and to shut down the gas fuel supply to the machinery
space in accordance with 5-8-16/3.10. The master gas fuel valve required by 5-8-16/3.7
should close automatically if the required air flow is not established and maintained by the
exhaust ventilation system.
3.1 (IACS) (1998) 5-8-16/3.1 (IACS)

Gas fuel piping passing through or extending into machinery spaces or other gas-safe spaces other
than accommodation spaces, service spaces and control stations is to comply with the following:
3.1.1 5-8-16/3.1.1
Where the option in 5-8-16/3.1.1 is used, construction and strength of the outer pipes is to be
in accordance with 5-8-5/2. The pressure in the space between concentric pipes is to be
Part 5
continuously monitored. An alarm is to be issued and the two automatic valves in the gas fuel
line (interlocked gas valves) specified in 5-8-16/3.6 and the master gas fuel valve (master gas
valve) specified in 5-8-16/3.7 are to be closed before the pressure drops to below the inner
pipe pressure. At the same time, the third interlocked gas valve connected to the vent outlet is
to be opened. The inside of the gas fuel supply piping system between the master gas valve
and the engine is to be automatically purged with inert gas when the master valve is closed.
3.1.2 5-8-16/3.1.2
Where the option in 5-8-16/3.1.2 is used, the number of flanged joints in protective pipes or
ducts is to be minimized. The materials, construction and strength of protection pipes or ducts
and mechanical ventilation systems are to be sufficiently durable against bursting and rapid
expansion of high pressure gas in the event of gas pipe burst. The air intakes of the
mechanical ventilation system are to be provided with non-return devices effective for gas
fuel leaks; however, if a gas detector is fitted at the air intakes, the non-return devices can be
dispensed with.
3.1.3 5-8-16/3.1.3
Alternative arrangements to those given above may be considered if they provide an

equivalent level of safety.
3.2 5-8-16/3.2
If a gas leak occurs, the gas fuel supply should not be restored until the leak has been found
and repaired. Instructions to this effect should be placed in a prominent position in the
machinery spaces.
3.3 5-8-16/3.3
The double wall piping system or the ventilated pipe or duct provided for the gas fuel piping should
terminate at the ventilation hood or casing required by 5-8-16/3.4.
3.4 5-8-16/3.4
A ventilation hood or casing should be provided for the areas occupied by flanges, valves, etc., and
for the gas fuel piping, at the gas fuel utilization units, such as boilers, diesel engines or gas turbines.
If this ventilation hood or casing is not served by the exhaust ventilation fan serving the ventilated
pipe or duct as specified in 5-8-16/3.1.2, then it should be equipped with an exhaust ventilation system
and continuous gas detection should be provided to indicate leaks and to shut down the gas fuel
supply to the machinery space in accordance with 5-8-16/3.10. The master gas fuel valve required by
5-8-16/3.7 should close automatically if the required air flow is not established and maintained by the
exhaust ventilation system. The ventilated hood or casing should be installed or mounted to permit the
ventilating air to sweep across the gas utilization unit and be exhausted at the top of the ventilation
hood or casing.
3.4 (ABS) 5-8-16/3.4 (ABS)

Ventilation equipment for the vented hood is to be capable of changing the air at least once in two
minutes and in no case permit a pressure less than atmospheric in way of the burners.
3.5 5-8-16/3.5
The ventilation inlet and discharge for the required ventilation systems should be respectively from
and to a safe location.
Part 5
3.6 5-8-16/3.6
Each gas utilization unit should be provided with a set of three automatic valves. Two of these valves
should be in series in the gas fuel pipe to the consuming equipment. The third valve should be in a
pipe that vents, to a safe location in the open air, that portion of the gas fuel piping that is between the
two valves in series. These valves should be arranged so that failure of the necessary forced draft,
loss of flame on boiler burners, abnormal pressure in the gas fuel supply line, or failure of the valve
control actuating medium will cause the two gas fuel valves which are in series to close automatically
and the vent valve to open automatically. Alternatively, the function of one of the valves in series and
the vent valve can be incorporated into one valve body so arranged that, when one of the above
conditions occurs, flow to the gas utilization unit will be blocked and the vent opened. The three shut-
off valves should be arranged for manual reset.
3.7 5-8-16/3.7
A master gas fuel valve that can be closed from within the machinery space should be provided within
the cargo area. The valve should be arranged so as to close automatically if leakage of gas is
detected, or loss of ventilation for the duct or casing or loss of pressurization of the double wall gas
fuel piping occurs.
3.8 5-8-16/3.8
Gas fuel piping in machinery spaces should comply with 5-8-5/2 through 5-8-5/5 as far as found
applicable. The piping should, as far as practicable, have welded joints. Those parts of the gas fuel
piping, which are not enclosed in a ventilated pipe or duct according to 5-8-16/3.1 and are on the
open deck outside the cargo area should have full penetration butt welded joints and should be fully
radiographed.
3.9 5-8-16/3.9
Provision should be made for inerting and gas-freeing that portion of the gas fuel piping system
located in the machinery space.
3.10 5-8-16/3.10
Gas detection systems provided in accordance with the requirements of 5-8-16/3.1 and 5-8-16/3.4
should comply with 5-8-13/6.2 and 5-8-13/6.4 through 5-8-13/6.8 as applicable; they should activate
the alarm at 30% of the lower flammable limit and shut down the master gas fuel valve referred to in
5-8-16/3.7 before the gas concentration reaches 60% of the lower flammable limit.
3 (No text - 1 Oct. 1994)
4 Gas make-up plant and related storage tanks (1 Oct. 1994) 5-8-
16/4
4.1 5-8-16/4.1
All equipment (heaters, compressors, filters, etc.) for making-up the gas for its use as fuel, and the
related storage tanks should be located in the cargo area in accordance with 5-8-3/1.5.4. If the
equipment is in an enclosed space, the space should be ventilated according to 5-8-12/1 and be
equipped with a fixed fire extinguishing system according to 5-8-11/5 and with a gas detection system
according to 5-8-13/6, as applicable.
Part 5
4.2 5-8-16/4.2
The compressors should be capable of being remotely stopped from a position which is always easily
accessible, and also from the engine room. In addition, the compressors should be capable of
automatically stopping when the suction pressure reaches a certain value depending on the set
pressure of the vacuum relief valves of the cargo tanks. The automatic shut-down device of the
compressors should have a manual resetting. Volumetric compressors should be fitted with pressure
relief valves discharging into the suction line of the compressor. The size of the pressure relief valves
should be determined in such a way that, with the delivery valve kept closed, the maximum pressure
does not exceed by more than 10% the maximum working pressure. The requirements of 5-8-5/6.1.3
apply to these compressors.
4.3 5-8-16/4.3
If the heating medium for the gas fuel evaporator or heater is returned to spaces outside the cargo
area it should first go through a degassing tank. The degassing tank should be located in the cargo
area. Provisions should be made to detect and alarm the presence of gas in the tank. The vent outlet
should be in a safe position and fitted with a flame screen.
4.4 5-8-16/4.4
Piping and pressure vessels in the gas fuel conditioning system should comply with Section 5-8-5.
4 (No Text—1 Oct. 1994)
5 Special requirements for main boilers (1 Oct. 1994) 5-8-16/5

5.1 5-8-16/5.1
Each boiler should have a separate uptake.
5.2 5-8-16/5.2
A system suitable to ensure the forced draught in the boilers should be provided. The particulars of
such a system should be to the satisfaction of the Administration.
5.3 5-8-16/5.3
Combustion chambers of boilers should be of suitable form such as not to present pockets where gas
may accumulate.
5.4 5-8-16/5.4
The burner systems should be of dual type, suitable to burn either oil fuel or gas fuel alone or oil and
gas fuel simultaneously. Only oil fuel should be used during manoeuvring and port operations unless
automatic transfer from gas to oil burning is provided in which case the burning of a combination of
oil and gas or gas alone may be permitted provided the system is demonstrated to the satisfaction of
the Administration.
It should be possible to change over easily and quickly from gas fuel operation to oil fuel operation.
Gas nozzles should be fitted in such a way that gas fuel is ignited by the flame of the oil fuel burner. A
flame scanner should be installed and arranged to assure that gas flow to the burner is cut off unless
satisfactory ignition has been established and maintained. On the pipe of each gas burner a manually
operated shut-off valve should be fitted. An installation should be provided for purging the gas supply
piping to the burners by means of inert gas or steam, after the extinguishing of these burners.
Part 5
5.5 5-8-16/5.5
Alarm devices should be fitted in order to monitor a possible decrease in liquid fuel oil pressure or a
possible failure of the related pumps.
5.6 5-8-16/5.6
Arrangements should be made that, in case of flame failure of all operating burners for gas or oil or
for a combination thereof, the combustion chambers of the boilers are automatically purged before
relighting. Arrangements should also be made to enable the boilers to be manually purged and these
arrangements should be to the satisfaction of the Administration.
5 Boiler Casings (ABS) 5-8-16/5 (ABS)
When the boilers are fitted with a double casing, care is to be exercised to preclude the possibility of
gases leaking into and being trapped in pockets of the inner casing. Gas-detection probes within the
casing and explosion-relief panels on the outer casing are to be provided.
6 Boiler Burners (ABS) 5-8-16/6 (ABS)
6.1 Firing Condition 5-8-16/6.1

The burners are to maintain complete and stable combustion under all operating conditions including
the minimum rate of firing, or during any sudden change in gas firing rate between maximum and
minimum rates.
6.2 Valve Marking 5-8-16/6.2

Important valves are to be plainly marked to indicate the service controlled. Detailed operating
instructions are to be posted, including a sequence of valve operations, where this information is
necessary for effective emergency action.
6 Special requirements for gas fired internal combustion

engines and gas fired turbines (1 Oct. 1994) 5-8-16/6
Special provisions for gas fuelled internal combustion engines and for gas turbines will be considered
by the Administration in each case.
8 Additional Requirements for Internal-combustion Engines

and Gas Turbines (ABS/IACS) 5-8-16/8 (ABS/IACS)
Internal-combustion engines are to comply with the following additional requirements detailed in
5-8-16/9 (ABS/IACS) through 5-8-16/17 (ABS/IACS). Gas turbines are also to comply with these
additional requirements as applicable; however special consideration will be given to alternative
arrangements.
9 General (ABS/IACS) (1998) 5-8-16/9 (ABS/IACS)

Engines are to be of the compression-ignition, dual-fuel type using pilot-oil fuel ignition and arranged
for rapid changeover to oil fuel. Only oil fuel is to be used when starting the engine, during periods of
unstable engine operation, and during maneuvering and port operations. In case of shut-off of the gas
supply, the engines are to be capable of continuous operation by oil fuel only.
Part 5
10 Gas and Air Supply (ABS/IACS) (1998) 5-8-16/10 (ABS/IACS)
10.1 Gas Supply 5-8-16/10.1

Each cylinder is to have a separate gas supply and gas inlet valve. Flame arresters are to be provided
at the inlet to the gas supply manifold for the engine. Arrangements are to be provided so that the gas
supply to the engine can be shut-off manually from the maneuvering platform. The arrangement and
installation of the gas piping are to provide the necessary flexibility to accommodate the oscillating
movements of the engine without risk of fatigue failure. The connecting of gas lines and the
protection pipes or ducts in 5-8-16/3.1 (IACS) to the gas fuel injection valves are to provide complete
coverage by the protection pipes or ducts.
10.2 Starting Air 5-8-16/10.2
Means are to be provided to exclude gas from starting air if the engine is air-started. Starting air
branch pipes to each cylinder are also to be provided with flame arresters.
10.3 Air Intakes 5-8-16/10.3
Air intakes are not to be located where gases or vapors could be introduced into the engine or turbine
through the intake. An explosion relief valve or other appropriate protection against explosion is to be
provided in the air inlet manifold.
11 Protection of Crankcase and Piston Underside Space

(ABS/IACS) (1998) 5-8-16/11 (ABS/IACS)
In addition to the requirements of 4-2-1/7, consideration is to be given to the following.
11.1 Ventilation and Monitoring 5-8-16/11.1
For a trunk piston type engine, ventilation is to be provided for the crankcase to prevent accumulation
of gas. Arrangements are to be made so that any blow-by gas may readily reach the vent. The
crankcase vent is to be led to a safe location in the atmosphere through a flame arrester. The crankcase
is also to be protected by an oil mist detector and gas detecting or equivalent equipment. For a cross-
head type engine, the crankcase is to be protected by an oil mist detector or bearing temperature
detector. Gas detection or equivalent equipment is to be provided for the piston underside space.
11.2 Explosion Relief Valves 5-8-16/11.2

The present Rule requirements for explosion relief valves in 4-2-1/4.1 are based on the low pressure
expected to develop through the ignition of fuel or lubricating oil vapors. Since the pressures due to
the ignition of the blow-by gas may be considerably greater, consideration is to be given to increasing
the relief-valve areas. Also, since the detonation pressure depends on the length of flame travel, it is
necessary to provide one or more relief valves in way of each crank throw. The area of the relief
valves and their location will be subject to special consideration in each case.
11.3 Warning Notice 5-8-16/11.3

The warning notice required by 4-2-1/7.13, is to include a caution that the crankcase is not to be
opened until adequate precautions have been taken to insure that no gas remains trapped in the
crankcase.
Part 5
12 Engine Protective Devices (ABS/IACS) (1998) 5-8-16/12 (ABS/IACS)
12.1 Automatic Shut-Off Valves 5-8-16/12.1

In addition to the causes specified in 5-8-16/3.6, the two series gas fuel valves (interlocked gas
valves) are to automatically shut off the flow of gas in the following cases
any of the failure conditions specified in 5-8-16/12.2 (ABS/IACS)
the unit stops from any cause.
pressure drop in the space between concentric pipes as specified in 5-8-16/3.1.1 (IACS)
In addition to the causes specified in 5-8-16/3.7, the master gas valve is to automatically close in the
following cases:
the oil mist detector or bearing temperature detector specified in 5-8-16/11.1 (ABS/IACS)
detects an abnormal condition
any gas fuel leakage is detected
pressure drop in the space between concentric pipes as specified in 5-8-16/3.1.1 (IACS)
high gas concentration as specified in 5-8-16/12.4 (ABS/IACS).
It is also recommended that the master gas valve close automatically upon activation of the
interlocked gas valves.
12.2 Internal-combustion Engines 5-8-16/12.2

In addition to the protective devices required by Section 4-2-7, means are to be provided for shutting
off the fuel supply to the engine from a readily accessible location outside of the machinery space.
Details of required monitoring will be determined based on the outcome of the Failure Mode and
Effect Analysis required by 5-8-16/1.3 (ABS); however, the following table may be used for
guidance.
Automatic Shut-off of
Failure Condition Alarm
Interlocked Gas Valves
Malfunction of gas fuel injection or
X X
pilot oil fuel injection valves
Exhaust gas temperature at each
cylinder outlet and deviation from X X
average
Cylinder pressure or ignition failure
X X
of each cylinder
12.3 Gas Turbines 5-8-16/12.3
In addition to the protective devices required by Section 4-2-3, the gas turbines are to be fitted with an
automatic shut-down device for high exhaust temperatures.
12.4 Emergency Stop 5-8-16/12.4

The engine is to be stopped before the gas concentration detected by the gas detectors specified in
5-8-16/2.2 reach 60% of the lower flammable limit.
Part 5
13 Regulators (ABS) 5-8-16/13 (ABS)
When the gas pressure on the upstream side of a regulator exceeds 350 mm (14 in.) of H2O, a relief
valve is to be installed on the downstream side of the regulator. This relief valve is to discharge to a
safe location in the atmosphere through a flame arrester. The capacity of the relief valve is to be
adequate to vent the volume of gas that would pass through the regulator if that device should fail.
14 Engine Exhaust and Scavenge Systems (ABS/IACS) (1998) 5-8-

16/14 (ABS)
Explosion relief valves or other appropriate protection against explosion are to be provided in the
exhaust and scavenge manifolds. The explosion-relief valves are to be of the return-seating type. The
arrangement and location of the valves is to minimize the dangers from emission of flame.
The exhaust gas pipes from dual-fuel engines are not to be connected to the exhaust pipes of other
engines or systems.
15 Machinery-space Ventilation (ABS) 5-8-16/15 (ABS)
Adequate ventilation of the machinery space is to be provided. Because of the design of the engine
and its gas piping system, it may be necessary to provide a mechanically-vented hood. This vented
hood is to exhaust to a safe location in the atmosphere through a flame arrester. No electric equipment
is to be fitted within the hood except that which is certified safe.
16 Operating Instructions (ABS) 5-8-16/16 (ABS)
Instructions for starting, operation, and routine maintenance are to be posted conspicuously on or near
each gas-fired unit.
17 Requirements for Automatic or Remote Control of

Propulsion Machinery (ABS) (1994) 5-8-16/17 (ABS)
Propulsion machinery using methane as fuel and intended for automatic operations or operations from
a remote control station are to comply with the applicable requirements in Part 4, Chapter 9, in
particular Section 4-9-7.
PART
5
SECTION 17 Special Requirements
CONTENTS
1 General............................................................................... 1185
2 Materials of construction .................................................. 1185
3 Independent tanks............................................................. 1186
4 Refrigeration systems....................................................... 1186
5 Deck cargo piping ............................................................. 1186
6 Exclusion of air from vapor spaces ................................. 1187
7 Moisture control ................................................................ 1187
8 Inhibition ............................................................................ 1187
9 Permanently installed toxic gas detectors ...................... 1187
10 Flame screens on vent outlets ......................................... 1188
11 Maximum allowable quantity of cargo per tank............... 1188
12 Submerged electric cargo pumps .................................... 1188
13 Ammonia............................................................................ 1188
14 Chlorine.............................................................................. 1189
14.1 Cargo containment system................................................. 1189
14.2 Cargo piping systems......................................................... 1190
14.3 Materials ............................................................................. 1190
14.4 Instrumentation—safety devices ........................................ 1191
14.5 Personnel protection .......................................................... 1191
14.6 Filling limits for cargo tanks ................................................ 1192
15 Diethyl ether and vinyl ethyl ether ................................... 1192
16 Ethylene oxide ................................................................... 1192
17 Isopropylamine and monoethylamine.............................. 1193
18 Methyl acetylene-propadiene mixtures............................ 1193
19 Nitrogen ............................................................................. 1195
20 Propylene oxide and mixtures of ethylene
oxide-propylene oxide with ethylene oxide content of
not more than 30% by weight............................................1195
21 Vinyl chloride .....................................................................1198
PART
5
SECTION 17 Special Requirements 5 - 8 - 1 7
1 General (1 Oct. 1994) 5-8-17/1

The provisions of this chapter are applicable where reference is made in column ‘‘i’’ in the table of
Section 5-8-19. These are requirements additional to the general requirements of the Code.
2 Materials of construction (1 Oct. 1994) 5-8-17/2

Materials which may be exposed to cargo during normal operations should be resistant to the
corrosive action of the gases. In addition, the following materials of construction for cargo tanks, and
associated pipelines, valves, fittings and other items of equipment should not be used for certain
products as specified in column ‘‘i ’’ in the table of Section 5-8-19:
2.1 5-8-17/2.1
mercury, copper and copper-bearing alloys, and zinc;
2.2 5-8-17/2.2
copper, silver, mercury, magnesium and other acetylide-forming metals;
2.3 5-8-17/2.3
aluminum and aluminum-bearing alloys;
2.4 5-8-17/2.4
copper, copper alloys, zinc and galvanized steel;
2.5 5-8-17/2.5
aluminum, copper and alloys of either;
2.6 5-8-17/2.6
copper and copper-bearing alloys with greater than 1% copper.
Part 5
Section 17 Special Requirements 5-8-17
3 Independent tanks 5-8-17/3
3.1 5-8-17/3.1
Products should be carried in independent tanks only.
3.2 5-8-17/3.2
Products should be carried in type C independent tanks and the provisions of 5-8-7/1.3 apply. The
design pressure of the cargo tank should take into account any padding pressure or vapor discharge
unloading pressure.
4 Refrigeration systems 5-8-17/4
4.1 5-8-17/4.1
Only the indirect system described in 5-8-7/2.4.2 should be used.
4.2 5-8-17/4.2
For a ship engaged in the carriage of products which readily form dangerous peroxides,
recondensed cargo should not be allowed to form stagnant pockets of uninhibited liquid. This
may be achieved either by:
4.2.1 5-8-17/4.2.1
using the indirect system described in 5-8-7/2.4.2 with the condenser inside the cargo tank; or
4.2.2 5-8-17/4.2.2
using the direct system or combined system described in 5-8-7/2.4.1 and 5-8-7/2.4.3
respectively, or the indirect system described in 5-8-7/2.4.2 with the condenser outside the
cargo tank, and designing the condensate system to avoid any places in which liquid could
collect and be retained. Where this is impossible inhibited liquid should be added upstream of
such a place.
4.3 5-8-17/4.3
If the ship is to carry consecutively products as specified in 5-8-17/4.2 with a ballast passage
between, all uninhibited liquid should be removed prior to the ballast voyage. If a second cargo is to
be carried between such consecutive cargoes, the reliquefaction system should be thoroughly drained
and purged before loading the second cargo. Purging should be carried out using either inert gas or
vapor from the second cargo, if compatible. Practical steps should be taken to ensure that polymers
or peroxides do not accumulate in the cargo system.
5 Deck cargo piping 5-8-17/5
One hundred per cent radiography of all butt-welded joints in cargo piping exceeding 75 mm in
diameter is required.
Part 5
6 Exclusion of air from vapor spaces 5-8-17/6
Air should be removed from the cargo tanks and associated piping before loading and then
subsequently excluded by:
6.1 5-8-17/6.1
introducing inert gas to maintain a positive pressure. Storage or production capacity of the
inert gas should be sufficient to meeting normal operating requirements and relief valve
leakage. The oxygen content of inert gas should at no time be greater than 0.2% by volume
or
6.2 5-8-17/6.2
control of cargo temperatures such that a positive pressure is maintained at all times.
7 Moisture control 5-8-17/7
For gases which are non-flammable and may become corrosive or react dangerously with
water, moisture control should be provided to ensure that cargo tanks are dry before loading
and that during discharge, dry air or cargo vapor is introduced to prevent negative pressures.
For the purposes of this paragraph, dry air is air which has a dewpoint of -46C or below at
8 Inhibition 5-8-17/8
Care should be taken to ensure that the cargo is sufficiently inhibited to prevent polymerization at all
times during the voyage. Ships should be provided with a certificate from the manufacturer stating:
8.1 5-8-17/8.1
name and amount of inhibitor added;
8.2 5-8-17/8.2
date inhibitor was added and the normally expected duration of its effectiveness;
8.3 5-8-17/8.3
any temperature limitations affecting the inhibitor;
8.4 5-8-17/8.4
the action to be taken should the length of the voyage exceed the effective lifetime of the inhibitors.
9 Permanently installed toxic gas detectors 5-8-17/9
9.1 5-8-17/9.1
Gas sampling lines should not be led into or through gas-safe spaces. Alarms referred to in
5-8-13/6.7 should be activated when the vapor concentration reaches the threshold limiting value.
9.2 5-8-17/9.2
The alternative of using portable equipment in accordance with 5-8-13/6.9 should not be permitted.
Part 5
10 Flame screens on vent outlets 5-8-17/10
Cargo tank vent outlets should be provided with readily renewable and effective flame
screens or safety heads of an approved type when carrying a cargo referenced to this
section. Due attention should be paid in the design of flame screens and vent heads to the
possibility of the blockage of these devices by the freezing of cargo vapor or by icing up in
adverse weather conditions. Ordinary protection screens should be fitted after removal of the
flame screens.
11 Maximum allowable quantity of cargo per tank 5-8-17/11
When carrying a cargo referenced to this section, the quantity of the cargo should not exceed
3,000 m3 in any one tank.
12 Submerged electric cargo pumps 5-8-17/12
The vapor space of cargo tanks equipped with submerged electric motor pumps should be
inerted to a positive pressure prior to loading, during carriage and during unloading of
flammable liquids
13 Ammonia (1 Oct. 1994) 5-8-17/13

13.1 5-8-17/13.1
Anhydrous ammonia may cause stress corrosion cracking in containment and process systems made
of carbon manganese steel or nickel steel. To minimize the risk of this occurring, measures detailed in
5-8-17/13.2 to 5-8-17/13.8 should be taken as appropriate.
13.2 5-8-17/13.2
Where carbon manganese steel is used, cargo tanks, process pressure vessels and cargo piping
should be made of fine grained steel with a specified minimum yield strength not exceeding
355 N/mm2 and with an actual yield strength not exceeding 440 N/mm2. One of the following
constructional or operational measures should also be taken
13.2.1 5-8-17/13.2.1
lower strength material with a specified minimum tensile strength not exceeding 410 N/mm2
should be used; or
13.2.2 5-8-17/13.2.2
cargo tanks, etc., should be post weld stress relief heat treated; or
13.2.3 5-8-17/13.2.3
carriage temperature should be maintained preferably at a temperature close to the product’s
boiling point of -33°C but in no case at a temperature above -20°C; or
13.2.4 5-8-17/13.2.4
the ammonia should contain not less than 0.1% w/w water.
13.3 5-8-17/13.3
If carbon manganese steels with higher yield properties are used other than those specified in
Part 5
5-8-17/13.2, the completed cargo tanks, piping, etc. should be given a post weld stress relief heat
treatment.
13.4 5-8-17/13.4
Process pressure vessels and piping of the condensate part of the refrigeration system should be given
a post-weld stress relief heat treatment when made of materials mentioned in 5-8-17/13.1
13.5 5-8-17/13.5
The tensile and yield properties of the welding consumables should exceed those of the tank or piping
material by the smallest practical amount.
13.6 5-8-17/13.6
Nickel steel containing more than 5% nickel and carbon manganese steel not complying with the
requirements of 5-8-17/13.2 and 5-8-17/13.3 are particularly susceptible to ammonia stress corrosion
cracking and should not be used for containment and piping systems for the carriage of this product.
13.7 5-8-17/13.7
Nickel steel containing not more than 5% nickel may be used provided the carriage temperature
complies with the requirements specified in 5-8-17/13.2.3.
13.8 5-8-17/13.8
In order to minimize the risk of ammonia stress corrosion cracking, it is advisable to keep the
dissolved oxygen content below 2.5 ppm/w/w. This can best be achieved by reducing the average
oxygen content in the tanks prior to the introduction of liquid ammonia to less than the values given
as a function of the carriage temperature T in the table below:
T(°C) O2(%v/v)
-30 and below 0.90
-20 0.50
-10 0.28
0 0.16
10 0.10
20 0.05
30 0.03
Oxygen percentages for intermediate temperatures may be obtained by direct interpolation.
14 Chlorine 5-8-17/14
14.1 Cargo containment system 5-8-17/14.1
14.1.1 5-8-17/14.1.1
The capacity of each tank should not exceed 600 m3 and the total capacity of all cargo tanks
should not exceed 1,200 m3.
14.1.2 5-8-17/14.1.2
The tank design vapor pressure should not be less than 13.5 bar (see also 5-8-7/1.3 and in
5-8-17/3.2 of this Section).
Part 5
14.1.3 5-8-17/14.1.3
Parts of tanks protruding above the upper deck should be provided with protection against
thermal radiation taking into account total engulfment by fire.
14.1.4 5-8-17/14.1.4
Each tank should be provided with two pressure relief valves. A bursting disc of appropriate
material should be installed between the tank and the pressure relief valves. The rupture
pressure of the bursting disc should be 1 bar lower than the opening pressure of the pressure
relief valve, which should be set at the design vapor pressure of the tank but not less than
13.5 bar gauge. The space between the bursting disc and the relief valve should be connected
through an excess flow valve to a pressure gauge and a gas detection system. Provision
should be made to keep this space at or near the atmospheric pressure during normal
operation.
14.1.5 5-8-17/14.1.5
Outlets from pressure relief valves should be arranged in such a way as to minimize the
hazards on board the ship as well as to the environment. Leakage from the relief valves
should be led through the absorption plant to reduce the gas concentration as far as possible.
The relief valve exhaust line should be arranged at the forward end of the ship to discharge
outboard at deck level with an arrangement to select either port or starboard side, with a
mechanical interlock to ensure that one line is always open.
14.1.6 5-8-17/14.1.6
The Administration and the port Administration may require that chlorine is carried in
refrigerated state at a specified maximum pressure.
14.2 Cargo piping systems 5-8-17/14.2
14.2.1 5-8-17/14.2.1
Cargo discharge should be performed by means of compressed chlorine vapor from shore,
dry air or another acceptable gas or fully submerged pumps. The pressure in the vapor space
of the tank during discharging should not exceed 10.5 bar gauge. Cargo discharge
compressors on board ships should not be accepted by the Administration.
14.2.2 5-8-17/14.2.2
The design pressure of the cargo piping system should be not less than 21 bar gauge. The
internal diameter of the cargo pipes should not exceed 100 mm. Only pipe bends should be
accepted for compensation of pipeline thermal movement. The use of flanged joints should be
restricted to a minimum, and when used the flanges should be of the welding neck type with
tongue and groove.
14.2.3 5-8-17/14.2.3
Relief valves of the cargo piping system should discharge to the absorption plant (see also
5-8-8/2.16).
14.3 Materials 5-8-17/14.3
14.3.1 5-8-17/14.3.1
The cargo tanks and cargo piping systems should be made of steel suitable for the cargo and
for a temperature of -40°C, even if a higher transport temperature is intended to be used.
Part 5
14.3.2 5-8-17/14.3.2
The tanks should be thermally stress relieved. Mechanical stress relief should not be accepted
as an equivalent.
14.4 Instrumentation—safety devices 5-8-17/14.4
14.4.1 5-8-17/14.4.1
The ship should be provided with a chlorine absorbing plant with connections to the cargo
piping system and the cargo tanks. The absorbing plant should be capable of neutralizing at
least 2% of the total cargo capacity at a reasonable absorption rate.
14.4.2 5-8-17/14.4.2
During the gas-freeing on cargo tanks, vapors should not be discharged to the
atmosphere.
14.4.3 (1 Oct. 1994) 5-8-17/14.4.3

A gas detecting system should be provided capable of monitoring chlorine concentrations of
at least 1 ppm by volume. Suction points should be located:
14.4.3.1 near the bottom of the hold spaces;
14.4.3.2 in the pipes from the safety relief valves;
14.4.3.3 at the outlet from the gas absorbing plant;
14.4.3.4 at the inlet to the ventilation systems for the accommodation, service and machinery
spaces and control stations;
14.4.3.5 on deck at the forward end, in the middle and at the after end of the cargo area.
(Only required to be used during cargo handling and gas-freeing operations.) The gas
detection system should be provided with an audible and visual alarm with a set point of
5 ppm.
14.4.4 5-8-17/14.4.4
Each cargo tank should be fitted with a high-pressure alarm giving an audible alarm at a
pressure equal to 10.5 bar gauge.
14.5 Personnel protection 5-8-17/14.5
In addition to the requirements given in Section 5-8-14 the following requirements should be met:
14.5.1 5-8-17/14.5.1
The enclosed space required by 5-8-14/4.5 should be easily and quickly accessible from the
open deck and from accommodation spaces and should be capable of being rapidly closed
gastight. Access to this space from the deck and from the accommodation spaces should be by
means of an air-lock. The space should be so designed as to accommodate the entire crew of
the ship and be provided with a source of uncontaminated air for a period of not less than
4 hours. One of the decontamination showers required by 5-8-14/4.3 should be located near
the air-lock to the space.
14.5.2 5-8-17/14.5.2
A compressor and the necessary equipment for filling the air bottles should be provided.
14.5.3 5-8-17/14.5.3
One set of oxygen therapy equipment should be carried in the space referred to in
5-8-17/14.5.1.
Part 5
14.6 Filling limits for cargo tanks 5-8-17/14.6
14.6.1 5-8-17/14.6.1
The requirements of 5-8-15/1.4.2 do not apply when it is intended to carry chlorine.
14.6.2 5-8-17/14.6.2
The chlorine content of the gas in the vapor space of the cargo tank after loading should be
greater than 80% by volume.
15 Diethyl ether and vinyl ethyl ether 5-8-17/15
15.1 5-8-17/15.1
The cargo should be discharged only by deepwell pumps or by hydraulically operated submerged
pumps. These pumps should be of a type designed to avoid liquid pressure against the shaft gland.
15.2 5-8-17/15.2
Inert gas displacement may be used of discharging cargo from type C independent tanks
provided the cargo system is designed for the expected pressure.
16 Ethylene oxide 5-8-17/16
16.1 5-8-17/16.1
For the carriage of ethylene oxide the requirements of 5-8-17/20 apply, with the additions and
modifications as given in this section.
16.2 5-8-17/16.2
Deck tanks should not be used for the carriage of ethylene oxide.
16.3 5-8-17/16.3
Stainless steels types 416 and 442 as well as cast iron should not be used in ethylene oxide cargo
containment and piping systems.
16.4 5-8-17/16.4
Before loading, tanks should be thoroughly and effectively cleaned to remove all traces of
previous cargoes from tanks and associated pipework, except where the immediate prior
cargo has been ethylene oxide, propellent oxide or mixtures of these products. Particular
care should be taken in the case of ammonia in tanks made of steel other than stainless
steel.
16.5 5-8-17/16.5
Ethylene oxide should be discharged only by deepwell pumps or inert gas displacement. The
arrangement of pumps should comply with 5-8-17/20.5.3.
16.6 5-8-17/16.6
Ethylene oxide should be carried refrigerated only and maintained at temperatures of less than 30°C.
16.7 5-8-17/16.7
Pressure relief valves should be set at a pressure of not less than 5.5 bar gauge. The maximum set
pressure should be specially approved by the Administration.
Part 5
16.8 5-8-17/16.8
The protective padding of nitrogen gas as required by 5-8-17/20.15 should be such that the nitrogen
concentration in the vapor space of the cargo tank will at no time be less than 45% by volume.
16.9 5-8-17/16.9
Before loading and at all times when the cargo tank contains ethylene oxide liquid or vapor,
the cargo tank should be inerted with nitrogen.
16.10 5-8-17/16.10
The water spray system required by paragraph 5-8-17/20.17 and that required by 5-8-11/3 should
operate automatically in a fire involving the cargo containment system.
16.11 5-8-17/16.11
A jettisoning arrangement should be provided to allow the emergency discharge of ethylene oxide in
the event of uncontrollable self-reaction.
17 Isopropylamine and monoethylamine 5-8-17/17
Separate piping systems should be provided as defined in 5-8-1/3.32.
18 Methyl acetylene-propadiene mixtures 5-8-17/18
18.1 5-8-17/18.1
Methyl acetylene-propadiene mixtures should be suitably stabilized for transport.
Additionally, upper limits of temperature and pressure during the refrigeration should be
specified for the mixtures
18.2 5-8-17/18.2
Examples of acceptable, stabilized compositions are:
18.2.1 Composition 1
18.2.1.1 maximum methyl acetylene to propadiene molar ratio of 3 to 1;
18.2.1.2 maximum combined concentration of methyl acetylene and propadiene of 65 mol per
cent;
18.2.1.3 minimum combined concentration of propane, butane, and isobutane of 24 mol per
cent, of which at least one third (on a molar basis) must be butanes and one third propane;
and
18.2.1.4 maximum combined concentration of propylene and butadiene of 10 mol per cent.
18.2.2 Composition 2 5-8-17/18.2.2

18.2.2.1 maximum methyl acetylene and propadiene combined concentration of 30 mol per
cent;
18.2.2.2 maximum methyl acetylene concentration of 20 mol per cent;
18.2.2.3 maximum propadiene concentration of 20 mol per cent;
18.2.2.4 maximum propylene concentration of 45 mol per cent;
18.2.2.5 maximum butadiene and butylenes combined concentration of 2 mol per cent;
Part 5
18.2.2.6 minimum saturated C4 hydrocarbon concentration of 4 mol per cent; and

18.2.2.7 minimum propane concentration of 25 mol per cent.
18.3 5-8-17/18.4
Other compositions may be accepted provided the stability of the mixture is demonstrated to the
satisfaction of the Administration.
18.4 5-8-17/18.4
A ship carrying methyl acetylene-propadiene mixtures should preferably have an indirect
refrigeration system as specified in 5-8-7/2.4.2. Alternatively, a ship not provided with indirect
refrigeration may utilize direct vapor compression refrigeration subject to pressure and temperature
limitations depending on the composition. For the example compositions given in 5-8-17/18.2, the
following features should be provided:
18.4.1 5-8-17/18.4.1
A vapor compressor that does not raise the temperature and pressure of the vapor above
60°C and 17.5 bar gauge during its operation, and that does not allow vapor to stagnate in
the compressor while it continues to run.
18.4.2 5-8-17/18.4.2
Discharge piping from each compressor stage or each cylinder in the same stage of a
reciprocating compressor should have:
18.4.2.1 two temperature-actuated shutdown switches set to operate at 60°C or less;
18.4.2.2 a pressure-actuated shutdown switch set to operate at 17.5 bar gauge or less; and
18.4.2.3 a safety relief valve set to relieve at 18.0 bar gauge or less.
18.4.3 5-8-17/18.4.3
The relief valve required by 5-8-17/18.4.2.3 should vent to a mast meeting the requirements of
5-8-8/2.9, 5-8-8/2.10, 5-8-8/2.13 and 5-8-8/2.14 and should not relieve into the compressor
suction line.
18.4.4 5-8-17/18.4.4
An alarm that sounds in the cargo control position and in the navigating bridge when a high-
pressure switch, or a high-temperature switch operates.
18.5 5-8-17/18.5
The piping system, including the cargo refrigeration system, for tanks to be loaded with methyl
acetylene-propadiene mixtures should be either independent (as defined in 5-8-1/3.20) or separate (as
defined in 5-8-1/3.32) from piping and refrigeration systems for other tanks. This segregation applies
to all liquid and vapor vent lines and any other possible connections, such as common inert gas
supply lines.
Part 5
19 Nitrogen 5-8-17/19
Materials of construction and ancillary equipment such as insulation should be resistant to the effects
of high oxygen concentrations caused by condensation and enrichment at the low temperatures
attained in parts of the cargo system. Due consideration should be given to ventilation in such areas
where condensation might occur to avoid the stratification of oxygen-enriched atmosphere.
20 Propylene oxide and mixtures of ethylene oxide-propylene

oxide with ethylene oxide content of not more than 30%
by weight 5-8-17/20
20.1 5-8-17/20.1
Products transported under the provisions of this section should be acetylene-free.
20.2.1 5-8-17/20.2.1
Unless cargo tanks are properly cleaned, these products should not be carried in
tanks which have contained as one of the three previous cargoes any product known
to catalyze polymerization, such as:
20.2.1.1 anhydrous ammonia and ammonia solutions;
20.2.1.2 amines and amine solutions;
20.2.1.3 oxidizing substances (e.g. chlorine).
20.2.2 5-8-17/20.2.2
Before loading, tanks should be thoroughly and effectively cleaned to remove all
traces of previous cargoes from tanks and associated pipework, except where the
immediate prior cargo has been propylene oxide or ethylene oxide-propylene oxide
mixtures. Particular care should be taken in the case of ammonia in tanks made of
steel other than stainless steel
20.2.3 5-8-17/20.2.3
In all cases, the effectiveness of cleaning procedures for tanks and associated
pipework should be checked by suitable testing or inspection to ascertain that no
traces of acidic or alkaline materials remain that might create a hazardous situation in
the presence of these products.
20.2.4 5-8-17/20.2.4
Tanks should be entered and inspected prior to each initial loading of these products
to ensure freedom from contamination, heavy rust deposits and any visible structural
defects. When cargo tanks are in continuous service for these products, such
inspections should be performed at intervals of not more than 2 years
20.2.5 5-8-17/20.2.5
Tanks for the carriage of these products should be of steel or stainless steel construction.
20.2.6 5-8-17/20.2.6
Tanks which have contained these products may be used for other cargoes after
thorough cleaning of tanks and associated pipework systems by washing or purging
Part 5
20.3.1 5-8-17/20.3.1
All valves, flanges, fittings and accessory equipment should be of a type suitable for use with
these products and should be constructed of steel or stainless steel or other material
acceptable to the Administration. The chemical composition of all material used should be
submitted to the Administration for approval prior to fabrication. Discs or disc faces, seats
and other wearing parts of valves should be made of stainless steel containing not less than
11% chromium.
20.3.2 5-8-17/20.3.2
Gaskets should be constructed of materials which do not react with, dissolve in, or lower the
autoignition temperature of these products and which are fire-resistant and possess adequate
mechanical behavior. The surface presented to the cargo should be polytetrafluoroethylene
(PTFE) or materials giving a similar degree of safety by their inertness. Spirally-wound
stainless steel with a filler of PTFE or similar fluorinated polymer may be accepted by the
Administration.
20.3.3 5-8-17/20.3.3
Insulation and packing if used should be of a material which does not react with, dissolve in,
or lower the autoignition temperature of these products.
20.3.4 5-8-17/20.3.4
The following materials are generally found unsatisfactory for gaskets, packing and similar
uses in containment systems for these products and would require testing before being
approved by the Administration:
20.3.4.1 Neoprene or natural rubber if it comes into contact with the products;
20.3.4.2 Asbestos or binders used with asbestos;
20.3.4.3 Materials containing oxides of magnesium, such as mineral wools.
20.4 5-8-17/20.4
Filling and discharge piping should extend to within 100 mm of the bottom of the tank or any sump.
20.5.1 5-8-17/20.5.1
The products should be loaded and discharged in such a manner that venting of the
tanks to atmosphere does not occur. If vapor return to shore is used during tank
loading, the vapor return system connected to a containment system for the product
should be independent of all other containment systems.
20.5.2 5-8-17/20.5.2
During discharging operations, the pressure in the cargo tank should be maintained above
0.07 bar gauge.
20.5.3 5-8-17/20.5.3
The cargo should be discharged only by deepwell pumps, hydraulically operated submerged
pumps, or inert gas displacement. Each cargo pump should be arranged to ensure that the
product does not heat significantly if the discharge line from the pump is shut off or otherwise
blocked.
20.6 5-8-17/20.6
Tanks carrying these products should be vented independently of tanks carrying other products.
Facilities should be provided for sampling the tank contents without opening the tank to atmosphere.
Part 5
20.7 5-8-17/20.7
Cargo hoses used for transfer of these products should be marked ‘‘FOR ALKYLENE
OXIDE TRANSFER ONLY’’
20.8 5-8-17/20.8
Hold spaces should be monitored for these products. Hold spaces surrounding type A and B
independent tanks should also be inerted and monitored for oxygen. The oxygen content of these
spaces should be maintained below 2%. Portable sampling equipment is satisfactory.
20.9 5-8-17/20.9
Prior to disconnecting shorelines, the pressure in liquid and vapor lines should be relieved
through suitable valves installed at the loading header. Liquid and vapor from these lines should not
be discharged to atmosphere.
20.10 5-8-17/20.10
Tanks should be designed for the maximum pressure expected to be encountered during loading,
carriage or unloading of cargo.
20.11 5-8-17/20.11
Tanks for the carriage of propylene oxide with a design vapor pressure of less than 0.6 bar and tanks
for the carriage of ethylene oxide-propylene oxide mixtures with a design vapor pressure of less than
1.2 bar should have a cooling system to maintain the cargo below the reference temperature. For
reference temperature see 5-8-15/1.4.1.
20.12 5-8-17/20.12
Pressure relief valve settings should not be less than 0.2 bar gauge and for type C independent cargo
tanks not greater than 7.0 bar gauge for the carriage of propylene oxide and not greater than 5.3 bar
gauge for the carriage of ethylene oxide-propylene oxide mixtures.
20.13.1 5-8-17/20.13.1
The piping system for tanks to be loaded with these products should be completely separate
from piping systems for all other tanks, including empty tanks, and from all cargo
compressors. If the piping system for the tanks to be loaded with these products is not
independent as defined in 5-8-1/3.20 the required piping separation should be accomplished
by the removal of spool pieces, valves, or other pipe sections and the installation of blank
flanges at these locations. The required separation applies to all liquid and vapor piping,
liquid and vapor vent lines and any other possible connections such as common inert gas
supply lines.
20.13.2 5-8-17/20.13.2
The products should be transported only in accordance with cargo handling plans that have
been approved by the Administration. Each intended loading arrangement should be shown
on a separate cargo handling plan. Cargo handling plans should show the entire cargo
piping system and the locations for installation of blank flanges needed to meet the above
piping separation requirements. A copy of each approved cargo handling plan should be kept
on board the ship. The International Certificate of Fitness for the Carriage of Liquefied
Gases in Bulk should be endorsed to include reference to the approved cargo handling plans.
20.13.3 5-8-17/20.13.3
Before each initial loading of these products and before every subsequent return to
such service, certification verifying that the required piping separation has been
Part 5
achieved should be obtained from a responsible person acceptable to the port

Administration and carried on board the ship. Each connection between a blank
flange and pipeline flange should be fitted with a wire and seal by the responsible
person to ensure that inadvertent removal of the blank flange is impossible.
20.14 5-8-17/20.14
The maximum allowable tank filling limits for each cargo tank should be indicated for each loading
temperature which may, be applied and for the applicable maximum reference temperature, on a list
to be approved by the Administration. A copy of the list should be permanently kept on board by the
master.
20.15 5-8-17/20.15
The cargo should be carried under a suitable protective padding of nitrogen gas. An automatic
nitrogen make-up system should be installed to prevent the tank pressure falling below 0.07 bar
gauge in the event of product temperature fall due to ambient conditions or malfunctioning of
refrigeration system. Sufficient nitrogen should be available on board to satisfy the demand of the
automatic pressure control. Nitrogen of commercially pure quality (99.9% by volume) should be used
for padding. A battery of nitrogen bottles connected to the cargo tanks through a pressure reduction
valve satisfies the intention of the expression ‘‘automatic’’ in this context.
20.16 5-8-17/20.16
The cargo tank space should be tested prior to and after loading to ensure that the oxygen
content is 2% by volume or less.
20.17 (1 Oct. 1994) 5-8-17/20.17

A water spray system of sufficient capacity should be provided to blanket effectively the area
surrounding the loading manifold, the exposed deck piping associated with product handling and the
tank domes. The arrangement of piping and nozzles should be such as to give a uniform distribution
rate of 10 ! /m2 per minute. This water spray system should be capable of both local and remote
manual operation and the arrangement should ensure that any spilled cargo is washed away. Remote
manual operation should be arranged such that remote starting of pumps supplying water spray
system and remote operation of any normally closed valves in the system can be carried out from a
suitable location outside the cargo area, adjacent to the accommodation spaces and readily
accessible and operable in the event of fire in the areas protected. Additionally, a water hose with
pressure to the nozzle, when ambient temperatures permit, should be connected ready for immediate
use during loading and unloading operations.
21 Vinyl chloride 5-8-17/21
In cases where polymerization of vinyl chloride is prevented by addition of an inhibitor,

5-8-17/8 is applicable. In cases where no or insufficient inhibitor has been added, any inert gas used
for the purposes of Subsection 6 should contain not more oxygen than 0.1%. Before loading is started,
inert gas samples from the tanks and piping should be analyzed. When vinyl chloride is carried, a
positive pressure should always be maintained in the tanks, also during ballast voyages between
successive carriages.
PART
5
SECTION 18 Operating Requirements
CONTENTS
1 Cargo information ............................................................. 1201
2 Compatibility...................................................................... 1202
3 Personnel training ............................................................. 1202
4 Entry into spaces............................................................... 1203
5 Carriage of cargo at low temperature .............................. 1203
6 Protective equipment ........................................................ 1204
7 Systems and controls ....................................................... 1204
8 Cargo transfer operations................................................. 1204
8.9 Additional operating requirements ..................................... 1204
PART
5
SECTION 18 Operating Requirements 5 - 8 - 1 8
1 Cargo information 5-8-18/1
1.1 (1 Oct. 1994) 5-8-18/1.1

Information should be on board and available to all concerned, giving the necessary data for
the safe carriage of cargo. Such information should include for each product carried:
1.1.1 5-8-18/1.1.1
a full description of the physical and chemical properties necessary for the safe
containment of the cargo,
1.1.2 5-8-18/1.1.2
action to be taken in the event of spills or leaks;
1.1.3 5-8-18/1.1.3
counter-measures against accidental personal contact;
1.1.4 5-8-18/1.1.4
fire-fighting procedures and fire-fighting media;
1.1.5 5-8-18/1.1.5
procedures for cargo transfer, gas-freeing, ballasting, tank cleaning and changing
cargoes;
1.1.6 5-8-18/1.1.6
special equipment needed for the safe handling of the particular cargo;
1.1.7 5-8-18/1.1.7
minimum allowable inner hull steel temperatures; and
1.1.8 5-8-18/1.1.8
emergency procedures
Part 5
Section 18 Operating Requirements 5-8-18
1.2 5-8-18/1.2
Products required to be inhibited should be refused if the certificate required by 5-8-17/8 is
not supplied.
1.3 5-8-18/1.3
A copy of this Code or national regulations incorporating the provisions of this Code should
be on board every ship covered by this Code.
2 Compatibility
2.1 5-8-18/2.1
The master should ascertain that the quantity and characteristics of each product to be
loaded are within the limits indicated in the International Certificate of Fitness for the
Carriage of Liquefied Gases in Bulk and in the Loading and Stability information booklet
provided for in 5-8-2/2.5 and that products are listed in the International Certificate of Fitness
for the Carriage of Liquefied Gases in Bulk as required under Section 3 of the Certificate.
2.2 5-8-18/2.2
Care should be taken to avoid dangerous chemical reactions if cargoes are mixed. This is of
particular significance in respect of:
2.2.1 5-8-18/2.2.1
tank cleaning procedures required between successive cargoes in same tank; and
2.2.2 5-8-18/2.2.2
simultaneous carriage of cargoes which react when mixed. This should be permitted
only if the complete cargo systems including, but not limited to, cargo pipework,
tanks, vent systems and refrigeration systems are separated as defined in 5-8-1/3.32
•
3 Personnel training 5-8-18/3
3.1 5-8-18/3.1
Personnel involved in cargo operations should be adequately trained in handling procedures
3.2 5-8-18/3.2
All personnel should be adequately trained in the use of protective equipment provided on
board and have basic training in the procedure, appropriate to their duties, necessary under
emergency conditions
3.3 5-8-18/3.3
Officers should be trained in emergency procedures to deal with conditions of leakage,
spillage or fire involving the cargo and a sufficient number of them should be instructed and
trained in essential first aid for the cargoes carried
• Reference is made to the provisions of the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978, and in particular to the ‘‘Mandatory minimum requirements for the training and
qualifications of masters, officers and ratings of liquefied gas tankers’’-regulation V/ 3, chapter V of the Annex to that
Convention and to resolution 12 of the International Conference on Training and Certification of Seafarers, 1978
Part 5
4 Entry into spaces 5-8-18/4
4.1 5-8-18/4.1
Personnel should not enter cargo tanks, hold spaces, void spaces, cargo handling spaces or
other enclosed spaces where gas may accumulate, unless:
4.1.1 5-8-18/4.1.1
the gas content of the atmosphere in such space is determined by means of fixed or
portable equipment to ensure oxygen sufficiency and the absence of toxic
atmosphere; or
4.1.2 5-8-18/4.1.2
personnel wear breathing apparatus and other necessary protective equipment and
the entire operation is under the close supervision of a responsible officer.
4.2 5-8-18/4.2
Personnel entering any space designed as gas-dangerous on a ship carrying flammable
products should not introduce any potential source of ignition into the space unless it has
been certified gas-free and is maintained in that condition
4.3.1 5-8-18/4.3.1
For internal insulation tanks, special fire precautions should be taken in the event of
hot work carried out in the vicinity of the tanks. For this purpose, gas absorbing the
de-absorbing characteristics of the insulation material should be taken into account.
4.3.2 5-8-18/4.3.2
For internal insulation tanks, repairs should be carried out in accordance with the
procedures provided for in paragraph 5-8-4/4.7.6
5 Carriage of cargo at low temperature 5-8-18/5
5.1 5-8-18/5.1
When carrying cargoes at low temperature:
5.1.1 5-8-18/5.1.1
if provided, the heating arrangements associated with cargo containment systems

should be operated in such a manner as to ensure that the temperature does not fall
below that for which the material of the hull structure is designed,
5.1.2 5-8-18/5.1.2
loading should be carried out in such a manner as to ensure that unsatisfactory

temperature gradients do not occur in any cargo tank, piping, or other ancillary
equipment; and
5.1.3 5-8-18/5.1.3
when cooling down tanks from temperatures at or near ambient, the cool-down
procedure laid down for that particular tank, piping and ancillary equipment should be
followed closely
Part 5
6 Protective equipment 5-8-18/6
Personnel should be made aware of the hazards associated with the cargo being handled
and should be instructed to act with care and use the appropriate protective equipment as
mentioned in 5-8-14/1 during cargo handling.
7 Systems and controls 5-8-18/7
Cargo emergency shutdown and alarm systems involved in cargo transfer should be tested
and checked before cargo handling operations begin. Essential cargo handling controls
should also be tested and checked prior to transfer operations.
8 Cargo transfer operations 5-8-18/8
8.1 5-8-18/8.1
Transfer operations including emergency procedures should be discussed between ship
personnel and the personnel responsible at the shore facility prior to commencement and
communications maintained throughout the transfer operations.
8.2 5-8-18/8.2
The closing time of the valve referred to in 5-8-13/3.1 (i.e. time from shutdown signal
initiation to complete valve closure) should not be greater than:
3600U
(s)
LR
where
U = ullage volume at operating signal level (m3)
LR = maximum loading rate agreed between ship and shore facility (m3/hr).
The loading rate should be adjusted to limit surge pressure on valve closure to an
acceptable level taking into account the loading hose or arm, the ship and the shore piping
systems where relevant.
8.9 Additional operating requirements 5-8-18/8.9

Additional operating requirements will be found in the following paragraphs of the Rules
5-8-3/ 8.4, 5-8-3/8.5, 5-8-7/1.1.5, 5-8-8/2.5, 5-8-8/2.7, 5-8-9/4.2, 5-8-12/1.1, 5-8-12/1.10,
5-8-13/1.4, 5-8-14/2.5, 5-8-14/2.6, 5-8-14/3.1, 5-8-15/1, 5-8-15/2, 5-8-16/3.2, 5-8-17/4.2,
5-8-17/6, 5-8-17/7, 5-8-17/12, 5-8-17/13, 5-8-17/14, 5-8-17/15, 5-8-17/16, 5-8-17/17, 5-8-
17/18, 5-8-17/20.
PART
5
SECTION 19 Summary of Minimum

Requirements
Summary of Minimum Requirements Explanatory notes

to the summary of minimum requirements (1 Oct. 1994)
UN Numbers The UN numbers as listed in the table of Section 5-8-19 are
intended for information only.
Vapor detection required (column f) F Flammable vapor detection
T Toxic vapor detection
O Oxygen analyser
F+T Flammable and toxic vapor detection
Gauging types permitted (column g) I Indirect or closed, as described in 5-8-13/2.2.1
and 5-8-13/2.2.2
C Indirect, or closed, as described in 5-8-13/2.2.1,
5-8-13/2.2.2 and 5-8-13/2.2.3
R Indirect, closed or restricted, as described in
5-8-13/2.2.1, 5-8-13/2.2.2, 5-8-13/2.2.3 and
5-8-13/2.2.4
Refrigerant gases Non-toxic and non-flammable gases such as:
Product Name UN – Density[kg/m3] Boiling Point [°C]
No.
Dichlorodifluoromethane (R 12) 1028 1487 -30
Dichloromonofluoromethane (R 21) 1029 1410 9
Dichlorotetrafluoromethane (R 114) 1958 1510 3,6
Monochlorodifluoromethane (R 22) 1018 1414 -41
Monochlorotetrafluoromethane (R 124) 1021
Monochlorotrifluoromethane (R 13) 1022 1526 -81,4
Unless otherwise specified, as mixtures containing less than 5% total acetylenes may be transported with no
further requirements than those provided for the major components. MFAG numbers are provided for
information on the emergency procedure to be applied in the event of an incident involving the products
covered by the IGC Code. Where any of the products listed are carried at low temperature from which frostbite
may occur, MFAG no. 620 is also applicable.
1206
Section
Chapter
Part
a b c d e f g h i
Independent Tank Type C
Control of Vapor Space

Within Cargo Tanks
8
5
19
MFAG Table No.
Special requirements
Vapor Detection
Product name
Vessels Intended to Carry Liquefied Gases in Bulk

Summary of Minimum Requirements
UN Number
Ship Type
Required
Gauging
5-8-14/4.3; 5-8-14/4.4; 5-8-17/4.1;
Acetaldehyde 1089 2G/2PG — Inert F+T C 300
5-8-17/6.1
5-8-14/4.2; 5-8-14/4.3; 5-8-14/4.4;
Ammonia, anhydrous 1005 2G/2PG — — T C 725
5-8-17/2.1; 5-8-17/13
5-8-17/2.2; 5-8-17/4.2; 5-8-17/4.3;
Butadiene 1010 2G/2PG — — F R 310
5-8-17/6; 5-8-17/8
Butane 1011 2G/2PG — — F R 310
Butane-propane mixtures 1011/1978 2G/2PG — — F R 310
Butylenes 1012 2G/2PG — — F R 310
5-8-14/4; 5-8-17/3.2; 5-8-17/4.1;
Chlorine 1017 1G Yes Dry T I 740
5-8-17/5; 5-8-17/7; 5-8-17/9; 5-8-17/14
5-8-14/4.2; 5-8-14/4.3; 5-8-17/2.6;

Diethyl ether∗ 1155 2G/2PG — Inert F+T C 330 5-8-17/3.1; 5-8-17/6.1; 5-8-17/10;
5-8-17/11; 5-8-17/15
5-8-14/4.2; 5-8-14/4.3; 5-8-14/4.4;
Dimethylamine 1032 2G/2PG — — F+T C 320
5-8-17/2.1
Ethane 1961 2G — — F R 310
Ethyl chloride 1037 2G/2PG — — F+T R 340
Ethylene 1038 2G — — F R 310
5-8-14/4.2; 5-8-14/4.3; 5-8-14/4.4;
Ethylene oxide 1040 1G Yes Inert F+T C 365 5-8-14/4.6; 5-8-17/2.2; 5-8-17/3.2;
5-8-17/4.1; 5-8-17/5; 5-8-17/6.1; 5-8-17/16
Ethylene oxide-propylene oxide mixtures with
5-8-14/4.3; 5-8-17/3.1; 5-8-17/4.1;
ethylene oxide content of not more than 30% 2983 2G/2PG — Inert F+T C 365
5-8-17/6.1; 5-8-17/10; 5-8-17/11; 5-8-17/20
by weight*
Isoprene* 1218 2G/2PG — — F R 310 5-8-14/4.3; 5-8-17/8; 5-8-17/10; 5-8-17/12
Isopropylamine* 1221 2G/2PG — — F+T C 320 5-8-14/4.2; 5-8-14/4.3; 5-8-17/2.4;
5-8-17/10; 5-8-17/11; 5-8-17/12; 5-8-17/17
5-8-19
∗
This cargo is covered also by the IBC Code.
Section
Chapter
Part
a b c d e f g h i
Independent Tank Type C
Control of Vapor Space

Within Cargo Tanks
8
5
19
MFAG Table No.
Special requirements
Vapor Detection
Product name
Vessels Intended to Carry Liquefied Gases in Bulk

UN Number
Ship Type
Required
Gauging
Methane (LNG) 1972 2G — — F C 620
Methyl acetylene-propadiene mixtures 1060 2G/2PG — — F R 310 5-8-17/18
Methyl bromide 1062 1G Yes — F+T C 345 5-8-14/4; 5-8-17/2.3; 5-8-17/3.2; 5-8-17/4.1;
5-8-17/5; 5-8-17/9
Methyl chloride 1063 2G/2PG — — F+T C 340 5-8-17/2.3
Monoethylamine* 1036 2G/2PG — — F+T C 320 5-8-14/4.2; 5-8-14/4.3; 5-8-14/4.4;
5-8-17/2.1; 5-8-17/3.1; 5-8-17/10;
5-8-17/11; 5-8-17/12; 5-8-17/17
Nitrogen 2040 3G — — O C 620 5-8-17/19
Pentanes (all isomers) ∗ 1265 2G/2PG — — F R 310 5-8-14/4.4; 5-8-17/10; 5-8-17/12
Pentene (all isomers)* 1265 2G/2PG — — F R 310 5-8-14/4.4; 5-8-17/10; 5-8-17/12
Propane 1978 2G/2PG — — F R 310
Propylene 1077 2G/2PG — — F R 310
Propylene oxide* 1280 2G/2PG — Inert F+T C 365 5-8-14/4.3; 5-8-17/3.1; 5-8-17/4.1;
5-8-17/6.1; 5-8-17/10; 5-8-17/11; 5-8-17/20
Refrigerant gases (see notes) — 3G — — — R 350
Sulphur dioxide 1079 1G Yes Dry T C 635 5-8-14/4; 5-8-17/3.2; 5-8-17/4.1; 5-8-17/5;
5-8-17/7; 5-8-17/9
Vinyl chloride 1086 2G/2PG — — F+T C 340 5-8-14/4.2; 5-8-14/4.3; 5-8-17/2.2;
5-8-17/2.3; 5-8-17/3.1; 5-8-17/6; 5-8-17/21
Vinyl ethyl ether* 1302 2G/2PG — Inert F+T C 330 5-8-14/4.2; 5-8-14/4.3; 5-8-17/2.2;
5-8-17/3.1; 5-8-17/6.1; 5-8-17/8; 5-8-17/10;
5-8-17/11; 5-8-17/15
Vinylidene chloride* 1303 2G/2PG — Inert F+T R 340 5-8-14/4.2; 5-8-14/4.3; 5-8-17/2.5;
5-8-17/6.1; 5-8-17/8; 5-8-17/10; 5-8-17/11
5-8-19
1207
∗
This cargo is covered also by the IBC Code.
PART
5
ANNEX 1 Guidelines for the Uniform

Application of the Survival
Requirements of the Bulk
Chemical Code and the Gas
Carrier Code
CONTENTS
Preamble ............................................................................ 1211
1 Alternative methods of calculation and presentation
of ship survival capability................................................. 1211
2 Minimum required metacentric height (GM) or maximum
allowable height of the center of gravity (KG) as a
function of the draught of the parcel tanker.................... 1211
3 Particulars concerning survival capability calculations. 1212
4 Stability information and Certificate of Fitness............... 1214
PART
5

Carrier Code 5 - 8 - A 1
(approved by the Maritime Safety Committee at its forty-second session, 1980)
Preamble
The following should be considered as guidelines for the purpose of uniform application of the
survival requirements of the Bulk Chemical Code and the Gas Carrier Code. Alternative methods to
the suggested specific program of calculations and presentation, which demonstrate, to the
Administration’s satisfaction, compliance with the applicable survival criteria, may be accepted.
1 Alternative methods of calculation and presentation of ship survival capability

5-8-A1/1
1.1 The parcel tanker will require a complete analysis of the limiting survival characteristics over
the full range of intended loading conditions (as detailed in 5-8-A1/2);
1.2 The dedicated service tanker will require approval of calculations based on service conditions
proposed by the builder or owner, in which the case the certificate of fitness should be
endorsed in respect of the conditions accepted;
1.3 The inherently safe ship is one that will meet survival requirements with the ship assumed to
be at a maximum draught and trim with all compartments within the extent of damage
assumed to be empty with maximum vertical center of gravity (adjusted for free liquids).
2 Minimum required metacentric height (GM) or maximum allowable height of

the center of gravity (KG) as a function of the draught of the parcel tanker 5-8-A1/2
2.1 A systematic investigation of damage survival characteristics should be undertaken by
making calculations to obtain the minimum required GM or maximum allowable KG at a
sufficient number of draughts within the operating range to permit the construction of a series
of curves of ‘‘required GM’’ or ‘‘allowable KG’’ in relation to draught and cargo tank
Part 5
Annex 1 Guidelines for the Uniform Application of the Survival Requirements 5-8-A1
content in way of the damage. The curves must be sufficiently comprehensive to cover
operational trim requirements.
2.2 Each of the curves thus constructed relates to one position of assumed damage only and the
calculations should be repeated for each damage and lesser extent of damage to be assumed at
any part of the ship.
2.3 Where it can be determined by inspection that the effect of certain assumed damage will be
less onerous than other assumed damage, for which calculations are provided and curves
prepared, then the investigation of such damage cases may be dispensed with.
2.4 The damage calculations should take account of:
2.4.1 tanks in way of the assumed damage filled with liquid at increments of about 25%
between empty and the maximum weight of liquid, or liquids, intended to be carried
in the particular tanks under consideration;
2.4.2 the distribution of liquids in the adjacent tanks concerned which will give the most
severe result, taking into account trim;
2.4.3 a number of draughts over the operating range, up to and including the tropical
freeboard mark. The fresh water freeboards need not be considered;
2.4.4 the effect of damage involving the machinery space and adjacent tanks containing
liquids over a number of draughts as in 5-8-A1/2.4.3;
2.4.5 the ship in either the departure or the arrival condition, whichever will give the most
severe result;
2.4.6 the ship without trim and a sufficient number of trims covering the operating range, in
order to permit interpolation.
3 Particulars concerning survival capability calculations 5-8-A1/3

3.1 The calculations should be based on moulded lines and include large appendages such as shaft
bosses, skegs and bow thrusters.
3.2 The metacentric heights (GM), stability levers (GZ) and center of gravity positions (KG) for
judging the final survival conditions should be calculated by the constant displacement (lost
buoyancy) method.
3.3 The calculations should be done for the ship freely trimming.
3.4 Only computer calculations acceptable to the Administration should be used.
3.5 Where the assumed damage causes the ship to trim by the stern, the ship in the intact
condition should be assumed to have the largest allowable trim by the stern, consistent with
operational requirements.
3.6 Where the assumed damage causes the ship to trim by the bow the ship in the intact condition
should be assumed to have the largest allowable trim by the bow, consistent with operational
requirements.
3.7 Lesser extent of damage should be taken into account only where indicated by the presence of
subdivision extending into the maximum extent of damage, e.g. double-bottom tanks, side
ballast tanks, side cargo tanks, fuel tanks and void spaces. However, the following should be
given attention:
3.7.1 ‘‘Lesser extent’’ means the reduction of any one of the three maximum dimensions of
damage singly or in combination and also the assessment of the effect of damage
affecting any combination of compartments within the maximum extent of damage.
Part 5
3.7.2 Where any damage involves the release of very heavy cargo liquid, then heel to the
intact side of the ship may take place. In such cases the effect of lesser vertical extent
of damage above the level of the tank top may result in the larger angle of heel, since
otherwise the effect of cargo loss may be compensated by flood water entering the
double-bottom tanks on the damaged side.
3.8 The number of calculations required to show compliance with survival requirements should
be that necessary to obtain sufficient data for the loading manual and should be such that all
loading conditions indicated in 5-8-A1/1 can be covered, i.e. no additional calculations should
be necessary once the series of calculations has been executed.
3.9 Calculations to determine the displacement, trim and the vertical position of the center of
gravity should be performed for each operational loading condition. The vertical position of
the center of gravity should be corrected for free surface effects. One method would be to
construct graphs showing the free surface moments of the criterion angle, for all filling levels
at a specific gravity of one. The free surface moments for all tanks can then be taken from the
graphs and be multiplied by the cargo specific gravity.
3.10 In calculating the effect of free surface of consumable liquids it is to be assumed that, for each
type of liquid, at least one transverse pair or a single centerline tank has maximum free
surface, and the tank or combination of tanks to be taken into account are to be those where
the effect of free surfaces is the greatest; in each tank the center of gravity of the contents is to
be taken at the center of volume of the tank. The remaining tanks are to be assumed either
completely empty or completely filled, and the distribution of consumable liquids among
these tanks is to be such as to obtain the greatest possible height above the keel for the center
of gravity.
3.11 To take account of the presence of structure within cargo compartments, a permeability of
0.95 should be assumed as stated in the Codes. Where, in particular cases such as the cargo
tanks of gas carriers, this assumption would lead to a significant discrepancy in cargo tank
volume, it is preferable to calculate the permeability taking into account actual tank structure,
the volume of tank insulation should then be calculated separately and an appropriate
permeability applied.
3.12 Attention should be paid to the possibility of progressive flooding through deck cargo pipes
and common cargo tank ventilation pipes, if these are immersed at large angles of heel after
damage. The possibility of progressive flooding through ballast piping passing through the
assumed extent of damage, where positive action valves are not fitted to the ballast system at
the open ends of the pipes in the tanks served, should be considered. Where remote control
systems are fitted to ballast valves and these controls pass through the assumed extent of
damage then the effect of damage to the system should be considered to ensure that the valves
would remain closed in that event.
3.13 Where the ship is required to be capable of sustaining bottom damage anywhere in its length
(L), the following method should be used when damage is assumed to occur in the vicinity of
the 0.3L position from the forward perpendicular:
3.13.1 When applying the longitudinal extent of damage applicable to the foremost part of
the ship, no part of the damage should be assumed to extend abaft the 0.3L position
from the forward perpendicular.
3.13.2 When applying the longitudinal extent of bottom damage applicable to the rest of the
ship’s length the damage should be assumed to extend to a foremost limit including a
point at 0.3L minus 5 m abaft the forward perpendicular.
3.14 In ships carrying liquefied gases, large cargo tanks may be subdivided into sections by
centerline and transverse bulkheads which are liquid-tight but which have openings near the
top of the tank. These openings would permit spillage of cargo from one section of the cargo
Part 5
tank to another when the ship is heeled where the tank is undamaged, or loss of cargo due to
spillage from sections of a damaged cargo tank. The effect of this spillage should be taken
into account in calculations and also in any calculation of GM or KG for loading conditions
where a ‘‘required GM’’ or ‘‘allowable KG’’ curve is to be used.
3.15 In ships carrying liquefied gases, the ability of longitudinal bulkheads fitted within cargo
tanks to withstand the unequal pressures due to flooding of one section of cargo tank should
only be considered in the final stage of flooding.
3.16 Where lubricating oil drain tanks fitted below the main engine would be affected by the
vertical extent of bottom damage then flooding of the engine-room by way of the drain tank
and engine should be assumed to take place.
3.17 In ships with machinery spaces aft, the machinery space and steering gear compartment
should be regarded as being common for damage purposes when any access is fitted in the
after machinery space bulkhead, unless a remotely operated sliding watertight door is fitted,
or the sill of the access openings fitted with hinged watertight doors which are to be kept
closed at sea is at least 0.3 m above the damage water line and will not be submerged within
the minimum range of residual stability.
3.18 Where dry cargoes are carried at the same time as bulk liquid cargoes, which require
compliance with the requirements of the Codes then the permeability of the space carrying the
dry cargo, is to be ascertained.
3.19 The harmonized regulations specify that no account should be taken of cross-flooding
arrangements to attain stipulated limits of heel in the final state of equilibrium after damage.
However, compartments on the opposite sides of a ship could be regarded as single
compartments from the aspect of flooding if they were to be linked by openings or ducts of
sufficiently large area. In such cases consideration should be given to the adequacy of tank
airflow and to the effect of free surface.
4 Stability information and Certificate of Fitness 5-8-A1/4

4.1 With regard to loading conditions to be submitted to the Administration (exclusive of the
loading condition contained in loading and stability manual) the principal objective, at the
stage of design evaluation, is that the Administration can satisfy itself that the calculations
presented will cover all conditions of full and partial loading, including variations of draught
and trim. To achieve this objective the Administration may either,
4.1.1 require a complete analysis of survival requirements over the full range of probable
loading conditions; or
4.1.2 undertake approval on the basis of service conditions proposed by the builder or
owner, in which case the Certificate of Fitness should be endorsed for the conditions
accepted.
4.2 Particular attention should be paid to the provision of adequate stability data to enable the
master to take into account accurately the effect of liquid heeling moments of the contents of
undamaged tanks. These heeling moments vary with the specific gravity of the liquid and the
percentage filling of the tanks and may change significantly in magnitude from condition to
condition. Adequate information would include curves showing the variation of liquid heeling
moment with the contents of each individual tank.
4.3 In addition to the usual loading information required under intact stability requirements the
master should be supplied with the following information pertaining to damage stability:
4.3.1 data relative to loading and distribution of cargo and ballast necessary to ensure
compliance with damage survival requirements;
4.3.2 data relative to the ship’s survival capabilities;
Part 5
4.3.3 a damage control drawing showing the position of important fittings and listing
instructions for their control;
4.3.4 data relating to the effect of free surface or liquid heeling moments of cargo tanks at
all stages of filling;
4.3.5 example calculations and standard blank forms to facilitate calculations.
4.4 The following should be stated on the Certificate of Fitness:
4.4.1 the deepest draught or least freeboard permitted for those loading conditions which
require greater freeboard than the International Load Line Certificate (1966);
4.4.2 the range of specific gravities of cargoes which may be carried, this relates to all
cargoes;
4.4.3 the particular cargo tanks in which certain ranges of specific gravities of cargoes may
be carried, if relevant;
4.4.4 details of fittings, valves etc., the control of which is essential for survival, together
with instructions for control, operation and logging; and
4.4.5 identification of required loading and stability manual.
PART
5
ANNEX 2 United States Coast Guard

Additional Design And Structural
Requirements For Non-US Flag
Vessels Operating On The
Navigable Waters Of The United
States
CONTENTS
1 Certificate of Fitness ......................................................... 1219
2 Shell and Deck Plating ...................................................... 1219
3 Contiguous Hull Material .................................................. 1220
3.1 All waters except Alaskan waters....................................... 1220
3.2 Alaskan waters ................................................................... 1220
4 Allowable Stresses............................................................ 1220
5 Insulation ........................................................................... 1220
6 Cargo temperature/Pressure Control............................... 1220
PART
5
ANNEX 2 United States Coast Guard

Additional Design And Structural
Requirements For Non-US Flag
Vessels Operating On The
Navigable Waters Of The United
States 5 - 8 - A 2
1 Certificate of Fitness 5-8-A2/B.1
The vessel must have a Certificate of Fitness issued by the flag administration that is endorsed with
the name of the cargo that it is allowed to carry, indicating that the vessel is in compliance with the
‘‘International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk’’.
2 Shell and Deck Plating 5-8-A2/B.2
2.1 5-8-A2/B.2.1
The deck stringer and sheer strake is to be Grade E material or equivalent.
2.2 5-8-A2/B.2.2
The strake of plating at the turn of the bilge is to be Grade D, Grade E, or equivalent.
2.3 5-8-A2/B.2.3
The remainder of the outer hull steel is to be in accordance with 5-8-4/9.1 and 5-8-6/Table 5.
Part 5
Annex 2 US Coast Guard Additional Design And Structural Requirements 5-8-A2
2.4 5-8-A2/B.2.4
The above grades of material are to be provided throughout the cargo area.
3 Contiguous Hull Material 5-8-A2/B.3
The contiguous hull material is to comply with 5-8-4/9 and 5-8-6/Table 1 through 5-8-6/Table 5, as
applicable. The temperature studies required by 5-8-4/8 are to assume the following ambient
temperature.
3.1 All waters except Alaskan waters 5-8-A2/B.3.1

a) Five knots air at –18°C (0°F).
b) Still sea water at 0°C (32°F).
3.2 Alaskan waters 5-8-A2/B.3.2

a) Five knots air at –29°C (–20°F)
b) Still sea water at –2°C (28°F)
4 Allowable Stresses 5-8-A2/B.4
4.1 5-8-A2/B.4.1
The independent tanks, type B, primarily constructed of bodies of revolution are to have allowable
stresses from the formula given in 5-8-4/5.1 the factors for A, B, C and D from the following table.
Nickel steel and carbon
Austenitic steel values Aluminum alloy values
manganese steel values
A 4.0 4.0 4.0
B 2.0 1.6 1.5
C 3.0 3.0 3.0
D 1.5 1.5 1.5
4.2 5-8-A2/B.4.2
The independent tanks, type C, and process pressure vessels are to be in accordance with 5-8-4/5.1.6
except the factors of A and B are to be obtained from 5-8-A2/4.1.
5 Insulation 5-8-A2/B.5
The insulation is to be determined in accordance with 5-8-4/8 using an ambient temperature indicated
in 5-8-A2.3.
6 Cargo temperature/Pressure Control 5-8-A2/B.6
Where the entire cargo system is designed to withstand the full vapor pressure of the cargo under
conditions of upper ambient design temperatures of 45°C (113°F) still air and 32°C (90°F) still water,
the cargo system is to be designed to indefinitely maintain the cargo without venting to the
atmosphere on all products except methane. For methane the cargo system is to be designed to
maintain the cargo without venting to the atmosphere for a minimum period of 21 days while the
vessel is in port and assuming the upper ambient design temperatures mentioned above.
PART
5
Chemical Cargoes in Bulk
CONTENTS
Note: Text in italics comes from the International Code for the Construction
and Equipment of Ships Carrying Dangerous Chemical in Bulk (IBC Code).
See 5-9-1/3.
SECTION 1 General ................................................................ 1227
1 Classification ...................................................... 1229
3 Format ................................................................ 1230
5 Submission of Data ............................................ 1230
7 Still-water Bending-moment Calculations .......... 1231
9 Loading Guidance .............................................. 1231
11 Hull Scantlings.................................................... 1232
13 Access................................................................ 1232
15 Changes to Codes ............................................. 1232
17 Special Construction Requirements................... 1232
19 Test Agenda ....................................................... 1233
21 International Certificate of Fitness...................... 1233
23 Petroleum Products............................................ 1233
25 Surveys .............................................................. 1233
2 Hazards .............................................................. 1234
3 Definitions........................................................... 1235
4 Equivalents......................................................... 1240
5 Surveys and certification .................................... 1240
SECTION 2 Ship Survival Capability and Location of
Cargo Tanks ........................................................ 1245
1 General............................................................... 1247
2 Freeboard and intact stability ............................. 1248
3 Shipside discharges below the freeboard deck . 1249
4 Conditions of loading.......................................... 1249
5 Damage assumptions ........................................ 1250
6 Location of cargo tanks ...................................... 1250
7 Flooding assumptions ........................................ 1251
7 Interpretation of 5-9-2/7.8 and 5-9-2/8.1 (IMO).. 1253
8 Standard of damage........................................... 1253
8 Interpretation of 5-9-2/8.1.3 and
5-9-2/8.1.5 (IMO)................................................ 1254
9 Survival requirements......................................... 1254
9 Interpretation of 5-9-2/9.3.1 (IMO) ..................... 1255
SECTION 3 Ship Arrangements..............................................1257
1 Cargo segregation.............................................. 1259
2 Accommodation, service and machinery
spaces and control stations................................ 1261
3 Cargo pump-rooms ............................................ 1262
4 Access to spaces in the cargo area ................... 1263
4 Interpretation of 5-9-3/4 (IMO) ........................... 1263
5 Bilge and ballast arrangements.......................... 1264
6 Pump and pipeline identification ........................ 1265
7 Bow or stern loading and unloading
arrangements ..................................................... 1265
8 Temperature of Steam and Heating Media
within the Cargo Area (IACS/ABS)..................... 1267
SECTION 4 Cargo Containment .............................................1269
1 Definitions........................................................... 1271
2 Tank type requirements for individual products . 1273
SECTION 5 Cargo Transfer.....................................................1275
1 Piping scantlings ................................................ 1277
2 Piping fabrication and joining details.................. 1279
2 Interpretation of 5-9-5/2.2.2 (IMO) ..................... 1279
3 Flange connections ............................................ 1280
4 Test requirements for piping .............................. 1280
5 Piping arrangements .......................................... 1281
6 Cargo transfer control systems .......................... 1282
7 Ship’s cargo hoses ............................................. 1282
SECTION 6 Materials of Construction....................................1285
1 General............................................................... 1287
2 Special requirements for materials..................... 1287
SECTION 7 Cargo Temperature Control ................................1289
1 General............................................................... 1291
2 Additional requirements ..................................... 1292
SECTION 8 Cargo Tank Venting and Gas-Freeing
Arrangements ......................................................1293
1 Application.......................................................... 1295
2 Cargo Tank Venting ........................................... 1295
2 Interpretation of Section 5-9-8 (IMO) Proposal
for Venting Arrangements on Board
Chemical Tankers .............................................. 1297
3 Types of tank vent systems................................ 1297
4 Venting requirements for individual products..... 1299
5 Cargo tank gas-freeing....................................... 1299
SECTION 9 Environmental Control ....................................... 1301
1 General............................................................... 1303
1 Amendments to SOLAS (IMO)........................... 1304
2 Environmental control requirements for
individual products ............................................. 1306
SECTION 10 Electrical Installations ........................................ 1307
1 General............................................................... 1309
2 Hazardous locations and types of equipment
and wiring ........................................................... 1310
3 Bonding .............................................................. 1312
4 Electrical requirements for individual products .. 1312
SECTION 11 Fire Protection and Fire Extinction.................... 1313
1 Application.......................................................... 1315
2 Cargo pump-rooms ............................................ 1316
3 Cargo area ......................................................... 1317
4 Special requirements ......................................... 1319
SECTION 12 Mechanical Ventilation in the Cargo Area ......... 1321
1 Spaces normally entered during cargo
handling operations ............................................ 1323
2 Pump-rooms and other enclosed spaces
normally entered................................................. 1325
2 Interpretation of 5-9-12/2 (IMO) ......................... 1325
3 Spaces not normally entered ............................. 1325
SECTION 13 Instrumentation................................................... 1327
1 Gauging.............................................................. 1329
2 Vapor detection .................................................. 1331
SECTION 14 Personnel Protection .......................................... 1333
1 Protective Equipment ......................................... 1335
2 Safety equipment ............................................... 1335
SECTION 15 Special Requirements......................................... 1339
1 Acetone cyanohydrin and lactonitrile solution
(80% or less) ...................................................... 1341
2 Ammonium nitrate solution, 93% or less............ 1341
3 Carbon disulphide .............................................. 1343
4 Diethyl ether ....................................................... 1344
5 Hydrogen peroxide solutions.............................. 1345
6 Motor fuel anti-knock compounds
(containing lead alkyls)....................................... 1349
7 Phosphorus, yellow or white .............................. 1350
8 Propylene oxide and mixtures of ethylene oxide/
propylene oxide with an ethylene oxide
content of not more than 30% by weight............ 1351
9 Sodium chlorate solution, 50% or less ............... 1357
10 Sulphur liquid...................................................... 1357
11 Acids................................................................... 1358
12 Toxic products .................................................... 1358
13 Cargoes protected by additives.......................... 1359
14 Cargoes with a vapor pressure greater than
1.013 bar absolute at 37.8°C ............................. 1361
15 Cargoes with low ignition temperature and
wide flammability range...................................... 1362
16 Cargo contamination .......................................... 1362
17 Increased ventilation requirements .................... 1363
18 Special cargo pump-room requirements ............ 1363
18 Interpretation of Subsection 5-9-15/18 (IMO) .... 1363
19 Overflow control ................................................. 1363
20 Octyl nitrates, all isomers ................................... 1364
21 Temperature sensors ......................................... 1365
SECTION 16 Operational Requirements ..................................1367
1 Maximum allowable quantity of cargo per tank.. 1369
2 Cargo Information............................................... 1369
3 Personnel Training ............................................. 1371
4 Opening of and entry into cargo tanks ............... 1371
5 Stowage of cargo samples................................. 1372
6 Cargoes not to be exposed to excessive heat ... 1372
7 Additional operational requirements................... 1373
SECTION 16A Additional Measures for the Protection of the
Marine Environment ............................................1375
1 General............................................................... 1375
2 Condition of carriage .......................................... 1375
3 Procedures and arrangements manual.............. 1375
SECTION 17 Summary of Minimum Requirements.................1377
SECTION 18 List of Chemicals to Which the Code Does
Not ........................................................................1407
SECTION 19 Requirements for Ships Engaged in the
Incineration at Sea of Liquid Chemical Waste...1415
1 General............................................................... 1417
2 Ship survival capability and location of
cargo tanks......................................................... 1418
3 Ship arrangements ............................................. 1418
4 Cargo containment and incinerator standards ... 1419
5 Cargo transfer .................................................... 1420
6 Materials of construction .................................... 1421
7 Tank vent systems ............................................. 1421
8 Cargo tank environmental control ...................... 1421
9 Electrical installation........................................... 1422
10 Fire protection and fire extinguishing ................. 1422
11 Mechanical ventilation in the cargo area and
in the incinerator location ................................... 1422
12 Instrumentation and control................................ 1423
13 Personnel Protection .......................................... 1423
SECTION 20 Transport of Liquid Chemical Wastes ............... 1425
1 Preamble ............................................................ 1427
2 Definitions........................................................... 1427
3 Applicability ........................................................ 1428
4 Permitted shipments .......................................... 1428
5 Documentation ................................................... 1428
6 Classification of liquid chemical wastes ............. 1429
7 Carriage and handling of liquid chemical
wastes ................................................................ 1429
ANNEX 1 Guidelines for the Uniform Application of the

Survival Requirements of the Bulk Chemical
Code and the Gas Carrier Code ......................... 1431
ANNEX 2 Calculation of the Capacity of Foam Systems
for Chemical Tankers.......................................... 1439
ANNEX 3 Resolution A.473(XII) .......................................... 1441
ANNEX 4 Resolution A.567(14)........................................... 1447
PART
5
SECTION 1 General
CONTENTS
Equipment of Ships Carrying Dangerous Chemical in Bulk (IBC Code).
See 5-9-1/3.
1 Classification ..................................................................... 1229
1.1 Chemical Carriers............................................................... 1229
3 Format ................................................................................ 1230
5 Submission of Data ........................................................... 1230
7 Still-water Bending-moment Calculations ....................... 1231
9 Loading Guidance ............................................................. 1231
11 Hull Scantlings .................................................................. 1232
11.1 Arrangement....................................................................... 1232
11.3 Hull Structure in Way of Tanks........................................... 1232
11.5 Steering Gear ..................................................................... 1232
13 Access................................................................................ 1232
15 Changes to Codes ............................................................. 1232
17 Special Construction Requirements ................................ 1232
17.1 Material............................................................................... 1232
17.3 Cold Deformation ............................................................... 1232
17.5 Welding............................................................................... 1232
19 Test Agenda....................................................................... 1233
21 International Certificate of Fitness ................................... 1233
23 Petroleum Products .......................................................... 1233
25 Surveys .............................................................................. 1233
2 Hazards .............................................................................. 1234
3 Definitions.......................................................................... 1235
4 Equivalents ........................................................................ 1240
5 Surveys and certification...................................................1240
5.1 Survey procedure ............................................................... 1240
5.2 Survey Requirements ......................................................... 1241
5.3 Maintenance of conditions after survey.............................. 1242
5.4 Issue of International Certificate of Fitness ........................ 1242
5.5 Issue or endorsement of International Certificate of
Fitness by another Government ......................................... 1242
5.6 Duration and validity of the International Certificate
of Fitness ............................................................................ 1243
PART
5
SECTION 1 General (ABS) 5 - 9 - 1
1 Classification 5-9-1/1
1.1 Chemical Carriers5-9-1/1.1
1.1.1 5-9-1/1.1.1
In accordance with 1-1-3/3, the classification of !A1 Chemical Carrier is to be assigned to
vessels designed and specifically fitted for the carriage of dangerous or noxious liquid
chemical substances and built to the requirements of this Chapter and other relevant sections
of the Rules.
1.1.2 5-9-1/1.1.2
These requirements are intended to apply to steel vessels with machinery aft regardless of
their size, including those of less than 500 tons gross tonnage, engaged in carriage of bulk
cargo of dangerous or noxious liquid chemical substances, other than petroleum or similar
flammable products as follows:
1.1.2(a) products having significant fire hazards in excess of those of petroleum products and
similar flammable products.
1.1.2(b) products having significant hazards in addition to or other than flammability.
These Rules are limited to the liquids shown in the summary of minimum requirements in
Section 5-9-17. Products that have been reviewed and determined not to present safety and
pollution hazards to such an extent as to warrant the application of these Rules are found in
Section 5-9-18.
Liquids covered are those having a vapor pressure not exceeding 2.8 bar (40.6 psi) absolute at
a temperature of 37.8C (100F).
This Chapter applies to the cargo containment system and related systems. The remainder of
the vessel is to comply with the hull and machinery requirements of the Rules except as
modified in this Section.
Part 5
Chapter 9 Vessels Intended to Carry Chemical Cargoes in Bulk
Section 1 General 5-9-1
3 Format 5-9-1/3
This Chapter is based on technical requirements of the International Code for the Construction and
Equipment of Ships Carrying Dangerous Chemical in Bulk (IBC Code), which are all contained in
their entirety and are required for classification.
The term ‘‘should be’’ is to be understood to read as ‘‘is to be’’ or ‘‘are to be’’ and unless otherwise
specified, the term ‘‘Administration’’ is to be read as the ‘‘Bureau’’. The numbering system of the
technical requirements reproduced herein follow the numbering contained in the IBC Code except the
prefix of the numbering has been modified to reflect Part 5, Chapter 9.
The parts in this Chapter which are classification requirements and not based on the Codes are
presented in non-italics "Times New Roman" type style, etc. Under these parts, also interpretations of
the Codes with their source such as IMO (International Maritime Organization), IACS (International
Association of Classification Societies), etc. and additional Bureau requirements.
The parts of this Chapter which are operational, training, or national requirements are presented in
italic "Arial" type style, i.e. operational, training, or national requirements, and are not required
for classification, and are shown for information only.
The text contained in this Chapter that comes from the IBC Code is presented in italics "Times New
Roman" type style.
5 Submission of Data 5-9-1/5
The following plans, calculations, and information as appropriate are to be submitted in addition to
those required by Section 1-1-7
i) Full particulars of the intended cargo or cargoes and its properties, including density,
flashpoint, maximum vapor pressure, minimum and, if necessary, maximum temperature, and
loading and carriage procedures.
ii) General arrangement plans of the vessel showing the position of the following:
Cargo, fuel oil, water ballast and other tanks, and void spaces Manholes in cargo tanks,
opening for tank cleaning, any other opening of the cargo tanks.
Doors and other openings in cargo pump and compressor rooms and other gas dangerous
rooms
Ventilation ducts of cargo pump and compressor rooms and other ‘‘gas dangerous’’ spaces
Door, air-locks, manholes, ducts and other openings for ‘‘non-gas dangerous’’ spaces which
are, however, adjacent to the cargo area including rooms inside and under the forecastle deck
Cargo piping, both liquid and gaseous phases, located under and above deck
Vent piping and gas freeing piping and protective devices such as flame screens, etc. fitted at
the outlet end of the vents etc.
Gas dangerous spaces
iii) Plans of the hull structure in way of the cargo tanks, including the installation of attachments,
accessories, internal reinforcements, saddles for support, and tie-down devices.
iv) Plans of the structure of the cargo tanks, including the installation of attachments, supports,
and attachment of accessories
For independent pressure cargo tanks, the standard or Code adopted for the construction and
design is to be identified. Detailed construction drawings together with design calculations for
the pressure boundary, tank support arrangement and analysis for the load distribution. Anti
collision, chocking arrangement and design calculations.
Part 5
v) Distribution of the grades and of the types of steel proposed for the structures of the hull and
of the cargo tanks, including attachments, accessories, etc., together with the calculation of
the temperatures on all the structures which can be affected by the low temperatures of the
cargo
vi) Results of direct calculations of the stresses in the hull and in the cargo tanks
vii) Specifications and plans of the insulation system and calculation of the heat balance
viii) Procedures and calculations of the cooling down, loading, and unloading operations
ix) Loading and unloading systems, venting systems, and gas-freeing systems as well as a
schematic diagram of the remote controlled valve system
x) Details and installation of the safety valves and relevant calculations of their relieving
capacity
xi) Details and installation of the various monitoring and control systems, including the devices
for measuring the level of the cargoes in the tanks and the temperatures in the containment
system
xii) Schematic diagram of the ventilation system indicating the vent pipe sizes and height of the
openings above the main deck
xiii) Schematic diagram of the refrigeration system together with the calculations concerning the
refrigerating capacity
xiv) Details of the electrical equipment installed in the cargo area and of the electrical bonding of
the cargo tanks and piping
xv) Details of testing procedures of cargo tanks and liquid and vapor systems
xvi) Diagram of inert-gas system or hold-space environmental-control system
xvii) Diagram of gas-detection system
xviii) Jettison arrangements, if provided
xix) Schematic-wiring diagrams
xx) Details of all cargo and vapor handling equipment
xxi) Details of fire extinguishing systems
xxii) Welding procedure
xxiii) Emergency shutdown arrangements
xxiv) Construction details of cargo and booster pumps and compressors including material
specification.
xxv) Hazardous area drawing showing access, openings, vent outlets.
xxvi) Bilge and ballast arrangement for the cargo area.
xxvii) Emergency Towing Arrangement.
7 Still-water Bending-moment Calculations 5-9-1/7
Still-water bending-moment calculations for the anticipated loaded and ballasted conditions are to be
submitted for all chemical carriers.
Part 5
The scantlings of the hull structure are to be generally in accordance with Part 5, Chapter 2 and Part 5,
Chapter 4, and other applicable sections of the Rules, which may be modified in accordance with the

Tanks forward of the collision bulkhead are not to be arranged for the carriage of oil or other liquid
11.3 Hull Structure in Way of Tanks 5-9-1/11.3

The hull structure in way of independent cargo tanks, the foundations, chocks, keys and sway braces
is to be of sufficient strength to support the containment system when subjected to design loadings.
11.5 Steering Gear 5-9-1/11.5

The steering gear is to be in accordance with Section 3-2-14 with the modification that the steering
gear is to be arranged so that after a single failure in its piping system or one of the power units, the
defect can be isolated so that this steering capability can be maintained or regained in 45 seconds or
less.
13 Access (1998) 5-9-1/13

15 Changes to Codes 5-9-1/15
Changes to IGC/IBC Codes, other than those of operational nature, will become ABS Rule
requirements as of the effective date of the particular change to the Code.
17 Special Construction Requirements 5-9-1/17
17.1 Material 5-9-1/17.1

Hull structural material is to be in accordance with 3-1-2/1 and 3-1-2/2.
17.3 Cold Deformation 5-9-1/17.3

Materials subjected to cold deformation or strain are to be dealt with as may be required to maintain
the specific impact properties. For formed material see 2-4-1/3.13.
17.5 Welding 5-9-1/17.5

Details are to be in accordance with Part 2, Chapter 4.
Part 5
19 Test Agenda (1994) 5-9-1/19

The agenda for the testing of tanks required by this section is to be submitted for review. Also by
Section 7-1-1. The tests are to be witnessed by a Surveyor. In addition, for hydrostatic testing of
pressure vessel type cargo tanks, see 4-4-1/7.11. For phosphorus tanks, see 5-9-15/7.2
21 International Certificate of Fitness 5-9-1/21
When the vessel is issued an International Certificate of Fitness For The Carriage of Dangerous
Chemicals in Bulk by the Country of Registry or its agents other than the Bureau, such certificate will
be accepted as evidence of compliance with the following requirements of this section.
5-9-2/2 Freeboard and intact stability
5-9-2/5 Damage assumptions
5-9-2/7 Flooding assumptions
5-9-2/8 Standard of damage
5-9-2/9 Survival requirements
5-9-11/1 Structural fire protection requirements.
On all other vessels, the Bureau will review the data and plans for compliance with these
requirements.
When authorized by the Country of Registry and upon the request of the Owners of a classed vessel or
one intended to be classed, the Bureau will review the plans, data, etc. and survey the vessel for
compliance of these Rules and issue an International Certificate of Fitness For the Carriage of
Dangerous Chemicals in Bulk in addition to the classification indicated in 5-9-1/17.
23 Petroleum Products 5-9-1/23
Where it is intended to carry petroleum products on a chemical carrier, a procedure manual is to be

submitted for review showing the procedure to be followed for the change from a chemical product to
a petroleum product and vice versa.
25 Surveys 5-9-1/25
See Section 7-2-10 for survey requirements for vessels in service intended to carry chemicals in bulk.
1.2A 5-9-1/1.2A
For the purpose of the 1974 SOLAS Convention, the Code does not apply to ships which are engaged
in the carriage of products included in Section 5-9-17 solely on the basis of their pollution
characteristics and identified as such by an entry of ‘‘P’’ only in column d.
1.2B 5-9-1/1.2B
For the purposes of MARPOL 73/78, the Code applies only to chemical tankers as defined in
regulation 1(1) of Annex II thereof, which are engaged in the carriage of noxious liquid substances
falling in to category A, B or C and identified as such by an entry of ‘‘A, B or C’’ in column c.
Part 5
1.3 (1 July 1994) 5-9-1/1.3

For a product proposed for carriage in bulk, but not listed in Section 5-9-17 or Section 5-9-18 , the
Administration* and port Administrations involved in such carriage should prescribe the preliminary
suitable conditions for the carriage, having regard to the criteria for hazard evaluation of bulk
chemicals. The Organization should be notified of the conditions for consideration for inclusion of the
product in the Code. For the evaluation of the pollution hazard of such a product and assignment of
its pollution category, the procedure specified in regulation 3(4) of Annex II of MARPOL 73/78 must
be followed.
*‘‘Adminstration’’ means ‘‘Flag State Adminstration.’’
2 Hazards 5-9-1/2
Hazards of products covered by the Code include:
2.1 5-9-1/2.1
Fire hazard defined by flashpoint, boiling point, flammability limits and autoignition temperature of
the chemical.
2.2 5-9-1/2.2
Health hazard defined by:
2.2.1 5-9-1/2.2.1
irritant or toxic effect on the skin or on the mucous membranes of the eyes, nose, throat
and lungs in the gas or vapor state combined with vapor pressure; or
2.2.2 5-9-1/2.2.2
irritational effects on the skin in the liquid state; or
2.2.3 5-9-1/2.2.3
toxic effect, taking into account values of
LD50 oral: a dose which is lethal to 50% of the test subjects when administered orally;
LD50 skin: a dose which is lethal to 50% of the test subjects when administered to the skin;
LD50: the concentration which is lethal by inhalation to 50% of the test subjects.
2.3 5-9-1/2.3
Water pollution hazard defined by human toxicity, water solubility, volatility, odor or taste, and
relative density.
2.4 5-9-1/2.4
Air pollution hazard defined by:
2.4.1 5-9-1/2.4.1
emergency exposure limit (E.E.L.) or LC50;
Part 5
2.4.2 5-9-1/2.4.2
vapor pressure;
2.4.3 5-9-1/2.4.3
solubility in water;
2.4.4 5-9-1/2.4.4
relative density of liquid;
2.4.5 5-9-1/2.4.5
vapor density.
2.5 5-9-1/2.5
Reactivity hazard defined by reactivity with:
2.5.1 5-9-1/2.5.1
other products; or
2.5.2 5-9-1/2.5.2
water; or
2.5.3 5-9-1/2.5.3
the product itself (including polymerization).
2.6 5-9-1/2.6
Marine pollution hazard as defined by:
2.6.1 5-9-1/2.6.1
bioaccumulation with attendant risk to aquatic life or human health or cause tainting to
seafood;
2.6.2 5-9-1/2.6.2
damage to living resources;
2.6.3 5-9-1/2.6.3
hazard to human health; and
2.6.4 5-9-1/2.6.4
reduction of amenities.
The following definitions apply unless expressly provided otherwise. (Additional definitions are given
in individual chapters).
3.1 5-9-1/3.1
Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins, offices,
hospitals, cinemas, games and hobbies rooms, barber shops, pantries containing no cooking
appliances and similar spaces. Public spaces are those portions of the accommodation spaces which
are used for halls, dining rooms, lounges and similar permanently enclosed spaces.
Part 5
3.2.1 5-9-1/3.2.1
Administration means the Government of the State whose flag the ship is entitled to fly.
For the purpose of classification, the term ‘‘Administration’’ unless otherwise specified, is to
be read as the ‘‘Bureau’’. See 5-9-1/3(ABS).
3.2.2 5-9-1/3.2.2
Port administration means the appropriate authority of the country in the port of which the
ship is loading or unloading.
3.3 5-9-1/3.3
Boiling point is the temperature at which a product exhibits a vapor pressure equal to the
3.4 5-9-1/3.4
Breadth (B) means the maximum breadth of the ship, measured amidships to the moulded line of the
frame in a ship with a metal shell and to the outer surface of the hull in a ship with a shell of any
other material. The breadth (B) should be measured in meters.
3.5 5-9-1/3.5
Cargo area is that part of the ship that contains cargo tanks, slop tanks, cargo pump-rooms including
pump-rooms, cofferdams, ballast or void spaces adjacent to cargo tanks or slop tanks and also deck
areas throughout the entire length and breadth of the part of the ship over the above-mentioned
spaces. Where independent tanks are installed in hold spaces, cofferdams, ballast or void spaces at
the after end of the aftermost hold space or at the forward end of the forwardmost hold space are
excluded from the cargo area.
3.6 5-9-1/3.6
Cargo pump-room is a space containing pumps and their accessories for the handling of the products
coveredby the Code.
3.7 5-9-1/3.7
Cargo service spaces are spaces within the cargo area used for workshops, lockers and store-rooms
of more than 2 m2 in area, used for cargo-handling equipment.
3.8 5-9-1/3.8
Cargo tank is the envelope designed to contain the cargo.
3.9 5-9-1/3.9
Chemical tanker is a cargo ship constructed or adapted and used for the carriage in bulk of any
liquid product listed in Section 5-9-17.
3.10 5-9-1/3.10
Cofferdam is the isolating space between two adjacent steel bulkheads or decks. This space may be a
void space or a ballast space.
Part 5
3.11 5-9-1/3.11
Control stations are those spaces in which ship’s radio or main navigating equipment or the
emergency source of power is located or where the fire-recording or fire-control equipment is
centralized. This does not include special fire-control equipment which can be most practically
located in the cargo area.
3.12 5-9-1/3.12
Flammability limits are the conditions defining the state of fuel-oxidant mixture at which application
of an adequately strong external ignition source is only just capable of producing flammability in a
given test apparatus.
3.13 5-9-1/3.13
Flashpoint is the temperature in degrees Celsius at which a product will give off enough flammable
vapor to be ignited. Values given in the Code are ‘‘closed cup test’’ determined by an approved
flashpoint apparatus.
3.13 (ABS) 5-9-1/3.13 (ABS)

‘‘Gravity tank.’’ see 5-9-4/1.3.
3.14 5-9-1/3.14
Hold space is the space enclosed by the ship’s structure in which an independent cargo tank is
situated.
3.15 5-9-1/3.15
Independent means that a piping or venting system, for example, is in no way connected to another
system and that there are no provisions available for the potential connection to other systems.
3.15.1 (ABS) 5-9-1/3.15.1 (ABS)

‘‘International Certificate of Fitness’’ means an International Certificate of Fitness for
Carriage of Dangerous Chemicals in Bulk issued under the ‘‘International Code for the
Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk,’’ adopted by
the Maritime Safety Committee of IMO.
3.15.2 (ABS) 5-9-1/3.15.2 (ABS)

‘‘Independent tank.’’ see 5-9-4/1.1
3.15.3 (ABS) 5-9-1/3.15.3 (ABS)

‘‘Integral tank.’’ see 5-9-4/1.2
3.16 5-9-1/3.16
Length (L) means 96% of the total length on a waterline at 85% of the least moulded depth measured
from the top of the keel, or the length from the foreside of the stem to the axis of the rudder stock on
that waterline, if that be greater. In ships designed with a rake of keel, the waterline on which this
length is measured should be parallel to the designed waterline. The length (L) should be measured in
meters.
Part 5
3.17 5-9-1/3.17
Machinery spaces of category A are those spaces and trunks to such spaces which contain:
3.17.1 5-9-1/3.17.1
internal combustion machinery used for main propulsion; or
3.17.2 5-9-1/3.17.2
internal combustion machinery used for purposes other than main propulsion where such
machinery has in the aggregate a total power output of not less than 375 kW; or
3.17.3 5-9-1/3.17.3
any oil-fired boiler or oil fuel unit.
3.18 5-9-1/3.18
Machinery spaces are all machinery spaces of category A and all other spaces containing propelling
machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major
electrical machinery, oil filling station, refrigerating, stabilizing, ventilation and air-conditioning
machinery, and similar spaces, and trunks to such spaces.
3.18.A 5-9-1/3.18.A
MARPOL 73/78 means the International Convention for the Prevention of Pollution from Ships,
1973, as modified by the Protocol of 1978 relating thereto.
3.18.B 5-9-1/3.18.B
Noxious liquid substance means any substance designated in appendix II to Annex II of MARPOL
73/78 or provisionally assessed under the provisions of regulation 3(4) of that Annex as falling into
category A, B, C or D.
3.19 5-9-1/3.19
Oil fuel unit is the equipment used for the preparation of oil fuel for delivery to an oil-fired boiler, or
equipment used for the preparation for delivery of heated oil to an internal combustion engine, and
includes any oil pressure pumps, filters and heaters dealing with oil at a pressure of more than 1.8
bar gauge.
3.20 5-9-1/3.20
Organization is the International Maritime Organization (IMO).
3.21 5-9-1/3.21
Permeability of a space means the ratio of the volume within that space which is assumed to be
occupied by water to the total volume of that space.
3.21 (ABS) 5-9-1/3.21 (ABS)

‘‘Pressure tank.’’ see 5-9-4/1.4
3.22 5-9-1/3.22
Pump-room is a space, located in the cargo area, containing pumps and their accessories for the
handling of ballast and oil fuel.
Part 5
3.23 5-9-1/3.23
Relative density of liquid is the ratio of the mass of a volume of a product to the mass of an equal
volume of fresh water. For a product of limited solubility, the relative density indicates whether it
floats on water or sinks.
3.24 5-9-1/3.24
Separate means that a cargo piping system or cargo vent system, for example, is not connected to
another cargo piping or cargo vent system. This separation may be achieved by the use of design or
operational methods. Operational methods should not be used within a cargo tank and should consist
of one of the following types:
3.24.1 5-9-1/3.24.1
removing spool pieces or valves and blanking the pipe ends;
3.24.2 5-9-1/3.24.2
arrangement of two spectacle flanges in series with provisions for detecting leakage into the
pipe between the two spectacle flanges.
3.25 5-9-1/3.25
Service areas are those spaces used for galleys, pantries containing cooking appliances, lockers, mail
and specie rooms, store-rooms, workshops other than those forming part of the machinery spaces and
similar spaces and trunks to such spaces. (Also see 5-8-1/3.33 (ABS) )
3.26 5-9-1/3.26
1974 SOLAS Convention means the International Convention for the Safety of Life at Sea, 1974.
3.27 5-9-1/3.27
1983 SOLAS amendments means the amendments to the 1974 SOLAS Convention adopted by the
Maritime Safety Committee of the Organization at its forty-eighth session on 17 June 1983 by
resolution MSC.6(48).
3.27A 5-9-1/3.27A
Standards for Procedures and Arrangements means the Standards for Procedures and Arrangements
for the Discharge of Noxious Liquid Substances called for by Annex II of MARPOL 73/ 78 adopted by
the Marine Environment Protection Committee at its twenty-second session by resolution MEPC
18(22) as may be amended by the Organization.
3.28 5-9-1/3.28
Vapor density or the relative density of vapor is the ratio of the mass of a volume of vapor gas (with
no air present) to the mass of an equal volume of air at the same pressure and temperature. Vapor
density below or above 1 indicates whether the vapor or gas is lighter or heavier than air.
3.29 5-9-1/3.29
Vapor pressure is the equilibrium pressure of the saturated vapor above the liquid expressed in bars
absolute at a specified temperature.
Part 5
3.30 5-9-1/3.30
Void space is an enclosed space in the cargo area external to a cargo tank, other than a hold space,
ballast space, oil fuel tank, cargo pump-room, pump-room, or any space in normal use by personnel.
4 Equivalents 5-9-1/4
4.1 5-9-1/4.1
Where the Code requires that a particular fitting, material, appliance, apparatus, item of equipment
or type thereof should be fitted or carried in a ship, or that any particular provision should be made,
or any procedure or arrangement should be complied with, the Administration may allow any other
fitting, material, appliance, apparatus, item of equipment or type thereof to be fitted or carried, or any
other provision, procedure or arrangement to be made in that ship, if it is satisfied by trial thereof or
otherwise that such fitting, material, appliance, apparatus, item of equipment or type thereof or that
any particular provision, procedure or arrangement is at least as effective as that required by the
Code. However, the Administration may not allow operational methods or procedures to be made an
alternative to a particular fitting, material, appliance, apparatus, item of equipment, or type thereof,
which are prescribed by the Code, unless such substitution is specifically allowed by the Code.
4.2 5-9-1/4.2
When the Administration so allows any fitting, material, appliance, apparatus, item of equipment, or
type thereof, or provision, procedure, or arrangement, or novel design or application to be substituted
thereafter, it should communicate to the Organization the particulars thereof together with a report
on the evidence submitted so that the Organization may circulate the same to other Contracting
Governments to the 1974 SOLAS Convention and Parties to MARPOL 73/78 for the information of
their officers.
5 Surveys and certification 5-9-1/5
5.1 Survey procedure 5-9-1/5.1
5.1.1 5-9-1/5.1.1
The survey of ships, so far as regards the enforcement of the provisions of the regulations and
granting of exemptions therefrom, should be carried out by officers of the Administration. The
Administration may, however, entrust the surveys either to surveyors nominated for the
purpose or to organizations recognized by it.
5.1.2 5-9-1/5.1.2
The Administration nominating surveyors or recognizing organizations to conduct surveys
should, as a minimum, empower any nominated surveyor or recognized organization to:
5.1.2.1 require repairs to a ship; and
5.1.2.2 carry out surveys if requested by the port State authority• concerned.
The Administration should notify the Organization of the specific responsibilities and
conditions of the authority delegated to nominated surveyors or recognized organizations for
circulation to the Contracting Governments.
• Port State authority has the meaning as presented in chapter 1, regulation 19 of the 1978 Protocol to the 1974 SOLAS
Convention.
Part 5
5.1.3 5-9-1/5.1.3
When a nominated surveyor or recognized organization determines that the condition of the
ship or its equipment does not correspond substantially with the particulars of the certificate
or is such that the ship is not fit to proceed to sea without danger to the ship, or persons on
board, such surveyor or organization should immediately ensure that corrective action is
taken and should in due course notify the Administration. If such corrective action is not
taken the relevant certificate should be withdrawn and the Administration should be notified
immediately; and, if the ship is in a port of another Contracting Government, the port State
authority concerned should also be notified immediately.
5.1.4 5-9-1/5.1.4
In every case, the Administration should guarantee the completeness and efficiency of the
survey, and should undertake to ensure the necessary arrangements to satisfy this obligation.
5.2 Survey Requirements 5-9-1/5.2

5.2.1 5-9-1/5.2.1
The structure, equipment, fittings, arrangements and material (other than items in respect of
which a Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate
and Cargo Ship Safety Radiotelegraphy Certificate or Cargo Ship Safety Radiotelephony
Certificate are issued) of a chemical tanker should be subjected to the following surveys:
5.2.1.1 An initial survey before the ship is put in service or before the International
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk is issued for the first
time, which should include a complete examination of its structure, equipment, fittings,
arrangements and material in so far as the ship is covered by the Code. This survey should be
such as to ensure that the structure, equipment, fittings, arrangements and material fully
comply with the applicable provisions of the Code.
5.2.1.2 A periodical survey at intervals specified by the Administration, but not exceeding 5
years which should be such as to ensure that the structure, equipment, fittings, arrangements
and material comply with the applicable provisions of the Code.
5.2.1.3 A minimum of one intermediate survey during the period of validity of the
International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk. In
cases where only one such intermediate survey is carried out in any one certificate validity
period, it should be held not before 6 months prior to, nor later than 6 months after, the
halfway date of the certificate’s period of validity. Intermediate surveys should be such as to
ensure that the safety equipment, and other equipment, and associated pump and piping
systems comply with the applicable provisions of the Code and are in good working order.
Such surveys should be endorsed on the International Certificate of Fitness for the Carriage
of Dangerous Chemicals in Bulk.
5.2.1.4 A mandatory annual survey within 3 months before or after the anniversary date of
the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
which should include a general examination to ensure that the structure, equipment, fittings,
arrangements and materials remain in all respects satisfactory for the service for which the
ship is intended. Such a survey should be endorsed in the International Certificate of Fitness
for the Carriage of Dangerous Chemicals in Bulk.
5.2.1.5 An additional survey, either general or partial according to the circumstances, should
be made when required after an investigation prescribed in 5-9-1/5.3.3 , or whenever any
important repairs or renewals are made. Such a survey should ensure that the necessary
repairs or renewals have been effectively made, that the material and workmanship of such
repairs or renewals are satisfactory; and that the ship is fit to proceed to sea without danger
Part 5
5.3 Maintenance of conditions after survey 5-9-1/5.3
5.3.1 5-9-1/5.3.1
The condition of the ship and its equipment should be maintained to conform with the
provisions of the Code to ensure that the ship will remain fit to proceed to sea without danger
5.3.2 5-9-1/5.3.2
After any survey of the ship under 5-9-1/5.2 has been completed, no change should be made
in the structure, equipment, fittings, arrangements and material covered by the survey,
without the sanction of the Administration, except by direct replacement.
5.3.3 5-9-1/5.3.3
Whenever an accident occurs to a ship or a defect is discovered, either of which affects the
safety of the ship or the efficiency or completeness of its life-saving appliances or other
equipment, the master or owner of the ship should report at the earliest opportunity to the
Administration, the nominated surveyor or recognized organization responsible for issuing
the relevant certificate, who should cause investigations to be initiated to determine whether
a survey, as required by 5-9-1/5.2.1.5 is necessary. If the ship is in a port of another
Contracting Government, the master or owner should also report immediately to the port
State authority concerned and the nominated surveyor or recognized organization should
ascertain that such a report has been made.
5.4 Issue of International Certificate of Fitness 5-9-1/5.4
5.4.1 5-9-1/5.4.1
A certificate called an International Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk, the model form of which is set out in the appendix, should be issued after
an initial or periodical survey to a chemical tanker engaged in international voyages which
complies with the relevant requirements of the Code.
5.4.2 5-9-1/5.4.2
The certificate issued under provisions of this section should be available on board for
inspection at all times.
5.5 Issue or endorsement of International Certificate of Fitness by another

Government 5-9-1/5.5
5.5.1 5-9-1/5.5.1
A Party to the 1974 SOLAS Convention and to MARPOL 73/78 may, at the request of another
Party, cause a ship entitled to fly the flag of the other State to be surveyed and, if satisfied
that the requirements of the Code are complied with, issue or authorize the issue of the
certificate to the ship, and, where appropriate, endorse or authorize the endorsement of the
certificate on board the ship in accordance with the Code. Any certificate so issued should
contain a statement to the effect that it has been issued at the request of the Government of
the State whose flag the ship is entitled to fly.
Part 5
5.6 Duration and validity of the International Certificate of Fitness 5-9-1/5.6
5.6.1 5-9-1/5.6.1
An International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
should be issued for a period specified by the Administration which should not exceed 5 years
from the date of the initial survey or the periodical survey.
5.6.2 5-9-1/5.6.2
No extension of the 5 year period of the certificate should be permitted.
5.6.3 5-9-1/5.6.3
The certificate should cease to be valid:
5.6.3.1 if the surveys are not carried out within the period specified by 5-9-1/5.2 ;
5.6.3.2 upon transfer of the ship to the flag of another State. A new certificate should only be
issued when the Government issuing the new certificate is fully satisfied that the ship is in
compliance with the requirements of 5-9-1/5.3.1 and 5-9-1/5.3.2. Where a transfer occurs
between Contracting Governments, the Government of the State whose flag the ship was
formerly entitled to fly should, if requested within 12 months after the transfer has taken
place, as soon as possible transmit to the Administration copies of the certificates carried by
the ship before the transfer and, if available, copies of the relevant survey reports.
PART
5

Location of Cargo Tanks
CONTENTS
See 5-9-1/3.
1 General............................................................................... 1247
2 Freeboard and intact stability........................................... 1248
3 Shipside discharges below the freeboard deck .............. 1249
4 Conditions of loading........................................................ 1249
5 Damage assumptions ....................................................... 1250
6 Location of cargo tanks .................................................... 1250
7 Flooding assumptions ...................................................... 1251
7 Interpretation of 5-9-2/7.8 and 5-9-2/8.1 (IMO) ................. 1253
8 Standard of damage .......................................................... 1253
8 Interpretation of 5-9-2/8.1.3 and 5-9-2/8.1.5 (IMO)............ 1254
9 Survival requirements....................................................... 1254
9.2 In any stage of flooding ...................................................... 1254
9.3 At final equilibrium after flooding ........................................ 1254
9 Interpretation of 5-9-2/9.3.1 (IMO) ..................................... 1255
FIGURE 1 Longitudinal extent of damage to

superstructure ....................................................... 1252
FIGURE 2 Damage to stepped machinery space forward
bulkhead (Damages are not simultaneous) ......... 1255
PART
5
•
Location of Cargo Tanks 5 - 9 - 2
•Reference is made to the Guidelines for the Uniform Application of the Survival
Requirements of the Bulk Chemical Code and the Gas Carrier Code. See Annex 5-9-A1.
1 General 5-9-2/1
1.1 5-9-2/1.1
Ships subject to the Code should survive the normal effects of flooding following assumed hull
damage caused by some external force. In addition, to safeguard the ship and the environment, the
cargo tanks of certain types of ships should be protected from penetration in the case of minor
damage to the ship resulting, for example, from contact with a jetty or tug, and given a measure of
protection from damage in the case of collision or stranding, by locating them at specified minimum
distances inboard from the ship’s shell plating. Both the damage to be assumed and the proximity of
the cargo tanks to the ship’s shell should be dependent upon the degree of hazard presented by the
products to be carried.
1.2 5-9-2/1.2
Ships subject to the Code should be designed to one of the following standards:
1.2.1 5-9-2/1.2.1
A type 1 ship is a chemical tanker intended to transport Section 5-9-17 products with very
severe environmental and safety hazards which require maximum preventive measures to
preclude an escape of such cargo.
1.2.2 5-9-2/1.2.2
A type 2 ship is a chemical tanker intended to transport Section 5-9-17 products with
appreciably severe environmental and safety hazards which require significant preventive
measures to preclude an escape of such cargo.
1.2.3 5-9-2/1.2.3
A type 3 ship is a chemical tanker intended to transport Section 5-9-17 products with
sufficiently severe environmental and safety hazards which require a moderate degree of
containment to increase survival capability in a damaged condition.
Part 5
Section 2 Ship Survival Capacity and Location of Cargo Tanks 5-9-2
Thus a type 1 ship is a chemical tanker intended for the transportation of products considered to
present the greatest overall hazard and type 2 and type 3 for products of progressively lesser hazards.
Accordingly, a type 1 ship should survive the most severe standard of damage and its cargo tanks
should be located at the maximum prescribed distance inboard from the shell plating.
1.3 5-9-2/1.3
The ship type required for individual products is indicated in column ‘‘e’’ in the table of Section
5-9-17.
1.4 5-9-2/1.4
If a ship is intended to carry more than one product listed in Section 5-9-17 , the standard of damage
should correspond to that product having the most stringent ship type requirement. The requirements
for the location of individual cargo tanks, however, are those for ship types related to the respective
products intended to be carried.
2 Freeboard and intact stability 5-9-2/2
2.1 5-9-2/2.1
Ships subject to the Code may be assigned the minimum freeboard permitted by the International
Convention on Load Lines in force. However, the draught associated with the assignment should not
be greater than the maximum draught otherwise permitted by this Code.
2.2 5-9-2/2.2
The stability of the ship in all seagoing conditions should be to a standard which is acceptable to the
Administration.
2.3 5-9-2/2.3
When calculating the effect of free surfaces of consumable liquids for loading conditions it should be
assumed that, for each type of liquid, at least one transverse pair or a single center tank has a free
surface and the tank or combination of tanks to be taken in account should be those where the effect
of free surfaces is the greatest. The free surface effect in undamaged compartments should be
calculated by a method acceptable to the Administration.
2.4 5-9-2/2.4
Solid ballast should not normally be used in double bottom spaces in the cargo area. Where, however,
because of stability considerations, the fitting of solid ballast in such spaces becomes unavoidable,
then its disposition should be governed by the need to ensure that the impact loads resulting from
bottom damage are not directly transmitted to the cargo tank structure.
2.5 5-9-2/2.5
The master of the ship should be supplied with a loading and stability information booklet. This
booklet should contain details of typical service and ballast conditions, provisions for evaluating
other conditions of loading and a summary of the ship’s survival capabilities. In addition, the booklet
should contain sufficient information to enable the master to load and operate the ship in a safe and
seaworthy manner.
Part 5
3 Shipside discharges below the freeboard deck 5-9-2/3
3.1 5-9-2/3.1
The provision and control of valves fitted to discharges led through the shell from spaces below the
freeboard deck or from within the superstructures and deckhouses on the freeboard deck fitted with
weathertight doors should comply with the requirements of the relevant regulation of the
International Convention on Load Lines in force, except that the choice of valves should be limited to:
3.1.1 5-9-2/3.1.1
one automatic nonreturn valve with a positive means of closing from above the freeboard
deck; or
3.1.2 5-9-2/3.1.2
where the vertical distance from the summer load waterline to the inboard end of the
discharge pipe exceeds 0.01L, two automatic nonreturn valves without positive means of
closing, provided that the inboard valve is always accessible for examination under service
conditions.
3.2 5-9-2/3.2
For the purpose of this chapter ‘‘summer waterline’’ and ‘‘freeboard deck’’, have the meanings as
defined in the International Convention on Load Lines in force.
3.3 5-9-2/3.3
The automatic nonreturn valves referred to in 5-9-2/3.1.1 and 5-9-2/3.1.2 should be of a type
acceptable to the Administration and should be fully effective in preventing admission of water into
the ship, taking into account the sinkage, trim and heel in survival requirements in 5-9-2/9.
4 Conditions of loading 5-9-2/4
Damage survival capability should be investigated on the basis of loading information submitted to
the Administration for all anticipated conditions of loading and variations in draught and trim.
Ballast conditions where the chemical tanker is not carrying products covered by the Code, or is
carrying only residues of such products, need not be considered.
Part 5
5 Damage assumptions 5-9-2/5
5.1 5-9-2/5.1
The assumed maximum extent of damage should be:
5.1.1 Side damage:
5.1.1.1 Longitudinal extent: 1/3L2/3 or 14.5 m, whichever is less
5.1.1.2 Transverse extent: measured B/5 or 11.5 m, whichever is less
inboard from the ship’s side
at right angles to the
centerline at the level of the
summer load line
5.1.1.3 Vertical extent: from the upwards without limit
moulded line of the bottom
shell plating at centerline
5.1.2 Bottom damage: For 0.3L from the Any other part of the ship
forward
perpendicular of the
ship
5.1.2.1 Longitudinal extent: 1/3L2/3 or 14.5 m, 1/3L2/3 or 5 m, whichever is
whichever is less less
5.1.2.2 Transverse extent: B/6 or 10 m, B/6 or 5 m, whichever is less
whichever is less
5.1.2.3 Vertical extent: B/15 or 6 m, B/15 or 6 m, whichever is less
whichever is less measured from the moulded line
measured from the of the bottom shell plating at
moulded line of the centerline (see 5-9-2/6.2 )
bottom shell plating
at centerline (see
5-9-2/6.2 )
5.2 5-9-2/5.2
If any damage of a lesser extent than the maximum damage specified in 5-9-2/5.1 would result in a
more severe condition, such damage should be considered.
6 Location of cargo tanks 5-9-2/6
6.1 5-9-2/6.1
Cargo tanks should be located at the following distances inboard:
6.1.1 5-9-2/6.1.1
Type 1 ships: from the side shell plating not less than the transverse extent of damage
specified in 5-9-2/5.1.1.2 and from the moulded line of the bottom shell plating at centerline
760 mm from the shell plating. This requirement does not apply to the tanks for diluted slops
arising from tank washing.
Part 5
6.1.2 5-9-2/6.1.2
Type 2 ships: from the moulded line of the bottom shell plating at centerline not less than the
vertical extent of damage specified in 5-9-2/5.1.2.3 and nowhere less than 760 mm from the
shell plating. This requirement does not apply to the tanks for diluted slops arising from tank
washing.
6.1.3 5-9-2/6.1.3
Type 3 ships: no requirement.

Any cargo tank may be used for holding contaminated cargo pump-room bilge water and cargo tank
washings irrespective of the cargo tank location requirements of 5-9-2/6.
6.2 5-9-2/6.2
Except for type 1 ships, suction wells installed in cargo tanks may protrude into the vertical extent of
bottom damage specified in 5-9-2/5.1.2.3 provided that such wells are as small as practicable and the
protrusion below the inner bottom plating does not exceed 25% of the depth of the double bottom or
350 mm whichever is less. Where there is no double bottom, the protrusion of the suction well of
independent tanks below the upper limit of bottom damage should not exceed 350 mm. Suction wells
installed in accordance with this paragraph may be ignored in determining the compartments affected
by damage.

The area of suction well should not be greater than that required to accommodate equipment such as
cargo pumps, suction pipes, valves, associated heating coils, etc., and to ensure efficient flow and the
necessary access for cleaning and maintenance.
7 Flooding assumptions 5-9-2/7

7.1 5-9-2/7.1
The requirements of 5-9-2/9 should be confirmed by calculations which take into consideration the
design characteristics of the ship; the arrangements, configuration and contents of the damaged
compartments; the distribution, relative densities and the free surface effects of liquids; and the
draught and trim for all conditions of loading.
7.2 5-9-2/7.2
The permeabilities of spaces assumed to be damaged should be as follows:
Spaces Permeabilities
Appropriated to stores 0.60
Occupied by accommodation 0.95
Occupied by machinery 0.85
Voids 0.95
Intended for consumable liquids 0 to 0.95•
Intended for other liquids 0 to 0.95•
•The permeability of partially filled compartments should be consistent with the amount of liquid carried in the
compartment
Part 5
7.3 5-9-2/7.3
Wherever damage penetrates a tank containing liquids it should be assumed that the contents are
completely lost from that compartment and replaced by salt water up to the level of the final plane of
equilibrium.
7.4 5-9-2/7.4
Every watertight division within the maximum extent of damage defined in 5-9-2/5.1 and considered
to have sustained damage in positions given in 5-9-2/8.1 should be assumed to be penetrated. Where
damage less than the maximum is being considered in accordance with 5-9-2/5.2, only watertight
divisions or combinations of watertight divisions within the envelope of such lesser damage should be
assumed to be penetrated.
7.5 5-9-2/7.5
The ship should be so designed as to keep unsymmetrical flooding to the minimum consistent with
efficient arrangements.
FIGURE 1
Longitudinal extent of damage to superstructure (5-9-2/7.8 and 5-9-2/8.1 )
Machinery
Space
7.6 5-9-2/7.6
Equalization arrangements requiring mechanical aids such as valves or cross-levelling pipes, if fitted,
should be considered for the purpose of reducing an angle of heel or attaining the minimum range of
residual stability to meet the requirements of 5-9-2/9 and sufficient residual stability should be
maintained during all stages where equalization is used. Spaces which are linked by ducts of large
cross-sectional area may be considered to be common.
7.7 5-9-2/7.7
If pipes, ducts, trunks or tunnels are situated within the assumed extent of damage penetration, as
defined in 5-9-2/5, arrangements should be such that progressive flooding cannot thereby extend to
compartments other than those assumed to be flooded for each case of damage.
7.8 5-9-2/7.8
The buoyancy of any superstructure directly above the side damage should be disregarded. The un-
flooded parts of superstructures beyond the extent of damage, however, may be taken into
consideration provided that:
Part 5
7.8.1 5-9-2/7.8.1
they are separated from the damaged space by watertight divisions and the requirements of
5-9-2/9.3 in respect of these intact spaces are complied with; and
7.8.2 5-9-2/7.8.2
openings in such divisions are capable of being closed by remotely operated sliding
watertight doors and unprotected openings are not immersed within the minimum range of
residual stability required in 5-9-2/9; however the immersion of any other openings capable
of being closed weathertight may be permitted.
7 Interpretation of 5-9-2/7.8 and 5-9-2/8.1 (IMO) 5-9-2/7 (IMO)
The longitudinal extent of damage to superstructure in the instance of side damage to a machinery
space aft under 5-9-2/8.1 should be the same as the longitudinal extent of the side damage to the
machinery space (see 5-9-2/Figure 1).
8 Standard of damage 5-9-2/8
8.1 5-9-2/8.1
Ships should be capable of surviving the damage indicated in 5-9-2/5 with the flooding assumptions in
5-9-2/7 to the extent determined by the ship’s type according to the following standards: (See 5-9-2/7
(IMO))
8.1.1 5-9-2/8.1.1
A type 1 ship should be assumed to sustain damage anywhere in its length;
8.1.2 5-9-2/8.1.2
A type 2 ship of more than 150 m in length should be assumed to sustain damage anywhere in
its length;
8.1.3 5-9-2/8.1.3
A type 2 ship of 150 m in length or less should be assumed to sustain damage anywhere in its
length except involving either of the bulkheads bounding a machinery space located aft;
8.1.4 5-9-2/8.1.4
A type 3 ship of more than 225 m in length should be assumed to sustain damage anywhere in
its length;
8.1.5 5-9-2/8.1.5
A type 3 ship of 125 m in length or more but not exceeding 225 m in length should be
assumed to sustain damage anywhere in its length except involving either of the bulkheads
bounding a machinery space located aft;
8.1.6 5-9-2/8.1.6
A type 3 ship below 125 m in length should be assumed to sustain damage anywhere in its
length except involving damage to the machinery space when located aft. However, the ability
to survive the flooding of the machinery space should be considered by the Administration.
Part 5
8 Interpretation of 5-9-2/8.1.3 and 5-9-2/8.1.5 (IMO) 5-9-2/8 (IMO)
The concept of a stepped machinery space forward bulkhead is already implied in 5-9-3/2.1 and in
regulation II-2/56 of the 1974 SOLAS Convention as amended. For damage stability considerations
when such a bulkhead contains a step more than 3 m in length, damage should be treated as shown in
5-9-2/Figure 2.
8.2 5-9-2/8.2
In the case of small type 2 and type 3 ships which do not comply in all respects with the appropriate
requirements of 5-9-2/8.1.3 and 5-9-2/8.1.6, special dispensation may only be considered by the
Administration provided that alternative measures can be taken which maintain the same degree of
safety. The nature of the alternative measures should be approved and clearly stated and be available
to the port Administration. Any such dispensation should be duly noted on the International
Certificate of Fitness.
9 Survival requirements 5-9-2/9
9.1 5-9-2/9.1
Ships subject to the Code should be capable of surviving the assumed damage specified in 5-9-2/5 to
the standard provided in 5-9-2/8 in a condition of stable equilibrium and should satisfy the following
criteria.
9.2 In any stage of flooding: 5-9-2/9.2
9.2.1 5-9-2/9.2.1
the waterline, taking into account sinkage, heel and trim, should be below the lower edge of
any opening through which progressive flooding or downflooding may take place. Such
openings should include air pipes and openings which are closed by means of weathertight
doors or hatch covers and may exclude those openings closed by means of watertight
manhole covers and watertight flush scuttles, small watertight cargo tank hatch covers which
maintain the high integrity of the deck, remotely operated watertight sliding doors, and
sidescuttles of the non-opening type;
9.2.2 5-9-2/9.2.2
the maximum angle of heel due to unsymmetrical flooding should not exceed 25°, except that
this angle may be increased to 30° if no deck immersion occurs;
9.2.3 5-9-2/9.2.3
the residual stability during intermediate stages of flooding should be to the satisfaction of
the Administration. However, it should never be significantly less than that required by 5-9-
2/9.3.
9.3 At final equilibrium after flooding: 5-9-2/9.3
9.3.1 5-9-2/9.3.1
the righting lever curve should have a minimum range of 20° beyond the position of
equilibrium in association with a maximum residual righting lever of at least 0.1 m within the
20° range; the area under the curve within this range should not be less than 0.0175 m.rad.
Part 5
Unprotected openings should not be immersed within this range unless the space concerned is
assumed to be flooded. Within this range, the immersion of any of the openings listed in 5-9-
2/9.2.1 and other openings capable of being closed weathertight may be permitted; and
9.3.2 5-9-2/9.3.2
the emergency source of power should be capable of operating.
FIGURE 2
Damage to stepped machinery space forward bulkhead (Damages are
not simultaneous) (5-9-2/8.1.3 and 5-9-2/8.1.5)
bulkhead
bulkhead
l > 3m l ≤ 3m
damage 1
damage 2 damage 1 damage 2
ship's side
ship's side or bottom
or bottom
bulkhead
bulkhead
l > 3m l > 3m l > 3m
damage 1 damage 1 damage 2

damage 2
ship's side ship's side
or bottom or bottom
9 Interpretation of 5-9-2/9.3.1 (IMO) 5-9-2/9
The 20° range may be measured from any angle commencing between the position of equilibrium and
the angle of 25° (or 30° if no deck immersion occurs).
PART
5
CONTENTS
See 5-9-1/3.
1 Cargo segregation ............................................................. 1259
1.2 Interpretation of 5-9-3/1.2, 5-9-15/16.2.3 and
5-9-15/16.2.4 (IMO) ............................................................ 1259
control stations ................................................................. 1261
3 Cargo pump-rooms ........................................................... 1262
4 Access to spaces in the cargo area ................................. 1263
4 Interpretation of 5-9-3/4 (IMO)........................................... 1263
5 Bilge and ballast arrangements........................................ 1264
6 Pump and pipeline identification...................................... 1265
7 Bow or stern loading and unloading arrangements ....... 1265
8 Temperature of Steam and Heating Media within the
Cargo Area (IACS/ABS)..................................................... 1267
FIGURE 3 Segregation of mutually hazardous reactive
cargoes (5-9-3/1.2.1, 5-9-15/16.2.3 and
Section 5-9-4 ).........................................................1260
FIGURE 4 Discharge arrangement of permanent ballast tanks
sited immediately adjacent to cargo tanks
(5-9-3/5.1) ................................................................1264
PART
5
SECTION 3 Ship Arrangements 5 - 9 - 3
1 Cargo segregation 5-9-3/1
1.1 5-9-3/1.1
Unless expressly provided otherwise, tanks containing cargo or residues of cargo subject to the Code
should be segregated from accommodation, service and machinery spaces and from drinking water
and stores for human consumption by means of a cofferdam, void space, cargo pump-room, pump-
room, empty tank, oil fuel tank or other similar space.
1.2 5-9-3/1.2
Cargoes, residues of cargoes or mixtures containing cargoes which react in a hazardous manner with
other cargoes, residues or mixtures, should:
1.2.1 5-9-3/1.2.1
be segregated from such other cargoes by means of a cofferdam, void space, cargo pump-
room, pump-room, empty tank, or tank containing a mutually compatible cargo;
1.2.2 5-9-3/1.2.2
have separate pumping and piping systems which should not pass through other cargo tanks
containing such cargoes, unless encased in a tunnel; and
1.2.3 5-9-3/1.2.3
have separate tank venting systems.
1.2 Interpretation of 5-9-3/1.2, 5-9-15/16.2.3 and 5-9-15/16.2.4 (IMO) 5-9-3/1.2 (IMO)

A cruciform joint (see 5-9-3/Figure 3) can be considered a double barrier for the purpose of
segregation as follows:
1.2.1 5-9-3/1.2.1
between mutually hazardous reactive cargoes;
1.2.2 5-9-3/1.2.2
between water reactive cargoes and water.
Part 5
FIGURE 3
Segregation of mutually hazardous reactive cargoes (5-9-3/1.2.1,
5-9-15/16.2.3 and Section 5-9-4 )
√
√
√
D.B. √
1.3 5-9-3/1.3
Cargo piping should not pass through any accommodation, service or machinery space other than
cargo pump-rooms or pump-rooms.

The siting of cargo piping is considered to be adequately covered by 5-9-3/7
1.4 5-9-3/1.4
Cargoes subject to the Code should not be carried in either the fore or aft peak tank.
Part 5

control stations 5-9-3/2
2.1 5-9-3/2.1
No accommodation or service spaces or control stations should be located within the cargo area
except over a cargo pump-room recess or pump-room recess that complies with regulation II-2/56 of
the 1983 SOLAS amendments and no cargo or slop tank should be aft of the forward end of any
accommodation.
2.2 5-9-3/2.2
In order to guard against the danger of hazardous vapors, due consideration should be given to the
location of air intakes and openings into accommodation, service and machinery spaces and control
stations in relation to cargo piping and cargo vent systems.

Compliance with other relevant paragraphs of the Code and in particular with 5-9-3/2.3, 5-9-3/7,
5-9-8/2.2, 5-9-12/1.5 and 5-9-15/12 where applicable would also ensure compliance with this
paragraph.
2.3 5-9-3/2.3
Entrances, air inlets and openings to accommodation, service and machinery spaces and control
stations should not face the cargo area. They should be located on the end bulkhead not facing the
cargo area and/or on the outboard side of the superstructure or deckhouse at a distance of at least
4% of the length (L) of the ship but not less than 3 m from the end of the superstructure or deckhouse
facing the cargo area. This distance, however, need not exceed 5 m. No doors should be permitted
within the limits mentioned above, except that doors to those spaces not having access to
accommodation and service spaces and control stations, such as cargo control stations and store-
rooms may be permitted by the Administration. Where such doors are fitted, the boundaries of the
space should be insulated to ‘‘A-60’’ standard. Bolted plates for removal of machinery may be fitted
within the limits specified above. Wheelhouse doors and wheelhouse windows may be located within
the limits specified above so long as they are so designed that a rapid and efficient gas and vapor
tightening of the wheelhouse can be ensured. Windows and sidescuttles facing the cargo area and on
the sides of the superstructures and deckhouses within the limits specified above should be of the fixed
(non-opening) type. Such sidescuttles in the first tier on the main deckshould be fitted with inside
covers of steel or equivalent material.

Air outlets are subject to the same requirements as air inlets and air intakes. This interpretation also
applies to 5-9-3/2.2, 5-9-3/7.4, 5-9-8/2.3, 5-9-15/12.1.3 and 5-9-19/3.8.
Access facing the cargo area or in prohibited zones should be restricted to stores for cargo-related and
safety equipment, cargo control stations and emergency showers.
For all chemical tankers regardless of the cargo to be carried, where a deckhouse is substituted for a
superstructure and liquid could flow along the sides of the house, the house front should be continued
to the sides of the ship in the form of a sill or a separate spillage barrier should be arranged as
described in regulation II-2/56.6 of the 1974 SOLAS Convention, as amended. Also see 5-9-3/7.7
(IMO)
Part 5
3 Cargo pump-rooms 5-9-3/3
3.1 5-9-3/3.1
Cargo pump-rooms should be so arranged as to ensure:
3.1.1 5-9-3/3.1.1
unrestricted passage at all times from any ladder platform and from the floor; and
3.1.2 5-9-3/3.1.2
unrestricted access to all valves necessary for cargo handling for a person wearing the
required personnel protective equipment.

In general a cargo pump-room should be provided with one set of access/escape ladders. Where it is
envisaged that personnel are normally employed in a pump-room or the pump-room is unusually
large, the Administration may require an additional means of escape. Two doorways from the pump-
room house, emerging above the weather deck are preferable.
3.2 5-9-3/3.2
Permanent arrangements should be made for hoisting an injured person with a rescue line while
avoiding any projecting obstacles.
3.3 5-9-3/3.3
Guard railings should be installed on all ladders and platforms.
3.4 5-9-3/3.4
Normal access ladders should not be fitted vertical and should incorporate platforms at suitable
intervals. •
• Reference is made to the Recommendation on Safe Access to and Working in Large Tanks (resolution A.272(VIII)) as
amended by resolution A.330(IX).
3.5 5-9-3/3.5
Means should be provided to deal with drainage and any possible leakage from cargo pumps and
valves in cargo pump-rooms. The bilge system serving the cargo pump-room should be operable from
outside the cargo pump-room. One or more slop tanks for storage of contaminated bilge water or tank
washings should be provided. A shore connection with a standard coupling or other facilities should
be provided for transferring contaminated liquids to on-shore reception facilities. (Also see 5-9-2/6.1
(IMO) )
3.6 5-9-3/3.6
Pump discharge pressure gauges should be provided outside the cargo pump-room.
3.7 5-9-3/3.7
Where machinery is driven by shafting passing through a bulkhead or deck, gastight seals with
efficient lubrication or other means of ensuring the permanence of the gas seal should be fitted in way
of the bulkhead or deck.
Part 5

Lubrication or other means of ensuring permanence of gastight seals should be effected from outside
the cargo pump-room.
4 Access to spaces in the cargo area 5-9-3/4
4 Interpretation of 5-9-3/4 (IMO) 5-9-3/4 (IMO)
Although fuel oil tanks are not included in the definition of ‘‘cargo area’’ where such tanks are
adjacent to cargo tanks the requirements of 5-9-3/4 are applicable.
4.1 5-9-3/4.1
Access to cofferdams, ballast tanks, cargo tanks and other spaces in the cargo area should be direct
from the open deck and such as to ensure their complete inspection. Access to double bottom spaces
may be through a cargo pump-room, pump-room, deep cofferdam, pipe tunnel or similar
compartments, subject to consideration of ventilation aspects.

To take care of restrictions in the movement of personnel and to limit the time needed for a possible
emergency escape, two separate means of access should be provided in double bottom tanks and
similar spaces where obstructions impede movement. The two accesses should be as widely separated
as practicable.
The provision of only one access may be approved in special circumstances if the ability to readily
traverse the space or to remove an injured person can be proved to the satisfaction of the
Administration.
4.2 5-9-3/4.2
For access through horizontal openings, hatches or manholes, the dimensions should be sufficient to
allow a person wearing a self-contained air-breathing apparatus and protective equipment to ascend
or descend any ladder without obstruction and also to provide a clear opening to facilitate the
hoisting of an injured person from the bottom of the space. The minimum clear opening should be not
less than 600 mm by 600 mm.
4.3 5-9-3/4.3
of the space, the minimum clear opening should be not less than 600 mm by 800 mm, at a height of
not more than 600 mm from the bottom shell plating unless gratings or other footholds are provided.
4.4 5-9-3/4.4
Smaller dimensions may be approved by the Administration in special circumstances, if the ability to
traverse such openings or to remove an injured person can be proved to the satisfaction of the
Administration.
Part 5
5 Bilge and ballast arrangements 5-9-3/5
5.1 5-9-3/5.1
Pumps, ballast lines, vent lines and other similar equipment serving permanent ballast tanks should
be independent of similar equipment serving cargo tanks and of cargo tanks themselves. Discharge
arrangements for permanent ballast tanks sited immediately adjacent to cargo tanks should be outside
machinery spaces and accommodation spaces. Filling arrangements may be in the machinery spaces
provided that such arrangements ensure filling from tank deck level and non-return valves are fitted.

An eductor situated in the cargo area using water power from the machinery spaces is acceptable for
discharge purposes provided a non-return valve and means of separation are fitted in the supply line
and the supply line is above deck level. A non-return valve and means of separation should be located
outside the machinery space. (see 5-9-3/Figure 4)
5.2 5-9-3/5.2
Filling of ballast in cargo tanks may be arranged from deck level by pumps serving permanent ballast
tanks, provided that the filling line has no permanent connection to cargo tanks or piping and that
nonreturn valves are fitted.
FIGURE 4
Discharge arrangement of permanent ballast tanks sited immediately
adjacent to cargo tanks (5-9-3/5.1)
Machinery Pump
WBT
Space Room
P

The filling arrangement may consist of a portable spool piece or flexible hose plus an isolating valve
on the inlet to the cargo tank. This isolating valve is in addition to the required non-return valve.
Consideration should be given to the arrangement of in-tank piping and the creation of static
electricity.
5.3 5-9-3/5.3
Bilge pumping arrangements for cargo pump-rooms, pump-rooms, void spaces, slop tanks, double
bottom tanks and similar spaces should be situated entirely within the cargo area except for void
spaces, double bottom tanks and ballast tanks where such spaces are separated from tanks containing
cargo or residues of cargo by a double bulkhead.
Part 5

The relaxation at the end of the paragraph should be limited to spaces not enclosing piping which may
contain cargo.
6 Pump and pipeline identification 5-9-3/6
Provisions should be made for the distinctive marking of pumps, valves and pipelines to identify the
service and tanks which they serve.
7 Bow or stern loading and unloading arrangements 5-9-3/7
7.1 5-9-3/7.1
Subject to the approval of the Administration, cargo piping may be fitted to permit bow or stern
loading and unloading. Portable arrangements should not be permitted.
7.2 5-9-3/7.2
Bow or stern loading and unloading lines should not be used for the transfer of products required to
be carried in type 1 ships. Bow and stern loading and unloading lines should not be used for the
transfer of cargoes emitting toxic vapors required to comply with 5-9-15/12.1, unless specifically
approved by the Administration.
7.3 5-9-3/7.3
In addition to 5-9-5/1, the following provisions apply:
7.3.1 5-9-3/7.3.1
The piping outside the cargo area should be fitted at least 760 mm inboard on the open deck.
Such piping should be clearly identified and fitted with a shutoff valve at its connection to the
cargo piping system within the cargo area. At this location, it should also be capable of being
separated by means of a removable spool piece and blank flanges when not in use.
7.3.2 5-9-3/7.3.2
The shore connection should be fitted with a shutoff valve and a blank flange.
7.3.3 5-9-3/7.3.3
The piping should be full penetration butt welded, and fully radiographed. Flange
connections in the piping should only be permitted within the cargo area and at the shore
connection.
7.3.4 5-9-3/7.3.4
Spray shields should be provided at the connections specified in 5-9-3/7.3.1 as well as

collecting trays of sufficient capacity with means for the disposal of drainage.
7.3.5 5-9-3/7.3.5
The piping should be self-draining to the cargo area and preferably into a cargo tank.
Alternative arrangements for draining the piping may be accepted by the Administration.
Part 5
7.3.6 5-9-3/7.3.6
Arrangements should be made to allow such piping to be purged after use and maintained
gas-safe when not in use. The vent pipes connected with the purge should be located in the
cargo area. The relevant connections to the piping should be provided with a shutoff valve
and blank flange.
7.4 5-9-3/7.4
Entrances, air inlets and openings to accommodation, service and machinery spaces and control
stations should not face the cargo shore connection location of bow or stern loading and unloading
arrangements. They should be located on the outboard side of the superstructure or deckhouse at a
distance of at least 4% of the length of the ship but not less than 3 m from the end of the house facing
the cargo shore connection location of the bow or stern loading and unloading arrangements. This
distance, however, need not exceed 5 m. Sidescuttles facing the shore connection location and on the
sides of the superstructure or deckhouse within the distance mentioned above should be of the fixed
(non-opening) type. In addition, during the use of the bow or stern loading and unloading
arrangements, all doors, ports and other openings on the corresponding superstructure or
deckhouse side should be kept closed. Where, in the case of small ships, compliance with
5-9-3/2.3 and this paragraph is not possible, the Administration may approve relaxations from the
above requirements.
7.5 5-9-3/7.5
Air pipes and other openings to enclosed spaces not listed in 5-9-3/7.4 should be shielded from any
spray which may come from a burst hose or connection.
7.6 5-9-3/7.6
Escape routes should not terminate within the coamings required by 5-9-3/7.7 or within a distance of
3m beyond the coamings.
7.7 5-9-3/7.7
Continuous coamings of suitable height should be fitted to keep any spills on deck and away from the
accommodation and service areas.

The expression ‘‘suitable height’’ should mean the height of coaming to be of approximately 150 mm,
however nowhere less than 50 mm above upper edge of sheer strake.
7.8 5-9-3/7.8
Electrical equipment within the coamings required by 5-9-3/7.7 or within a distance of 3 m beyond
the coamings should be in accordance with the requirements of Section 5-9-10.
7.9 5-9-3/7.9
Fire-fighting arrangements for the bow or stern loading and unloading areas should be in
accordance with 5-9-11/3.16.
7.10 5-9-3/7.10
Means of communication between the cargo control station and the cargo shore connection location
should be provided and certified safe, if necessary. Provision should be made for the remote shutdown
or cargo pumps from the cargo shore connection location.
Part 5
8 Temperature of Steam and Heating Media within the Cargo

Area (IACS/ABS) (1999) 5-9-3/8 (IACS/ABS)
The maximum temperature of steam or heating media within the cargo area is to take into
consideration the temperature class (i.e., auto-ignition temperature) of the cargoes being carried.
PART
5
SECTION 4 Cargo Containment
CONTENTS
See 5-9-1/3.
1 Definitions.......................................................................... 1271
1.1 Integral Tanks (ABS) .......................................................... 1271
1.3 Independent Gravity Tanks ................................................ 1273
1.5 Carriage of Heated Cargoes (ABS).................................... 1273
2 Tank type requirements for individual products ............. 1273
PART
5
SECTION 4 Cargo Containment 5 - 9 - 4
1.1 5-9-4/1.1
Independent tank means a cargo containment envelope which is not contiguous with, or part of, the
hull structure. An independent tank is built and installed so as to eliminate whenever possible (or in
any event to minimize) its stressing as a result of stressing or motion of the adjacent hull structure. An
independent tank is not essential to the structural completeness of the ship’s hull.
1.2 5-9-4/1.2
Integral tank means a cargo containment envelope which forms part of the ship’s hull and which may
be stressed in the same manner and by the same loads which stress the contiguous hull structure and
which is normally essential to the structural completeness of the ship’s hull.
1.3 5-9-4/1.3
Gravity tank means a tank having a design pressure not greater than 0.7 bar gauge at the top of the
tank. A gravity tank may be independent or integral. A gravity tank should be constructed and tested
according to the standards of the Administration taking account of the temperature of carriage and
relative density of the cargo.
1.4 5-9-4/1.4
Pressure tank means a tank having a design pressure greater than 0.7 bar gauge. A pressure tank
should be an independent tank and should be of a configuration permitting the application of pressure
vessel design criteria according to the standards of the Administration.
1.1 Integral Tanks (ABS) (1994) 5-9-4/1.1 (ABS)

Tankers designed for the carriage of chemical cargoes in integral tanks are to be designed and
constructed in accordance with these Rules. The scantlings of the tank boundaries, plating, stiffeners,
etc. are to be not less than required by Part 5, Chapter 2 as modified below.
Part 5
1.1.1 PV Valve Setting 5-9-4/1.1.1

Where integral tanks are fitted with pressure/vacuum relief valves in tank venting system, the
valves are to be set within 0.7 bar (0.71 kgf/cm2, 10.2 psi) above atmospheric and 0.07 bar
(0.07 kgf/cm2, 1.0 psi) below atmospheric.
1.1.2 Scantling Head 5-9-4/1.1.2

The scantling head h in m (ft) is to be taken as the greater of hn or ho as defined below.
1.1.2(a) Normal Head (hn)
hn = pht + ha m (ft)
where
p = 1.0 where the specific gravity of liquid is 1.05 or less
= specific gravity of the liquid where it is in excess of 1.05
ht = the distance in m (ft) from the lower edge of the plate or the middle of the
area supported to the top of the tank at side
ha = the greater of ha1 or ha2 and not less than the distance in m (ft) to the top
of the hatch.
ha1 = 0.02L for 61m (200ft.) < L ≤ 122 m (400 ft.)
= 2.44m (8 ft) for L > 122 m (400 ft.)
ha2 = 9.95 pv (9.75 pv, 2.25 pv)
pv = pressure-vacuum valve pressure setting in bar (kgf/cm2, psi)
1.1.2(b) Overflow condition ho
ho = (2/3)(p hs + 9.95 ps) m (ps in bar)
= (2/3)(p hs + 9.75 ps) m (ps in kgf/cm2)
= (2/3)(p hs + 2.25 ps) ft (ps in psi)
where
hs = head in m (ft) to the spill valve or rupture disk
ps = relieving pressure in bar (kgf/cm2, psi) of spill valve or rupture disc.
Where no spill valve or rupture disc is fitted, hs is to be taken to the highest point the liquid
may rise and ps may be taken as zero.
1.1.3 Liquid Level Control 5-9-4/1.1.3

Provision is to be made to guard against liquid rising to a height that would exceed the above
and this may be done using high level alarms, overflow control systems, or spill valves
together with gauging and tank filling procedures.
Part 5
1.3 Independent Gravity Tanks 5-9-4/1.3
1.3.1 PV Valve Setting 5-9-4/1.3.1

Where independent gravity tanks are fitted with pressure/vacuum relief valves in tank venting
system, the valves are to be set within 0.7 bar (0.71 kgf/cm2, 10.2 psi) above atmospheric, and
0.07 bar (0.07 kgf/cm2, 1.0 psi) below atmospheric.
1.3.2 Scantling Head and Liquid Level Control 5-9-4/1.3.2

Independent gravity tanks are to comply with the requirements in 5-9-4/1.1 (ABS) except that
where piping arrangements are such that the independent tank cannot be filled with ballast
water, p need not be taken in excess of the actual specific gravity of the liquid.
Additionally, h2 is not to be less than 2.4 m (7.9 ft) for phosphorus tanks. See 5-9-15/7.2
1.5 Carriage of Heated Cargoes (ABS) 5-9-4/1.5

Where cargoes are to be carried at high temperatures, consideration is to be given to loading
arrangement of heated cargoes, temperature distribution and thermal stresses induced by heating (See
also Section 5-9-7 and 5-9-16/6).
2 Tank type requirements for individual products 5-9-4/2
Requirements for both installation and design of tank types for individual products are shown in
column ‘‘f’’ in the table of Section 5-9-17.
PART
5
SECTION 5 Cargo Transfer
CONTENTS
See 5-9-1/3.
1 Piping scantlings............................................................... 1277
2 Piping fabrication and joining details .............................. 1279
2 Interpretation of 5-9-5/2.2.2 (IMO) ..................................... 1279
3 Flange connections........................................................... 1280
4 Test requirements for piping ............................................ 1280
5 Piping arrangements......................................................... 1281
6 Cargo transfer control systems........................................ 1282
7 Ship’s cargo hoses............................................................ 1282
PART
5
SECTION 5 Cargo Transfer
1 Piping scantlings 5-9-5/1
1.1 5-9-5/1.1
Subject to the conditions stated in 5-9-5/1.4 the wall thickness (t) of pipes should not be less than:
to + b + c
t= (mm)
a
1−
100
where:
to = theoretical thickness
to = PD/(20 Ke + P) (mm)
with
P = design pressure (bar) referred to in 5-9-5/1.2
D = outside diameter (mm)
K = allowable stress (N/mm2) referred to in 5-9-5/1.5
e = efficiency factor; equal to 1.0 for seamless pipes and for longitudinally or spirally
welded pipes, delivered by manufacturers approved for making welded pipes
which are considered by the Administration as equivalent to seamless pipes. In
other cases the e value is to be determined by the Administration depending on
the manufacturing process and testing procedure.
b = allowance for bending (mm). The value of b should be chosen so that the
calculated stress in the bend, due to internal pressure only, does not exceed the
allowable stress. Where such justification is not given, b should be not less than:
Dt o
b= (mm)
2.5r
with
r = mean radius of the bend (mm).
Part 5
Section 5 Cargo Transfer 5-9-5
c = corrosion allowance (mm). If corrosion or erosion is expected, the wall thickness

of piping should be increased over that required by the other design
requirements.
a = negative manufacturing tolerance for thickness (%).
1.2 5-9-5/1.2
The design pressure P in the formula for to in 5-9-5/1.1 is the maximum gauge pressure to which the
system may be subjected in service, taking into account the highest set pressure on any relief valve on
the system.
1.3 5-9-5/1.3
Piping and piping system components which are not protected by a relief valve, or which may be
isolated from their relief valve, should be designed for at least the greatest of:
1.3.1 5-9-5/1.3.1
for piping systems or components which may contain some liquid, the saturated vapor
pressure at 45°C;
1.3.2 5-9-5/1.3.2
the pressure setting of the associated pump discharge relief valve;
1.3.3 5-9-5/1.3.3
the maximum possible total pressure head at the outlet of the associated pumps when a pump
discharge relief valve is not installed.
1.4 5-9-5/1.4
The design pressure should not be less than 10 bar gauge except for open-ended lines where it should
be not less than 5 bar gauge.
1.5 5-9-5/1.5
For pipes, the allowable stress to be considered in the formula for to in 5-9-5/1.1 is the lower of the
following values:
Rm R
or e
A B
where:
Rm = specified minimum tensile strength at ambient temperature (N/mm2)
Re = specified minimum yield stress at ambient temperature (N/mm2). If the stress-

strain curve does not show a defined yield stress, the 0.2% proof stress applies.
A and B should have values of at least
A = 2.7 and B = 1.8
1.6.1 5-9-5/1.6.1
The minimum wall thickness should be in accordance with Recognized Standards
Part 5
1.6.2 5-9-5/1.6.2
Where necessary for mechanical strength to prevent damage, collapse, excessive sag or
buckling of pipes due to weight of pipes and content and to superimposed loads from
supports, ship deflection or other causes, the wall thickness should be increased over that
required by 5-9-5/1.1 or, if this is impracticable or would cause excessive local stresses, these
loads should be reduced, protected against or eliminated by other design methods.
1.6.3 5-9-5/1.6.3
Flanges, valves and other fittings should be to a standard acceptable to the Administration,
taking into account the design pressure defined under 5-9-5/1.2. (Also see Section 4-6-5.)
1.6.4 5-9-5/1.6.4
For flanges not complying with a standard the dimensions for flanges and associated bolts
should be to the satisfaction of the Administration. (Also see see 4-6-5/13)
2 Piping fabrication and joining details 5-9-5/2
2.1 5-9-5/2.1
Administration may accept relaxations from these requirements for open-ended piping and for piping
inside cargo tanks except for cargo piping serving other cargo tanks.
2.2 5-9-5/2.2
Cargo piping should be joined by welding except:
2.2.1 5-9-5/2.2.1
for approved connections to shutoff valves and expansion joints; and
2.2.2 5-9-5/2.2.2
for other exceptional cases specifically approved by the Administration.
2 Interpretation of 5-9-5/2.2.2 (IMO) 5-9-5/2 (IMO)
Cargo piping should be welded except for necessary flanged connections to valves, expansion joints
(as permitted in 5-9-5/2.2.1), spool pieces and similar fittings or where required for coating, lining,
fabrication, inspection or maintenance.
2.3 5-9-5/2.3
The following direct connections of pipe lengths, without flanges may be considered:
2.3.1 5-9-5/2.3.1
Butt welded joints with complete penetration at the root may be used in all applications.
2.3.2 5-9-5/2.3.2
Slip-on welded joints with sleeves and related welding having dimensions satisfactory to the
Administration should only be used for pipes with an external diameter of 50 mm or less. This
type of joint should not be used when crevice corrosion is expected to occur.
Part 5
2.3.3 5-9-5/2.3.3
Screwed connections acceptable to the Administration should only be used for accessory lines
and instrumentation lines with external diameters of 25 mm or less.
2.4 5-9-5/2.4
Expansion of piping should normally be allowed for by the provision of expansion loops or bends in
the piping system.
2.4.1 5-9-5/2.4.1
Bellows may be specially considered by the Administration in each case.
2.4.2 5-9-5/2.4.2
Slip joints should not be used.
2.5 5-9-5/2.5
Welding, post weld heat treatment and nondestructive testing should be performed in accordance with
Recognized Standards.
3 Flange connections 5-9-5/3
3.1 5-9-5/3.1
Flanges should be of the welded neck, slip-on or socket welded type. However, socket welded type
flanges should not be used in nominal size above 50 mm.
3.2 5-9-5/3.2
Flanges should comply with standards acceptable to the Administration as to their type, manufacture
and test.
4 Test requirements for piping 5-9-5/4
4.1 5-9-5/4.1
The test requirements of this section apply to piping inside and outside cargo tanks. However, the
open-ended piping.
4.2 5-9-5/4.2
After assembly, each cargo piping system should be subject to a hydrostatic test to at least 1.5 times
the design pressure. When piping systems or parts of systems are completely manufactured and
equipped with all fittings, the hydrostatic test may be conducted prior to installation aboard the ship.
Joints welded on board should be hydrostatically tested to at least 1.5 times the design pressure.
4.3 5-9-5/4.3
After assembly on board, each cargo piping system should be tested for leaks to a pressure depending
on the method applied.
Part 5
5 Piping arrangements 5-9-5/5
5.1 5-9-5/5.1
Cargo piping should not be installed under deck between the outboard side of the cargo containment
spaces and the skin of the ship unless clearances required for damage protection (see 5-9-2/6 ) are
maintained; but such distances may be reduced where damage to the pipe would not cause release of
cargo provided that the clearance required for inspection purposes is maintained.
5.2 5-9-5/5.2
Cargo piping, located below the main deck, may run from the tank it serves and penetrate tank
bulkheads or boundaries common to longitudinally or transversally adjacent cargo tanks, ballast
tanks, empty tanks, pump-rooms or cargo pump-rooms provided that inside the tank it serves it is
fitted with a stop valve operable from the weather deck and provided cargo compatibility is assured in
the event of piping failure. As an exception, where a cargo tank is adjacent to a cargo pump-room, the
stop valve operable from the weather deck may be situated on the tank bulkhead on the cargo pump-
room side, provided an additional valve is fitted between the bulkhead valve and the cargo pump. The
Administration may, however, accept a totally enclosed hydraulically operated valve located outside
the cargo tank, provided that the valve is:
5.2.1 5-9-5/5.2.1
designed to preclude the risk of leakage;
5.2.2 5-9-5/5.2.2
fitted on the bulkhead of the cargo tank which it serves;
5.2.3 5-9-5/5.2.3
suitably protected against mechanical damage;
5.2.4 5-9-5/5.2.4
fitted at a distance from the shell, as required for damage protection;
5.2.5 5-9-5/5.2.5
operable from the weather deck.
5.2.1 Interpretation of 5-9-5/5.2.1 (IMO) 5-9-5/5.2.1 (IMO)

The intent is to guard against the hazard of cargo leaking past a valve gland into the space
where the valve is located.
5.3 5-9-5/5.3
In any cargo pump-room where a pump serves more than one tank, a stop valve should be fitted in the
line to each tank.
5.4 5-9-5/5.4
Cargo piping installed in pipe tunnels should also comply with the requirements of 5-9-5/5.1 and
5-9-5/5.2. Pipe tunnels should satisfy all tank requirements for construction, location and ventilation
and electrical hazard requirements. Cargo compatibility should be assured in the event of a piping
failure. The tunnel should not have any other openings except to the weather deck and cargo pump-
room or pump-room.
Part 5
5.5 5-9-5/5.5
Cargo piping passing through bulkheads should be so arranged as to preclude excessive stresses at
the bulkhead and should not utilize flanges bolted through the bulkhead.
6 Cargo transfer control systems 5-9-5/6
6.1 5-9-5/6.1
For the purpose of adequately controlling the cargo, cargo transfer systems should be provided with:
6.1.1 5-9-5/6.1.1
one stop valve capable of being manually operated on each tank filling and discharge line,
located near the tank penetration; if an individual deepwell pump is used to discharge the
contents of a cargo tank, a stop valve is not required on the discharge line of that tank;
6.1.2 5-9-5/6.1.2
one stop valve at each cargo hose connection;
6.1.3 5-9-5/6.1.3
remote shutdown devices for all cargo pumps and similar equipment.
The provisions of 5-9-5/6.1.1 are not intended to be additional to those of 5-9-5/5.2 and
5-9-5/5.3 for cargo piping below deck.
6.2 5-9-5/6.2
The controls necessary during transfer or transport of cargoes covered by the Code other than in
cargo pump-rooms which have been dealt with elsewhere in the Code should not be located below the
weather deck.
6.3 5-9-5/6.3
For certain products additional cargo transfer control requirements are shown in column ‘‘o’’ in the
7 Ship’s cargo hoses 5-9-5/7
7.1 5-9-5/7.1
Liquid and vapor hoses used for cargo transfer should be compatible with the cargo and suitable for
the cargo temperature.

This paragraph applies to cargo hoses carried on board the vessel and ‘‘compatibility with the cargo’’
means that:
7.1.1 5-9-5/7.1.1
the cargo hose does not lose its mechanical strength or deteriorate unduly when in contact
with the cargo, and
Part 5
7.1.2 5-9-5/7.1.2
the cargo hose material does not affect the cargo in a hazardous way.
Consideration must be given to internal and external surfaces with respect to the above where
hoses may be used as an integral part of, or connected to emergency cargo pumps and
submerged in the cargo tank.
7.2 5-9-5/7.2
Hoses subject to tank pressure or the discharge pressure of pumps should be designed for a bursting
pressure not less than 5 times the maximum pressure the hose will be subjected to during cargo
transfer.
7.3 5-9-5/7.3
Each new type of cargo hose, complete with end fittings, should be prototype tested to a pressure not
less than 5 times its specified maximum working pressure. The hose temperature during this prototype
test should be the intended extreme service temperature. Hoses used for prototype testing should not
be used for cargo service. Thereafter, before being placed in service, each new length of cargo hose
produced should be hydrostatically tested at ambient temperature to a pressure not less than 1.5 times
its specified maximum working pressure but not more than two-fifths of its bursting pressure. The
hose should be stencilled or otherwise marked with its specified maximum working pressure and, if
used in other than ambient temperature services, its maximum and minimum service temperature as
applicable. The specified maximum working pressure should not be less than 10 bar gauge.
PART
5
SECTION 6 Materials of Construction
CONTENTS
See 5-9-1/3.
1 General............................................................................... 1287
2 Special requirements for materials .................................. 1287
2 Interpretation of 5-9-6/2.2 & 5-9-6/2.4 (IMO) ..................... 1288
PART
5
SECTION 6 Materials of Construction 5 - 9 - 6
1 General 5-9-6/1
1.1 5-9-6/1.1
Structural materials used for tank construction, together with associated piping, pumps, valves, vents
and their jointing materials, should be suitable at the temperature and pressure for the cargo to be
carried to the satisfaction of the Administration. Steel is assumed to be the normal material of
construction.
1.2 5-9-6/1.2
Where applicable the following should be taken into account in selecting the material of construction:
1.2.1 5-9-6/1.2.1
notch ductility at the operating temperature;
1.2.2 5-9-6/1.2.2
corrosive effect of the cargo;
1.2.3 5-9-6/1.2.3
possibility of hazardous reactions between the cargo and the material of construction; and
1.2.4 5-9-6/1.2.4
suitability of linings;
2 Special requirements for materials 5-9-6/2
2.1 5-9-6/2.1
For certain products special requirements apply in respect of materials indicated by symbols in
column ‘‘m’’ in the table of Section 5-9-17 , as stipulated in 5-9-6/2.2, 5-9-6/2.3 and 5-9-6/2.4.
Part 5
2.2 5-9-6/2.2
The following materials of construction should not be used for tanks, pipelines, valves, fittings and
other equipment, which may come into contact with the products of their vapor where referred to in
column ‘‘m’’ in the table of Section 5-9-17:
N1 Aluminium, copper, copper alloys, zinc, galvanized steel and mercury.
N2 Copper, copper alloys, zinc and galvanized steel.
N3 Aluminium, magnesium, zinc, galvanized steel and lithium.
N4 Copper and copper-bearing alloys.
N5 Aluminium, copper and alloys of either.
N6 Copper, silver, mercury, magnesium and other acetylide-forming metals and their alloys.
N7 Copper and copper-bearing alloys with greater than 1% copper.
N8 Aluminium, zinc, galvanized steel and mercury.
2 Interpretation of 5-9-6/2.2 & 5-9-6/2.4 (IMO) 5-9-6/2 (IMOI)

Cargo pump-room structure, fittings and equipment other than electrical apparatus, which are
normally only exposed to vapors from the pump-room bilges are not subject to the requirements of
these paragraphs. Electrical items are subject to 5-9-6/2.3.
2.3 5-9-6/2.3
Materials normally used in electrical apparatus, such as copper, aluminum and insulation, should as
far as practicable be protected, e.g. by encapsulation, to prevent contact with vapors of products
where referred to by Z in column ‘‘m’’ in the table of Section 5-9-17.
2.4 5-9-6/2.4
The following materials of construction which may come into contact with certain products or their
vapor should be used for tanks, pipelines, valves, fittings and other equipment, where referred to in
column ‘‘m’’ in the table of Section 5-9-17 as follows: (See 5-9-6/2.2 (IMO) )
Y1 Steel covered with a suitable protective lining or coating, aluminum or stainless steel.
Y2 Aluminium or stainless steel for product concentrations of 98% or more.
Y3 Special acid-resistant stainless steel for product concentrations of less than 98%.
Y4 Solid austenitic stainless steel.
Y5 Steel covered with suitable protective lining or coating or stainless steel.
2.5 5-9-6/2.5
Materials of construction having a melting point below 925°C, e.g. aluminium and its alloys, should
not be used for external piping involved in cargo handling operations on ships intended for the
carriage of products with flashpoints not exceeding 60°C (closed cup test) unless so specified in
column ‘‘m’’ in the table of Section 5-9-17. Short lengths of external pipes connected to cargo tanks
may be permitted by the Administration if they are provided with fire-resistant insulation.
PART
5
SECTION 7 Cargo Temperature Control
CONTENTS
See 5-9-1/3.
1 General............................................................................... 1291
2 Additional requirements ................................................... 1292
PART
5
SECTION 7 Cargo Temperature Control 5 - 9 - 7
1 General 5-9-7/1
1.1 5-9-7/1.1
When provided, any cargo heating or cooling systems should be constructed, fitted and tested to the
satisfaction of the Administration. Materials used in the construction of temperature control systems
should be suitable for use with the product intended to be carried.
1.2 5-9-7/1.2
Heating or cooling media should be of a type approved for use with the specific cargo. Consideration
should be given to the surface temperature of heating coils or ducts to avoid dangerous reactions
from localized overheating or overcooling of cargo. (See also 5-9-15/13.6.)
1.3 5-9-7/1.3
Heating or cooling systems should be provided with valves to isolate the system for each tank and to
allow manual regulation of flow.
1.4 5-9-7/1.4
In any heating or cooling system, means should be provided to ensure that, when in any condition
other than empty, a higher pressure can be maintained within the system than the maximum pressure
head that could be exerted by the cargo tank contents on the system.
1.5 5-9-7/1.5
Means should be provided for measuring the cargo temperature.
1.5.1 5-9-7/1.5.1
The means for measuring the cargo temperature should be of restricted or closed type,
respectively, when a restricted or closed gauging device is required for individual substances
as shown in column ‘‘j’’ in the table of Section 5-9-17.
Part 5
Section 7 Cargo Temperature Control 5-9-7
1.5.2 5-9-7/1.5.2
A restricted temperature measuring device is subject to the definition for a restricted gauging
device in 5-9-13/1.1.2, e.g., a portable thermometer lowered inside a gauge tube of the
restricted type.
1.5.3 5-9-7/1.5.3
A closed temperature measuring device is subject to the definition for closed gauging device
in 5-9-13/1.1.3, e.g. a remote-reading thermometer of which the sensor is installed in the
tank.
1.5.4 5-9-7/1.5.4
When overheating or overcooling could result in a dangerous condition, an alarm system

which monitors the cargo temperature should be provided. (See also operational
requirements in 5-9-16/6)
1.6 5-9-7/1.6
When products for which 5-9-15/12, 5-9-15/12.1 or 5-9-15/12.3 are listed in column ‘‘o’’ in the table
of Section 5-9-17 are being heated or cooled, the heating or cooling medium should operate in a
circuit:
1.6.1 5-9-7/1.6.1
which is independent of other ship’s services, except for another cargo heating or cooling
system, and which does not enter the machinery space; or
1.6.2 5-9-7/1.6.2
which is external to the tank carrying toxic products; or
1.6.3 5-9-7/1.6.3
where the medium is sampled to check for the presence of cargo before it is re-circulated to
other services of the ship or into the machinery space. The sampling equipment should be
located within the cargo area and be capable of detecting the presence of any toxic cargo
being heated or cooled. Where this method is used, the coil return should be tested not only at
the commencement of heating or cooling of a toxic product, but also on the first occasion the
coil is used subsequent to having carried an unheated or uncooled toxic cargo.

The sampling equipment may be of portable or fixed type.
2 Additional requirements 5-9-7/2
For certain products, additional requirements contained in Section 5-9-15 are shown in column ‘‘o’’
in the table of Section 5-9-17.
PART
5
SECTION 8 Cargo Tank Venting and Gas-

Freeing Arrangements
CONTENTS
See 5-9-1/3.
1 Application......................................................................... 1295
2 Cargo Tank Venting........................................................... 1295
2 Interpretation of Section 5-9-8 (IMO) Proposal for
Venting Arrangements on Board Chemical Tankers ...... 1297
3 Types of tank vent systems.............................................. 1297
4 Venting requirements for individual products ................ 1299
5 Cargo tank gas-freeing...................................................... 1299
PART
5
Chemical Cargoes in Bulk 5 - 9 - 8
SECTION 8 Cargo Tank Venting and Gas-

Freeing Arrangements (1 July 1994)
1.1 5-9-8/1.1
This Section applies to ships constructed on or after 1 January 1994.
1.2 5-9-8/1.2
Ships constructed before 1 January 1994 should comply with the requirements of this Section which
were in force prior to the above date.
1.3 5-9-8/1.3
For the purpose of the requirements in this Section, the term ‘‘ship constructed’’ is as defined in
regulation II-1/1.3.1 of the 1974 SOLAS Convention as amended.
1.4 5-9-8/1.4
Ships constructed on or after 1 July 1986 but before 1 January 1994 which fully comply with the
requirements of the Code applicable at that time may be regarded as complying with the requirements
of regulation II-2/59 of SOLAS 74.
1.5 5-9-8/1.5
For ships to which the Code applies, the requirements of this Section should apply in lieu of
regulation II-2/59.1 and 59.2 of the 1974 SOLAS Convention, as amended.
2 Cargo Tank Venting 5-9-8/2
2.1 5-9-8/2.1
All cargo tanks should be provided with a venting system appropriate to the cargo being carried and
these systems should be independent of the air pipes and venting systems of all other compartments of
the ship. Tank venting systems should be designed so as to minimize the possibility of cargo vapor
Part 5
Section 8 Cargo Tank Venting and Gas Freeing-Arrangements 5-9-8
accumulating about the decks, entering accommodation, service and machinery spaces and control
stations and, in the case of flammable vapors entering or collecting in spaces or areas containing
sources of ignition. Tank venting systems should be arranged to prevent entrance of water into the
cargo tanks and at the same time, vent outlets should direct the vapor discharge upwards in the form
of unimpeded jets.
2.2 5-9-8/2.2
The venting systems should be connected to the top of each cargo tank and as far as practicable the
cargo vent lines should be self-draining back to the cargo tanks under all normal operational
conditions of list and trim. Where it is necessary to drain venting systems above the level of any
pressure/vacuum valve, capped or plugged drain cocks should be provided.
2.3 5-9-8/2.3
Provision should be made to ensure that the liquid head in any tank does not exceed the design head
of that tank. Suitable high-level alarms, overflow control systems or spill valves, together with
gauging and tank filling procedures may be accepted for this purpose. Where the means of limiting
cargo tank overpressure includes an automatic closing valve, the valve should comply with the
appropriate provisions of 5-9-15/19.

When large amounts of drainage from vent lines is envisaged provision for a hose connection to a
drain line draining to a suitable slop tank should be provided.
2.4 5-9-8/2.4
Tank venting systems should be designed and operated so as to ensure that neither pressure nor
vacuum created in the cargo tanks during loading or unloading exceeds tank design parameters. The
main factors to be considered in the sizing of a tank venting system are as follows:
2.4.1 5-9-8/2.4.1
design loading and unloading rate;
2.4.2 5-9-8/2.4.2
gas evolution during loading: this should be taken account of by multiplying the maximum
loading rate by a factor of at least 1.25;
2.4.3 5-9-8/2.4.3
density of the cargo vapor mixture;
2.4.4 5-9-8/2.4.4
pressure loss in vent piping and across valves and fittings;
2.4.5 5-9-8/2.4.5
pressure/vacuum settings of relief devices.
2.5 5-9-8/2.5
Tank vent piping connected to cargo tanks of corrosion-resistant material, or to tanks which are lined
or coated to handle special cargoes, as required by the Code, should be similarly lined or coated, or
constructed of corrosion-resistant material.
Part 5
2.6 5-9-8/2.6
The master should be provided with the maximum permissible loading and unloading rates for each
tank or group of tanks consistent with design of the venting systems.
2 Interpretation of Section 5-9-8 (IMO)

Proposal for Venting Arrangements on Board Chemical
Tankers 5-9-8/2 (IMO)
The following arrangement may be accepted as providing a level of protection equivalent to that
requested by SOLAS, regulation II-2/59.1.5 and contained in the annex to MSC/Circ.373/ Rev.1. The
arrangement may be used on non-inerted or inerted cargo tanks with vent pipe sizes up to and
including 100 mm in diameter.
2.1 5-9-8/2.1
Piping systems referred to in Section 5-9-8 may be provided with the following;
2.1.1 5-9-8/2.1.1
pressure/vacuum valves with the following characteristics:

Constructed in accordance with the appropriate sections of MSC/Circ.373/Rev. 1 excluding
the type test procedures for flame arresting capabilities:
Opening overpressure of at least 0.18 bar;
2.1.2 5-9-8/2.1.2
a flame-arresting device fitted at the pipe outlet which has been tested for flashback in
accordance with paragraph 3.2.2 and, where applicable, paragraph 2.5.4 of MSC/Circ.373/
Rev.1;
2.1.3 5-9-8/2.1.3
the vacuum side of the valve to be protected with a flamescreen as defined in

MSC/Circ.373/Rev.1 or a device tested for flashback.
2.2 5-9-8/2.2
It should be ensured that when the valve is open a minimum flow velocity of at least 10 m/sec
is maintained at the outlet of the assembly above the flame-arresting device.
3 Types of tank vent systems 5-9-8/3
3.1 5-9-8/3.1
An open tank venting system is a system which offers no restriction except for friction losses to the
free flow of cargo vapors to and from the cargo tanks during normal operations. An open venting
system may consist of individual vents from each tank, or such individual vents may be combined into
a common header or headers, with due regard to cargo segregation. In no case should shutoff valves
be fitted either to the individual vents or to the header.
Part 5
3.2 5-9-8/3.2
A controlled tank venting system is a system in which pressure and vacuum relief valves or pressure/
vacuum valves are fitted to each tank to limit the pressure or vacuum in the tank. A controlled venting
system may consist of individual vents from each tank or such individual vents, on the pressure side
only as may be combined into a common header or headers with due regard to cargo segregation. In
no case should shutoff valves be fitted either above or below pressure or vacuum relief valve or
pressure/ vacuum valves. Provision may be made for bypassing a pressure or vacuum relief valve or
pressure/vacuum valve under certain operating conditions provided that the requirement of 5-9-8/3.5
is maintained and that there is suitable indication to show whether or not the valve is bypassed.
3.3 5-9-8/3.3
The position of vent outlets of a controlled tank venting system should be arranged:
3.3.1 5-9-8/3.3.1
at a height of not less than 6 m above the weather deck or above a raised walkway if fitted
within 4 m of the raised walkway:
3.3.2 5-9-8/3.3.2
at a distance of at least 10 m measured horizontally from the nearest air intake or opening to
accommodation, service and machinery spaces and ignition sources.
3.4 5-9-8/3.4
The vent outlet height referred to in 5-9-8/3.3.1 may be reduced to 3 m above the deck or a raised
walkway, as applicable, provided that high velocity venting valves of a type approved by the
Administration directing the vapor/air mixture upwards in an unimpeded jet with an exit velocity of at
least 30 m/s are fitted.
3.5 5-9-8/3.5
Controlled tank venting systems fitted to tanks to be used for cargoes having a flashpoint not
exceeding 60°C (closed cup test) should be provided with devices to prevent the passage of flame into
the cargo tanks. The design, testing and locating of the devices should comply with the requirements
of the Administration which should contain at least the standards adopted by the Organization. •
• Reference is made to the Revised Standards for the Design, Testing and Locating of Devices to Prevent the Passage of
Flame into Cargo Tanks in Tankers (MSC/Circ.373/Rev.1).
3.6 5-9-8/3.6
In designing venting systems and in the selection of devices to prevent the passage of flame for
incorporation into the tank venting system, due attention should be paid to the possibility of the
blockage of these systems and fittings by, for example, the freezing of cargo vapor, polymer build up,
atmospheric dust or icing up in adverse weather conditions. In this context it should be noted that
flame arresters and flame screens are more susceptible to blockage. Provisions should be made such
that the system and fittings may be inspected, operationally checked, cleaned or renewed as
applicable.
3.7 5-9-8/3.7
Reference in 5-9-8/3.1 and 5-9-8/3.2 to the use of shutoff valves in the vent lines should be interpreted
to extend to all other means of stoppage, including spectacle blanks and blank flanges.
Part 5
4 Venting requirements for individual products 5-9-8/4
Venting requirements for individual products are shown in column ‘‘g’’ and additional requirements
in column ‘‘o’’ in the table of Section 5-9-17.
•
5 Cargo tank gas-freeing 5-9-8/5
• Reference is made to the Revised Factors to be taken into Consideration when Designing Cargo Tanks Venting and Gas-
Freeing Arrangements (MSC/Circ.450/Rev.1) and to the Revised Standards for the Design, Testing and Locating of Devices
to Prevent the Passage of Flame into Cargo Tanks in Tankers (MSC/Circ.373/Rev.1).
5.1 5-9-8/5.1
The arrangements for gas-freeing cargo tanks used for cargoes other than those for which open
venting is permitted should be such as to minimize the hazards due to the dispersal of flammable or
toxic vapors in the atmosphere and to flammable or toxic vapor mixtures in a cargo tank.
Accordingly, gas-freeing operations should be carried out such that vapor is initially discharged:
5.1.1 5-9-8/5.1.1
through the vent outlets specified in 5-9-8/3.3 and 5-9-8/3.4; or
5.1.2 5-9-8/5.1.2
through outlets at least 2 m above the cargo tank deck level with a vertical efflux velocity of at
least 30 m/s maintained during the gas freeing operation; or
5.1.3 5-9-8/5.1.3
through outlets at least 2 m above the cargo tank deck level with a vertical efflux velocity of at
least 20 m/s which are protected by suitable devices to prevent the passage of flame.
When the flammable vapor concentration at the outlets has been reduced to 30% of the lower
flammable limit and in the case of a toxic product the vapor concentration does not present a
significant health hazard, gas freeing may thereafter be continued at cargo tank deck level.
5.2 5-9-8/5.2
The outlets referred to in 5-9-8/5.1.2 and 5-9-8/5.1.3 may be fixed or portable pipes.
5.3 5-9-8/5.3
In designing a gas-freeing system in conformity with 5-9-8/5.1 particularly in order to achieve the
required exit velocities of 5-9-8/5.1.2 and 5-9-8/5.1.3, due consideration should be given to the
following:
5.3.1 5-9-8/5.3.1
materials of construction of system;
5.3.2 5-9-8/5.3.2
time to gas-free;
5.3.3 5-9-8/5.3.3
flow characteristics of fans to be used;
Part 5
5.3.4 5-9-8/5.3.4
the pressure losses created by ducting, piping, cargo tank inlets and outlets;
5.3.5 5-9-8/5.3.5
the pressure achievable in the fan driving medium (e.g., water or compressed air);
5.3.6 5-9-8/5.3.6
the densities of the cargo vapor/air mixtures for the range of cargoes to be carried.
PART
5
SECTION 9 Environmental Control
CONTENTS
See 5-9-1/3.
1 General............................................................................... 1303
1 Amendments to SOLAS (IMO) .......................................... 1304
1.1 Oil Fired Inert Gas Systems on Chemical
Carriers (IACS) ................................................................... 1305
1.2 Nitrogren Generator Inert Gas Systems on Chemical
Carriers (IACS) ................................................................... 1306
2 Environmental control requirements for individual
products............................................................................. 1306
PART
5
SECTION 9 Environmental Control 5 - 9 - 9
1 General 5-9-9/1
1.1 5-9-9/1.1
Vapor spaces within cargo tanks and, in some cases, spaces surrounding cargo tanks may be required
to have specially controlled atmospheres.
1.2 5-9-9/1.2
There are four different types of control for cargo tanks, as follows:
1.2.1 Inerting 5-9-9/1.2.1

By filling the cargo tank and associated piping systems and, where specified in Section
5-9-15, the spaces surrounding the cargo tanks, with a gas or vapor which will not support
combustion and which will not react with the cargo, and maintaining that condition.
1.2.2 Padding 5-9-9/1.2.2
By filling the cargo tank and associated piping systems with a liquid, gas or vapor which
separates the cargo from the air, and maintaining that condition.
1.2.3 Drying 5-9-9/1.2.3

By filling the cargo tank and associated piping systems with moisture-free gas or vapor with a
dewpoint of -40°C or below at atmospheric pressure, and maintaining that condition.
1.2.4 Ventilation 5-9-9/1.2.4

Forced or natural.
1.3 5-9-9/1.3
Where inerting or padding of cargo tanks is required:
1.3.1 5-9-9/1.3.1
An adequate supply of inert gas for use in filling and discharging the cargo tanks should be
carried or should be manufactured on board unless a shore supply is available. In addition,
sufficient inert gas should be available on the ship to compensate for normal losses during
transportation.
Part 5
1.3.2 5-9-9/1.3.2
The inert gas system on board the ship should be able to maintain a pressure of at least
0.07 bar gauge within the containment system at all times. In addition, the inert gas system
should not raise the cargo tank pressure to more than the tank’s relief valve setting.
1.3.3 5-9-9/1.3.3
Where padding is used, similar arrangements for supply of the padding medium should be
made as required for inert gas in 5-9-9/1.3.1 and 5-9-9/1.3.2.
1.3.4 5-9-9/1.3.4
Means should be provided for monitoring ullage spaces containing a gas blanket to ensure
that the correct atmosphere is being maintained.
1.3.5 5-9-9/1.3.5
Inerting or padding arrangements or both, where used with flammable cargoes, should be
such as to minimize the creation of static electricity during the admission of the inerting
medium.
1.4 5-9-9/1.4
Where drying is used and dry nitrogen is used as the medium, similar arrangements for supply of the
drying agent should be made to those required in 5-9-9/1.3. Where drying agents are used as the
drying medium on all air inlets to the tank, sufficient medium should be carried for the duration of the
voyage, taking into consideration the diurnal temperature range and the expected humidity.
1 Amendments to SOLAS (IMO) 5-9-9/1 (IMO)
SOLAS has been amended by MSC.13 (57) and comes into force on 1 February 1992 which revises
the requirements on inert gas systems on some liquefied gas carriers and chemical carriers and the
revised text of Regulations II-2/ 55 to read as follows:
Regulation 55
Application
1. Unless expressly provided otherwise, this part shall apply to tankers carrying crude oil and
petroleum products having a flashpoint not exceeding 60°C (closed cup test), as determined by an
approved flashpoint apparatus, and a Reid vapor pressure which is below atmospheric pressure and
other liquid products having a similar fire hazard.
2. Where liquid cargoes other than those referred to in paragraph 1 above, or liquefied gases which
introduce additional fire hazards are intended to be carried, additional safety measures shall be
required to the satisfaction of the Administration, having due regard to the provisions of the
International Bulk Chemical Code, the Bulk Chemical Code, the International Gas Carrier Code and
the Gas Carrier Code, as appropriate.
3. This paragraph applies to all ships which are combination carriers. Such ships shall not carry solid
cargoes unless all cargo tanks are empty of oil and gas-freed or unless the arrangements provided in
each case are to the satisfaction of the Administration and in accordance with the relevant operational
requirements contained in the Guidelines for Inert Gas Systems.•
• Reference is made to Regulation for Inert Gas Systems on Chemical Tankers adopted by the Organization by resolution A.567(14). See
Annex 5-9-A4.
Part 5
4. Tankers carrying petroleum products having a flashpoint exceeding 60°C (closed cup test) as
determined by an approved flashpoint apparatus shall comply with the provisions of part C, except
that in lieu of the fixed fire-extinguishing system required in regulation 53 they shall be fitted with a
fixed deck foam system which shall comply with the provisions of regulation 61.
5. The requirements for inert gas systems of regulation 60 need not be applied to:
.1 chemical tankers constructed before, on or after 1 July 1986 when carrying cargoes
described in paragraph 1, provided that they comply with the requirements for inert gas
systems on chemical tankers developed by the Organization•; or
•
Reference is made to Regulation for Inert Gas Systems on Chemical Tankers adopted by the
Organization by resolution A.567(14). See Annex 5-9-A4.
.2 chemical tankers constructed before 1 July 1986, when carrying crude oil or petroleum
products, provided that they comply with the requirements for inert gas systems on chemical
tankers carrying petroleum products developed by the Organization••; or
•• Reference is made to Interim Regulation for Inert Gas Systems on Chemical Tankers Carrying Petroleum
Products, adopted by the Organization by resolution A.473(XII). See Annex 5-9-A3.
.3 gas carriers constructed before, on or after 1 July 1986 when carrying cargoes described in
paragraph 1, provided that they are fitted with cargo tank inerting arrangements equivalent to
those specified in paragraph 5-9-9/5.1 or 5-9-9/5.2; or
.4 chemical tankers and gas carriers when carrying flammable cargoes other than crude oil or
petroleum products such as cargoes listed in chapters VI and VII of the Code for the
Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk or chapters 17
and 18 of the International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk:
.4.1 if constructed before 1 July 1986; or
.4.2 if constructed on or after 1 July 1986, provided that the capacity of tanks used for their
carriage does not exceed 3,000 m3 and the individual nozzle capacities of tank washing
machines do not exceed 17.5 m3/h and the total combined throughput from the number of
machines in use in a cargo tank at any one time does not exceed 110 m3/h.
1.1 Oil Fired Inert Gas Systems on Chemical Carriers (IACS) (1999) 5-9-9/1.1 (IACS)
In addition to 5-9-9/1 (IMO) , the following requirements apply where an inert gas system based on
oil fired inert gas generators is fitted on board chemical tankers. Other sources of inert gas will be
1.1.1 Alternative to Water Seal 5-9-9/1.1.1

As an alternative to the water seal in the inert gas line on deck, an arrangement consisting of
two shut-off valves in series with a venting valve in between may be accepted provided:
1.1.1(a) the operation of the valve is automatically executed and signal(s) for opening/closing
are taken from the process directly, (e.g. inert gas flow or differential pressure)
1.1.1(b) alarm for faulty operation of the valves is provided, (e.g. the operational status of
‘‘blower stop’’ and ‘‘supply valve(s) open’’ is an alarm condition).
1.1.1(c) (1999) upon loss of power, the block vlaves are to automatically close and th ebleed
valve is to automatically open.
1.1.2 Additional Requirements (1999) 5-9-9/1.1.2

The requirements in 5-1-7/25.7.1 and 4-7-2/1.1 are to be complied with.
Part 5
1.2 Nitrogren Generator Inert Gas Systems on Chemical Carriers (IACS) (1999)5-9-9/1.2
(IACS)
In addition to 5-9-9/1 (IMO), where a nitrogen generator system is installed on board a chemical
tanker, it is to comply with the requirements in 5-1-7/25.41 except for 5-1-7/25.41.1, 5-1-7/25.41.2(a)
and 5-1-7/25.41.2(c) and where the connections to the cargo tanks, hold spaces, or cargo piping are
not permanent, the non-return devices required by 5-1-7/25.41.4 may be substituted by two non-return
valves.
2 Environmental control requirements for individual

products 5-9-9/2
The required types of environmental control for certain products are shown in column ‘‘h’’ in the
PART
5
SECTION 10 Electrical Installations
CONTENTS
See 5-9-1/3.
1 General............................................................................... 1309
2 Hazardous locations and types of equipment
and wiring .......................................................................... 1310
3 Bonding.............................................................................. 1312
4 Electrical requirements for individual products.............. 1312
PART
5
SECTION 10 Electrical Installations 5 - 9 - 1 0
1 General 5-9-10/1
1.1 5-9-10/1.1
The provisions of this chapter are applicable to ships carrying cargoes which are inherently, or due
to their reaction with other substances, flammable or corrosive to the electrical equipment, and
should be applied in conjunction with applicable electrical requirements of part D, chapter II-1 of the
1983 SOLAS amendments.
1.2.1 5-9-10/1.2.1
Electrical installations should be such as to minimize the risk of fire and explosion from
flammable products. Electrical installations complying with this chapter should not be
considered a source of ignition for the purposes of 5-9-8/2.2.1, having regard to 5-9-10/1.4.
1.2.2 5-9-10/1.2.2
Where the specific cargo is liable to damage the materials normally used in electrical
apparatus, due consideration should be given to the particular characteristics of the
materials chosen for conductors, insulation, metal parts, etc. as far as necessary, these
components should be protected to prevent contact with gases or vapors liable to be
encountered.
1.3 5-9-10/1.3
The Administration should take appropriate steps to ensure uniformity in the implementation and the
application of the provisions of this chapter in respect of electrical installations.•
•Reference is made to the Recommendations published by the International Electrotechnical Commission and in particular
to Publication 92-502.
1.4 5-9-10/1.4
Electrical equipment and wiring should not be installed in the hazardous locations referred to in
5-9-10/2, unless essential for operational purposes, when the exceptions listed in 5-9-10/2.3 are
permitted.
Part 5
1.5 5-9-10/1.5
Where electrical equipment is installed in hazardous locations, as permitted in this chapter, it should
be to the satisfaction of the Administration and certified by the relevent authorities recognized by the
Administration for operation in the flammable atmosphere concerned, as indicated in column ‘‘i’’ in
the table of Section 5-9-17.
1.6 5-9-10/1.6
Absence of information on temperature class and apparatus group in column ‘‘i’’ in the table of
Section 5-9-17 means that data are not currently available, and this should not be confused with the
non-flammable (NF) notation describing some substances. For guidance, indication is given if the
flashpoint of a substance is in excess of 60°C (closed cup test). In the case of heated cargo, carriage
conditions might need to be established and the requirements of 5-9-10/2.2 applied.
2 Hazardous locations and types of equipment and wiring 5-9-

10/2
2.1 5-9-10/2.1
The restrictions in this section do not preclude the use of intrinsically safe systems and circuits in all
hazardous locations including cargo piping. It is particularly recommended that intrinsically safe
systems and circuits are used for measurement, monitoring, control and communication purposes.
2.2 5-9-10/2.2
Cargoes with a flashpoint exceeding 60°C (closed cup test):
2.2.1 5-9-10/2.2.1
Cargo tanks and cargo piping are the only hazardous locations for such cargoes which have
no qualification in column ‘‘o’’ in the table of Section 5-9-17. Submerged cargo pump motors
and their associated cables may,in exceptional circumstances for a specific cargo or for a
clearly defined range of cargoes, be permitted by the Administration, due consideration
having been given to the chemical and physical characteristics of the products. Arrangements
should be made to prevent the energizing of motors and cables in flammable gas-air mixtures
and to de-energize the motors and cables in the event of low liquid level. Such a shutdown
should be indicated by an alarm at the cargo control station.
2.2.2 5-9-10/2.2.2
Where electrical equipment is located in a cargo pump-room, due consideration should be

given to the use of types of apparatus which ensure the absence of arcs or sparks and hot
spots during normal operation, or which are of a certified safe type.
2.2.3 5-9-10/2.2.3
Where the cargo is heated to within 15°C of its flash-point value, the cargo pump-room
should be considered as a hazardous area as well as areas within 3 m of openings from tanks
where the cargo is so heated, and within 3 m of the entrance or ventilation openings to cargo
pump-rooms. Electrical equipment installed within these locations should be of a certified
safe type.
2.2.4 5-9-10/2.2.4
Where the cargo is heated above its flashpoint value, the requirements of 5-9-10/2.3 are
applicable.
Part 5
2.3 5-9-10/2.3
For cargoes with a flashpoint not exceeding 60°C (closed cup test) without qualification in column
‘‘o’’ in the table of Section 5-9-17, the hazardous locations are given below. In addition to
intrinsically safe systems and circuits, the only electrical installations permitted in hazardous
locations are the following:
2.3.1 5-9-10/2.3.1
Cargo tanks and cargo piping:
No additional electrical equipment is permitted.
2.3.2 5-9-10/2.3.2
Void spaces adjacent to, above or below integral tanks.

2.3.2.1 Through runs of cables. Such cables should be installed in heavy gauge steel pipes
with gastight joints. Expansion bends should not be fitted in such spaces.
2.3.2.2 Electrical depth sounding or log devices and impressed current cathodic protection
system anodes or electrodes. These devices should be housed in gastight enclosures;
associated cables should be protected as referred to in 5-9-10/2.3.2.1.
2.3.3 5-9-10/2.3.3
Hold spaces containing independent cargo tanks:

2.3.3.1 Through runs of cable without any additional protection.
2.3.3.2 Lighting fittings with pressurized enclosure or of the flameproof type. The lighting
devices should interrupt all poles or phases and should be located in a non-hazardous
location.
2.3.3.3 Electrical depth sounding or log devices and impressed current cathodic protection
system anodes or electrodes. These devices should be housed in gastight enclosures.
2.3.4 5-9-10/2.3.4
Cargo pump-rooms and pump-rooms in the cargo area:

2.3.4.1 Lighting fittings with pressurized enclosures or of the flameproof type. The lighting
system should be divided between at least two branch circuits. All switches and all protective
devices should interrupt all poles or phases and should be located in a non-hazardous
location.
2.3.4.2 Electrical motors for driving cargo pumps and any associated auxiliary pumps should
be separated from these spaces by a gastight bulkhead or deck. Flexible couplings, or other
means of maintaining alignment, should be fitted to the shafts between the driven equipment
and its motors, and in addition, glands should be provided to the satisfaction of the
Administration where the shafts pass through the bulkhead or deck. Such electrical motors
should be located in a compartment having positive pressure ventilation.
2.3.4.3 Flameproof general alarm audible indicator.
2.3.5 5-9-10/2.3.5
Zones on open deck, or semi-enclosed spaces on open deck, within 3 m of any cargo tank
outlet, gas or vapor outlet, cargo pipe flange, cargo valve or entrance and ventilation
opening to cargo pump-rooms; cargo area on open deck over all cargo tanks and cargo tank
holds, including all ballast tanks and cofferdams within the cargo tank block, to the full width
of the ship, plus 3 m fore and aft and up to a height of 2.4 m above the deck:
Part 5
2.3.5.1 equipment of a certified safe type, adequate for open deck use;

For this purpose the length of the cargo area on open deck to be measured is to extend
between the forward bulkhead of the foremost cargo tank and the after bulkhead of the
aftermost cargo tank or when independent tanks are fitted the forward bulkhead of the
foremost hold space and the after bulkhead of the aftermost hold space.
2.3.6 5-9-10/2.3.6
Enclosed or semi-enclosed spaces in which pipes containing cargoes are located; enclosed or
semi-enclosed spaces immediately above cargo tanks (e.g. between decks) or having
bulkheads above and in line with cargo tank bulkheads; enclosed or semi-enclosed spaces
immediately above cargo pump-rooms or above vertical cofferdams adjoining cargo tanks,
unless separated by a gastight deck and suitably ventilated; and compartments for cargo
hoses:
2.3.6.1 Lighting fittings of a certified safe type. The lighting system should be divided between
at least two branch circuits. All switches and protective devices should interrupt all poles or
phases and should be located in a non-hazardous location.
2.3.7 5-9-10/2.3.7
Enclosed or semi-enclosed spaces having a direct opening into any hazardous location
referred to above should have electrical installations complying with the requirements for the
space or zone into which the opening leads.
3 Bonding 5-9-10/3
Independent cargo tanks should be electrically bonded to the hull. All gasketed cargo pipe joints and
hose connections should be electrically bonded.
4 Electrical requirements for individual products 5-9-10/4
Electrical requirements for individual products are shown in column ‘‘i’’ in the table of Section
5-9-17.
PART
5
CONTENTS
See 5-9-1/3.
1 Application......................................................................... 1315
2 Cargo pump-rooms ........................................................... 1316
3 Cargo area ......................................................................... 1317
3.1 Interpretation of 5-9-11/3.5.3 and 5-9-11/3.7 (IMO) ........... 1317
3.12 Interpretation of 5-9-11/3.12 (IMO) .................................... 1318
4 Special requirements ........................................................ 1319
PART
5
Chemical Cargoes in Bulk 5 - 9 - 1 1
1.1 5-9-11/1.1
The requirements for tankers in chapter II-2 of the 1983 SOLAS amendments should apply to ships
covered by the Code, irrespective of tonnage, including ships of less than 500 tons gross tonnage,
except that:
1.1.1 5-9-11/1.1.1
regulations 60, 61, 62 and 63 should not apply;
1.1.2 5-9-11/1.1.2
regulation 56.2, i.e. the requirements for location of the main cargo control station, need not
apply;
1.1.3 5-9-11/1.1.3
regulation 4, as applicable to cargo ships, and regulation 7 should apply as they would apply
to tankers of 2,000 tons gross tonnage and over;
1.1.4 5-9-11/1.1.4
the provisions of 5-9-11/3 should apply in lieu of regulation 61; and
1.1.5 5-9-11/1.1.5
the provisions of 5-9-11/2 should apply in lieu of regulation 63.
1.2 (1 July 1994) 5-9-11/1.2

Notwithstanding the provisions of 5-9-11/1.1, ships engaged solely in the carriage of products which
are non-flammable (entry NF in column ‘‘i’’ of the table of minimum requirements) need not comply
with part D of chapter II-2 of the 1983 SOLAS amendments, provided that they comply with part C of
that chapter, except that regulation 53 need not apply to such ships and 5-9-11/2 and 5-9-11/3
hereunder need not apply.
Part 5
1.3 (1 July 1994) 5-9-11/1.3

For ships engaged solely in the carriage of products with flashpoint above 60°C (entry ‘‘yes’’ in
column ‘‘i’’ of the table of minimum requirements) requirements of chapter II-2 of the 1983 SOLAS
amendments may apply as specified in regulation II-2/55.4 in lieu of the provisions of this Section.
2 Cargo pump-rooms 5-9-11/2
2.1 5-9-11/2.1
The cargo pump-room of any ship should be provided with a fixed fire-extinguishing system as
follows:
2.1.1 5-9-11/2.1.1
a carbon dioxide system as specified in regulation II-2/5.1 and .2 of the 1983 SOLAS
amendments. A notice should be exhibited at the controls stating that the system is only to be
used for fire-extinguishing and not for inerting purposes, due to the electrostatic ignition
hazard. The alarms referred to in regulation II-2/5.1.6 of the 1983 SOLAS amendments
should be safe for use in a flammable cargo vapor-air mixture. For the purpose of this
requirement, an extinguishing system should be provided which would be suitable for
machinery spaces. However, the amount of gas carried should be sufficient to provide a
quantity of free gas equal to 45% of the gross volume of the cargo pump-room in all cases; or
2.1.2 5-9-11/2.1.2
a halogenated hydrocarbon system as specified in regulation II-2/5.1 and .3 of the 1983

SOLAS amendments. A notice should be exhibited at the controls stating that the system is
only to be used for fire-extinguishing and not for inerting purposes, due to the electrostatic
ignition hazard. The alarms referred to in regulation II-2/5.1.6 of the 1983 SOLAS
amendments should be safe for use in a flammable cargo vapor-air mixture. For the purpose
of this requirement, an extinguishing system should be provided which would be suitable for
machinery spaces but utilizing the following minimum design quantities based on the gross
volume of the cargo pump-room:
halon 1301 7%
halon 1211 5.5%
halon 2402 0.3 kg/m3
2.2 5-9-11/2.2
Cargo pump-rooms of ships which are dedicated to the carriage of a restricted number of cargoes
should be protected by an appropriate fire-extinguishing system approved by the Administration.
2.3 5-9-11/2.3
A fire-extinguishing system consisting of either a fixed pressure water-spray system or a high-
expansion foam system could be provided for a cargo pump-room if it can be demonstrated to the
Administration that cargoes will be carried which are not suited to extinguishment by carbon dioxide
or halogenated hydrocarbons. The International Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk should reflect this conditional requirement.
Part 5
•
3 Cargo area 5-9-11/3
• Reference is made to MSC/Circ. 314 which provides guidance for calculating the capacity of foam systems for chemical
tankers and may be used in applying the requirements for extinguishing media of the Code. (See Annex 5-9-A2).
3.1 5-9-11/3.1
Every ship should be provided with a fixed deck foam system in accordance with the requirements of
5-9-11/3.2 to 5-9-12/3.12.
3.1 Interpretation of 5-9-11/3.5.3 and 5-9-11/3.7 (IMO) 5-9-11/3.1 (IMO)

For ships of less than 4000 tonnes deadweight the minimum capacity of a monitor should be
1000 ! /min and the application rate should be at least 10 ! /min/m2, of the surface to be protected.
3.2 5-9-11/3.2
Only one type of foam concentrate should be supplied, and it should be effective for the maximum
possible number of cargoes intended to be carried. For other cargoes for which foam is not effective
or is incompatible, additional arrangements to the satisfaction of the Administration should be
provided. Regular protein foams should not be used.
3.3 5-9-11/3.3
The arrangements for providing foam should be capable of delivering foam to the entire cargo tanks
deck area as well as into any cargo tank, the deck of which is assumed to be ruptured.
3.4 5-9-11/3.4
The deck foam system should be capable of simple and rapid operation. The main control station for
the system should be suitably located outside of the cargo area, adjacent to the accommodation
spaces and readily accessible and operable in the event of fires in the areas protected.
3.5 5-9-11/3.5
The rate of supply foam solution should not be less than the greatest of the following.
3.5.1 5-9-11/3.5.1
2 ! /min per square meter of the cargo tanks decks area, where cargo tanks deck area means
the maximum breadth of the ship times the total longitudinal extent of the cargo tank spaces;
3.5.2 5-9-11/3.5.2
20 ! /min per square meter of the horizontal sectional area of the single tank having the
largest such area;
3.5.3 5-9-11/3.5.3
10 ! /min per square meter of the area protected by the largest monitor, such area being
entirely forward of the monitor, but not less than 1,250 ! /min. For ships of less than 4,000
tonnes deadweight, the minimum capacity of the monitor should be to the satisfaction of the
Administration.
Part 5
3.6 5-9-11/3.6
Sufficient foam concentrate should be supplied to ensure at least 30 min of foam generation when
using the highest of the solution rates stipulated in 5-9-11/3.5.1, 5-9-11/3.5.2 and 5-9-11/3.5.3.
3.7 5-9-11/3.7
Foam from the fixed foam system should be supplied by means of monitors and foam applicators. At
least 50% of the foam rate required in 5-9-11/3.5.1 or 5-9-11/3.5.2 should be delivered from each
monitor. The capacity of any monitor should be at least 10 ! /min of foam solution per square meter
of deck area protected by that monitor, such area being entirely forward of the monitor. Such
capacity should be not less than 1,250 ! /min. For ships of less than 4,000 tonnes deadweight, the
minimum capacity of the monitor should be to the satisfaction of the Administration. (See 5-9-11/3.1
(IMO) )
3.8 5-9-11/3.8
The distance from the monitor to the farthest extremity of the protected area forward of that monitor
should not be more than 75% of the monitor throw in still air conditions.
3.9 5-9-11/3.9
A monitor and hose connection for a foam applicator should be situated both port and starboard at
the poop front or accommodation spaces facing the cargo area.
3.10 5-9-11/3.10
Applicators should be provided for flexibility of action during fire-fighting operations and to cover
areas screened from the monitors. The capacity of any applicator should not be less than 400 ! / min
and the applicator throw in still air conditions should be not less than 15 m. The number of foam
applicators provided should be not less than four. The number and disposition of foam main outlets
should be such that foam from at least two applicators can be directed to any part of the cargo tanks
deck area.
3.11 5-9-11/3.11
Valves should be provided in the foam main, and in the fire main where this is an integral part of the
deck foam system, immediately forward of any monitor position to isolate damaged sections of those
mains.
3.12 5-9-11/3.12
Operation of a deck foam system at its required output should permit the simultaneous use of the
minimum required number of jets of water at the required pressure from the fire main.

The simultaneous use of the minimum number of jets of water should be possible on deck over the
full length of the ship, in the accommodation, service spaces, control spaces and machinery spaces.
3.13 5-9-11/3.13
Ships which are dedicated to the carriage of a restricted number of cargoes should be protected by
alternative provisions to the satisfaction of the Administration when they are just as effective for the
products concerned as the deck foam system required for the generality of flammable cargoes.
Part 5
3.14 5-9-11/3.14
Suitable portable fire-extinguishing equipment for the products to be carried should be provided and
kept in good operating order.

The capacity of portable fire-extinguishing equipment should be as specified in the 1974 SOLAS
Convention, as amended.
3.15 5-9-11/3.15
Where flammable cargoes are to be carried all sources of ignition should be excluded from hazardous
locations referred to in 5-9-10/2.
3.16 5-9-11/3.16
Ships fitted with bow or stern loading and unloading arrangements should be provided with one
additional foam monitor meeting the requirements of 5-9-11/3.7 and one additional applicator
meeting the requirements of 5-9-11/3.10. The additional monitor should be located to protect the bow
or stern loading and unloading arrangements. The area of the cargo line forward or aft of the cargo
area should be protected by the above-mentioned applicator.
4 Special requirements 5-9-11/4
‘‘Fire-extinguishing media determined to be effective for certain products are listed in column ‘‘1’’ in
the table of Section 5-9-17’’.
PART
5

Cargo Area
CONTENTS
See 5-9-1/3.
1 Spaces normally entered during cargo handling
operations.......................................................................... 1323
1.8 Nonsparking Fans (IACS/ABS) .......................................... 1324
1.10 Protection Screen (ABS) .................................................... 1325
2 Pump-rooms and other enclosed spaces normally
entered ............................................................................... 1325
2 Interpretation of 5-9-12/2 (IMO)......................................... 1325
3 Spaces not normally entered............................................ 1325
PART
5

Cargo Area 5 - 9 - 1 2
For ships to which the Code applies, the requirements of this chapter replace the requirements of
regulation II-2/59.3 of the 1983 SOLAS amendments. However, for products addressed under
5-9-11/1.2 and 5-9-11/1.3, except acids and products for which 5-9-15/17 apply, regulation II-2/59.3
of the 1983 SOLAS Amendments may apply in lieu of the provisions of this Section.
1 Spaces normally entered during cargo handling operations

5-9-12/1
1.1 5-9-12/1.1
Cargo pump-rooms and other enclosed spaces which contain cargo handling equipment and similar
spaces in which work is performed on the cargo should be fitted with mechanical ventilation systems,
capable of being controlled from outside such spaces.
1.2 5-9-12/1.2
Provision should be made to ventilate such spaces prior to entering the compartment and operating
the equipment and a warning notice requiring the use of such ventilation should be placed outside the
compartment.
1.3 5-9-12/1.3
Mechanical ventilation inlets and outlets should be arranged to ensure sufficient air movement
through the space to avoid the accumulation of toxic or flammable vapors or both (taking into
account their vapor densities) and to ensure sufficient oxygen to provide a safe working environment,
but in no case should the ventilation system have a capacity of less than 30 changes of air per hour
based upon the total volume of the space. For certain products, increased ventilation rates for cargo
pump-rooms are prescribed in 5-9-15/17.
1.4 5-9-12/1.4
Ventilation systems should be permanent and should normally be of the extraction type. Extraction
from above and below the floor plates should be possible. In rooms housing motors, driving cargo
pumps, the ventilation should be of the positive pressure type.
Part 5
Section 12 Mechanical Ventalation in the Cargo area 5-9-12
1.5 5-9-12/1.5
Ventilation exhaust ducts from spaces within the cargo area should discharge upwards in locations at
least 10 m in the horizontal direction from ventilation intakes and openings to accommodation,
service and machinery spaces and control stations and other spaces outside the cargo area.
1.6 5-9-12/1.6
Ventilation intakes should be so arranged as to minimize the possibility of recycling hazardous vapors
from any ventilation discharge opening.
1.7 5-9-12/1.7
Ventilation ducts should not be led through accommodation, service and machinery spaces or other
similar spaces.
1.8 5-9-12/1.8
Electric motors driving fans should be placed outside the ventilation ducts if the carriage of
flammable products is intended. Ventilation fans and fan ducts, in way of fans only, for hazardous
locations referred to in Section 5-9-10 should be of nonsparking construction defined as:
1.8.1 5-9-12/1.8.1
impellers or housing of nonmetallic construction, due regard being paid to the elimination of
static electricity;
1.8.2 5-9-12/1.8.2
impellers and housing of nonferrous materials;
1.8.3 5-9-12/1.8.3
impellers and housing of austenitic stainless steel; and
1.8.4 5-9-12/1.8.4
ferrous impellers and housing with not less than 13 mm design tip clearance.
Any combination of an aluminium or magnesium alloy fixed or rotating component and a ferrous
fixed or rotating component, regardless of tip clearance, is considered a sparking hazard and should
not be used in these places.
1.8 Nonsparking Fans (IACS/ABS) (1993) 5-9-12/1.8 (IACS/ABS)

See 5-8-12/1.9 (IACS/ABS)
1.9 5-9-12/1.9
Sufficient spare parts should be carried for each type of fan on board, required by this
chapter.
1.10 5-9-12/1.10
Protection screens of not more than 13 mm square mesh should be fitted in outside openings of
ventilation ducts.
Part 5
Section 12 Mechanical Ventalation in the Cargo area 5-9-12
1.10 Protection Screen (ABS) (1993) 5-9-12/1.10 (ABS)

See 5-8-12/1.11 (ABS)
2 Pump-rooms and other enclosed spaces normally entered 5-

9-12/2
Pump-rooms and other enclosed spaces normally entered, which are not covered by 5-9-12/1.1,
should be fitted with mechanical ventilation systems, capable of being controlled from outside such
spaces and complying with the requirements of 5-9-12/1.3, except that the capacity should not be less
than 20 changes of air per hour, based upon the total volume of the space. Provision should be made
to ventilate such spaces prior to entering.
2 Interpretation of 5-9-12/2 (IMO) 5-9-12/2 (IMO)
A pump-room is subject to this paragraph whether or not control for pumps and valves is fitted
external to the pump-room.
3 Spaces not normally entered 5-9-12/3
Double bottoms, cofferdams, duct keels, pipe tunnels, hold spaces and other spaces where cargo may
accumulate, should be capable of being ventilated to ensure a safe environment when entry into the
spaces is necessary. Where a permanent ventilation system is not provided for such spaces, approved
means of portable mechanical ventilation should be provided. Where necessary owing to the
arrangement of spaces, for instance hold spaces, essential ducting for such ventilation should be
permanently installed. For permanent installations, the capacity of eight air changes per hour should
be provided and for portable systems the capacity of 16 air changes per hour. Fans or blowers should
be clear of personnel access openings, and should comply with 5-9-12/1.8.
PART
5
SECTION 13 Instrumentation
CONTENTS
See 5-9-1/3.
1 Gauging.............................................................................. 1329
1.1 Interpretation of 5-9-13/1.1 and 5-9-15/19 (IMO) ............... 1329
1.1 Interpretation of 5-9-13/1.1.2 (IACS) .................................. 1330
2 Vapor detection ................................................................. 1331
PART
5
SECTION 13 Instrumentation 5 - 9 - 1 3
1 Gauging 5-9-13/1
1.1 5-9-13/1.1
Cargo tanks should be fitted with one of the following types of gauging devices:
1.1.1 5-9-13/1.1.1
Open device, which makes use of an opening in the tanks and may expose the gauger to the
cargo or its vapor. An example of this is the ullage opening.
1.1.2 5-9-13/1.1.2
Restricted device, which penetrates the tank and which, when in use, permits a small quantity
of cargo vapor or liquid to be exposed to the atmosphere. When not in use, the device is
completely closed. The design should ensure that no dangerous escape of tank contents
(liquid or spray) can take place in opening the device.
1.1 Interpretation of 5-9-13/1.1 and 5-9-15/19 (IMO) 5-9-13/1.1 (IMO)
In almost all cases a code cargo which requires a high level alarm and overflow control also requires a
closed gauging device.
A cargo tank containing such a product therefore requires three sensors:
1.1.1 5-9-13/1.1.1
level gauging
1.1.2 5-9-13/1.1.2
high level alarm
1.1.3 5-9-13/1.1.3
overflow control
The sensing elements for 5-9-13/1.1.1, 5-9-13/1.1.2 and 5-9-13/1.1.3 should be separated although
sensors for 5-9-13/1.1.2 and 5-9-13/1.1.3 (reed switches, float chambers, electronic devices, etc.) may
be contained in the same tube
Part 5
Section 13 Instrumentation 5-9-13
Electronic, pneumatic, hydraulic circuits required for sensors 5-9-13/1.1.1, 5-9-13/1.1.2 and
5-9-13/1.1.3 should be independent of each other such that a fault on any one will not render either of
the others inoperative.
Where processing units are used to give digital or visual indication such as in a bridge space the
independency of circuitry should be maintained at least beyond this point. The power should be
supplied from distribution boards.
Where a control room or a bridge space containing a modular unit is envisaged, separate level
indication and visual alarms must be provided for each of the functions 5-9-13/1.1.1, 5-9-13/1.1.2 or
5-9-13/1.1.3. An audible alarm must also be provided but since this is not directional it need not be
separate. An audible alarm must also be arranged in the cargo area. Where there is no control room an
audible and visual alarm should be arranged at the cargo control station.
Testing of sensors should be arranged from outside the tanks although entry into product clean tanks
is not precluded.
Simulation testing of electronic circuits or circuits which are self-monitoring is acceptable.
1.1 Interpretation of 5-9-13/1.1.2 (IACS) 5-9-13/1.1 (IACS)

A restricted device could be a sounding pipe with inside diameter not exceeding 200 mm, with vapor
tight cover.
1.1.3 5-9-13/1.1.3
Closed device, which penetrates the tank, but which is part of a closed system and keeps tank
contents from being released. Examples are the float-type systems, electronic probe, magnetic
probe and protected sight glass. Alternatively an indirect device which does not penetrate the
tank shell and which is independent of the tank may be used. Examples are weighing of cargo,
pipe flow meter.
1.2 5-9-13/1.2
Gauging devices should be independent of the equipment required under 5-9-15/19 .
1.3 5-9-13/1.3
Open gauging and restricted gauging should be allowed only where:
1.3.1 5-9-13/1.3.1
open venting is allowed by the Code; or
1.3.2 5-9-13/1.3.2
means are provided for relieving tank pressure before the gauge is operated.
1.4 5-9-13/1.4
Types of gauging for individual products are shown in column ‘‘j’’ in the table of Section 5-9-17.
Part 5
2 Vapor detection 5-9-13/2
2.1 5-9-13/2.1
Ships carrying toxic or flammable products or both should be equipped with at least two instruments
designed and calibrated for testing for the specific vapors in question. If such instruments are not
capable of testing for both toxic concentrations and flammable concentrations, then two separate sets
of instruments should be provided.
2.25-9-13/2.2.
Vapor detection instruments may be portable or fixed. If a fixed system is installed, at least one
portable instrument should be provided.
2.3 5-9-13/2.3
When toxic vapor detection equipment is not available for some products which require such
detection, as indicated in column ‘‘i’’ in the table of Section 5-9-17, the Administration may exempt
the ship from the requirement, provided an appropriate entry is made on the International Certificate
of Fitness for the Carriage of Dangerous Chemicals in Bulk. When granting such an exemption, the
Administration should recognize the necessity for additional breathing air supply and an entry should
be made on the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
drawing attention to the provisions of 5-9-14/2.4 and 5-9-16/4.2.2.
2.4 5-9-13/2.4
Vapor detection requirements for individual products are shown in column ‘‘k’’ in the table of Section
5-9-17.
3 (IACS) (1998) 5-9-13/3 (IACS)

For flammable gas monitoring of the cargo area, sampling type gas analyzing units which are not
intended for a hazardous location may be located outside cargo areas (e.g., in cargo control room,
navigating bridge or engine room) when mounted on the inside of the front bulkhead and subject to
compliance with the following:
3.1 5-9-13/3.1
Sampling lines are not to pass through gas safe spaces, unless permitted by 5-9-13/3.5.
3.2 5-9-13/3.2
The non-safe type gas analyzing unit is to be installed in a safe area and the gas sampling lines are to
be fitted with flame arresters. Sample gas is to be led to the atmosphere. The outlets are to be fitted
with flame screens and are to be located in a safe location.
The area within 3 m (10 ft) of the outlet pipe is to considered a hazardous location.
3.3 5-9-13/3.3
Where sampling pipes pass through bulkheads separating safe and dangerous areas, the penetrations
are to be of an approved type having fire integrity at least as effective as the bulkhead. A manual
isolation valve is to be fitted at each penetration on the gas safe side.
Part 5
3.4 5-9-13/3.4
The gas detection equipment, including sampling piping, sampling pumps, solenoids, analyzing units,
etc., are to be contained in a gas-tight steel cabinet monitored by its sampling point. The entire gas
analyzing unit is to be shut down when the gas concentration inside the cabinet reaches 30% of the
lower flammability limit.
3.5 5-9-13/3.5
Where it is impracticable to mount the cabinet on the front bulkhead, sampling pipes are to be of steel
or other equivalent material and without any detachable connections except for the isolating valves at
the bulkhead and analyzing units. Runs of sampling pipes within safe space is to be the shortest
possible length.
PART
5
SECTION 14 Personnel Protection
CONTENTS
See 5-9-1/3.
1 Protective Equipment........................................................ 1335
2 Safety equipment............................................................... 1335
2.4 Interpretation of 5-9-14/2.4.2 (IMO) ................................... 1337
2.10 Interpretation of 5-9-14/2.10 (ABS) .................................... 1338
PART
5
SECTION 14 Personnel Protection 5 - 9 - 1 4
1 Protective Equipment 5-9-14/1
1.1 5-9-14/1.1
For the protection of crew members who are engaged in loading and discharging operations,
the ship should have on board suitable protective equipment consisting of large aprons,
special gloves with long sleeves, suitable footwear, coveralls of chemical-resistant material,
and tight-fitting goggles or face shield or both. The protective clothing and equipment should
cover all skin so that no part of the body is unprotected.
1.2 5-9-14/1.2
Work clothes and protective equipment should be kept in easily accessible places and in
special lockers. Such equipment should not be kept within accommodation spaces, with the
exception of new, unused equipment and equipment which has not been used since
undergoing a thorough cleaning process. The Administration may, however, approve storage
rooms for such equipment within accommodation spaces if adequately segregated from
living spaces such as cabins, passageways, dining rooms, bathrooms, etc.

Lockers for work clothes and protective equipment which are not new or have not undergone
a thorough cleaning process should not open directly into accommodation spaces.
1.3 5-9-14/1.3
Protective equipment should be used in any operation which may entail danger to personnel
2 Safety equipment 5-9-14/2
2.1 5-9-14/2.1
Ships carrying cargoes for which 5-9-15/12, 5-9-15/12.1 or 5-9-15/12.3 is listed in column
‘‘m’’ in the table of Section 5-9-17 should have on board sufficient but not less than three
complete sets of safety equipment each permitting personnel to enter a gas-filled
compartment and perform work there for at least 20 min. Such equipment should be in
addition to that required by regulation II-2/ 17 of the 1983 SOLAS amendments.
Part 5
2.2 5-9-14/2.2
One complete set of safety equipment should consist of:
2.2.1 5-9-14/2.2.1
one self-contained air-breathing apparatus (not using stored oxygen);
2.2.2 5-9-14/2.2.2
protective clothing, boots, gloves and tight-fitting goggles;
2.2.3 5-9-14/2.2.3
fireproof lifeline with belt resistant to the cargoes carried; and
2.2.4 5-9-14/2.2.4
explosion-proof lamp.
2.3 5-9-14/2.3
For the safety equipment required in 5-9-14/2.1, all ships should carry the following, either:
2.3.1 5-9-14/2.3.1
one set of fully charged spare air bottles for each breathing apparatus;
2.3.2 5-9-14/2.3.2
a special air compressor suitable for the supply of high-pressure air of the required
purity;
2.3.3 5-9-14/2.3.3
a charging manifold capable of dealing with sufficient spare breathing apparatus air
bottles for the breathing apparatus; or
2.3.4 5-9-14/2.3.4
fully charged spare air bottles with a total free air capacity of at least 6,000 ! for
each breathing apparatus on board in excess of the requirements of regulation II-
2/17 of the 1983 SOLAS amendments.
2.4 5-9-14/2.4
A cargo pump-room on ships carrying cargoes which are subject to the requirements of
5-9-15/18 or cargoes for which in column ‘‘i’’ in the table of Section 5-9-17 toxic vapor
detection equipment is required but is not available should have either:
2.4.1 5-9-14/2.4.1
a low-pressure line system with hose connections suitable for use with the breathing
apparatus required by 5-9-14/2.1. This system should provide sufficient high-
pressure air capacity to supply, through pressure reduction devices, enough low-
pressure air to enable two men to work in a gas-dangerous space for at least 1 hour
without using the air bottles of the breathing apparatus. Means should be provided
for recharging the fixed air bottles and breathing apparatus air bottles from a special
air compressor suitable for the supply of high-pressure air of the required purity; or
Part 5
2.4.2 5-9-14/2.4.2
an equivalent quantity of spare bottled air in lieu of the low-pressure air line
2.4 Interpretation of 5-9-14/2.4.2 (IMO) 5-9-14/2.4 (IMO)

The equivalent quantity of spare bottled air in lieu of the low-pressure air line should be at least
4800 liters.
2.5 5-9-14/2.5
At least one set of safety equipment as required by 5-9-14/2.2 should be kept in a suitable
clearly marked locker in a readily accessible place near the cargo pump-room. The other
sets of safety equipment should also be kept in suitable, clearly marked, easily accessible,
places
2.6 5-9-14/2.6
The breathing apparatus should be inspected at least once a month by a responsible officer,
and the inspection recorded in the ship’s log-book. The equipment should be inspected and
tested by an expert at least once a year.
2.7 5-9-14/2.7
A stretcher which is suitable for hoisting an injured person up from spaces such as the cargo
pump-room should be placed in a readily accessible location.
2.8 (1 July 1994) 5-9-14/2.8

Ships intended for the carriage of certain cargoes should be provided with suitable
respiratory and eye protection sufficient for every person on board for emergency escape
purposes, subject to the following:
2.8.1 5-9-14/2.8.1
filter type respiratory protection is unacceptable.
2.8.2 5-9-14/2.8.2
self-contained breathing apparatus should have normally at least a duration of

service of 15 min;
2.8.3 5-9-14/2.8.3
emergency escape respiratory protection should not be used for fire-fighting or cargo
handling purposes and should be marked to that effect.
Individual cargoes to which the provisions of this paragraph apply are indicated in column
‘‘n’’ in the table of Section 5-9-17.
2.9 5-9-14/2.9
The ship should have on board medical first-aid equipment including oxygen resuscitation
equipment and antidotes for cargoes carried.
Part 5
2.10 5-9-14/2.10
Suitably marked decontamination showers and an eyewash should be available on deck in
convenient locations. The showers and eyewash should be operable in all ambient
conditions.

In general, as a minimum, a decontamination shower and an eyewash are provided at the front of the
after house or superstructure on the main deck, port and starboard.
PART
5
SECTION 15 Special Requirements
CONTENTS
See 5-9-1/3.
1 Acetone cyanohydrin and lactonitrile solution
(80% or less) ...................................................................... 1341
2 Ammonium nitrate solution, 93% or less......................... 1341
3 Carbon disulphide ............................................................. 1343
4 Diethyl ether....................................................................... 1344
5 Hydrogen peroxide solutions ........................................... 1345
6 Motor fuel anti-knock compounds
(containing lead alkyls)..................................................... 1349
7 Phosphorus, yellow or white ............................................ 1350
8 Propylene oxide and mixtures of ethylene oxide/
propylene oxide with an ethylene oxide content of
not more than 30% by weight ........................................... 1351
9 Sodium chlorate solution, 50% or less ............................ 1357
10 Sulphur liquid .................................................................... 1357
11 Acids .................................................................................. 1358
12 Toxic products................................................................... 1358
12.2 Interpretation of 5-9-15/12.2 (IACS) ................................... 1359
13 Cargoes protected by additives ....................................... 1359
14 Cargoes with a vapor pressure greater than 1.013 bar
absolute at 37.8°C ............................................................. 1361
14.4 Interpretation of 5-9-15/14.4 (IACS) ................................... 1361
15 Cargoes with low ignition temperature and wide
flammability range............................................................. 1362
16 Cargo contamination .........................................................1362
17 Increased ventilation requirements ..................................1363
18 Special cargo pump-room requirements..........................1363
18 Interpretation of Subsection 5-9-15/18 (IMO) ...................1363
19 Overflow control ................................................................1363
20 Octyl nitrates, all isomers..................................................1364
21 Temperature sensors.........................................................1365
FIGURE 1 Water flushed seal in chemical pump

(5-9-15/2.7) ..............................................................1343
PART
5
SECTION 15 Special Requirements 5 - 9 - 1 5
The provisions of this chapter are applicable where specific reference is made in column ‘‘m’’ in the
table of Section 5-9-17. These requirements are additional to the general requirements of the Rules.
1 Acetone cyanohydrin and lactonitrile solution (80% or

less) 5-9-15/1
Acetone cyanohydrin and lactonitrile solution (80% or less) should be stabilized with an
inorganic acid to prevent decomposition. A certificate of stabilization should be provided by
the manufacturer, and kept on board, specifying:
1.1 5-9-15/1.1
name and amount of stabilizer added;
1.2 5-9-15/1.2
date stabilizer was added and duration of effectiveness;
1.3 5-9-15/1.3
any temperature limitations qualifying the stabilizer’s effective lifetime;
1.4 5-9-15/1.4
the action to be taken should the length of voyage exceed the effective lifetime of the
stabilizer.
2 Ammonium nitrate solution, 93% or less 5-9-15/2
2.1 5-9-15/2.1
The ammonium nitrate solution should contain at least 7% by weight of water. The acidity (pH) of the
cargo when diluted with ten parts of water to one part of cargo by weight should be between 5.0 and
7.0. The solution should not contain more than 10 ppm chloride ions, 10 ppm ferric ions, and should
be free of other contaminants.
Part 5
2.2 5-9-15/2.2
Tanks and equipment for ammonium nitrate solution should be independent of tanks and equipment
containing other cargoes or combustible products. Equipment which may in service, or when
defective, release combustible products into the cargo, e.g. lubricants, should not be used. Tanks
should not be used for seawater ballast.
2.3 5-9-15/2.3
Except where expressly approved by the Administration, ammonium nitrate solutions should not be
transported in tanks which have previously contained other cargoes unless tanks and associated
equipment have been cleaned to the satisfaction of the Administration.
2.4 5-9-15/2.4
The temperature of the heat exchanging medium in the tank heating system should not exceed 160°C.
The heating system should be provided with a control system to keep the cargo at a bulk mean
temperature of 140°C. High-temperature alarms at 145°C and 150°C and a low-temperature alarm at
125°C should be provided. Where the temperature of the heat exchanging medium exceeds 160°C an
alarm should also be given. Temperature alarms and controls should be located on the navigating
bridge.
2.5 5-9-15/2.5
If the bulk mean cargo temperature reaches 145°C, a cargo sample should be diluted with ten parts of
distilled or demineralized water to one part of cargo by weight and the acidity (pH) should be
determined by means of a narrow range indicator paper or stick. Acidity (pH) measurements should
then be taken every 24 hours. If the acidity (pH) is found to be below 4.2, ammonia gas should be
injected into the cargo until the acidity (pH) of 5.0 is reached.
2.6 5-9-15/2.6
A fixed installation should be provided to inject ammonia gas into the cargo. Controls for this system
should be located on the navigation bridge. For this purpose, 300 kg of ammonia per 1,000 tonnes of
ammonium nitrate solution should be available on board.

For the purpose of injecting ammonia the cargo may be circulated by means of the cargo pump.
Gaseous ammonia may be injected into the circulating cargo.
2.7 5-9-15/2.7
Cargo pumps should be of the centrifugal deepwell type or of the centrifugal type with water flushed
seals.

The seal for the centrifugal pump should be a stuffing box provided with a lantern ring. Fresh water
under pressure should be injected into the stuffing box at the location of the lantern ring (see
5-9-15/Figure 1).
Part 5
FIGURE 1
Water flushed seal in chemical pump (5-9-15/2.7)
Water supply
Lantern ring
Packing
Impeller
Liner
Shaft
2.8 5-9-15/2.8
Vent piping should be fitted with approved weatherhoods to prevent clogging. Such weatherhoods
should be accessible for inspection and cleaning.
2.9 5-9-15/2.9
Hot work on tanks, piping and equipment which have been in contact with ammonium nitrate solution
should only be done after all traces of ammonium nitrate have been removed, inside as well as
outside.
3 Carbon disulphide 5-9-15/3
3.1 5-9-15/3.1
Provision should be made to maintain a water pad in the cargo tank during loading, unloading and
transit. In addition, an inert gas pad should be maintained in the ullage space during transit.
3.2 5-9-15/3.2
All openings should be in the top of the tank, above the deck.
3.3 5-9-15/3.3
Loading lines should terminate near the bottom of the tank.
3.4 5-9-15/3.4
A standard ullage opening should be provided for emergency sounding.
Part 5
3.5 5-9-15/3.5
Cargo piping and vent lines should be independent of piping and vent lines used for other cargo.
3.6 5-9-15/3.6
Pumps may be used for discharging cargo, provided they are of the deepwell or hydraulically driven
submersible types. The means of driving a deepwell pump should not present a source of ignition for
carbon disulphide and should not employ equipment that may exceed a temperature of 80°C.
3.7 5-9-15/3.7
If a cargo discharge pump is used, it should be inserted through a cylindrical well extending from the
tank top to a point near the tank bottom. A water pad should be formed in this well before attempting
pump removal unless the tank has been certified as gas-free.
3.8 5-9-15/3.8
Water or inert gas displacement may be used for discharging cargo, provided the cargo system is
designed for the expected pressure and temperature.
3.9 5-9-15/3.9
Safety relief valves should be of stainless steel construction.
3.10 5-9-15/3.10
Because of its low ignition temperature and close clearances required to arrest its flame propagation,
only intrinsically safe systems and circuits are permitted in the hazardous locations described in
5-9-10/2.3 .
4 Diethyl ether 5-9-15/4
4.1 5-9-15/4.1
Unless inerted, natural ventilation should be provided for the voids around the cargo tanks while the
vessel is under way. If a mechanical ventilation system is installed, all blowers should be of
nonsparking construction. Mechanical ventilation equipment should not be located in the void spaces
surrounding the cargo tanks.
4.2 5-9-15/4.2
Pressure relief valve settings should not be less than 0.2 bar gauge for gravity tanks.
4.3 5-9-15/4.3
Inert gas displacement may be used for discharging cargo from pressure tanks provided the cargo
system is designed for the expected pressure.
4.4 5-9-15/4.4
In view of the fire hazard, provision should be made to avoid any ignition source or heat generation
or both in the cargo area.
Part 5
4.5 5-9-15/4.5
Pumps may be used for discharging cargo, provided that they are of a type designed to avoid liquid
pressure against the shaft gland or are of a hydraulically operated submerged type and are suitable
for use with the cargo.
4.6 5-9-15/4.6
Provision should be made to maintain the inert gas pad in the cargo tank during loading, unloading
and transit.
5 Hydrogen peroxide solutions 5-9-15/5
Hydrogen peroxide solutions over 60% but not over 70% by weight.
5.1 5-9-15/5.1
Hydrogen peroxide solutions over 60% but not over 70% should be carried in dedicated ships only
and no other cargoes should be carried.
5.2 5-9-15/5.2
Cargo tanks and associated equipment should be either pure aluminium (99.5%) or solid stainless
steel (304L, 316, 316L or 316Ti), and passivated in accordance with approved procedures.
Aluminium should not be used for piping on deck. All nonmetallic materials of construction for the
containment system should neither be attacked by hydrogen peroxide nor contribute to its
decomposition.
5.3 5-9-15/5.3
Pump-rooms should not be used for cargo transfer operations.
5.4 5-9-15/5.4
Cargo tanks should be separated by cofferdams from oil fuel tanks or any other space containing
flammable or combustible materials.
5.5 5-9-15/5.5
Tanks intended for the carriage of hydrogen peroxide should not be used for seawater ballast.
5.6 5-9-15/5.6
Temperature sensors should be installed at the top and bottom of the tank. Remote temperature
readouts and continuous monitoring should be located on the navigating bridge. If the temperature in
the tanks rises above 35°C, visible and audible alarms should be activated on the navigating bridge.
5.7 5-9-15/5.7
Fixed oxygen monitors (or gas sampling lines) should be provided in void spaces adjacent to tanks to
detect leakage of the cargo into these spaces. Remote readouts, continuous monitoring (if gas
sampling lines are used, intermittent sampling is satisfactory) and visible and audible alarms similar
to those for the temperature sensors should also be located on the navigating bridge. The visible and
audible alarms should be activated if the oxygen concentration in these void spaces exceeds 30% by
volume. Two portable oxygen monitors should also be available as back-up systems.
Part 5
5.8 5-9-15/5.8
As a safeguard against uncontrolled decomposition, a cargo jettisoning system should be installed to
discharge the cargo overboard. The cargo should be jettisoned if the temperature rise of the cargo
exceeds a rate of 2°C per hour over a 5 hour period or when the temperature in the tank exceeds
40°C.
5.9 5-9-15/5.9
Cargo tank venting systems should have pressure/vacuum relief valves for normal controlled venting,
and rupture discs or a similar device for emergency venting, should tank pressure rise rapidly as a
result of uncontrolled decomposition. Rupture discs should be sized on the basis of tank design
pressure, tank size and anticipated decomposition rate.
5.10 5-9-15/5.10
A fixed water-spray system should be provided for diluting and washing away any concentrated
hydrogen peroxide solution spilled on deck. The areas covered by the water-spray should include the
manifold/hose connections and the tank tops of those tanks designated for carrying hydrogen peroxide
solutions. The minimum application rate should satisfy the following criteria:
5.10.1 5-9-15/5.10.1
The product should be diluted from the original concentration to 35% by weight within 5
minutes of the spill.
5.10.2 5-9-15/5.10.2
The rate and estimated size of the spill should be based upon maximum anticipated loading
and discharge rates, the time required to stop flow of cargo in the event of tank overfill or a
piping/hose failure, and the time necessary to begin application of dilution water with
actuation at the cargo control location or on the navigating bridge.

Piping/hose failure should be assumed to be total.
5.11 5-9-15/5.11
Hydrogen peroxide solutions should be stabilized to prevent decomposition. A certificate of
stabilization should be provided by the manufacturer, and kept on board, specifying:
5.11.1 5-9-15/5.11.1
5.11.2 5-9-15/5.11.2
5.11.3 5-9-15/5.11.3
5.11.4 5-9-15/5.11.4
the action to be taken should the length of voyage exceed the effective lifetime of the
stabilizer.
Part 5
5.12 5-9-15/5.12
Only those hydrogen peroxide solutions which have a maximum decomposition rate of 1%
per year at 25°C should be carried. Certification from the shipper that the product meets this
standard should be presented to the master and kept on board. A technical representative of
the manufacturer should be on board to monitor the transfer operations and have the
capability to test the stability of the hydrogen peroxide. He should certify to the master that
the cargo has been loaded in a stable condition.
5.13 5-9-15/5.13
Protective clothing that is resistant to hydrogen peroxide solutions should be provided for each crew
member involved in cargo transfer operations. Protective clothing should include nonflammable
coveralls, suitable gloves, boots and eye protection.
Hydrogen peroxide solutions over 8% but not over 60% by weight
5.14 5-9-15/5.14
The ship’s shell plating should not form any boundaries of tanks containing this product.
5.15 5-9-15/5.15
Hydrogen peroxide should be carried in tanks thoroughly and effectively cleaned of all traces
of previous cargoes and their vapors or ballast. Procedures for inspection, cleaning,
passivation and loading of tanks should be in accordance with MSC/Circ. 394. A certificate
should be on board the passivation requirement may be waived by an Administration for
domestic shipments of short duration. Particular care in this respect is essential to ensure
the safe carriage of hydrogen peroxide.
5.15.1 5-9-15/5.15.1
When hydrogen peroxide is carried no other cargoes should be carried

simultaneously.
5.15.2 5-9-15/5.15.2
Tanks which have contained hydrogen peroxide may be used for other cargoes after
cleaning in accordance with the procedures outlined in MSC/Circ. 394.
5.15.3 5-9-15/5.15.3
Consideration in design should provide minimum internal tank structure, free

draining, no entrapment and ease of visual inspection.
5.16 5-9-15/5.16
Cargo tanks and associated equipment should be either pure aluminum (99.5%) or solid stainless
steel of types suitable for use with hydrogen peroxide (e.g., 304, 304L, 316, 316L, 316Ti). Aluminium
should not be used for piping on deck. All nonmetallic materials of construction for the containment
system should neither be attacked by hydrogen peroxide nor contribute to its decomposition.
5.17 5-9-15/5.17
Cargo tanks should be separated by a cofferdam from fuel oil tanks or any other space containing
materials incompatible with hydrogen peroxide.
Part 5
5.18 5-9-15/5.18
Temperature sensors should be installed at the top and bottom of the tank. Remote temperature
readouts and continuous monitoring should be located on the navigating bridge. If the temperature in
the tank rises above 35°C, visible and audible alarms should activate on the navigating bridge.
5.19 5-9-15/5.19
Fixed oxygen monitors (or gas sampling lines) should be provided in void spaces adjacent to tanks to
detect leakage of the cargo into these spaces. The enhancement of flammability by oxygen
enrichments should be recognized. Remote readouts, continuous monitoring (if gas sampling lines are
used, intermittent sampling is satisfactory) and visible and audible alarms similar to those for the
temperature sensors should also be located on the navigating bridge. The visible and audible alarms
activate if the oxygen concentration in these void spaces exceeds 30% by volume. Two portable
oxygen monitors should also be available as back-up systems.
5.20 5-9-15/5.20
As a safeguard against uncontrolled decomposition, a cargo jettisoning system should be installed to
discharge the cargo overboard. The cargo should be jettisoned if the temperature rise of the cargo
exceeds a rate of 2°C per hour over a 5 hour period or when the temperature in the tank exceeds
40°C.
5.21 5-9-15/5.21
Cargo tank venting systems with filtration should have pressure vacuum relief valves for normal
controlled venting, and a device for emergency venting, should tank pressure rise rapidly as a result
of an uncontrolled decomposition rate, as stipulated in 5-9-15/5.20. These venting systems should be
designed in such a manner that there is no introduction of seawater into the cargo tank even under
heavy sea conditions. Emergency venting should be sized on the basis of tank design pressure and
tank size.
5.22 5-9-15/5.22
A fixed water-spray system should be provided for diluting and washing away any concentrated
solution spilled on deck. The areas covered by the water-spray should include the manifold/ hose
connections and the tank tops of those tanks designated for the carriage of hydrogen peroxide
solutions. The minimum application rate should satisfy the following criteria:
5.22.1 5-9-15/5.22.1
The product should be diluted from the original concentration to 35% by weight within
5 minutes of the spill.
5.22.2 5-9-15/5.22.2
The rate and estimated size of the spill should be based upon maximum anticipated loading
and discharge rates, the time required to stop flow of the cargo in the event of tank overfill or
a piping/hose failure, and the time necessary to begin application of dilution water with
actuation at the cargo control location or on the navigating bridge.
5.23 5-9-15/5.23
Hydrogen peroxide should be stabilized to prevent decomposition. A certificate of
stabilization should be provided by the manufacturer, and kept on board, specifying:
Part 5
5.23.1 5-9-15/5.23.1
5.23.2 5-9-15/5.23.2
5.23.3 5-9-15/5.23.3
5.23.4 5-9-15/5.23.4
the action to be taken should the product become unstable during the voyage.
5.24 5-9-15/5.24
Only those hydrogen peroxide solutions which have a maximum decomposition rate of 1%
per year at 25°C should be carried. Certification from the shipper that the product meets this
standard should be presented to the master and kept on board. A technical representative of
the manufacturer should be on board to monitor the transfer operations and have the
capability to test the stability of the hydrogen peroxide. He should certify to the master that
the cargo has been loaded in a stable condition.
5.25 5-9-15/5.25
Protective clothing that is resistant to hydrogen peroxide should be provided for each crew
member involved in cargo transfer operations. Protective clothing should include coveralls
that are nonflammable, suitable gloves, boots and eye protection.
5.26 5-9-15/5.26
During transfer of hydrogen peroxide the related piping system should be separated from all
other systems. Cargo hoses used for transfer of hydrogen peroxide should be marked ‘‘FOR
HYDROGEN PEROXIDE TRANSFER ONLY’’.
6 Motor fuel anti-knock compounds (containing lead alkyls) 5-

9-15/6
6.1 5-9-15/6.1
Tanks used for these cargoes should not be used for the transportation of any other cargo except
those commodities to be used in the manufacture of motor fuel anti-knock compounds containing lead
alkyls.
6.2 5-9-15/6.2
If a cargo pump-room is located on deck level according to 5-9-15/18, the ventilation arrangements
should be in compliance with 5-9-15/17.
6.3 5-9-15/6.3
Entry into cargo tanks used for the transportation of these cargoes is not permitted unless
approved by the Administration.
Part 5
6.4 5-9-15/6.4
Air analysis should be made for lead content to determine if the atmosphere is satisfactory
prior to allowing personnel to enter the cargo pump-room or void spaces surrounding the
cargo tank.
7 Phosphorus, yellow or white 5-9-15/7
7.1 5-9-15/7.1
Phosphorus should, at all times, be loaded, carried and discharged under a water pad of 760
mm minimum depth. During discharge operations, arrangements should be made to ensure
that water occupies the volume of phosphorus discharged. Any water discharged from a
phosphorus tank should be returned only to a shore installation.
7.2 5-9-15/7.2
Tanks should be designed and tested to a minimum equivalent water head of 2.4 m above the top of
the tank, under designed loading conditions, taking into account the depth, relative density and
method of loading and discharge of the phosphorus.
7.3 5-9-15/7.3
Tanks should be so designed as to minimize the interfacial area between the liquid phosphorus and its
water pad.
7.4 5-9-15/7.4
A minimum ullage space of 1% should be maintained above the water pad. The ullage space should
be filled with inert gas or naturally ventilated by two cowled standpipes terminating at different
heights but at least 6 m above the deck and at least 2 m above the pump house top.
7.5 5-9-15/7.5
All openings should be at the top of cargo tanks, and fittings and joints attached thereto should be of
materials resistant to phosphorus pentoxide.
7.6 5-9-15/7.6
Phosphorus should be loaded at a temperature not exceeding 60°C.
7.7 5-9-15/7.7
Tank heating arrangements should be external to tanks and have a suitable method of temperature
control to ensure that the temperature of the phosphorus does not exceed 60°C. A high-temperature
alarm should be fitted.
7.8 5-9-15/7.8
A water drench system acceptable to the Administration should be installed in all void spaces
surrounding the tanks. The system should operate automatically in the event of an escape of
phosphorus.
Part 5
7.9 5-9-15/7.9
Void spaces referred to in 5-9-15/7.8 should be provided with effective means of mechanical
ventilation which should be capable of being sealed off quickly in an emergency.
7.10 5-9-15/7.10
Loading and discharge of phosphorus should be governed by a central system on the ship which, in
addition to incorporating high-level alarms, should ensure that no overflow of tanks is possible and
that such operations can be stopped quickly in an emergency from either ship or shore.
7.11 5-9-15/7.11
During cargo transfer, a water hose on deck should be connected to a water supply and kept
flowing throughout the operation so that any spillage of phosphorus may be washed down
with water immediately.
7.12 5-9-15/7.12
Ship-to-shore loading and discharge connections should be of a type approved by the Administration.
8 Propylene oxide and mixtures of ethylene oxide/ propylene

oxide with an ethylene oxide content of not more than
30% by weight 5-9-15/8
8.1 5-9-15/8.1
Products transported under the provisions of this section should be acetylene free.
8.2 5-9-15/8.2
Unless cargo tanks are properly cleaned, these products should not be carried in tanks
which have contained as one of the three previous cargoes any products known to catalyst
polymerization, such as:
8.2.1 5-9-15/8.2.1
mineral acids (e.g. sulfuric, hydrochloric, nitric);
8.2.2 5-9-15/8.2.2
carbonxylic acids and anhydrides (e.g. formic, acetic);
8.2.3 5-9-15/8.2.3
halogenated carboxylic acids (e.g. chloracetic);
8.2.4 5-9-15/8.2.4
sulphonic acids (e.g. benzene sulphonic);
8.2.5 5-9-15/8.2.5
caustic alkalis (e.g. sodium hydroxide, potassium hydroxide);
8.2.6 5-9-15/8.2.6
ammonia and ammonia solutions;
Part 5
8.2.7 5-9-15/8.2.7
amines and amine solutions;
8.2.8 5-9-15/8.2.8
oxidizing substances.
8.3 5-9-15/8.3
Before loading, tanks should be thoroughly and effectively cleaned, to remove all traces of
previous cargoes from tanks and associated pipework, except where the immediately prior
cargo has been propylene oxide or ethylene oxide/propylene oxide mixtures. Particular care
should be taken in the case of ammonia in tanks made of steel other than stainless steel.
8.4 5-9-15/8.4
In all cases, the effectiveness of cleaning procedures for tanks and associated pipework
should be checked by suitable testing or inspection, to ascertain that no traces of acidic or
alkaline materials remain that might create a hazardous situation in the presence of these
products.
8.5 5-9-15/8.5
Tanks should be entered and inspected prior to each initial loading of these products to
ensure freedom from contamination, heavy rust deposits and visible structural defects. When
cargo tanks are in continuous service for these products, such inspections should be
performed at intervals of not more than two years.
8.6 5-9-15/8.6
Tanks for the carriage of these products should be of steel or stainless steel construction.
8.7 5-9-15/8.7
Tanks for the carriage of these products may be used for their cargoes after thorough
cleaning of tanks and associated pipework systems by washing or purging.
8.8 5-9-15/8.8
All valves, flanges, fittings and accessory equipment should be of a type suitable for use with the
products and should be constructed of steel or stainless steel or other material acceptable to the
Administration. The chemical composition of all material used should be submitted to the
Administration for approval prior to fabrication. Discs or disc faces, seats and other wearing parts of
valves should be made of stainless steel containing not less than 11% chromium.
8.9 5-9-15/8.9
Gaskets should be constructed of materials which do not react with, dissolve in, or lower the
autoignition temperature of, these products and which are fire-resistant and possess adequate
mechanical behavior. The surface presented to the cargo should be polytetrafluore-thylene (PTFE),
or materials giving a similar degree of safety by their inertness. Spirally-wound stainless steel, with a
filler of PTFE or similar fluorinated polymer, may be accepted by the Administration.
8.10 5-9-15/8.10
Insulation and packing, if used, should be of a material which does not react with, dissolve in, or
lower the autoignition temperature of, these products.
Part 5
8.11 5-9-15/8.11
The following materials are generally found unsatisfactory for gaskets, packing and similar uses in
containment systems for these products and would require testing before being approved by the
Administration:
8.11.1 5-9-15/8.11.1
Neoprene or natural rubber, if it comes into contact with the products.
8.11.2 5-9-15/8.11.2
Asbestos, or binders used with asbestos.
8.11.3 5-9-15/8.11.3
Materials containing oxides of magnesium, such as mineral wools.
8.12 5-9-15/8.12
Threaded joints should not be permitted in the cargo liquid and vapor lines.
8.13 5-9-15/8.13
Filling and discharge piping should extend to within 100 mm of the bottom of the tank or any sump
pit.
8.14.1 5-9-15/8.14.1
The containment system for a tank containing these products should have a valved vapor
return connection.
8.14.2 5-9-15/8.14.2
The products should be loaded and discharged in such a manner that venting of the tanks to
atmosphere does not occur. If vapor return to shore is used during tank loading, the vapor
return system connected to a containment system for the product should be independent of all
other containment systems.
8.14.3 5-9-15/8.14.3
During discharge operations, the pressure in the cargo tank must be maintained
above 0.07 bar gauge.
8.15 5-9-15/8.15
The cargo may be discharged only by deepwell pumps, hydraulically operated submerged pumps, or
inert gas displacement. Each cargo pump should be arranged to ensure that the product does not heat
significantly if the discharge line from the pump is shut off or otherwise blocked.
8.16 5-9-15/8.16
Tanks carrying these products should be vented independently of tanks carrying other products.
Facilities should be provided for sampling the tank contents without opening the tank to atmosphere.
8.17 5-9-15/8.17
Cargo hoses used for transfer of these products should be marked ‘‘FOR ALKYLENE
OXIDE TRANSFER ONLY’’.
Part 5
8.18 5-9-15/8.18
Cargo tanks, void spaces and other enclosed spaces, adjacent to an integral gravity cargo tank
carrying propylene oxide, should either contain a compatible cargo (those cargoes specified in
5-9-15/8.2 are examples of substances considered incompatible) or be inerted by injection of a
suitable inert gas. Any hold space in which an independent cargo tank is located should be inerted.
Such inerted spaces and tanks should be monitored for these products and oxygen. The oxygen
content of these spaces should be maintained below 2%. Portable sampling equipment is satisfactory.
8.19 5-9-15/8.19
In no case should air be allowed to enter the cargo pump or piping system while these
products are contained within the system.
8.20 5-9-15/8.20
Prior to disconnecting shore-lines, the pressure in liquid and vapor lines should be relieved through
suitable valves installed at the loading header. Liquid and vapor from these lines should not be
discharged to atmosphere.
8.21 5-9-15/8.21
Propylene oxide may be carried in pressure tanks or in independent or integral gravity tanks.
Ethylene oxide/propylene oxide mixtures should be carried in independent gravity tanks or pressure
tanks. Tanks should be designed for the maximum pressure expected to be encountered during
loading, conveying and discharging cargo.
8.22.1 5-9-15/8.22.1
Tanks for the carriage of propylene oxide with a design pressure less than 0.6 bar gauge and
tanks for the carriage of ethylene oxide/propylene oxide mixtures with a design pressure less
than 1.2 bar gauge should have a cooling system to maintain the cargo below the reference
temperature.
8.22.2 5-9-15/8.22.2
The refrigeration requirement for tanks with a design pressure less than 0.6 bar gauge may
be waived by the Administration for ships operating in restricted areas or on voyages of
restricted duration, and account may be taken in such cases of any insulation of the tanks.
The area and times of year for which such carriage would be permitted should be included in
the conditions of carriage of the International Certificate of Fitness for the Carriage of
Dangerous Chemicals in Bulk.
8.23.1 5-9-15/8.23.1
Any cooling system should maintain the liquid temperature below the boiling temperature at
the containment pressure. At least two complete cooling plants automatically regulated by
variations within the tanks should be provided. Each cooling plant should be complete with
the necessary auxiliaries for proper operation. The control system should also be capable of
being manually operated. An alarm should be provided to indicate malfunctioning of the
temperature controls. The capacity of each cooling system should be sufficient to maintain the
temperature of the liquid cargo below the reference temperature• of the system.
• See 5-9-15/8.22.1
Part 5
8.23.2 5-9-15/8.23.2
An alternative arrangement may consist of three cooling plants, any two of which should be
sufficient to maintain the liquid temperatures below the reference temperature. •
• See 5-9-15/8.22.1
8.23.3 5-9-15/8.23.3
Cooling media which are separated from the products by a single wall only should be
nonreactive with the products.
8.23.4 5-9-15/8.23.4
Cooling systems requiring compression of the products should not be used.
8.24 5-9-15/8.24
Pressure relief valve settings should not be less than 0.2 bar gauge and for pressure tanks not greater
than 7.0 bar gauge for the carriage of propylene oxide and not greater than 5.3 bar gauge for the
carriage of propylene oxide/ethylene oxide mixtures.
8.25.1 5-9-15/8.25.1
The piping system for tanks to be loaded with these products should be separated (as defined
in 5-9-1/3.24 ) from piping systems for all other tanks, including empty tanks. If the piping
system for the tanks to be loaded is not independent (as defined in 5-9-1/3.15 ), the required
piping separation should be accomplished by the removal of spool pieces, valves, or other
pipe section, and the installation of blank flanges at these locations. The required separation
applies to all liquid and vapor piping, liquid and vapor vent lines and any other possible
connections, such as common inert gas supply lines.
8.25.2 5-9-15/8.25.2
These products may be transported only in accordance with cargo handling plans that have
been approved by the Administration. Each intended loading arrangement should be shown
on a separate cargo handling plan. Cargo handling plans should show the entire cargo
piping system and the locations for installation of blank flanges needed to meet the above
piping separation requirements. A copy of each approved cargo handling plan should
be maintained on board the ship. The International Certificate of Fitness for the Carriage
of Dangerous Chemicals in Bulk should be endorsed to include reference to the approved
cargo handling plans.
8.25.3 5-9-15/8.25.3
Before each initial loading of these products and before every subsequent return to
such service, certification verifying that the required piping separation has been
achieved should be obtained from a responsible person acceptable to the Port
Administration and carried on board the ship. Each connection between a blank
flange and a pipeline flange should be fitted with a wire and seal by the responsible
person to ensure that inadvertent removal of the blank flange is impossible.
8.26.1 5-9-15/8.26.1
No cargo tanks should be more than 98% liquid full at the reference temperature.•
•
See 5-9-15/8.22.1
Part 5
8.26.2 5-9-15/8.26.2
The maximum volume to which a cargo tank should be loaded is:
p 
VL = 0.98 V  R 
 pL 
where
VL = maximum volume to which the tank may be loaded
V = volume of tank
pR = relative density of cargo at the reference temperature•
pL = relative density of cargo at the loading temperature and pressure.
•
See 5-9-15/8.22.1
8.26.3 5-9-15/8.26.3
The maximum allowable tank filling limits for each cargo tank should be indicated for each
loading temperature which may be applied, and for the applicable maximum reference
temperature, on a list to be approved by the Administration. A copy of the list should be
permanently kept on board by the master.
8.27 5-9-15/8.27
The cargo should be carried under a suitable protective padding of nitrogen gas. An automatic
nitrogen make-up system should be installed to prevent the tank pressure falling below 0.07 bar
gauge in the event of product temperature fall due to ambient conditions or maloperation of
refrigeration systems. Sufficient nitrogen should be available on board to satisfy the demand of the
automatic pressure control. Nitrogen of commercially pure quality (99.9% by volume) should be used
for padding. A battery of nitrogen bottles connected to the cargo tanks through a pressure reduction
valve satisfies the intention of the expression ‘‘automatic’’ in this context.
8.28 5-9-15/8.28
The cargo tank vapor space should be tested prior to and after loading to ensure that the oxygen
content is 2% by volume or less.
8.29 (1 July 1994) 5-9-15/8.29

A water-spray system of sufficient capacity should be provided to blanket effectively the area
surrounding the loading manifold, the exposed deck piping associated with product handling, and the
tank domes. The arrangement of piping and nozzles should be such as to give a uniform distribution
rate of 10 ! /m2 min. Remote manual operation should be arranged such that remote starting of
pumps supplying the water spray system and remote operation of any normally closed valves in the
system can be carried out from a suitable location outside the cargo area, adjacent to the
accommodation spaces and readily accessible and operable in the event of fire in the areas protected.
The water-spray system should be capable of both local and remote manual operation, and the
arrangement should ensure that any spilled cargo is washed away. Additionally, a water hose with
pressure to the nozzle, when atmospheric temperatures permit, should be connected ready for
immediate use during loading and unloading operations.
Part 5
8.30 5-9-15/8.30
A remotely operated, controlled closing-rate, shutoff valve should be provided at each cargo hose
connection used during cargo transfer.
9 Sodium chlorate solution, 50% or less 5-9-15/9
9.1 5-9-15/9.1
Tanks and associated equipment which have contained this product may be used for other
cargoes after thorough cleaning by washing or purging.
9.2 5-9-15/9.2
In the event of spillage of this product, all spilled liquid should be thoroughly washed away
without delay. To minimize fire risk, spillage should not be allowed to dry out.
10 Sulphur liquid 5-9-15/10
10.1 5-9-15/10.1
Cargo tank ventilation should be provided to maintain the concentration of hydrogen sulphide below
one half of its lower explosive limit throughout the cargo tank vapor space for all conditions of
carriage, i.e. below 1.85% by volume.
10.2 5-9-15/10.2
Where mechanical ventilation systems are used for maintaining low gas concentrations in cargo
tanks, an alarm system should be provided to give warning if the system fails.
10.3 5-9-15/10.3
Ventilation systems should be so designed and arranged as to preclude depositing of sulphur within
the system.
10.4 5-9-15/10.4
Openings to void spaces adjacent to cargo tanks should be so designed and fitted as to prevent the
entry of water, sulphur or cargo vapor.
10.5 5-9-15/10.5
Connections should be provided to permit sampling and analysing of vapor in void spaces.
10.6 5-9-15/10.6
Cargo temperature controls should be provided to ensure that the temperature of the sulphur does not
exceed 155°C.
Part 5
11 Acids 5-9-15/11
11.1 5-9-15/11.1
The ship’s shell plating should not form any boundaries of tanks containing mineral acids.
11.2 5-9-15/11.2
Proposals for lining steel tanks and related piping systems with corrosion-resistant materials may be
considered by the Administration. The elasticity of the lining should not be less than that of the
supporting boundary plating.
11.3 5-9-15/11.3
Unless constructed wholly of corrosion-resistant materials or fitted with an approved lining, the
plating thickness should take into account the corrosivity of the cargo.
11.4 5-9-15/11.4
Flanges of the loading and discharge manifold connections should be provided with shields, which
may be portable, to guard against the danger of the cargo being sprayed; and in addition, drip trays
should also be provided to guard against leakage on to the deck.
11.5 5-9-15/11.5
Because of the danger of evolution of hydrogen when these substances are being carried, the
electrical arrangements should comply with 5-9-10/2.3.1, 5-9-10/2.3.2, 5-9-10/2.3.3, 5-9-10/2.3.4,
5-9-10/2.3.6 and 5-9-10/2.3.7. The certified safe type equipment should be suitable for use in
hydrogen-air mixtures. Other sources of ignition should not be permitted in such spaces.
11.6 5-9-15/11.6
Substances subjected to the requirements of this section should be segregated from oil fuel tanks, in
addition to the segregation requirements in 5-9-3/1.1.
11.7 5-9-15/11.7
Provision should be made for suitable apparatus to detect leakage of cargo into adjacent spaces.
11.8 5-9-15/11.8
The cargo pump-room bilge pumping and drainage arrangements should be of corrosion-resistant
materials.
12 Toxic products 5-9-15/12
12.1 5-9-15/12.1
Exhaust openings of tank vent systems should be located:
12.1.1 5-9-15/12.1.1
at a height of B/3 or 6 m, whichever is greater, above the weather deck or, in the case of a
deck tank, the access gangway;
Part 5
12.1.2 5-9-15/12.1.2
not less than 6 m above the fore and aft gangway, if fitted within 6 m of the gangway; and
12.1.3 5-9-15/12.1.3
15 m from any opening or air intake to any accommodation and service spaces;
12.1.4 5-9-15/12.1.4
the vent height may be reduced to 3 m above the deck or fore and aft gangway, as applicable,
provided high-velocity vent valves of a type approved by the Administration, directing the
vapor-air mixture upwards in an unimpeded jet with an exit velocity of at least 30 m/s, are
fitted.
12.2 5-9-15/12.2
Tank venting systems should be provided with a connection for a vapor return line to the shore
installation.

Tank venting systems should be provided with a stop valve for vapor return line to shore.
12.3 5-9-15/12.3
Products should:
12.3.1 5-9-15/12.3.1
not be stowed adjacent to oil fuel tanks;
12.3.2 5-9-15/12.3.2
have separate piping systems; and
12.3.3 5-9-15/12.3.3
have tank vent systems separate from tanks containing nontoxic products.
(See also 5-9-3/7.2 )
12.4 5-9-15/12.4
Cargo tank relief valve settings should be a minimum of 0.2 bar gauge.
13 Cargoes protected by additives (1 July 1994) 5-9-15/13
13.1 5-9-15/13.1
Certain cargoes, with a reference in column ‘‘o’’ in the Section 5-9-17, by the nature of their
chemical make-up tend, under certain conditions of temperature, exposure to air or contact with a
catalyst, to undergo polymerization, decomposition, oxidation or other chemical changes. Mitigation
of this tendency is carried out by introducing small amounts of chemical additives into the liquid
cargo or by controlling the cargo tank environment.
Part 5
13.2 5-9-15/13.2
Ships carrying these cargoes should be so designed as to eliminate from the cargo tanks and cargo
handling system any material of construction or contaminants which could act as a catalyst or destroy
the inhibitor.
13.3 5-9-15/13.3
Care should be taken to ensure that these cargoes are sufficiently protected to prevent
deleterious chemical change at all times during the voyage. Ships carrying such cargoes
should be provided with a certificate of protection from the manufacturer, and kept during the
voyage, specifying
13.3.1 5-9-15/13.3.1
the name and amount of additive present;
13.3.2 5-9-15/13.3.2
whether the additive is oxygen dependent;
13.3.3 5-9-15/13.3.3
date additive was put in the product and duration of effectiveness;
13.3.4 5-9-15/13.3.4
any temperature limitations qualifying the additive’s effective lifetime; and
13.3.5 5-9-15/13.3.5
the action to be taken should the length of voyage exceed the effective lifetime of the additive.
13.4 5-9-15/13.4
Ships using the exclusion of air as the method of preventing oxidation of the cargo should comply with
5-9-9/1.3.
13.5 5-9-15/13.5
A product containing an oxygen dependent additive should be carried without inertion (in tanks of a
size not greater than 3,000 m3). Such cargoes should not be carried in a tank requiring inertion under
the requirements of SOLAS chapter II-2.
13.6 5-9-15/13.6
Venting systems should be of a design that eliminates blockage from polymer build-up. Venting
equipment should be of a type that can be checked periodically for adequacy of operation.

Internal obstructions should be avoided beyond the requirement for pressure vacuum valves and flame
screens which should be accessible for inspection and maintenance.
13.7 5-9-15/13.7
Crystallization or solidification of cargoes normally carried in the molten state can lead to depletion
of inhibitor in parts of the tanks contents. Subsequent remelting can thus yield pockets of uninhibited
liquid, with the accompanying risk of dangerous polymerization. To prevent this, care should be taken
to ensure that at no time are such cargoes allowed to crystallize or solidify, either wholly or partially,
Part 5
in any part of the tank. Any required heating arrangements should be such as to ensure that in no part
of the tank does cargo become overheated to such an extent that any dangerous polymerization can be
initiated. If the temperature from steam coils would induce overheating, an indirect low-temperature
heating system should be used.
14 Cargoes with a vapor pressure greater than 1.013 bar

absolute at 37.8°C 5-9-15/14
14.1 5-9-15/14.1
For a cargo referenced in column ‘‘o’’ in the table of Section 5-9-17 to this section, a mechanical
refrigeration system should be provided unless the cargo system is designed to withstand the vapor
pressure of the cargo at 45°C. Where the cargo system is designed to withstand the vapor pressure of
the cargo at 45°C, and no refrigeration system is provided, a notation should be made in the
conditions of carriage on the International Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk to indicate the required relief valve setting for the tanks.
14.2 5-9-15/14.2
A mechanical refrigeration system should maintain the liquid temperature below the boiling
temperature at the cargo tank design pressure.
14.3 5-9-15/14.3
When ships operate in restricted areas and at restricted times of the year, or on voyages of limited
duration, the Administration involved may agree to waive requirements for a refrigeration system. A
notation of any such agreement, listing geographic area restrictions and times of the year, or voyage
duration limitations, should be included in the conditions of carriage on the International Certificate
for the Carriage of Dangerous Chemicals in Bulk.
14.4 5-9-15/14.4
Connections should be provided for returning expelled gases to shore during loading.

Tank venting systems should be provided with a stop valve for vapor return line to shore.
14.5 5-9-15/14.5
Each tank should be provided with a pressure gauge which indicates the pressure in the vapor space
above the cargo.
14.6 5-9-15/14.6
Where the cargo needs to be cooled, thermometers should be provided at the top and bottom of each
tank.
14.7.1 5-9-15/14.7.1
No cargo tanks should be more than 98% liquid full at the reference temperature (R).
Part 5
14.7.2 5-9-15/14.7.2
The maximum volume (VL) of cargo to be loaded in a tank should be:
p 
VL = 0.98V  R 
 pL 
where
V = volume of the tank
pR = relative density of cargo at the reference temperature (R)
pL = relative density of cargo at the loading temperature
R = reference temperature is the temperature at which the vapor
pressure of the cargo corresponds to the set pressure of the
pressure relief valve.
14.7.3 5-9-15/14.7.3
The maximum allowable tank filling limits for each cargo tank should be indicated for each
loading temperature which may be applied, and for the applicable maximum reference
temperature, on a list approved by the Administration. A copy of the list should be
permanently kept on board by the master.
15 Cargoes with low ignition temperature and wide

flammability range (1 July 1994) 5-9-15/15
(Text deleted)
16 Cargo contamination 5-9-15/16
16.1 5-9-15/16.1
Where column ‘‘o’’ in the table of Section 5-9-17 refers to this section, alkaline or acidic
materials, such as caustic soda or sulfuric acid, should not be allowed to contaminate the
cargo.
16.2 5-9-15/16.2
Where column ‘‘o’’ in the table of Section 5-9-17 refers to this section water should not be
allowed to contaminate this cargo. In addition, the following provisions apply:
16.2.1 5-9-15/16.2.1
Air inlets to pressure/vacuum relief valves of tanks containing the cargo should be situated at
least 2 m above the weather deck.
16.2.2 5-9-15/16.2.2
Water or steam should not be used as the heat transfer media in a cargo temperature control
system required by Section 5-9-7.
16.2.3 5-9-15/16.2.3
The cargo should not be carried in cargo tanks adjacent to permanent ballast or water tanks
unless the tanks are empty and dry. (See Section 5-9-3/1.1 (IMO) )
Part 5
16.2.4 5-9-15/16.2.4
The cargo should not be carried in tanks adjacent to slop tanks or cargo tanks containing
ballast or slops or other cargoes containing water which may react in a dangerous manner.
Pumps, pipes or vent lines serving such tanks should be separate from similar equipment
serving tanks containing the cargo. Pipelines from slop tanks or ballast lines should not pass
through tanks containing the cargo unless encased in a tunnel. (See 5-9-3/1.1 (IMO) )
17 Increased ventilation requirements 5-9-15/17
For certain products, the ventilation system as described in 5-9-12/1.3 should have a minimum
capacity of at least 45 changes of air per hour based upon the total volume of space. The ventilation
system exhaust ducts should discharge at least 10 m away from openings into accommodation spaces,
work areas or other similar spaces, and intakes to ventilation systems, and at least 4 m above the tank
deck.
18 Special cargo pump-room requirements 5-9-15/18
For certain products, the cargo pump-room should be located on the deck level or cargo pumps
should be located in the cargo tank. The Administration may give special consideration to cargo
pump-rooms below deck.
18 Interpretation of Subsection 5-9-15/18 (IMO) 5-9-15/18 (IMO)
No circumstances can be foreseen where an Administration might allow any relaxation.
19 Overflow control 5-9-15/19
(See 5-9-13/1.1(IMO))
19.1 5-9-15/19.1
The provisions of this section are applicable where specific reference is made in column ‘‘o’’ in the
table of Section 5-9-17, and are in addition to the requirements for gauging devices.
19.2 5-9-15/19.2
In the event of a power failure on any system essential for safe loading, an alarm should be given to
the operators concerned.
19.3 5-9-15/19.3
Loading operations should be terminated at once in the event of any system essential for safe loading
becoming inoperative.
19.4 5-9-15/19.4
Level alarms should be capable of being tested prior to loading.
19.5 5-9-15/19.5
The high-level alarm system required under 5-9-15/19.6 should be independent of the overflow
control system required by 5-9-15/19.7 and should be independent of the equipment required by
5-9-13/1.
Part 5
19.6 5-9-15/19.6
Cargo tanks should be fitted with a visual and audible high-level alarm which complies with
5-9-15/19.1 to 5-9-15/19.5 and which indicates when the liquid level in the cargo tank approaches the
normal full condition.
19.7 5-9-15/19.7
A tank overflow control system required by this section should:
19.7.1 5-9-15/19.7.1
come into operation when the normal tank loading procedures fail to stop the tank liquid level
exceeding the normal full condition;
19.7.2 5-9-15/19.7.2
give a visual and audible tank overflow alarm to the ship’s operator; and
19.7.3 5-9-15/19.7.3
provide an agreed signal for sequential shutdown of onshore pumps or valves or both and of
the ship’s valves. The signal, as well as the pump and valve shutdown, may be dependent on
operator’s intervention. The use of shipboard automatic closing valves should be permitted
only when specific approval has been obtained from the Administration and the port
Administrations concerned.
19.8 5-9-15/19.8
The loading rate (LR) of the tank should not exceed:
3600U
LR = (m3/h)
t
where
U = ullage volume (m3) at operating signal level;
t = time (s) needed from the initiating signal to fully stopping the cargo flow
into the tank, being the sum of times needed for each step in sequential
operations such as operator’s responses to signals, stopping pumps and
closing valves;
and should also take into account the pipeline system design pressure.
20 Octyl nitrates, all isomers 5-9-15/20
20.1 5-9-15/20.1
The carriage temperature of the cargo should be maintained below 100°C to prevent the occurrence
of a self-sustaining, exothermic decomposition reaction.
20.2 5-9-15/20.2
The cargo may not be carried in independent pressure vessels permanently affixed to the vessel’s deck
unless:
Part 5
20.2.1 5-9-15/20.2.1
the tanks are sufficiently insulated from fire; and
20.2.2 5-9-15/20.2.2
the vessel has a water deluge system for the tanks such that the cargo temperature is
maintained below 100°C and the temperature rise in the tanks does not exceed 1.5°C/hour for
a fire of 650°C.
21 Temperature sensors (1 July 1994) 5-9-15/21

Temperature sensors should be used to monitor the cargo pump temperature to detect overheating
due to pump failures.
PART
5
SECTION 16 Operational Requirements
CONTENTS
See 5-9-1/3.
1 Maximum allowable quantity of cargo per tank............... 1369
2 Cargo Information ............................................................. 1369
3 Personnel Training ............................................................ 1371
4 Opening of and entry into cargo tanks ............................ 1371
5 Stowage of cargo samples ............................................... 1372
6 Cargoes not to be exposed to excessive heat ................ 1372
7 Additional operational requirements ............................... 1373
PART
5
SECTION 16 Operational Requirements• 5 - 9 - 1 6
•
Attention is also drawn to the operation guidelines contained in the ICS Tanker Safety Guide
(Chemicals)
1 Maximum allowable quantity of cargo per tank 5-9-16/1
1.1 5-9-16/1.1
The quantity of a cargo required to be carried in a type 1 ship should not exceed 1,250 m3 in
any one tank.
1.2 5-9-16/1.2
The quantity of cargo required to be carried in a type 2 ship should not exceed 3,000 m3 in
any one tank.
1.3 5-9-16/1.3
Tanks carrying liquids at ambient temperatures should be so loaded as to avoid the tank
becoming liquid-full during the voyage, having due regard to the highest temperature which
the cargo may reach.
2 Cargo Information 5-9-16/2
2.1 5-9-16/2.1
A copy of this Code, or national regulations incorporating the provision of this Code, should
be on board every ship covered by this Code.
2.2 5-9-16/2.2
Any cargo offered for bulk shipment should be indicated in the shipping documents by the
correct technical name. Where the cargo is a mixture, an analysis indicating the dangerous
components contributing significantly to the total hazard of the product should be provided,
or a complete analysis if this is available. Such an analysis should be certified by the
manufacturer or by an independent expert acceptable to the Administration.
Part 5
Section 16 Operational Requirements 5-9-16
2.3 5-9-16/2.3
Information should be on board, and available to all concerned, giving the necessary data for
the safe carriage of the cargo. Such information should include a cargo stowage plan to be
kept in an accessible place, indicating all cargo on board, including each dangerous
chemical carried.
2.3.1 5-9-16/2.3.1
a full description of the physical and chemical properties, including reactivity necessary for
the safe containment of the cargo;
2.3.2 5-9-16/2.3.2
action to be taken in the event of spills or leaks;
2.3.3 5-9-16/2.3.3
countermeasures against accidental personal contact;
2.3.4 5-9-16/2.3.4
fire-fighting procedures and fire-fighting media;
2.3.5 5-9-16/2.3.5
procedures for cargo transfer, tank cleaning, gas-freeing and ballasting;
2.3.6 5-9-16/2.3.6
for those cargoes required to be stabilized or inhibited in accordance with 5-9-15/1,

5-9-15/5.11 or 5-9-15/13.3, the cargo should be refused if the certificate required by these
paragraphs is not supplied.
2.4 5-9-16/2.4
If sufficient information necessary for the safe transportation of the cargo is not available, the
cargo should be refused.
2.5 5-9-16/2.5
Cargoes which evolve highly toxic imperceptible vapors should not be transported unless
perceptible additives are introduced into the cargo.
2.6 5-9-16/2.6
Where column ‘‘o’’ in the table of Section 5-9-17 refers to this paragraph, the cargo’s
viscosity at 20°C should be specified on a shipping document and if the cargo’s viscosity
exceeds 25 mPa.s at 20°C, the temperature at which the cargo has a viscosity of 25 mPa.s
should be specified in the shipping document.
2.7 5-9-16/2.7
Where column ‘‘o’’ in the table of Section 5-9-17 refers to this paragraph, the cargo’s
viscosity at 20°C should be specified on a shipping document and if the cargo’s viscosity
exceeds 60 mPa.s at 20°C the temperature at which the cargo has a viscosity of 60 mPa.s
should be specified in the shipping document.
Part 5
2.8 5-9-16/2.8
Where column ‘‘o’’ in the table of Section 5-9-17 refers to this paragraph and the possibility
exists that it will be unloaded within a Special Area•, the cargo’s viscosity at 20°C should be
specified on a shipping document and if the cargo’s viscosity exceeds 25 mPa.s at 20°C the
temperature at which the cargo has a viscosity of 25 mPa.s should be specified in the
shipping document
•
Special Areas are defined in regulation 1(7) of Annex II to MARPOL73/78
2.9 5-9-16/2.9
Where column ‘‘o’’ in the table of Section 5-9-17 refers to this paragraph, the cargo’s melting
point should be indicated in the shipping document.
3 Personnel Training ••
5-9-16/3
••
Reference is made to the provisions of the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978, and in particular to the ‘‘Mandatory minimum requirements for the training and
qualifications of masters, officers and ratings of chemical tankers’’—regulation V/2, chapter V of the Annex to that
Convention and to resolution 11 of the International Conference on Training and Certification of Seafarers, 1978
3.1 5-9-16/3.1
All personnel should be adequately trained in the use of protective equipment and have
basic training in the procedures appropriate to their duties, necessary under emergency
conditions.
3.2 5-9-16/3.2
Personnel involved in cargo operations should be adequately trained in handling procedures
3.3 5-9-16/3.3
Officers should be trained in emergency procedures to deal with conditions of leakage,
spillage or fire involving the cargo, and a sufficient number of them should be instructed and
trained in essential first aid for cargoes carried
4 Opening of and entry into cargo tanks 5-9-16/4
4.1 5-9-16/4.1
During handling and carriage of cargoes producing flammable or toxic vapors, or both, or
when ballasting after the discharge of such cargo, or when loading or unloading cargo, cargo
tank lids should always be kept closed. With any hazardous cargo, cargo tank lids, ullage
and sighting ports and tank washing access covers should be open only when necessary.
4.2 5-9-16/4.2
Personnel should not enter cargo tanks, void spaces around such tanks, cargo handling
spaces or other enclosed spaces unless:
4.2.1 5-9-16/4.2.
the compartment is free of toxic vapors and not deficient in oxygen; or
Part 5
4.2.2 5-9-16/4.2.2
personnel wear breathing apparatus and other necessary protective equipment, and
the entire operation is under the close supervision of a responsible officer.
4.3 5-9-16/4.3
Personnel should not enter such spaces when the only hazard is of a purely flammable
nature, except under the close supervision of a responsible officer.
5 Stowage of cargo samples 5-9-16/5
5.1 5-9-16/5.1
Samples which have to be kept on board should be stowed in a designated space situated in
the cargo area or, exceptionally, elsewhere, subject to the approval of the Administration.
5.2 5-9-16/5.2
The stowage space should be:
5.2.1 5-9-16/5.2.1
cell-divided in order to avoid shifting the bottles at sea;
5.2.2 5-9-16/5.2.2
made of material fully resistant to the different liquids intended to be stowed; and
5.2.3 5-9-16/5.2.3
equipped with adequate ventilation arrangements .
5.3 5-9-16/5.3
Samples which react with each other dangerously should not be stowed close to each other.
5.4 5-9-16/5.4
Samples should not be retained on board longer than necessary.
6 Cargoes not to be exposed to excessive heat5-9-16/6
6.1 5-9-16/6.1
Where the possibility exists of a dangerous reaction of a cargo such as polymerization,
decomposition, thermal instability or evolution of gas, resulting from local overheating of the
cargo in either the tank or associated pipelines, such cargo should be loaded and carried
adequately segregated from other products whose temperature is sufficiently high to initiate
a reaction of such cargo (see 5-9-7/1.5.4 ).
6.2 5-9-16/6.2
Heating coils in tanks carrying this product should be blanked off or secured by equivalent
means.
Part 5
6.3 5-9-16/6.3
Heat-sensitive products should not be carried in deck tanks which are not insulated.
7 Additional operational requirements 5-9-16/7
The Code contains additional operational requirements in:

5-9-3/1.1 5-9-13/2.4 5-9-15/8.4 5-9-15/8.26.3
5-9-3/1.2.1 5-9-14 5-9-15/8.5 5-9-15/8.27
5-9-3/1.2.2 5-9-15/1 5-9-15/8.7 5-9-15/8.28
5-9-3/1.4 5-9-15/3.1 5-9-15/8.14.2 5-9-15/8.29
5-9-3/5.2 5-9-15/3.7 5-9-15/8.14.3 5-9-15/9
5-9-3/7.4 5-9-15/3.8 5-9-15/8.16 5-9-15/10.1
5-9-7/1.2 5-9-15/4.6 5-9-15/8.17 5-9-15/11.4
5-9-7/1.6.3 5-9-15/5 5-9-15/8.18 5-9-15/11.6
5-9-9/1.4 5-9-15/6.1 5-9-15/8.19 5-9-15/12.3.1
5-9-9/2 5-9-15/6.3 5-9-15/8.20 5-9-15/13
5-9-11/3.2 5-9-15/6.4 5-9-15/8.23.3 5-9-15/14.7.1
5-9-11/4 5-9-15/7.1 5-9-15/8.23.4 5-9-15/14.7.2
5-9-12/1.2 5-9-15/7.6 5-9-15/8.25.1 5-9-15/14.7.3
5-9-12/2 5-9-15/7.11 5-9-15/8.25.2 5-9-15/16
5-9-13/2.1 5-9-15/8.1 5-9-15/8.25.3 5-9-15/19.8
5-9-13/2.2 5-9-15/8.2 5-9-15/8.26.1
5-9-13/2.3 5-9-15/8.3 5-9-15/8.26.2
PART
5
SECTION 16A Additional Measures for the

Protection of the Marine
Environment 5 - 9 - 1 6 A
1 General 5-9-16A/1
1.1 5-9-16A/1.1
The requirements of this chapter apply to ships carrying products noted as category A, B or C
noxious liquid substances in Section 5-9-17.
2 Condition of carriage 5-9-16A/2
2.1 5-9-16A/2.1
The condition of carriage of products listed in the International Certificate of Fitness for the Carriage
of Dangerous Chemicals in Bulk should reflect the requirements of regulation 5A of Annex II of
MARPOL 73/78.
2.2 5-9-16A/2.2
A category B substance with a melting point equal to or greater than 15°C should not be carried in a
cargo tank any boundary of which is formed by a ship’s shell plating and should only be carried in a
cargo tank fitted with a cargo heating system.
3 Procedures and arrangements manual 5-9-16A/3
3.1 5-9-16A/3.1
Each ship should be provided with a Procedures and Arrangements Manual developed for the ship in
accordance with the provisions of the Standards for the Procedures and Arrangements and approved
by the Administration.
3.2 5-9-16A/3.2
Each ship should be fitted with equipment and arrangements identified in its Procedures and
Arrangements Manual.
PART
5
SECTION 17 Summary of Minimum

Requirements (1 July 1994) 5 - 9 - 1 7
Mixtures of noxious liquid substances presenting pollution hazards only and which are provisionally
assessed under regulation 3(4) of Annex II of MARPOL 73/78, may be carried under the requirements
of the Code applicable to the appropriate position of the entry in this Section for noxious liquids not
otherwise specified.
Explanatory Notes
Product name (column a) The product names are not identical with the names given in previous issues of
the Code, or the BCH Code (for explanation see index of chemicals).
UN number (column b) The number relating to each product shown in the recommendations proposed by
the United Nations Committee of Experts on the Transport of Dangerous Goods.
UN numbers, where available, are given for information only.
Pollution category (column c) The letter A, B, C or D means the pollution category assigned to each product
under Annex II of MARPOL 73/78. ‘‘III’’ means the product was evaluated and
found to fall outside the categories A, B, C or D. Pollution category in brackets
indicates that the product is provisionally categorized and that further data are
necessary to complete the evaluation of their pollution hazards. Until the hazard
evaluation is completed, the pollution category assigned is used.
Hazards (column d) S means that the product is included in the Code because of its safety hazards; P
means that the product is included in the Code because of its pollution hazards;
and S/P means that the product is included in the Code because of both its safety
and pollution hazards.
Ship type (column e) 1 = ship type 1 (5-9-2/1.2 )
2 = ship type 2 (5-9-2/1.2 )
3 = ship type 3 (5-9-2/1.2 )
Tank type (column f) 1 = independent tank (5-9-4/1.1 )
2 = integral tank (5-9-4/1.2 )
G = gravity tank (5-9-4/1.3 )
P = pressure tank (5-9-4/1.4 )
Tank vents (column g) Open: open venting
Cont: controlled venting
SR: safety relief valve
Tank environmental control• Inert: inerting (5-9-9/1.2.1 )
(column h) Pad: liquid or gas (5-9-9/1.2.2 )
• ‘‘No’’ indicates nil requirements. Dry: drying (5-9-9/1.2.3 )
Vent: natural or forced (5-9-9/1.2.4 )
Part 5
Section 17 Summary of Minimum Requirements 5-9-17
Electrical equipment (column i) T1 to T6 temperature classes••

••Temperature classes and apparatus groups as defined in International
Electrotechnical Commission Publication 79 (part 1, appendix D, parts 4, 8 and 12).
A blank indicates that data are currently not available.
IIA, IIB or apparatus groups••(see above)

IIC
NF: non-flammable product (5-9-10/1.6 )
Yes: flashpoint exceeding 60°C (closed cup test) (5-9-10/1.6 )
No: flashpoint not exceeding 60°C (closed cup test) (5-9-10/1.6 )

Gauging (column j) O: open gauging (5-9-13/1.1.1 )
R: restricted gauging (5-9-13/1.1.2 )
C: closed gauging (5-9-13/1.1.3 )
I: indirect gauging (5-9-13/1.1.3 )
Vapor detection• (column k) F: flammable vapors
• ‘‘No’’ indicates nil requirements. T: toxic vapors
Fire protection (column 1) A: alcohol-resistant foam or multi-purpose foam

B: regular foam, encompasses all foams that are not of an alcohol-
resistant type, including fluoroprotein and aqueous-film-forming
foam (AFFF)
C: water-spray
D: dry chemical•••
••• Dry chemical powder systems when used may require an additional water
system for boundary cooling. This is normally provided in sufficient quantities by
the standard fire main system required by regulation II-2/ 4 of the 1974 SOLAS
Convention as amended.
No: no special requirements under this Code
Materials of construction N: see 5-9-6/2.2
(column m) Z: see 5-9-6/2.3
Y: see 5-9-6/2.4
A blank indicates no special guidance given for materials of construction
Respiratory and eye protection E: see 5-9-14/2.8
(column n)
No: no special requirements under this code
Minimum Requirements
Section
Chapter
Part
b c d e f g h i′ i′′ i′′′ j k l m n o
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Product Name Special Requirements
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class
Vessels Intended to Carry Chemical Cargoes in Bulk

60°C
5-9-15/11.2 to 5-9-15/11.4, 5-9-
Acetic acid D S 3 2G Cont. No T1 IIA No R F A Y1, Z E 15/11.6 to 5-9-15/11.8, 5-9-
15/19.6
5-9-15/11.2 to 5-9-15/11.4, 5-9-
Acetic anhydride 1715 D S 2 2G Cont. No T2 IIA No R F-T A Y1 E 15/11.6 to 5-9-15/11.8, 5-9-
15/19.6
5-9-15/12, 5-9-15/17, 5-9-15/18,
Acetone cyanohydrin 1541 A S/P 2 2G Cont. No T1 IIA Yes C T A Y1 E
5-9-15/19, 5-9-16/6
Acetonitrile 1648 III S 2 2G Cont. No T2 IIA No R F-T A No 5-9-15/12, 5-9-15/19.6
5-9-15/12.3, 5-9-15/13, 5-9-
Acrylamide solution (50% or less) 2074 D S 2 2G Open No NF C No No No
15/16.1, 5-9-15/19.6, 5-9-16/6.1
5-9-15/13, 5-9-15/19.6, 5-9-
Acrylic acid 2218 D S 3 2G Cont. No T2 IIA No R F-T A Y1 No
16/6.1
5-9-15/12, 5-9-15/13, 5-9-15/17,
Acrylonitrile 1093 B S/P 2 2G Cont. No T1 IIB No C F-T A N3, Z E
5-9-15/19
Adiponitrile 2205 D S 3 2G Cont. No IIB Yes R T A No
5-9-15/19.6, 5-9-16/2.6, 5-9-
Alachlor technical (90% or more) B S/P 3 2G Open No Yes O No A, C Y1 No
16/2.9, 5-9-16A/2.2
Alcohol (C12-C15) poly (1-6)
A P 2 2G Open No Yes O No A No 5-9-15/19.6
ethoxylates
Alcohol (C12-C15) poly (7-19)
B P 3 2G Open No Yes O No A No 5-9-15/19.6, 5-9-16/2.6
ethoxylates
Alcohol (C12-C15) poly (20+)
C P 3 2G Open No Yes O No A No
ethoxylates
Alcohol (C6-C17)(secondary)poly(3-6)
ethoxylates
Alcohol (C6-C17)(secondary)poly(7- 5-9-15/19.6, 5-9-16/2.6, 5-9-
B P 3 2G Open No Yes O No A No
12) ethoxylates 16/2.9
5-9-17
Alkanes (C6-C9) (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
1381
Section
Chapter
Part
1382
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
Alkaryl polyethers (C9-C20) B P 3 2G Open No Yes O No A, B No 5-9-15/19.6, 5-9-16/2.6
Alkyl acrylate-vinyl pyridine
C P 3 2G Cont. No No R F A No 5-9-15/19.6
copolymer in toluene
Alkyl benzene/-indane/-indene mixture
(C12-C17 total carbon) A P 2 2G Open No Yes O No A No 5-9-15/19.6
Alkyl (C3-C4) benzenes A P 3 2G Cont. No No R F A No 5-9-15/19.6

Alkyl (C5-C8) benzenes A P 2 2G Open No Yes O No A No 5-9-15/19.6
2586,
Alkyl benzene sulphonic acid C S/P 3 2G Open No Yes O No A No 5-9-16/2.7, 5-9-16/2.8
2584
Alkyl benzene sulphonic acid, sodium
C P 3 2G Open No NF O No No No 5-9-16/2.7, 5-9-16/2.8, 5-9-16/2.9
salt solution
Alkyl (C7-C9) nitrates B S/P 2 2G Open No Yes O No A,B No 5-9-15/19.6, 5-9-15/20, 5-9-16/6
Allyl alcohol 1098 B S/P 2 2G Cont. No T2 IIB No C F-T A E 5-9-15/12, 5-9-15/17, 5-9-15/19
Allyl chloride 1100 B S/P 2 2G Cont. No T2 IIA No C F-T A E 5-9-15/12, 5-9-15/17, 5-9-15/19
Aluminium chloride (30% or less)/
Hydrochloric acid (20% or less) D S 3 1G Cont. No NF R T No E(f) 5-9-15/11
solution
2-(2-Aminoethoxy) ethanol 3055 D S 3 2G Open No Yes O No A,D N2 No 5-9-15/19.6
Aminoethyl ethanolamine (D) S 3 2G Open No T2 IIA Yes O No A N1 No
N-Aminoethylpiperazine 2815 D S 3 2G Cont. No Yes R T A N2 No 5-9-15/19.6
2-Amino-2-methyl-1-propanol (90% or
D S 3 2G Open No Yes O No A N1 No
less)
A,B,
Ammonia aqueous (28% or less) 2672 (m) C S/P 3 2G Cont. No NF R T N4 E(a)
C
Ammonium bisulphite Solution (70%
D S 3 2G Cont. No NF R T No Y5 No 5-9-15/16.1, 5-9-15/16.6
or less)
Ammonium nitrate solution (93% or 5-9-15/2, 5-9-15/11.4, 5-9-
D S 2 1G Open No NF O No No Y4 No
5-9-17
less) 15/11.6, 5-9-15/18, 5-9-15/19.6
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
Ammonium sulphide solution (45% or 5-9-15/12, 5-9-15/16.1, 5-9-
2683 B S/P 2 2G Cont. No No C F-T A N1 E
less) 15/17, 5-9-15/19, 5-9-16/6
Ammonium thiocyanate (25% or less)/
Ammonium thiosulphate (20% or less) (C) P 3 2G Open No NF O No No No
solution
Ammonium thiosulphate solution (60%
(C) P 3 2G Open No NF O No No No 5-9-16/2.9
or less)
Amyl acetate (all isomers) 1104 C P 3 2G Cont. No No R F A No 5-9-15/9.6
Aniline 1547 C S/P 2 2G Cont. No T1 IIA Yes C T A No 5-9-15/12, 5-9-15/17, 5-9-15/19
Aviation alkylates (C8 paraffins and
(C) P 3 2G Cont. No No R F B No 5-9-15/19.6
isoparaffins BPT 95—120°C) (bb)
Benzene and mixtures having 10% 5-9-15/12.1, 5-9-15/17, 5-9-
1114(t) C S/P 3 2G Cont. No T1 IIA No C F-T A,B No
benzene or more• 15/19.6, 5-9-16/2.9
Benzene sulphonyl chloride 2225 D S 3 2G Cont. No Yes R T A,D N1 No 5-9-15/19.6
Benzyl acetate C P 3 2G Open No Yes O No A No
Benzyl alcohol C P 3 2G Open No Yes O No A No
5-9-15/12, 5-9-15/13, 5-9-15/17,
Benzyl chloride 1738 B S/P 2 2G Cont. No T1 IIA Yes C T A,B E
5-9-15/19
Butene oligomer B P 3 2G Open No Yes O No A No 5-9-15/19.6
Butyl acetate (all isomers) C P 3 2G Cont. No No R F A No 5-9-15/19.6
5-9-15/13, 19.6, 5-9-16/6.1, 5-9-
Butyl acrylate (all isomers) B S/P 2 2G Cont. No T2 IIB No R F-T A No
16/6.2
Butylamine (all isomers) C S/P 2 2G Cont. No No R F-T A N1 E 5-9-15/12, 5-9-15/17, 5-9-15/19.6
Butylbenzene (all isomers) 2709 A P 3 2G Cont. No No R F A No 5-9-15/19.6
Butyl benzyl phthalate A P 2 2G Open No Yes O No A No 5-9-15/19.6
Butyl butyrate (all isomers) B P 3 2G Cont. No No R F A No 5-9-15/19.6
Butyl/Decyl/Cetyl/Eicosyl methacrylate D S 3 2G Cont. No Yes R No A,D No 5-9-15/13, 5-9-16/6.1, 5-9-16/6.2
5-9-17
1383
•
For mixtures containing no other components with safety hazards and where the pollution category is C or less.
Section
Chapter
Part
1384
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
mixture
5-9-15/8.1 to 5-9-15/8.7, 5-9-
15/8.12, 5-9-15/8.13, 5-9-15/8.16
1,2-Butylene oxide 3022 C S/P 3 2G Cont. Inert T2 IIB No R F A,C Z No to 5-9-15/8.19, 5-9-15/8.21, 5-9-
15/8.25, 5-9-15/8.27, 5-9-15/8.29,
5-9-15/19.6
5-9-15/4.6, 5-9-15/12, 5-9-
n-Butyl ether 1149 C S/P 3 2G Cont. Inert T4 IIB No R F-T A No
15/19.6
Butyl methacrylate D S 3 2G Cont. No IIA No R F-T A,D No 5-9-15/13, 5-9-16/6.1, 5-9-16/ 6.2
n-Butyl propionate 1914 C P 3 2G Cont. No No R F A No 5-9-15/19.6
Butyraldehyde (all isomers) C S/P 3 2G Cont. No T3 IIA No R F-T A No 5-9-15/16.1, 5-9-15/19.6
5-9-15/11.2 to 5-9-15/11.4, 5-9-
Butyric acid 2820 D S 3 2G Cont. No Yes R No A Y1 No
15/11.6 to 5-9-15/11.8
Calcium alkyl (C9) phenolsulphide/
A P 2 2G Open No Yes O No A,B No 5-9-15/19.6
polyolefin phosphorosulphide mixture
Calcium hypochlorite solution (15% or
C S/P 3 2G Cont. No NF R No No N5 No 5-9-15/16.1
less)
Calcium hypochlorite solution (more
B S/P 3 2G Cont. No NF R No No N5 No 5-9-15/16.1, 19.6
than 15%)
Calcium long chain alkyl salicylate
(C13+) C P 3 2G Open No Yes O No A, B No 5-9-16/2.7, 5-9-16/2.8
Camphor oil B S/P 2 2G Cont. No IIA No R F A,B No 5-9-15/19.6

Carbolic oil A S/P 2 2G Cont. No Yes C F-T A No 5-9-15/12, 5-9-15/19
Pad+
Carbon disulphide 1131 B S/P 2 1G Cont. T6 IIC No C F-T C E 5-9-15/3, 5-9-15/12, 5-9-15/19
Inert
Carbon tetrachloride 1846 B S/P 3 2G Cont. No NF C T No Z E 5-9-15/12, 5-9-15/17, 5-9-15/19.6

Cashew nut shell oil (untreated) D S 3 2G Cont. No Yes R T A,B No
Cetyl/Eicosyl methacrylate mixture III S 3 2G Open No Yes O No A,D No 5-9-15/13, 5-9-16/6.1, 5-9-16/ 6.2
5-9-17
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
5-9-15/11.2, 11.4, 11.6 to 11.8,
Chloroacetic acid (80% or less) 1750 C S/P 2 2G Cont. No NF C No No Y5 No
12.3, 19, 5-9-16/2.9
Chlorinated paraffins (C10-C13) A P 1 2G Open No Yes O No A No 5-9-15/19
Chlorobenzene 1134 B S/P 3 2G Cont. No T1 IIA No R F-T A,B No 5-9-15/19.6
Chloroform 1888 B S/P 3 2G Cont. No NF R T No E 5-9-15/12, 5-9-15/19.6
Chlorohydrins (crude) (D) S 2 2G Cont. No IIA No C F-T A No 5-9-15/12, 5-9-15/19
4-Chloro-2-methylphenoxyacetic acid,
(C) P 3 2G Open No NF O No No N1 No
dimethylamine salt solution
5-9-15/12, 5-9-15/17, 5-9-15/18,
A,B,
o-Chloronitrobenzene 1578 B S/P 2 2G Cont. No Yes C T No 5-9-15/19, 5-9-16/2.6, 5-9-16/2.9,
D
5-9-16A/ 2.2
5-9-15/11.2 to 5-9-15/11.4, 5-9-
2- or 3- Chloropropionic acid 2511(n) (C) S/P 3 2G Open No Yes O No A Y1 No 15/11.6 to 5-9-15/11.8, 5-9-16/2.7
to 5-9-16/2.9
5-9-15/11.2 to 5-9-15/11.8, 5-9-
Chlorosulphonic acid 1754 C S/P 1 2G Cont. No NF C T No E
15/12, 5-9-15/16.2, 5-9-15/19
m-Chlorotoluene 2238 B S/P 3 2G Cont. No No R F-T A,B No 5-9-15/19.6
o-Chlorotoluene 2238 A S/P 3 2G Cont. No No R F-T A,B No 5-9-15/19.6
p-Chlorotoluene 2238 B S/P 2 2G Cont. No No R F-T A,B No 5-9-15/19.6, 5-9-16/2.9
Chlorotoluenes (mixed isomers) 2238 A S/P 2 2G Cont. No No R F-T A,B No 5-9-15/19.6
Coal tar A S/P 2 2G Cont. No T2 IIA Yes R No B,D No 5-9-15/19.6
Coal tar naphtha solvent B S/P 3 2G Cont. No T3 IIA No R F-T A,D No 5-9-15/19.6
Coal tar pitch (molten) D S 3 1G Cont. No T2 IIA Yes R No B,D No 5-9-15/19.6
Cobalt naphthenate in solvent naphtha A S/P 2 2G Cont. No No R F-T A,D No 5-9-15/19.6
Coconut oil fatty acid C P 3 2G Open No Yes O No A No 5-9-16/2.7, 5-9-16/2.8, 5-9-16/2.9
Creosote (coal tar) A S/P 2 2G Open No T2 IIA Yes O No A,D No 5-9-15/19.6
Creosote (wood) A S/P 2 2G Open No T2 IIA Yes O No A,D No 5-9-15/19.6
5-9-17
Cresols (all isomers) 2076 A S/P 2 2G Open No T1 IIA Yes O No A,B No 5-9-15/19.6
1385
Cresylic acid, dephenolized A S/P 2 2G Open No Yes O No A,B No 5-9-15/19.6

Section
Chapter
Part
1386
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
Cresylic acid, sodium salt solution A S/P 2 2G Open No Yes O No No N8 No 5-9-15/19.6
5-9-15/12, 5-9-15/16.1, 5-9-
Crotonaldehyde 1143 A S/P 2 2G Cont. No T3 IIB No R F-T A E
15/17, 5-9-15/19.6
5-9-15/13, 5-9-15/19, 5-9-16/6.1,
1,5,9-Cyclododecatriene A S/P 1 2G Cont. No Yes R T A N2 No
5-9-16/6.2
Cycloheptane (bb) 2241 (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Cyclohexane (bb) 1145 C P 3 2G Cont. No No R F A No 5-9-15/19.6, 5-9-16/2.9
Cyclohexanone 1915 D S 3 2G Open No T2 IIA No R F-T A N5 No 5-9-15/19.6
Cyclohexanone, cyclohexanol mixture D S 3 2G Cont. No Yes R F-T A N5 No
Cyclohexyl acetate 2243 (B) P 3 2G Cont. No No R F A No 5-9-15/19.6
Cyclohexylamine 2357 C S/P 3 2G Cont. No T3 IIA No R F-T A,C N1 No 5-9-15/19.6
5-9-15/19.6, 5-9-16/2.6, 5-9-

1,3-Cyclopentadiene dimer (molten) B P 2 2G Cont. No No R F A No
16/2.9, 5-9-16A/2.2
Cyclopentane (bb) 1146 (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Cyclopentene 2246 (B) P 3 2G Cont. No No R F A No 5-9-15/19.6
p-Cymene (bb) 2046 C P 3 2G Cont. No No R F A No 5-9-15/19.6
Decanoic acid C P 3 2G Open No Yes O No A No 5-9-16/2.7, 5-9-16/2.8, 5-9-16/2.9
Decene B P 3 2G Cont. No No R F A No 5-9-15/19.6
Decyl acetate (B) P 3 2G Open No Yes O No A No 5-9-15/9.6
A,C, 5-9-15/13, 5-9-15/19.6, 5-9-
Decyl acrylate A S/P 2 2G Open No T3 IIA Yes O No N2 No
D 16/6.1, 5-9-16/6.2
Decyl alcohol (all isomers) B P 3 2G Open No Yes O No A No 5-9-15/19.6, 5-9-16/2.9(s)
Decyloxytetrahydro-thiophene dioxide A S/P 2 2G Cont. No Yes R T A No 5-9-15/19.6
A,C,
Dibutylamine C S/P 3 2G Cont. No T2 IIA No R F-T N4 No 5-9-15/19.6
D
Dibutyl hydrogen phosphonate B P 3 2G Open No Yes O No A No 5-9-15/19.6 5-9-16/2.6
Dibutyl phthalate A P 2 2G Open No Yes O No A No 5-9-15/19.6
5-9-17
A,B, 5-9-15/19.6, 5-9-16/2.6(x), 5-9-
Dichlorobenzenes (all isomers) B S/P 2 2G Cont. No T1 IIA Yes R T N5 No
D 16/2.9(y), 5-9-16A/2.2(z)
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
1,1-Dichloroethane 2362 D S 3 2G Cont. No T2 IIA No R F-T A E 5-9-15/19.6
Dichloroethyl ether B S/P 2 2G Cont. No T2 IIA No R F-T A N5 No 5-9-15/19.6
1,6 Dichlorohexane B S/P 2 2G Cont. No No R T A,B No 5-9-15/19.6
A,C,
2,2-Dichloroisopropyl ether 2490 C S/P 2 2G Cont. No Yes R T N5 No 5-9-15/12, 5-9-15/17, 5-9-15/19
D
Dichloromethane 1593 D S 3 2G Cont. No T1 IIA Yes R T No No
2,4-Dichlorophenol 2021 A S/P 2 2G Cont. Dry Yes R T A N1 No 5-9-15/19.6
2,4-Dichlorophenoxyacetic acid,
A S/P 3 2G Open No NF O No No N1 No 5-9-15/19.6
diethanolamine salt solution
dimethylamine salt solution (70% or A S/P 3 2G Open No NF O No No N1 No 5-9-15/19.6
less)
A S/P 3 2G Open No NF O No No N1 No 5-9-15/19.6
triisopropanolamine salt solution
1,1 Dichloropropane C S/P 2 2G Cont. No No R F-T A,B Z No 5-9-15/12, 5-9-15/19.6
1,2-Dichloropropane 1279 C S/P 2 2G Cont. No T1 IIA No R F-T A,B Z No 5-9-15/12, 5-9-15/19.6
1,3-Dichloropropane D S 2 2G Cont. No T1 IIA No R F-T A,B No 5-9-15/12, 5-9-15/19.6
5-9-15/12, 5-9-15/17, 5-9-15/18,
1,3-Dichloropropene 2047 B S/P 2 2G Cont. No T2 IIA No C F-T A,B E
5-9-15/19
Dichloropropene/Dichloropropane A,B, 5-9-15/12, 5-9-15/17, 5-9-15/18,
B S/P 2 2G Cont. No No C F-T E
mixtures D 5-9-15/19
5-9-15/11.2, 5-9-15/11.4, 5-9-
2,2-Dichloropropionic acid D S 3 2G Cont. Dry Yes R No A Y5 No
15/11.6 to 5-9-15/11.8
Diethanolamine D S 3 2G Open No T1 IIA Yes O No A N2 No
Diethylamine 1154 C S/P 3 2G Cont. No T2 IIA No R F-T A N1 E 5-9-15/12, 5-9-15/19.6
Diethylaminoethanol 2686 C S/P 3 2G Cont. No T2 IIA No R F-T A,C N1 No 5-9-15/19.6
B,C,
2,6-Diethylaniline C S/P 3 2G Open No Yes O No N4 No 5-9-15/19.6, 5-9-16/2.9
D
5-9-17
Diethylbenzene 2049 A P 3 2G Cont. No No R F A No 5-9-15/19.6
1387
Diethylenetriamine 2079 D S 3 2G Open No T2 IIA Yes O No A N2 No

Section
Chapter
Part
1388
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
Diethyl ether 1155 III S 2 1G Cont. Inert T4 IIB No C F-T A N7 E 5-9-15/4, 5-9-15/14, 5-9-15/19
Di(2-ethylhexyl)phosphoric acid 1902 C S/P 3 2G Open No Yes O No A,D N2 No
Diethyl phthalate C P 3 2G Open No Yes O No A No
Diethyl sulphate 1594 (B) S/P 2 2G Cont. No Yes C T A N3 No 5-9-15/19.6
Diglycidyl ether of bisphenol A B P 3 2G Open No Yes O No A No 5-9-15/19.6, 5-9-16/2.6
Diglycidyl ether of bisphenol F B P 3 2G Open No Yes O No A No 5-9-15/19.6, 5-9-16/2.6
Di-n-hexyl adipate B P 3 2G Open No Yes O No A No 5-9-15/19.6
A,C,
Diisobutylamine 2361 (C) S/P 2 2G Cont. No No R F-T N1 No 5-9-15/12.3, 5-9-15/19.6
D
Diisobutylene 2050 B P 3 2G Cont. No No R F A No 5-9-15/19.6
Diisobutyl phthalate B P 3 2G Open No Yes O No A No 5-9-15/19.6, 5-9-16/2.6
Diisopropanolamine C S/P 3 2G Open No T2 IIA Yes O No A N2 No 5-9-16/2.7, 5-9-16/2.8, 5-9-16/2.9

Diisopropylamine 1158 C S/P 2 2G Cont. No T2 IIA No C F-T A N2 E 5-9-15/12, 5-9-15/19
Diisopropylbenzene (all isomers) A P 2 2G Open No Yes O No A No 5-9-15/19.6
N,N-Dimethylacetamide solution (40%
D S 3 2G Cont. No Yes R T B N4 No 5-9-15/12.1, 5-9-15/17
or less)
Dimethyl adipate B P 3 2G Open No Yes O No A No 5-9-15/19.6, 5-9-16/2.9
A,C,
Dimethylamine solution (45% or less) 1160 C S/P 3 2G Cont. No T2 IIA No R F-T N1 No 5-9-15/12, 5-9-15/19.6
D
Dimethylamine solution (greater than A,C,
1160 C S/P 2 2G Cont. No No C F-T N1 E 5-9-15/12, 5-9-15/17, 5-9-15/19
45% but not greater than 55%) D
Dimethylamine solution (greater than A,C, 5-9-15/12, 5-9-15/14, 5-9-15/17,
1160 C S/P 2 2G Cont. No No C F-T N1 E
55% but not greater than 65%) D 5-9-15/19
N,N-Dimethylcyclohexylamine 2264 C S/P 2 2G Cont. No No R F-T A,C N1 No 5-9-15/12, 5-9-15/17, 5-9-15/19.6
Dimethylethanolamine 2051 D S 3 2G Cont. No T3 IIA No R F-T A,D N2 No 5-9-15/19.6
Dimethylformamide 2265 D S 3 2G Cont. No T2 IIA No R F-T A,D No 5-9-15/19.6
Dimethyl glutarate C P 3 2G Open No Yes O No A No
5-9-17
Dimethyl hydrogen phosphite (B) S/P 3 2G Cont. No Yes R T A,D No 5-9-15/12.1
Dimethyl octanoic acid (C) P 3 2G Open No Yes O No A No 5-9-16/2.8, 5-9-16/2.9
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
Dimethyl phthalate C P 3 2G Open No Yes O No A No
Dimethyl succinate C P 3 2G Open No Yes O No A No 5-9-16/2.9
5-9-15/12, 5-9-15/17, 5-9-15/19,
Dinitrotoluene (molten) 1600 A S/P 2 2G(o) Cont. No Yes C T A No
5-9-15/21
1,4-Dioxane 1165 D S 2 2G Cont. No T2 IIB No C F-T A No 5-9-15/12, 5-9-15/19
Dipentene 2052 C P 3 2G Cont. No No R F A No 5-9-15/19.6
Diphenyl A P 1 2G Open No Yes O No B No 5-9-15/19
Diphenylamine reaction product with
(A) S/P 1 2G Open No Yes O No A No 5-9-15/19
2,2,4-Trimethylpentene
Diphenylamines, alkylated A P 2 2G Open No Yes O No A No 5-9-15/19.6
Diphenyl/Diphenyl ether mixtures A P 1 2G Open No Yes O No B No 5-9-15/19
Diphenyl ether A P 3 2G Open No Yes O No A No 5-9-15/19.6
Diphenylether/Diphenyl phenyl ether
mixture
A,B, 5-9-15/12, 5-9-15/16.2, 5-9-
Yes
Diphenylmethane diisocyanate 2489 (B) S/P 2 2G Cont. Dry C T(b) C(c), N5 No 15/17, 5-9-15/19.6, 5-9-16/2.6, 5-
(b)
D 9-16/2.9, 5-9-16A/2.2
Diphenylol propane-epichlorohydrin
B P 3 2G Open No Yes O No A No 5-9-15/19.6, 5-9-16/2.6
resins
Di-n-propylamine 2383 C S/P 3 2G Cont. No No R F-T A N2 No 5-9-15/12.3, 5-9-15/19.6
Dodecene (all isomers) (B) P 3 2G Open No Yes O No A No 5-9-15/19.6
5-9-15/19.6, 5-9-16/2.6, 5-9-
Dodecyl alcohol B P 3 2G Open No Yes O No A No
16/2.9, 5-9-16A/2.2
Dodecylamine/Tetradeclyamine
A S/P 2 2G Cont. No Yes R T A,D N2 No 5-9-15/19.6
mixture
Dodecyldimethylamine/Tetradecy B,C,
A S/P 2 2G Open No Yes O No N4 No 5-9-15/9.6
Idimethylamine mixture D
Dodecyl diphenyl ether disulphonate
A S/P 2 2G Open No NF O No No No 5-9-15/19.6
5-9-17
solution
1389
Dodecyl methacrylate III S 3 2G Open No Yes O No A No 5-9-15/13

Section
Chapter
Part
1390
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
Dodecyl/Pentadecyl methacrylate
III S 3 2G Open No Yes O No A,D No 5-9-15/13, 5-9-16/6.1, 5-9-16/6.2
mixture
Dodecyl phenol A P 1 2G Open No Yes O No A No 5-9-15/19
Drilling brines (containing Zinc salts) B P 3 2G Open No Yes O No No No 5-9-15/19.6
Epichlorohydrin 2023 A S/P 1 2G Cont. No IIB No C F-T A E 5-9-15/12, 5-9-15/17, 5-9-15/19
Ethanolamine 2491 D S 3 2G Open No T2 IIA Yes O F-T A N2 No
2-Ethoxyethyl acetate 1172 C P 3 2G Cont. No No R F A No 5-9-15/19.6
5-9-15/13, 5-9-15/19.6, 5-9-
Ethyl acrylate 1917 A S/P 2 2G Cont. No T2 IIB No R F-T A E
16/6.1, 5-9-16/6.2
Ethylamine 1036 (C) S/P 2 1G Cont. No T2 IIA No C F-T C,D N2 E 5-9-15/12, 5-9-15/14, 5-9-15/19.6
5-9-15/12, 5-9-15/14, 5-9-15/17,
Ethylamine solutions (72% or less) 2270 (C) S/P 2 2G Cont. No No C F-T A,C N1 E
5-9-15/19
Ethylamyl ketone 2271 C P 3 2G Cont. No No R F A No 5-9-15/19.6
Ethylbenzene 1175 B P 3 2G Cont. No No R F A No 5-9-15/19.6
N-Ethylbutylamine (C) S/P 3 2G Cont. No No R F-T A N1 No 5-9-15/12.3, 19.6
Ethyl butyrate 1180 C P 3 2G Cont. No No R F A No 5-9-15/19.6
Ethylcyclohexane (bb) (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
N-Ethylcyclohexylamine D S 3 2G Cont. No No R F-T A N1 No 5-9-15/19.6
Ethylene chlorohydrin 1135 C S/P 2 2G Cont. No T2 IIA No C F-T A,D E 5-9-15/12, 5-9-15/17, 5-9-15/19
Ethylene cyanohydrin (D) S 3 2G Open No IIB Yes O No A No
Ethylenediamine 1604 C S/P 2 2G Cont. No T2 IIA No R F-T A N2 No 5-9-15/19.6, 5-9-16/2.9
5-9-15/12, 5-9-15/19.6, 5-9-
Ethylene dibromide 1605 B S/P 2 2G Cont. No NF C T No E
16/2.9
Ethylene dichloride 1184 B S/P 2 2G Cont. No T2 IIA No R F-T A,B N4 No 5-9-15/19
Ethylene glycol butyl ether acetate (C) P 3 2G Open No Yes O No A No
Ethylene glycol diacetate C P 3 2G Open No Yes O No A No
Ethylene glycol methyl ether acetate C P 3 2G Open No Yes O No A No
5-9-17
Ethylene glycol monoalkyl ethers D S 3 2G Cont. No No R F A No 5-9-15/19.6
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
Ethylene oxide/Propylene oxide
5-9-15/8, 5-9-15/12, 5-9-15/14, 5-
mixture with an Ethylene oxide content 2983 C S/P 2 1G Cont. Inert T2 IIB No C F-T A,C No
9-15/19
of not more than 30% in weight
Ethyl-3-ethoxypropionate C P 3 2G Cont. No No R No A No 5-9-15/19.6
5-9-15/13, 5-9-15/19.6, 5-9-
2-Ethylhexyl acrylate B S/P 3 2G Open No T3 IIB Yes O No A No
16/6.1, 5-9-16/6.2
2-Ethylhexylamine 2276 B S/P 2 2G Cont. No No R F-T A N2 No 5-9-15/12, 5-9-15/19.6
5-9-15/12.1, 5-9-15/16.1, 5-9-
Ethylidene norbornene B S/P 3 2G Cont. No No R F-T A,D N4 No
15/19.6
5-9-15/13, 5-9-15/19.6, 5-9-
Ethyl methacrylate 2277 (D) S 3 2G Cont. No T2 IIA No R F-T A,D No
16/6.1, 5-9-16/ 6.2
o-Ethylphenol (A) S/P 3 2G Open No T1 IIA Yes O No B No 5-9-15/19.6
2-Ethyl-3-propylacrolein (A) S/P 3 2G Cont. No IIA No R F-T A No 5-9-15/19.6
Ethyltoluene (B) P 3 2G Cont. No No R F A No 5-9-15/19.6
5-9-15/11, 19.6, Part 5, 5-9-
Ferric chloride solutions 2582 C S/P 3 2G Open No NF O No No No
16/2.9
Ferric nitrate/Nitric acid solution C S/P 2 2G Cont. No NF R T No E 5-9-15/11, 5-9-15/19
Fluorosilicic acid (20-30%) in water
1778 C S/P 3 1G Cont. No NF R T No E 5-9-15/11
solution
1198(d), 5-9-15/16.1, 5-9-15/19.6, 5-9-
Formaldehyde solutions (45% or less) C S/P 3 2G Cont. No T2 IIB No R F-T A E(e)
2209 16/2.9
Y2, 5-9-15/11.2 to 5-9-15/11.4, 5-9-
Formic acid 1779 D S 3 2G Cont. No T1 IIA No R T(v) A E 15/11.6 to 5-9-15/11.8, 5-9-
Y3 15/19.6
Fumaric adduct of rosin, water
B P 3 2G Open No Yes O No No No 5-9-15/19.6, 5-9-16/2.6
dispersion
Furfural 1199 C S/P 3 2G Cont. No T2 IIB No R F-T A No 5-9-15/16.1, 5-9-15/19.6
Furfuryl alcohol 2874 C P 3 2G Open No Yes O No A No
Glutaraldehyde solutions (50% or less) D S 3 2G Open No NF O No No No 5-9-15/16.1
5-9-17
1391
Glycidyl ester of C10 trialkylacetic acid B P 3 2G Open No Yes O No A No 5-9-15/19.6

Section
Chapter
Part
1392
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
Heptane (all isomers) (bb) 1206 (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Heptanol (all isomers) (q) C P 3 2G Cont. No No R F A No 5-9-15/19.6
Heptene (all isomers) (bb) C P 3 2G Cont. No. No R F A No 5-9-15/19.6
Heptyl acetate (B) P 3 2G Open No Yes O No A No 5-9-15/19.6
Hexamethylenediamine solution 1783 C S/P 3 2G Cont. No Yes R T A N2 No 5-9-15/19.6, 5-9-16/2.9
Hexamethyleneimine 2493 C S/P 2 2G Cont. No No R F-T A,C N1 No 5-9-15/19.6
Hexane (all isomers)(bb) 1208 (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Hexene (all isomers)(bb) (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Hexyl acetate 1233 B P 3 2G Cont. No No R F A No 5-9-15/19.6
Hydrochloric acid 1789 D S 3 1G Cont. No NF R T No E(f) 5-9-15/11
Hydrogen peroxide solutions (over 8% 2014, 5-9-15/5.14 to 5-9-15/5.26, 5-9-
C S/P 3 2G Cont. No NF C No No No
but not over 60%) 2984 15/18, 5-9-15/19.6
Hydrogen peroxide solutions (over 60% 5-9-15/5.1 to 5-9-15/5.13, 5-9-
2015 C S/P 2 2G Cont. No NF C No No No
but not over 70%) 15/19.6
5-9-15/12, 5-9-15/13, 5-9-
2-Hydroxyethyl acrylate B S/P 2 2G Cont. No Yes C T A No
15/19.6, 5-9-16/6.1, 5-9-16/6.2
2-Hydroxy-4-(methylthio)butanoic acid C P 3 2G Open No Yes O No A No 5-9-16/2.7, 5-9-16/2.8
Isophoronediamine 2289 D S 3 2G Cont. No Yes R T A N2 No
A,B, 5-9-15/12, 5-9-15/16.2, 5-9-
Isophorone diisocyanate 2290 B S/P 2 2G Cont. Dry Yes C T N5 No
D 15/17, 5-9-15/19.6
5-9-15/13, 5-9-15/14, 5-9-
Isoprene 1218 C S/P 3 2G Cont. No T3 IIB No R F B No
15/19.6, 5-9-16/6.1, 5-9-16/6.2
Isopropanolamine C S/P 3 2G Open No T2 IIA Yes O F-T A N2 No 5-9-16/2.8, 2.9
Isopropylamine 1221 C S/P 2 2G Cont. No T2 IIA No C F-T C,D N2 E 5-9-15/12, 5-9-15/14, 5-9-15/19
5-9-15/19.6, 5-9-16/2.7, 5-9-
Isopropylcyclohexane (bb) (C) P 3 2G Cont. No No R F A No
16/2.8
5-9-15/4.6, 5-9-15/13.3, 5-9-
Isopropyl ether 1159 D S 3 2G Cont. Inert No R F A No
15/19.6
5-9-17
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
5-9-15/1, 5-9-15/12, 5-9-15/17, 5-
A,C,
Lactonitrile solution (80% or less) B S/P 2 1G Cont. No Yes C T Y1 E 9-15/18, 5-9-15/19, 5-9-16/2.6, 5-
D
9-16/6
5-9-15/19.6, 5-9-16/2.6, 5-9-
Lauric acid B P 3 2G Open No Yes O No A No
16/2.9, 5-9-16A/2.2
5-9-15/9.6, 5-9-16/2.6, 5-9-
Lauryl polyglucose (50% or less) (B) P 3 2G Open No Yes O No No No
16/2.9, 5-9-16A/2.2
5-9-15/12, 5-9-15/19.6, 5-9-
Liquid chemical wastes A S/P 2 2G Cont. No No C F-T A E
20/5.1
Long chain alkaryl polyether (C11-C20) C P 3 2G Open No Yes O No A,B No 5-9-16/2.7, 5-9-16/2.8
Long chain polyetheramine in alkyl 5-9-15/19.6, 5-9-16/2.7, 5-9-
(C2-C4) benzenes C P 3 2G Cont. No No R F A No
16/2.8
Long chain polyetheramine in aromatic 5-9-15/19.6, 5-9-16/2.7, 5-9-
C P 3 2G Cont. No No R F A No
solvent 16/2.8
Magnesium long chain alkyl
salicylate(C11+) C P 3 2G Open No Yes O No A,B No 5-9-16/2.7, 5-9-16/2.8
A(g),
Maleic anhydride 2215 D S 3 2G Cont. No Yes R No No
C
Mercaptobenzothiazol, sodium salt
B S/P 3 2G Open No NF O No No N1 No 5-9-15/19.6, 5-9-16/2.9
solution
Mesityl oxide 1229 D S 3 2G Cont. No T2 IIB No R F-T A No 5-9-15/19.6
Metam sodium solution A S/P 3 2G Open No NF O No No N1 No 5-9-15/19.6
Methacrylic acid 2531 D S 3 2G Cont. No Yes R T A Y1 No 5-9-15/13, 5-9-16/ 6.1
Methacrylic resin in ethylene dichloride B S/P 2 2G Cont. No T2 IIA No R F-T A,B N4 No 5-9-15/19, 5-9-16/2.6
5-9-15/12, 5-9-15/13, 5-9-15/17,
Methacrylonitrile 3079 D S 2 2G Cont. No No C F-T A N4,Z E
5-9-15/19
5-9-15/13, 5-9-15/19.6, 5-9-
Methyl acrylate 1919 B S/P 2 2G Cont. No T1 IIB No R F-T A E
16/6.1, 5-9-16/6.2
5-9-17
A,C,
1393
Methylamine solutions (42% or less) 1235 C S/P 2 2G Cont. No No C F-T N1 E 5-9-15/12, 5-9-15/17, 5-9-15/19
D
Section
Chapter
Part
1394
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
Methylamyl acetate 1233 (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Methylamyl alcohol 2053 (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Methyl butyrate 1237 (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Methylcyclohexane (bb) 2296 (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Methylcyclopentadiene dimer (B) P 3 2G Cont. No No R F B No 5-9-15/19.6
Methyl diethanolamine D S 3 2G Open No Yes O No A N2 No
2-Methyl-6-ethyl aniline C S/P 3 2G Open No Yes O No A,D No
2-Methyl-5-ethyl pyridine 2300 (B) S/P 3 2G Open No IIA Yes O No A,D N4 No 5-9-15/19.6
Methyl formate 1243 D S 2 2G Cont. No No R F-T A E 5-9-15/12, 5-9-15/14, 5-9-15/19
Methyl heptyl ketone B P 3 2G Cont. No No R F A No 5-9-15/19.6
A,B,
2-Methyl-2-hydroxy-3-butyne III S 3 2G Cont. No IIA No R F-T N6 No 5-9-15/19.6

D
5-9-15/13, 5-9-15/19.6, 5-9-
Methyl methacrylate 1247 D S 2 2G Cont. No T2 IIA No R F-T A No
16/6.1, 5-9-16/6.2
Methyl naphthalene (molten) A S/P 2 2G Cont. No Yes R No A, D No 5-9-15/19.6
2-Methylpyridine 2313 D S 2 2G Cont. No No C F A N4 No 5-9-15/12.3, 5-9-15/19.6
3-Methylpyridine 2313 C S/P 2 2G Cont. No No C F A,C N4 No 5-9-15/12.3, 5-9-15/19
5-9-15/12.3, 5-9-15/19, 5-9-
4-Methylpyridine 2313 D S 2 2G Cont. No No C F-T A N4 No
16/2.9
Methyl salicylate (B) P 3 2G Open No Yes O No A No 5-9-15/19.6
• 5-9-15/13, 5-9-15/19.6, 5-9-
alpha-Methylstyrene 2303 A S/P 3 2G Cont. No T1 IIB No R F-T A,D No
16/6.1, 5-9-16/6.2
Morpholine 2054 D S 3 2G Cont. No T2 IIA No R F A N2,Z No 5-9-15/19.6
Motor fuel anti-knock compounds 5-9-15/6, 5-9-15/12, 5-9-15/18, 5-
1649 A S/P 1 1G Cont. No T4 IIA No C F-T A,C E
(containing lead alkyls) 9-15/19
Naphthalene (molten) 2304 A S/P 2 2G Cont. No T1 IIA Yes R No A,D No 5-9-15/19.6
Napthenic acids A P 2 2G Open No Yes O No A No 5-9-15/19.6
5-9-17
•
Only certain alcohol resistant foams are effective.
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
Neodecanoic acid C P 3 2G Open No Yes O No A No 5-9-16/2.8
Nitrating acid (mixture of sulphuric and 5-9-15/11, 15-9-15/6.2, 5-9-
1796 (C) S/P 2 2G Cont. No NF C T No E
nitric acids) 15/17, 5-9-15/19
Nitric acid (less than 70%) 2031 C S/P 2 2G Cont. No NF R T No E 5-9-15/11, 5-9-15/19
2031,
Nitric acid (70% and over) C S/P 2 2G Cont. No NF C T No E 5-9-15/11, 5-9-15/19
2032(h)
5-9-15/12, 5-9-15/17, 5-9-15/18,
Nitrobenzene 1662 B S/P 2 2G Cont. No T1 IIA Yes C T A,D No
5-9-15/19, 5-9-16/2.9
5-9-15/12, 5-9-15/19.6, 5-9-
o-Nitrophenol (molten) 1663 B S/P 2 2G Cont. No Yes C T A,D No
16/2.6, 5-9-16/2.9, 5-9-16A/2.2
1- or 2-Nitropropane 2608 D S 3 2G Cont. No T2 IIB No R F-T A No 5-9-15/19.6
Nitropropane (60%)/Nitroethane (40%)
D S 3 2G Cont. No No R F-T A(u) N4 No 5-9-15/19.6
mixture
5-9-15/12, 5-9-15/17, 5-9-15/19,
(o- or p-) Nitrotoluenes 1664 B S/P 2 2G Cont. No IIB Yes C T A,B No
5-9-16/2.9
Nonane (all isomers) (bb) 1920 (C) P 3 2G Cont. No No R F B,C No 5-9-15/19.6
Nonene (all isomers) B P 3 2G Cont. No No R F A No 5-9-15/19.6
Nonyl Acetate (C) P 3 2G Open No Yes O No A No 5-9-15/19.6
Nonyl alcohol (all isomers) C P 3 2G Open No Yes O No A No
Nonyl phenol A P 2 2G Open No Yes O No A No 5-9-15/19.6
5-9-15/19.6, 5-9-16/2.6, 5-9-
Nonyl phenol poly(4-12) ethoxylates B P 3 2G Open No Yes O No A No
16/2.9, 5-9-16A/2.2(aa)
Noxious liquid, N.F, (1) n.o.s.
A P 1 2G Open No Yes O No A No 5-9-15/19
(tradename..., contains...) S.T.1, Cat.A•
Noxious liquid, F, (2) n.o.s. A P 1 2G Cont. No No R F A No 5-9-15/19
•
In case of a specific n.o.s. cargo assessed as falling within this n.o.s. group that is carried on a ship, this entry, including the cargo’s trade name and one or two principle components, should be provided in the shipping document. Abbreviations
used mean:
N.F: Flashpoint exceeding 60°C (closed cup test) S.T. : Ship type
5-9-17
F: Flashpoint not exceeding 60°C (closed cup test) Cat.: Pollution category
1395
n.o.s.: not otherwise specified m.p.: Melting point

Section
Chapter
Part
1396
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group
Class

60°C
Noxious liquid, F, (4) n.o.s.
A P 2 2G Cont. No No R F A No 5-9-15/19.6
Noxious liquid, N.F, (5) n.o.s. 5-9-15/19.6, [5-9-16/2.6, 5-9-
(tradename..., contains...) S.T.2, Cat.B• 16/2.9] ••
(Noxious liquid, N.F, (6) n.o.s.
5-9-15/19.6, [5-9-16/2.6] ••, 5-9-
tradename..., contains...) S.T.2, Cat.B•, B P 2 2G Open No Yes O No A No
16/2.9, 5-9-16A/2.2
mp 15°C+
5-9-15/19.6, [5-9-16/2.6, 5-9-
(tradename…, contains…) S.T.2, B P 2 2G Cont. No No R F A No
16/2.9] ••
Cat.B•

5-9-15/19.6, [5-9-16/2.6] ••, 5-9-
(tradename..., contains...) S.T.2, Cat.B•, B P 2 2G Cont. No No R F A No
16/2.9, 5-9-16A/2.2
mp 15°C+
A P 3 2G Cont. No No R F A No 5-9-15/19.6
•
used mean:
••
For high viscosity or high melting point cargoes
5-9-17
•
used mean:
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
(tradename..., contains...) S.T.3, Cat.B•, B P 3 2G Open No Yes O No A No 16/2.9] ••, 5-9-16/2.9, 5-9-
mp 15°C+ 16A/2.2
Noxious liquid, F, (13) n.o.s. 5-9-15/19.6, [5-9-16/2.6, 5-9-
B P 3 2G Cont. No No R F A No
Noxious liquid, F, (14) n.o.s. ••
5-9-15/19.6, [5-9-16/.6] 5-9-
(tradename..., contains...) S.T.3, Cat.B•, B P 3 2G Cont. No No R F A No
16/2.9, 5-9-16A/2.2
mp 15°C+
C P 3 2G Cont. No Yes O No A No [5-9-16/2.7 to 5-9-16/2.9] ••
(tradename..., contains...) S.T.3, Cat.C•
C P 3 2G Cont. No No R F A No [5-9-16/2.7 to 5-9-16/2.9] ••
(tradename..., contains...) S.T.3, Cat.C•
Octane (all isomers) 1262 (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
Octanol (all isomers) C P 3 2G Open No Yes O No A No
Octene (all isomers) B P 3 2G Cont. No No R F A No 5-9-15/19.6
n-Octyl acetate C P 3 2G Open No Yes O No A No
Octyl aldehydes 1191 (B) P 3 2G Cont. No No R F A No 5-9-15/19.6, 5-9-16/2.9
Olefin mixtures (C5-C7) (bb) C P 3 2G Cont. No No R F A No 5-9-15/19.6
Olefin mixtures (C5-C15) B P 3 2G Cont. No No R F A No 5-9-15/19.6
alpha-Olefins (C6-C18) mixtures 5-9-15/19.6, 5-9-16/2.6, 5-9-

B P 3 2G Cont. No No R F A No
16/2.9
5-9-15/11.2 to 5-9-15/11.8, 5-9-
Oleum 1831 C S/P 2 2G Cont. No NF C T No E 15/12.1, 5-9-15/16.2, 5-9-15/17,
5-9-15/19, 5-9-16/2.7, 5-9-16/2.8
Oleylamine A S/P 2 2G Cont. No Yes R T A No 5-9-15/19.6
5-9-17
1397
••
For high viscosity or high melting point cargoes
Section
Chapter
Part
1398
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
9
5
17
Construction
Materials of
UN Number
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control

Group
Class
60°C
Palm kernel acid oil C P 3 2G Open No Yes O No A,B No 5-9-16/2.7 to 5-9-16/2.9
Paraldehyde 1264 C S/P 3 2G Cont. No T3 IIB No R F A No 5-9-15/19.6, 5-9-16/2.9
Pentachloroethane 1669 B S/P 2 2G Cont. No NF R T No No 5-9-15/12, 5-9-15/17, 5-9-15/19.6
1,3-Pentadiene C S/P 3 2G Cont. No No R F-T A,B No 5-9-15/13, 5-9-15/19.6, 5-9-16/6
Pentane (all isomers) (bb) 1265 (C) P 3 2G Cont. No No R F A No 5-9-15/14, 5-9-15/19.6
Pentene (all isomers) (bb) C P 3 2G Cont. No No R F A No 5-9-15/14, 5-9-15/19.6
n-Pentyl propionate C P 3 2G Cont. No No R F A No 5-9-15/19.6
5-9-15/12.1, 5-9-15/12.2, 5-9-
Perchloroethylene 1897 B S/P 3 2G Cont. No NF R T No No
15/19.6
5-9-15/12, 5-9-15/19, 5-9-16/2.7,
Phenol 2312 C S/P 2 2G Cont. No T1 IIA Yes C T A No
5-9-16/2.8, 5-9-16/2.9
1-Phenyl-1-xylyl ethane (bb) C P 3 2G Open No Yes O No A,B No

5-9-15/11.1 to 5-9-15/11.4, 5-9-
Phosphoric acid 1805 D S 3 2G Open No NF O No No No
15/11.6 to 5-9-15/11.8
Pad +
(vent No
Phosphorus, yellow or white A S/P 1 1G Cont. C No C E 5-9-15/7, 5-9-15/19
or (k)
inert)
Phthalic anhydride (molten) 2214 C S/P 3 2G Cont. No T1 IIA Yes R No A,D No 5-9-16/2.7 to 5-9-16/2.9
alpha-Pinene A P 3 2G Cont. No No R F A No 5-9-15/19.6
beta-Pinene 2368 B P 3 2G Cont. No No R F A No 5-9-15/19.6
Pine oil 1272 C P 3 2G Open No Yes O No A No 5-9-16/2.7, 5-9-16/2.8
Poly(2+)cyclic aromatics A P 2 2G Cont. No Yes R No A,D No 5-9-15/19.6
Polyalkyl (C18-C22) acrylate in Xylene 5-9-15/19.6, 5-9-16/2.7, 5-9-

C P 3 2G Cont. No No R F A No
16/2.8
Polyalkylene oxide polyol C P 3 2G Open No Yes O No A No 5-9-16/2.7, 5-9-16/2.8
Polyethylene polyamines (C) S/P 3 2G Open No Yes O No A N2 No 5-9-16/2.9
5-9-17
Polyferric sulphate solution (C) S/P 3 2G Open No NF O No No Y4 No
Polymethylene polyphenyl isocyanate D S 2 2G Cont. Dry Yes C T (b) A N5 No 5-9-15/12, 5-9-15/16.2, 5-9-
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
(b) 15/19.6
Polyolefinamine in alkyl (C2-C4) 5-9-15/19.6, 5-9-16/2.7, 5-9-
(C) P 3 2G Cont. No No R F A No
benzenes 16/2.8
5-9-15/19.6, 5-9-16/2.7, 5-9-
Polyolefinamine in aromatic solvent (C) P 3 2G Cont. No No R F A No
16/2.8
Polyolefin phosphorosulphide—barium
derivative (C28-C250) C P 3 2G Open No Yes O No A,B No 5-9-16/2.7, 5-9-16/2.8
Potassium chloride solution (10% or

C P 3 2G Open No NF O No No No
more)
Potassium hydroxide solution 1814 C S/P 3 2G Open No NF O No No N8 No 5-9-16/2.9
Potassium oleate C P 3 2G Open No Yes O No A No 5-9-15/19.6
Potassium polysulphide, Potassium
(C) S/P 3 2G Open No NF O No No N2 No 5-9-15/16.1, 5-9-15/19.6
thisulphate solution (41% or less)
n-Propanolamine C S/P 3 2G Open No Yes O No A,D N2 No 5-9-16/2.9
beta-Propiolactone D S 2 2G Cont. No IIA Yes R T A No
5-9-15/16.1, 5-9-15/17, 5-9-
Propionaldehyde 1275 C S/P 3 2G Cont. No No R F-T A E
15/19.6
5-9-15/11.2 to 5-9-15/11.4, 5-9-
Propionic acid 1848 D S 3 2G Cont. No T1 IIA No R F A Y1 E 15/11.6 to 5-9-15/11.8, 5-9-
15/19.6
Propionic anhydride 2496 C S/P 3 2G Cont. No T2 IIA Yes R T A Y1 No
5-9-15/12, 5-9-15/17, 5-9-15/18,
Propionitrile 2404 C S/P 2 1G Cont. No T1 IIB No C F-T A,D E
5-9-15/19
n-Propylamine 1277 C S/P 2 2G Cont. Inert T2 IIA No C F-T A,D N2 E 5-9-15/12, 5-9-15/19
Propylbenzene (all isomers) A P 3 2G Cont. No No R F A No 5-9-15/19.6
n-propyl chloride 1278 D S 3 2G Cont. No No R F A,B No 5-9-15/19.6
Propylene dimer (bb) (C) P 3 2G Cont. No No R F A No 5-9-15/19.6
5-9-15/8, 5-9-15/12.1, 5-9-15/14,
Propylene oxide 1280 C S/P 2 2G Cont. Inert T2 IIB No C F-T A,C Z No
5-9-17
5-9-15/19
1399
Propylene tetramer 2850 B P 3 2G Cont. No No R F A No 5-9-15/19.6

Section
Chapter
Part
1400
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
9
5
17
UN Number
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
Propylene trimer 2057 B P 3 2G Cont. No No R F A No 5-9-15/19.6
Pyridine 1282 D S 3 2G Cont. No T1 IIA No R F A N4 No 5-9-15/19.6
5-9-15/19.6, 5-9-16/2.6, 5-9-
Rosin B P 3 2G Open No Yes O No A No
16/2.9, 5-9-16A/2.2
Rosin soap (disproportionated) solution B P 3 2G Open No Yes O No A No 5-9-15/19.6
Sodium aluminate solution 1819 D S 3 2G Open No NF O No No N1 No
Sodium borohydride (15% or less)/
C S/P 3 2G Open No NF O No No N1 No 5-9-16/2.7
Sodium hydroxide solution
Sodium alkyl (C14-C17) Sulphonates
B P 3 2G Open No NF O No No No 5-9-16/2.6
60-65% solution
5-9-15/9, 5-9-15/16.1, 5-9-
Sodium chlorate solution (50% or less) 2428 III S 3 2G Open No NF O No No No
15/19.6
Sodium dichromate solution (70% or
C S/P 2 2G Open No NF C No No N2 No 5-9-15/12.3, 5-9-15/19
less)
Sodium hydrogen sulphide (6% or
less)/ Sodium carbonated (3% or less) B P 3 2G Open No NF O No No No 5-9-15/19.6
solution
Sodium hydrogen sulphite solution
2693 D S 3 2G Open No NF O No No No
(45% or less)
Vent
Sodium hydrosulphide solution (45% or or 5-9-15/16.1, 5-9-15/19.6, 5-9-
2949 B S/P 3 2G Cont. NF R T No No
less) Pad 16/2.9
(gas)
5-9-15/12, 5-9-15/14, 5-9-
Sodium hydrosulphide/Ammonium
B S/P 2 2G Cont. No No C F-T A N1 E 15/16.1, 5-9-15/17, 5-9-15/19, 5-
sulphide solution
9-16/6
Sodium hydroxide solution 1824 D S 3 2G Open No NF O No No N8 No
Sodium hypochlorite solution (15% or
1791 C S/P 3 2G Cont. No NF R No No N5 No 5-9-15/16.1
less)
5-9-17
5-9-15/12.3.1, 5-9-15/12.3.2, 5-9-
Sodium nitrite solution 1500 B S/P 2 2G Open No NF O No No No
15/16.1, 5-9-15/19
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
Sodium petroleum sulfonate B S/P 2 2G Open No Yes O No A No 5-9-15/19.6, 5-9-16/2.6
Sodium silicate solution C P 3 2G Open No Yes O No A No
5-9-15/16.1, 5-9-15/19.6, 5-9-
Sodium suphide solution (15% or less) B S/P 3 2G Cont. No NF C T No N5 No
16/2.9
5-9-15/16.1, 5-9-15/19.6, 5-9-
Sodium sulphite solution (25% or less) C P 3 2G Open No NF O No No No
16/2.9
Sodium tartrates/ sodium succinates
D S 3 2G Open No Yes O No A,B Y5 No
solution
Sodium thiocyanate (56% or less)
(B) P 3 2G Open No Yes O No No No 5-9-15/19.6
solution
5-9-15/13, 5-9-15/19.6, 5-9-
Styrene monomer 2055 B S/P 3 2G Cont. No T1 IIA No R F A,B N4,Z No
16/6.1, 5-9-16/6.2
Sulphohydrocarbon long chain (C18+)
B P 3 2G Open No Yes O No A,B No 5-9-15/19.6, 5-9-16/2.6
alkalamine mixture
Vent
or Yes
Sulphur (molten) 2448 III S 3 1G Open T3 O F-T No No 5-9-15/10
Pad (1)
(gas)
5-9-15/11, 5-9-15/16.2, 5-9-
Sulphuric acid 1830 C S/P 3 2G Open No NF O No No No
16/2.8, 5-9-16/2.9
5-9-15/11, 5-9-15/16.2, 5-9-
Sulphuric acid, spent 1832 C S/P 3 2G Open No NF O No No No
16/2.8, 5-9-16/2.9
5-9-15/19.6, 5-9-16/2.6, 5-9-
Tall oil (crude and distilled) B P 3 2G Open No Yes O No A No
16/2.9, 5-9-16A/2.2
Tall oil (fatty acid, barium salt) B S/P 3 2G Open No Yes O No A No 5-9-15/19.6, 5-9-16/2.6
Tall oil fatty acid (resin acids less than
(C) P 3 2G Open No Yes O No A No 5-9-16/2.7 to 5-9-16/2.9
20%)
Tall oil soap (disproportionated) 5-9-15/19.6, 5-9-16/2.6, 5-9-
solution 16/2.9
5-9-17
Tetrachloroethane 1702 B S/P 3 2G Cont. No NF R T No No 5-9-15/12, 5-9-15/17, 5-9-15/19.6
1401
Tetraethylene pentamine 2320 D S 3 2G Open No Yes O No A N1 No

Section
Chapter
Part
1402
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
9
5
17
UN Number
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
Tetrahydrofuran 2056 D S 3 2G Cont. No T3 IIB No R F-T A No 5-9-15/19.6
Tetrahydronapthalene (bb) C P 3 2G Open No Yes O No A No
Tetramethylbenzene (all isomers) A P 3 2G Open No Yes O No A No 5-9-16/2.9, 5-9-16A/2.2
Toluene (bb) 1294 C P 3 2G Cont. No No R F A No 5-9-15/19.6
5-9-15/12, 5-9-15/17, 5-9-15/19,
Toluenediamine 1709 C S/P 2 2G Cont. No Yes C T A,D N1 E
5-9-16/2.7, 5-9-16/2.9
A,
5-9-15/12, 5-9-15/16.2, 5-9-
Toluene diisocyanate 2078 C S/P 2 2G Cont. Dry T1 IIA Yes C F-T C(c), N4 E
15/17, 5-9-15/19, 5-9-16/2.9
D
o-Toluidine 1708 C S/P 2 2G Cont. No Yes C T A No 5-9-15/12, 5-9-15/17, 5-9-15/19
Tributyl phosphate B P 3 2G Open No Yes O No A No 5-9-15/19.6
5-9-15/19.6, 5-9-16/2.9, 5-9-

1,2,4-Trichlorobenzene 2321 B S/P 2 2G Cont. No Yes R T A,B No
16A/2.2
1,1,1-Trichloroethane 2831 C P 3 2G Open No Yes O No A No
1,1,2-Trichloroethane C S/P 3 2G Cont. No NF R T No No 5-9-15/12.1, 5-9-15/19.6
5-9-15/12, 5-9-15/16.1, 5-9-
Trichloroethylene 1710 C S/P 3 2G Cont. No T2 IIA Yes R T No No
15/17, 5-9-15/19.6
A,B,
1,2,3-Trichloropropane C S/P 2 2G Cont. No Yes C T No 5-9-15/12, 5-9-15/17, 5-9-15/19
D
1,1,2-Trichloro-1,2,2-Trifluoroethane C P 3 2G Open No NF O No No No
Tricresyl phosphate (containing less
than 1% ortho-isomer)
Tricresyl phosphate (containing 1% or
2574(j) A S/P 1 2G Cont. No T2 IIA Yes C No A,B No 5-9-15/12.3, 5-9-15/19
more ortho-isomer)
5-9-15/19.6, 5-9-16/2.6, 5-9-
Tridecanoid acid B P 3 2G Open No Yes O No A No
16/2.9, 5-9-16A/2.2
Triethanolamine D S 3 2G Open No IIA Yes O No A N1 No
Triethylamine 1296 C S/P 2 2G Cont. No T2 IIA No R F-T A,C N2 E 5-9-15/12, 5-9-15/19.6
5-9-17
Triethylbenzene A P 2 2G Open No Yes O No A No 5-9-15/19.6
Triethylenetetramine 2259 D S 3 2G Open No T2 IIA Yes O No A N1 No
Section
Chapter
Part
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
Materials of
UN Number
9
5
17
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
Triethyl phosphite 2323 B S/P 2 2G Cont. No No R F-T A,B No 5-9-15/12.1, 5-9-15/19.6
Triisopropylated phenyl phosphates A P 2 2G Open No Yes O No A No 5-9-15/19.6
Trimethylacetic acid D S 3 2G Cont. No Yes R No A Y1 No 5-9-15/11.2 to 5-9-15/11.8
5-9-15/12, 5-9-15/14, 5-9-15/19,
Trimethylamine solution (30% or less) 1297 C S/P 2 2G Cont. No No C F-T A,C N1 E
5-9-16/2.9
Trimethylbenzenes (all isomers) A P 3 2G Cont. No No R F A No 5-9-15/19.6,
Trimethylhexamethylenediamine
2327 D S 3 2G Open No Yes O No A,C N1 No 5-9-15/19.6
(2,2,4- and 2,4,4-isomers)
Trimethylhexamethylene diisocyanate A, 5-9-15/12, 5-9-15/16.2, 5-9-
2328 B S/P 2 2G Cont. Dry Yes C T No
(2,2,4- and 2,4,4-isomers) C(c) 15/17, 5-9-15/19.6
2,2,4-Trimethyl-1,3-pentanedio-1-1-
C P 3 2G Open No Yes O No A No
isobutyrate
5-9-15/12.1, 5-9-15/16.2, 5-9-
Trimethyl phosphite 2329 S 3 2G Cont. No No R F-T A,D No
15/19.6
1,3,5-Trioxane D S 3 2G Cont. No No R F A,D No 5-9-15/19.6
Trixylyl phosphate A P 1 2G Open No Yes O No A No 5-9-15/19
Turpentine 1299 B P 3 2G Cont. No No R F A No 5-9-15/19.6
Undecanoic acid B P 3 2G Open No Yes O No A No 5-9-16/2.6, 5-9-16/2.9
1-Undecene B P 3 2G Open No Yes O No A No 5-9-15/19.6
5-9-15/19.6, 5-9-16/2.9, 5-9-
Undecyl alcohol B P 3 2G Open No Yes O No A No
16A/2.2(r)
Urea/Ammonium nitrate solution
C S/P 3 2G Cont. No NF R T A N4 No
(containing aqua ammonia)
5-9-15/4.6, 5-9-15/16.1, 5-9-
Valeraldehyde (all isomers) 2058 C S/P 3 2G Cont. Inert T3 IIB No R F-T A No
15/19.6
5-9-15/13, 5-9-15/19.6, 5-9-
Vinyl acetate 1301 C S/P 3 2G Cont. No T2 IIA No R F A No
16/6.1, 5-9-16/6.2
5-9-15/4, 5-9-15/13, 5-9-15/14, 5-
Vinyl ethyl ether 1302 C S/P 2 1G Cont. Inert T3 IIB No C F-T A N6 E
5-9-17
9-15/19, 5-9-16/6.1, 5-9-16/6.2
1403
Vinylidene chloride 1303 D S 2 2G Cont. Inert T2 IIA No R F-T B N5 E 5-9-15/13, 5-9-15/14, 5-9-
Section
Chapter
Part
1404
Electrical
Respiratory and Eye

Tank Environmental
Pollution Category
Equipment
Vapor Detection
Fire Protection
Construction
9
5
17
Materials of
UN Number
Flashpoint
Protection
Tank Type
Tank Vent
Ship Type
Guaging
Hazards
Control
Group

Class
60°C
15/19.6, 5-9-16/6.1, 5-9-16/6.2
5-9-15/13, 5-9-15/16.1, 5-9-
Vinyl neodecanoate B S/P 3 2G Open No Yes O No A,B No
15/19.6, 5-9-16/6.1, 5-9-16/6.2
5-9-15/13, 5-9-15/19.6, 5-9-
Vinyl toluene 2618 A S/P 3 2G Cont. No IIA No R F A,B N1 No
16/6.1, 5-9-16/6.2
White spirit, low (15-20%) aromatic 1300 (B) P 2 2G Cont. No No R F A No 5-9-15/19.6
Xylenes (bb) 1307 C P 3 2G Cont. No No R F A No 5-9-15/19.6, 5-9-16/2.9(w)
5-9-15/19.6, 5-9-16/2.9, 5-9-
Xylenol 2261 B S/P 3 2G Open No IIA Yes O No A,B No
16A/2.2
Zinc alkaryl dithiophosphate (C7-C16) (C) P 3 2G Open No Yes O No A,B No 5-9-16/2.7, 5-9-16/2.8
Zinc alkyl dithiophosphate (C3-C14) B P 3 2G Open No Yes O No A,B No 5-9-15/19.6, 5-9-16/2.6
5-9-17
Part 5
a Applies to Ammonia aqueous, (28% or less) but not below 10%.

Ammonia aqueous (28% or less)
b If the product to be carried contains flammable solvents such that the flashpoint does not exceed 60°C c.c., then special
electrical systems and the flammable vapor detector should be provided.
Diphenyl methane diisocyanate
Polymethylene polyphenyl isocyanate
c Although water is suitable for extinguishing open air fires involving chemicals to which this footnote applies, water
should not be allowed to contaminate closed tanks containing these chemicals because of the risk of hazardous gas
generation.
Diphenylmethane diisocyanate
Toluene diisocyanate
Trimethylhexamethylene diisocyanate (2,2,4- and 2,4,4- isomers)
d UN number 1198 only applies if flashpoint is below 60°C c.c.
Formaldehyde solutions (45% or less)
e Applies to Formaldehyde solutions (45% or less), but not below 5%.
Formaldehyde solutions (45% or less)
f Applies to Hydrochloric acid not below 10%.
Aluminium chloride (30% or less)/Hydrochloric acid (20% or less) solution
Hydrochloric acid
g Dry chemical cannot be used because of the possibility of an explosion.
Maleic anhydride
h UN number 2032 assigned to red fuming nitric acid.
Nitric acid (70% and over)
i UN number depends on boiling point of substance.
Polyethylene polyamines
Polymethylene polyphenyl isocyanate
j UN number assigned to this substance containing more than 3% of ortho-isomer.
Tricresyl phosphate (containing 1% or more ortho-isomer)
k Phosphorus (yellow or white) is carried above its autoignition temperature and therefore flashpoint is not appropriate.
Electrical equipment requirements may be similar to those for substances with a flashpoint above 60°C c.c.
Phophorus (yellow or white)
l Sulphur (molten) has a flashpoint above 60°C c.c., however, electrical equipment should be certified safe for gases
evolved.
Sulphur (molten)
m UN number 2672 refers to 10-35% ammonia solutions.
Ammonia aqueous (28% or less)
n UN number 2511 applies to 2-Chloropropionic acid only.
2- or 3-Chloropropionic acid
o Dinitrotoluene should not be carried in deck tanks.
Dinitrotoluene (molten)
p (Deleted)
q Requirements are based on those isomers having a flashpoint of 60°C c.c. or less; some isomers have a flashpoint
greater than 60°C c.c., and therefore the requirements based on flammability would not apply to such isomers.
Heptanol (all isomers)
r Reference 5-9 16A/2.2 applies to 1-Undecyl alcohol only.
Undecyl alcohol
s Applies to n-Decyl alcohol only.
Decyl alcohol (all isomers)
t UN number 1114 applies to Benzene.
Benzene and mixtures having 10% benzene or more
u Dry chemicals should not be used as a fire-fighting medium.
Nitropropane (60%)/Nitroethane (40%) mixture
Part 5
v Confined spaces should be tested for both Formic acid vapors and Carbon monoxide gas, a decomposition product.
Formic acid
w Applies to p-Xylene only.
Xylenes
x Applies to p-isomer and mixtures containing p-isomer viscosity of which is 25 mPa.s at 20°C.
Dichlorobenzenes (all isomers)
y Applies to p-isomer and mixtures containing p-isomer melting point of which is 0°C and above.
z Applies to p-isomer and mixtures containing p-isomer melting point of which is 15°C and above.
aa Applies only to products with melting point of 15°C and above.
Nonyl phenol poly(4-12)ethoxylates
bb Applies to oil-like substances identified in accordance with the provisions of the unified interpretation of regulation 14
of Annex II of MARPOL 73/78 agreed by the MEPC.
PART
5
Chemical Cargoes in Bulk 5 - 9 - 1 8
SECTION 18 List of Chemicals to Which the

Code Does Not Apply (1 July 1994)
1 5-9-18/1
The following are chemicals which have been reviewed for their safety and pollution hazards and
determined not to present hazards to such an extent as to warrant application of the Code. This may
be used as a guide in considering bulk carriage of chemicals whose hazards have not yet been
evaluated.
2 5-9-18/2
Although the chemicals listed in this Section fall outside the scope of the Code, the attention of
Administrations is drawn to the fact that some safety precautions may be needed for their safe
transportation. Accordingly, Administrations should prescribe appropriate safety requirements.
3 5-9-18/3
Some chemicals are identified as falling into pollution category D and, therefore, subject to certain
operational requirements of Annex II of MARPOL 73/78.
4 5-9-18/4
Liquid mixtures which are provisionally assessed under regulation 3(4) of Annex II of MARPOL
73/78 as falling into pollution category D, and which do not present safety hazards, may be carried
under the entry for noxious liquids not otherwise specified in this subsection. Similarly, those mixtures
provisionally assessed as falling outside pollution category A, B, C, or D, and which do not present
safety hazards, may be carried under the entry for non-noxious liquids not otherwise specified in this
Section.
Explanatory Notes
Product name (column a) In some cases, the product names may not be identical with the
names given in previous issues of the IBC Code or the BCH Code
(for explanation see index of chemicals).
Part 5
Section 18 List of Chemicals to Which the Code Does Not Apply 5-9-18
UN number (column b) The number relating to each product shown in the recommendations
proposed by the United Nations Committee of Experts on the
Transport of Dangerous Goods. UN numbers, where available, are
given for information only.
Pollution category (column c) The letter D means the pollution category assigned to each product
under Annex II of MARPOL 73/78. ‘‘III’’ means the product was
evaluated and found to fall outside the categories A, B, C or D.
Pollution category in brackets indicates that the product is
provisionlly categorized and that further data are necessary to
complete the evaluation of their pollution hazards. Until the hazard
evaluation is completed, the pollution category assigned is used.
a b c
Product name UN number Pollution Category
for operational
discharge
(regulation 3 of
Annex II)
Acetone 1090 III
Alcohols (C13+) — III
Alcoholic beverages, n.o.s. 3065 III
Acrylonitrile-Styrene copolymer dispersion in polyether polyol — D
n-Alkanes (C10+) — III
Alkenyl (C11+) amide — D
Alkyl (C8+) amine, alkenyl (C12+) acid ester mixture — D
Alkyl (C9+) benzenes — III
Alkyl dithiothiadiazole (C6–C24) — D
Aluminium sulphate solution — D
Aminoethyldiethanolamine/ Aminoethylethanolamine solution — III
2-Amino-2-hydroxymethyl-1,3- propanediol solution (40% or less) — III
Ammonium hydrogen phosphate solution — D
Ammonium polyphosphate solution — D
Ammonium sulphate solution — D
n-Amyl alcohol 1105 D
sec-Amyl alcohol 1105 D
tert-Amyl alcohol 1105 III
Amyl alcohol, primary 1105 D
Animal and fish oils, n.o.s. including: Cod liver oil, Lanolin, Neatsfoot oil, Pilchard — D
oil, Sperm oil
Animals and fish oils and distillates acids, n.o.s. including: Animal acid oil, Fish acid — D
oil, Lard acid oil, Mixed acid oil, Mixed general acid oil, Mixed hard acid oil, Mixed
soft acid oil
Apple juice — III
Aryl polyolefin (C11–C50) — D
Benzene tricarboxylic acid, trioctyl ester — III
Brake fluid base mix: (Poly (2-8) alklene (C2–C3) glycols/Polyalkylene (C2– C10) — D
glycols monoalkyl (C1–C4) ethers and their borate esters)1
n-Butyl alcohol 1120 III
1
Use ‘‘Brake fluid base mix’’ as a proper name on the shipping document.
Part 5
a b c
for operational
discharge
(regulation 3 of
Annex II)
sec-Butyl alcohol 1120 III
tert-Butyl alcohol 1120 III
Butylene glycol — D
Butyl stearate — III
gamma-Butyrolactone — D
Calcium carbonate slurry — III
Calcium hydroxide slurry — D
Calcium long chain alkaryl sulphonate (C11–C50) — D
Calcium long chain alkyl phenate sulphide (C8–C40) — D
Calcium long chain phenolic amine (C8– C40) — III
Calcium nitrate/Magnesium nitrate/Potassium chloride solution — III
epsilon-Caprolactam (molten or aqueous solutions) — D
Chlorinated paraffins (C14–C17) (with 52% chlorine) — III
Choline chloride solutions — D
Citric acid (70% or less) — D
Clay slurry — III
Coal slurry — III
Coconut oil fatty acid methyl ester — D
Cyclohexanol — D
Decahydronaphthalene 1147 (D)
Dextrose solution — III
Diacetone alcohol 1148 D
Dialkyl (C7–C13) phthalates — D
Diethylene glycol — D
Diethylene glycol dibutyl ether — D
Diethylene glycol diethyl ether — III
Diethylene glycol phthalate — D
Diethylenetriamine pentaacetic acid, pentasodium salt solution — III
Di(2-ethylhexyl)adipate — D
Diheptyl phthalate — III
Dihexyl phthalate — III
1,4-Dihydro-9,10-dihydroxy antracene, disodium salt solution — D
Diisobutyl ketone 1157 D
Diisononyl adipate — D
Diisooctyl phthalate — III
Diisopropyl naphthalene (bb) — D
Dimethyl polysiloxane — III
2,2-Dimethylpropane-1,3-diol — (D)
Dinonyl phthalate — D
Dioctyl phthalate — III
Dipropylene glycol — III
Ditridecyl phthalate — D
Diundecyl phthalate — D
Part 5
a b c
for operational
discharge
(regulation 3 of
Annex II)
Dodecane (all isomers) — III
Dodecenyl succinic acid, dipotassium salt solution — (D)
Dodecyl benzene — III
Dodecylxylene — III
Drilling brines including: Calcium bromide solution, Calcium chloride solution, — III
Sodium chloride solution
2-Ethoxyethanol 1171 D
Ethyl acetate 1173 D
Ethyl acetoacetate — (D)
Ethyl alcohol 1170 III
Ethylene carbonate — III
Ethylenediamine tetraacetic acid, tetrasodium salt solution — D
Ethylene glycol — D
Ethylene glycol acetate — (D)
Ethylene glycol methyl butyl ether — D
Ethylene glycol phenyl ether — D
Ethylene glycol phenyl ether/Diethylene glycol phenyl ether mixture — D
Ethylene-vinyl acetate copolymer (emulsion) — III
2-Ethylhexanoic acid — D
Ethyl propionate 1195 D
Fatty acid (saturated C13+) — III
Ferric hydroxyethylethylene diamine triacetic acid, trisodium salt solution — D
Fish solubles2 — III
Formamide — D
Glucose solution — III
Glycerine — III
Glycerine (83%), Dioxanedimethanol (17% mixture) — D
Glycerol monooleate — D
Glycerol polyalkoxylate — III
Glyceryl triacetate — (III)
Glycine, sodium salt solution — III
Glyoxal solution (40% or less) — D
n-Heptanoic acid — D
Hexamethylenediamine adipate solution (50% in water) — D
Hexamethylene glycol — III
Hexamethylenetetramine solutions — D
Hexanoic acid — D
Hexanol 2282 D
Hexylene glycol — III
N-(Hydroxyethyl)ethylenediamine triacetic acid, trisodium salt solution — D
Isoamyl alcohol 1105 D
Isobutyl alcohol 1212 III
2
Water-based fish meal products
Part 5
a b c
for operational
discharge
(regulation 3 of
Annex II)
Isobutyl formate 2393 D
Iso- & cyclo-Alkanes (C10–C11) — D
Iso- & cyclo-Alkanes (C12+) — III
Isophorone — D
Isopropyl acetate 1220 III
Isopropyl alcohol 1219 III
Kaolin slurry — III
Lactic acid — D
Lard — III
Latex:
Carboxylated stryrene-butadiene copolymer — III
Styrene-butadiene rubber — III
Latex, ammonia (1% or less) inhibited — D
Lignin sulphonic acid, sodium salt solution — III
Long chain alkaryl sulphonic acid (C16 – C60) — D
Long chain alkylphenate/phenol sulfide — III
Magnesium chloride solution — III
Magnesium hydroxide slurry — III
Magnesium long chain alkarylsulphonate — D
(C11–C50)
3-Methyoxy-1-butanol — III
3-Methoxybutyl acetate — D
Methyl acetate 1231 III
Methyl acetoacetate — D
Methyl alcohol 1230 III
Methylamyl ketone 1110 D
Methyl propyl ketone 1249 D
N-Methyl-2-pyrrolidone — D
N-Methylglucamine solution (70% or less) — III
Methyl butenol — (D)
Methyl tert-butyl ether 2398 D
Methyl butyl ketone — D
Methyl butynol — D
Methyl ethyl ketone 1193 III
Methyl isobutyl ketone 1245 D
3-Methyl-3-methoxy butanol — III
3-Methyl-3-methoxy butyl acetate — III
Molasses — III
Myrcene — D
Naphthalene sulphonic acid/formaldehyde copolymer, sodium salt solution — D
Nitrilotriacetic acid, trisodium salt solution — D
Nonanoic acid (all isomers) — D
Nonyl methacrylate monomer — (D)
Part 5
a b c
for operational
discharge
(regulation 3 of
Annex II)
Noxious liquid, n.o.s. (17) (trade name…, containing…) Cat. D3 — D
3
Non-noxious liquid, n.o.s. (18) (trade name…,containing…) Appendix III — III
Octanoic acid (all isomers) — D
Octyl decyl adipate — III
Olefins (C13+, all isomers) — III
Olefin/alkyl esther copolymer (molecular — D
weight 2000+)
Oleic acid — D
Palm oil fatty acid methyl ester — D
Palm stearin — D
Paraffin wax — III
Pentaethylenehexamine — D
Pentanoic acid — D
Petrolatum — (III)
Polulnotenyl succinimide — D
Poly(2-8)alkylene glycol monoalkyl(C1– C6) ether — D
Poly(2-8)alkylene glycol monoalkyl(C1– C6) ether acetate — D
Polyaluminium chloride solution — III
Polybutene — III
Polyether (molecular weight 2000+) — D
Polyethylene glycol — III
Polyethylene glycol dimethyl ether — III
Polyglycerin, sodium salt solution (containing less than 3% sodium hydroxide) — III
Polyglycerol — III
Poly(4+)isobutylene — III
Polyolefin (molecular weight 300+) — III
Polyolefin amide alkeneamine (C28+) — D
Polyolefin amide alkeneamine borate (C28–C250) — D
Polyolefin amide alkeneamine molybdenum oxysulfide — III
Polyolefin amide alkeneamine polyol — D
Polyolefin anhydride — D
Polyolefin ester (C28–C250) — D
Polyolefin phenolic amine (C28–C250) — D
Poly(20)oxyethylene soritan monooleate — III
Poly(5+)propylene — III
Polypropylene glycol — D
Polysiloxane — III
n-Propyl acetate 1276 D
n-Propyl alcohol 1274 III
Propylene/butylene copolymer — III
3
In case of a specific n.o.s. (not otherwise specified) cargo assessed as falling within this n.o.s. group that is carried on a ship, this entry, including the
cargo’s trade name and one or two principle components, should be provided in the shipping document.
Part 5
a b c
for operational
discharge
(regulation 3 of
Annex II)
Propylene glycol — III
Propylene glycol monalkyl ether — (D)
Propylene glycol methyl ether acetate — D
Sodium acetate solutions — (D)
Sodium aluminosilicate slurry — III
Sodium benzoate — D
Sodium carbonate solution — D
Sodium poly(4+)acrylate solutions — III
Sodium sulphate solution — III
Sorbitol solution — III
Sulphohydrocarbon (C3–C88) — D
Sulpholane — D
Tallow — D
Tallow fatty acid — (D)
Tetraethylene glycol — III
Tridecane — III
Tridecyl acetate — III
Triethyl phosphate — D
Triethylene glycol — III
Triisopropanolamine — III
Trimethylol propane polyethyoxylate — D
2,2,4-Trimethyl 1-1,3 pentanedioldiisobutyrate — III
Tripropylene glycol — III
Urea/Ammonium mono- and di-hydrogen phosphate/Potassium chloride solution — (D)
Urea/Ammonium nitrate solution — D
Urea/Ammonium phosphate solution — D
Urea formaldehyde resin solution — III
Urea solution — III
Vegetable oil, n.o.s. including: Beechnut oil, Castor oil, Cocoa butter, Coconut oil, — D
Corn oil, Cottonseed oil, Ground-nut oil, Hazelnut oil, Linseed oil, Nut-meg butter,
Oiticica oil, Olive oil, Palm nut oil, Palm oil, Peel oil (oranges and lemons), Perilla
oil, Poppy oil, Raising seed oil, Rape seed oil, Rice bran oil, Safflower oil, Salad oil,
Sesame oil, Soya bean oil, Sunflower oil, Tucum oil, Tung oil, Walnut oil.
Vegetable acid oils and distillates, n.o.s. including: Corn acid oil, Cottonseed acid oil, — D
Dark mixed acid oil, Ground-nut acid oil, Mixed acid oil, Mixed general acid oil,
Mixed hard acid oil, Mixed soft acid oil, Rapeseed acid oil, Safflower acid oil, Soya
acid oil, Sunflower seed acid oil
Vegetable protein solution (hydrolysed) — III
Water — III
Waxes — D
Zinc alkenyl carboxamide — D
PART
5
SECTION 19 Requirements for Ships Engaged

in the Incineration at Sea of Liquid
Chemical Waste
CONTENTS
Equipment of Ships Carrying Dangerous Chemical in Bulk (IBC Code). See 5-9-1/3.
1 General............................................................................... 1417
2 Ship survival capability and location of cargo tanks ...... 1418
3 Ship arrangements ............................................................ 1418
4 Cargo containment and incinerator standards ............... 1419
5 Cargo transfer.................................................................... 1420
6 Materials of construction .................................................. 1421
7 Tank vent systems ............................................................ 1421
8 Cargo tank environmental control ................................... 1421
9 Electrical installation......................................................... 1422
10 Fire protection and fire extinguishing.............................. 1422
11 Mechanical ventilation in the cargo area and in the
incinerator location ........................................................... 1422
12 Instrumentation and control ............................................. 1423
13 Personnel Protection ........................................................ 1423
PART
5
SECTION 19 Requirements for Ships Engaged

in the Incineration at Sea of Liquid
Chemical Waste
1 General 5-9-19/1
1.1 5-9-19/1.1
Section 5-9-1 to Section 5-9-16 apply to incinerator ships, as relevant, and as supplemented or
modified by the provisions of this chapter.
1.2 5-9-19/1.2
Information on the composition and the hazards of the waste to be incinerated should be made
available to the Administration or port Administration, or both, as appropriate, which may prohibit
carriage of those wastes deemed to be too hazardous to be carried in bulk.•
•The environmental aspects of incineration and dumping of wastes are regulated by the Dumping Convention. In general,
for incineration of waste, a permit from the appropriate authority of the Contracting Party to the Convention, where the
loading port is situated, is required. Where the loading port is situated in a State not being a Contracting Party to the
Convention, the Administration should issue a permit.
1.3 5-9-19/1.3
The following additional definitions apply:
1.3.1 5-9-19/1.3.1
Incinerator space is a gastight space containing solely the incinerator and its associated
auxiliaries.
1.3.2 5-9-19/1.3.2
Incinerator blower space is a space containing the blowers which supply combustion air to
the incinerator burners.
Part 5
Section 19 Requirements for Ships Engaged in the Incineration of Liquid Chemical Waste 5-9-19
1.3.3 5-9-19/1.3.3
Dumping Convention means the Convention on the Prevention of Marine Pollution by

Dumping of Wastes and Other Matter at Sea, 1972.
1.3.4 5-9-19/1.3.4
Cargo area is that part of the ship defined in 5-9-1/3.5, excluding incinerators and chemical
waste piping leading to the incinerators.
1.4 5-9-19/1.4
During the periodical and intermediate surveys required under 5-9-1/5.2.1.2 and 5-9-1/5.2.1.3, all
cargo tanks and the cargo piping system should be inspected for corrosion and the remaining
thickness of material should be determined. Where severely corrosive wastes have been carried,
inspections of cargo tanks and the cargo piping system for corrosion should be held annually and the
remaining thickness of materials determined during those inspections.
2 Ship survival capability and location of cargo tanks 5-9-19/2
2.1 5-9-19/2.1
Ships subject to this chapter should comply with type 2 ship standards and with the requirements for
location of cargo tanks in type 2 ships.
2.2 5-9-19/2.2
Waste mixtures containing substances which would require a type 1 ship standard may be carried in
type 2 ships if solely for the purpose of incineration.
3 Ship arrangements 5-9-19/3
3.1 5-9-19/3.1
Liquid chemical wastes should not be stowed adjacent to oil fuel tanks except those tanks containing
oil fuel to be used exclusively for incineration.
3.2 5-9-19/3.2
Tanks and pumps, other than those described in 5-9-19/3.3, which may contain liquids and which are
to be used for the incineration process or for washing cargo pipes and cargo tanks may be located
adjacent to cargo tanks and should be located within the cargo area. The provisions of 5-9-3/1 should
apply to such tanks and equipment to the same extent as they apply to cargo tanks.
3.3 5-9-19/3.3
Where necessary, oil fuel tanks and fuel pumps directly feeding the incinerator burners during the
process of pre-heating or supporting incineration may be located outside the cargo area provided the
oil fuel used has a flashpoint above 60°C (closed cup test). (See also 5-9-19/5.3 )
3.4 5-9-19/3.4
Liquids which have been used for cleaning cargo pipes and cargo tanks as well as for pump-room
drainage should be stored in a slop tank in the cargo area, for disposal in conformity with the
technical guidelines annexed to the Dumping Convention. A cargo tank may be used as a slop tank.
Pumps used for handling contaminated cleaning fluids should be located in the cargo area.
Part 5
3.5 5-9-19/3.5
Where necessary, compliance with 5-9-3/2.1 need not be required in so far as accommodation spaces,
service spaces, control stations and machinery spaces other than those of category A may be
permitted forward of the cargo area, subject to an equivalent standard of safety and appropriate fire-
extinguishing arrangements being provided to the satisfaction of the Administration.
3.6 5-9-19/3.6
If accommodation spaces, service spaces, control stations or machinery spaces other than those of
category A are located forward of the cargo area in accordance with 5-9-19/3.5, the requirements of
5-9-3/2.3 should be applied by analogy; i.e. the specified distances should be measured from the after
end of a house located forward of the cargo area.
3.7 5-9-19/3.7
The incinerator should be located outside the external perimeter of the cargo area. Alternative
arrangements may, however, be considered by the Administration, provided an equivalent degree of
safety is achieved.
3.8 5-9-19/3.8
The effect which combustion gases may have on adequate vision from the navigating bridge, on air
intakes and openings into accommodation, service and machinery spaces, and on deck working areas
and passageways should be considered.
3.9 5-9-19/3.9
Access to the incinerator space should be from the open deck. However, the incinerator control room
and incinerator blower space may have direct access to the incinerator space provided that these
spaces have an additional access from the open deck. Access openings of the incinerator space should
be fitted with self-closing gastight doors.
4 Cargo containment and incinerator standards 5-9-19/4
4.1 5-9-19/4.1
Integral gravity tanks may be used for hazardous wastes.
4.2 5-9-19/4.2
The incinerator including burners should be designed and constructed to safety standards acceptable
to the Administration.• For materials of construction the provisions of 5-9-6/1 apply.
•The standards set out by the Dumping Convention for the control of incineration of wastes and other matter at sea should
also be observed.
4.3 5-9-19/4.3
The steel structure of the incinerator including supports and other fixtures should be designed for the
most unfavorable static angle of heel within the range of 0° to 30°, taking into account the dynamic
loads due to the ship’s motion.
Part 5
4.4 5-9-19/4.4
Suitable bricklining and insulation should be provided to ensure that any temperature rise will not
impair the strength of the incinerator structure or the functioning of the associated auxiliaries and
instruments and will not adversely affect personnel safety.
4.5 5-9-19/4.5
Means should be provided for measuring the temperature on the outside furnace surfaces. Means for
alarms should be provided to indicate when the temperature approved by the Administration is
exceeded and the process of incineration has to be stopped.
5 Cargo transfer 5-9-19/5
5.1 5-9-19/5.1
The requirements of 5-9-5/1 apply, except that cargo piping should as far as practicable be fitted in
the cargo area and that cargo piping leading to the incinerator should:
5.1.1 5-9-19/5.1.1
be fitted at least 760 mm inboard;
5.1.2 5-9-19/5.1.2
if outside the cargo area, be on the open deck;
5.1.3 5-9-19/5.1.3
be clearly marked; and
5.1.4 5-9-19/5.1.4
be so designed as to allow draining and purging.
5.2 5-9-19/5.2
Arrangements of the cargo piping and controls should be such as to preclude the discharge overboard
of wastes intended to be incinerated during normal cargo handling operations.
5.3 5-9-19/5.3
Oil fuel cargo piping systems may be connected in front of the burners, provided that three-way cocks
are installed and the oil fuel pipes are fitted with two screw-down nonreturn valves inside the
incinerator space.
5.4 5-9-19/5.4
Remote shutdown devices to cut out the supply of waste and fuel for incineration should be fitted at
the control station and on the navigating bridge. Shutoff valves should be located in the cargo area.
Where shutoff valves are remotely controlled, provision for local manual operation should be made,
or a separate manually operated valve should be fitted.
5.5 5-9-19/5.5
Flanges of the loading manifold connections should be provided with shields, which may be portable,
to guard against the danger of the cargo being sprayed. Drip trays should also be provided.
Part 5
6 Materials of construction 5-9-19/6
6.1 5-9-19/6.1
5-9-6/2 —special requirements for materials—is replaced by the following:
6.1.1 5-9-19/6.1.1
Aluminium, copper, copper alloys, zinc, galvanized steel or mercury should not be used for
cargo tanks, pipelines, valves, fittings and other equipment which may come into contact with
the liquid wastes or their vapor.
6.1.2 5-9-19/6.1.2
Materials of construction having a melting point below 925°C, e.g. aluminium and its alloys,
should not be used for external piping involved in cargo handling operations on ships
intended for the carriage of wastes with a flashpoint not exceeding 60°C (closed cup test).
Short lengths of external pipes connected to cargo tanks may be permitted by the
Administration if they are provided with fire-resistant insulation.
6.1.3 5-9-19/6.1.3
In determining the scantlings of the cargo system the corrosivity of the waste should be taken
into account.
7 Tank vent systems 5-9-19/7
7.1 5-9-19/7.1
The provisions for controlled venting systems—Section 5-9-8 and 5-9-15/12 apply, except
5-9-8/2.1 and 5-9-15/12.3.
8 Cargo tank environmental control 5-9-19/8
8.1 5-9-19/8.1
When the recirculating drop line does not terminate near the bottom of the cargo tank, the tank
should be inerted whenever wastes having a flashpoint not exceeding 60°C (closed cup test) are being
recirculated to it.
8.2 5-9-19/8.2
When washing machines using liquids having a flashpoint not exceeding 60°C (closed cup test) are
employed, the cargo tank should be inerted.
8.3 5-9-19/8.3
The oxygen content of the atmosphere in an inerted tank should not exceed 8% by volume in any part
of the tank.
8.4 5-9-19/8.4
An audible and visual alarm should be provided to indicate when the pressure in the vapor space of
an inerted cargo tank is less than 0.07 bar gauge.
Part 5
9 Electrical installation 5-9-19/9
9.1 5-9-19/9.1
In incinerator spaces, incinerator blower spaces, and adjacent spaces having direct access thereto,
the lighting systems, telephone and public address systems and general alarm systems should be of
the certified safe type.
9.2 5-9-19/9.2
All other electrical installations which are fitted in the spaces referred to in 5-9-19/9.1 should be of
the certified safe type unless the following conditions are complied with:
9.2.1 5-9-19/9.2.1
It is assured that the spaces are adequately ventilated prior to activating installations not of a
certified safe type. Interlocks should be provided between fans and the switch gear of such
installations to ensure compliance with this requirement.
9.2.2 5-9-19/9.2.2
Installations not of a certified safe type should be automatically switched off in case of loss of
the pressure required by 5-9-19/11.2.1 and 5-9-19/11.3.1. A reasonable time delay may be
permitted by the Administration before these installations are switched off.
9.2.3 5-9-19/9.2.3
Installations not of a certified safe type should comply as a minimum with IP 55• or
equivalent protection.
•Reference is made to the Recommendations published by the International Electrotechnical Commission and in particular to
Publication 44
10 Fire protection and fire extinguishing 5-9-19/10
10.1 5-9-19/10.1
The incinerator space should be provided with a fixed foam fire-extinguishing system complying with
regulation II-2/8 or II-2/9 of the 1983 SOLAS amendments. This system may be connected to the deck
foam fire-extinguishing system.
11 Mechanical ventilation in the cargo area and in the

incinerator location 5-9-19/11
11.1 5-9-19/11.1
For cargo pump-rooms the provisions of 5-9-15/17 — increased ventilation requirements — apply.
11.2 5-9-19/11.2
The ventilation system of the incinerator space should be permanent, normally of the positive pressure
type and independent of all other air supply systems.
Part 5
11.2.1 5-9-19/11.2.1
The air pressure should always be positive to the pressure within the furnace (see also
5-9-19/9.2.2 ).
11.2.2 5-9-19/11.2.2
A minimum capacity of 45 changes of air per hour should be provided based upon the total
volume of the incinerator space.
Consideration should be given to venting requirements during maintenance of burners.
11.3 5-9-19/11.3
The ventilation system of the incinerator blower space should be permanent, normally of the positive
pressure type and independent of other air supply systems.
11.3.1 5-9-19/11.3.1
The air pressure should always be positive to the pressure within the furnace (see also
5-9-19/9.2.2 )
11.3.2 5-9-19/11.3.2
A minimum capacity of 20 changes of air per hour should be provided based upon the total
volume of the incinerator blower space.
12 Instrumentation and control 5-9-19/12
12.1 5-9-19/12.1
Closed gauging devices described in 5-9-13/1.1.3 should be fitted and overflow control systems
required in 5-9-15/19 should be provided.
12.2 5-9-19/12.2
Vapor detection instruments for toxic and flammable products described in 5-9-13/2 should be fitted.
13 Personnel Protection 5-9-19/13
13.1 5-9-19/13.1
The safety equipment described in 5-9-14/2 , including respiratory and eye protection for every
person on board described in 5-9-14/2.8, should be provided.
PART
5
SECTION 20 Transport of Liquid Chemical

Wastes
CONTENTS
Equipment of Ships Carrying Dangerous Chemical in Bulk (IBC Code). See 5-9-1/3.
1 Preamble ............................................................................ 1427
2 Definitions.......................................................................... 1427
3 Applicability ....................................................................... 1428
4 Permitted shipments ......................................................... 1428
5 Documentation .................................................................. 1428
6 Classification of liquid chemical wastes ......................... 1429
7 Carriage and handling of liquid chemical wastes ........... 1429
PART
5
SECTION 20 Transport of Liquid Chemical

Wastes (1 July 1994) 5 - 9 - 2 0
1 Preamble 5-9-20/1
1.1 5-9-20/1.1
Maritime transport of liquid chemical wastes could present a threat to human health and to the
environment.
1.2 5-9-20/1.2
Liquid chemical wastes should, therefore, be transported in accordance with relevant international
conventions and recommendations and, in particular, where it concerns maritime transport in bulk,
with the requirements of this Code.
For the purpose of this Section.
2.1 5-9-20/2.1
‘‘Liquid chemical wastes’’ are substances, solutions or mixtures, offered for shipment, containing or
contaminated with one or more constituents which are subject to the requirements of this Code and
for which no direct use is envisaged but which are carried for dumping, incineration or other methods
of disposal other than at sea.
2.2 5-9-20/2.2
‘‘Transboundary movement’’ means maritime transport of wastes from an area under the national
jurisdiction of one country to or through an area under the national jurisdiction of another country,
or to or through an area not under the national jurisdiction of any country, provided at least two
countries are concerned by the movement.
Part 5
Section 20 Transport of Liquid Chemical Waste 5-9-20
3 Applicability 5-9-20/3
3.1 5-9-20/3.1
The requirements of this Section are applicable to the transboundary movement of liquid chemical
wastes in bulk by seagoing ships and should be considered in conjunction with all other requirements
of this Code.
3.2 5-9-20/3.2
The requirements of this Section do not apply to:
3.2.1 5-9-20/3.2.1
wastes derived from shipboard operations which are covered by the requirements of
MARPOL 73/78; and
3.2.2 5-9-20/3.2.2
liquid chemical wastes carried by ships engaged in the incineration of such wastes at sea
which are covered by Section 5-9-19;
3.2.3 5-9-20/3.2.3
substances, solutions or mixtures containing or contaminated with radioactive materials

which are subject to the applicable requirements for radioactive materials.
4 Permitted shipments 5-9-20/4
4.1 5-9-20/4.1
Transboundary movement of wastes is permitted to commence only when:
4.1.1 5-9-20/4.1.1
notification has been sent by the competent authority of the country of origin, or by the
generator or exporter through the channel of the competent authority of the country of origin,
to the country of final destination; and
4.1.2 5-9-20/4.1.2
the competent authority of the country of origin, having received the written consent of the
country of final destination stating that the wastes will be safely incinerated or treated by
other methods of disposal, has given authorization to the movement.
5 Documentation 5-9-20/5
5.1 5-9-20/5.1
In addition to the documentation specified in 5-9-16/2 ships engaged in transboundary movement of
liquid chemical wastes should carry on board a waste movement document issued by the competent
authority of the country of origin.
Part 5
Section 20 Transport of Liquid Chemical Waste 5-9-20
6 Classification of liquid chemical wastes 5-9-20/6
6.1 5-9-20/6.1
For the purpose of the protection of the marine environment all liquid chemical wastes transported in
bulk should be treated as Category A noxious liquid substances, irrespective of the actual evaluated
category.
7 Carriage and handling of liquid chemical wastes 5-9-20/7
7.1 5-9-20/7.1
Liquid chemical wastes should be carried in ships and cargo tanks in accordance with the minimum
requirements for liquid chemical wastes specified in Section 5-9-17, unless there are clear grounds
indicating that the hazards of the wastes would warrant:
7.1.1 5-9-20/7.1.1
carriage in accordance with the ship type 1 requirements; or
7.1.2 5-9-20/7.1.2
any additional requirements of this Code applicable to the substance or, in case of a mixture,
its constituent presenting the predominant hazard.
PART
5

Carrier Code
CONTENTS
Preamble ............................................................................ 1433
1 Alternative methods of calculation and presentation
of ship survival capability................................................. 1433
2 Minimum required metacentric height (GM) or maximum
allowable height of the center of gravity (KG) as a
function of the draught of the parcel tanker.................... 1433
3 Particulars concerning survival capability calculations. 1434
4 Stability information and Certificate of Fitness............... 1436
PART
5

Carrier Code 5 - 9 - A 1
(approved by the Maritime Safety Committee at its forty-second session, 1980)
Preamble
The following should be considered as guidelines for the purpose of uniform application of the
survival requirements of the Bulk Chemical Code and the Gas Carrier Code. Alternative methods to
the suggested specific program of calculations and presentation, which demonstrate, to the
Administration’s satisfaction, compliance with the applicable survival criteria, may be accepted.
1 Alternative methods of calculation and presentation of ship survival capability

5-9-A1/`1
1.1 The parcel tanker will require a complete analysis of the limiting survival characteristics over
the full range of intended loading conditions (as detailed in 5-9-A1/2);
1.2 The dedicated service tanker will require approval of calculations based on service conditions
proposed by the builder or owner, in which the case the certificate of fitness should be
endorsed in respect of the conditions accepted;
1.3 The inherently safe ship is one that will meet survival requirements with the ship assumed to
be at a maximum draught and trim with all compartments within the extent of damage
assumed to be empty with maximum vertical center of gravity (adjusted for free liquids).
2 Minimum required metacentric height (GM) or maximum allowable height of

the center of gravity (KG) as a function of the draught of the parcel tanker 5-9-A1/2
2.1 A systematic investigation of damage survival characteristics should be undertaken by
making calculations to obtain the minimum required GM or maximum allowable KG at a
sufficient number of draughts within the operating range to permit the construction of a series
Part 5
of curves of ‘‘required GM’’ or ‘‘allowable KG’’ in relation to draught and cargo tank
content in way of the damage. The curves must be sufficiently comprehensive to cover
operational trim requirements.
2.2 Each of the curves thus constructed relates to one position of assumed damage only and the
calculations should be repeated for each damage and lesser extent of damage to be assumed at
any part of the ship.
2.3 Where it can be determined by inspection that the effect of certain assumed damage will be
less onerous than other assumed damage, for which calculations are provided and curves
prepared, then the investigation of such damage cases may be dispensed with.
2.4 The damage calculations should take account of:
2.4.1 tanks in way of the assumed damage filled with liquid at increments of about 25%
between empty and the maximum weight of liquid, or liquids, intended to be carried
in the particular tanks under consideration;
2.4.2 the distribution of liquids in the adjacent tanks concerned which will give the most
severe result, taking into account trim;
2.4.3 a number of draughts over the operating range, up to and including the tropical
freeboard mark. The fresh water freeboards need not be considered;
2.4.4 the effect of damage involving the machinery space and adjacent tanks containing
liquids over a number of draughts as in 5-9-A1/2.4.3;
2.4.5 the ship in either the departure or the arrival condition, whichever will give the most
severe result;
2.4.6 the ship without trim and a sufficient number of trims covering the operating range, in
order to permit interpolation.
3 Particulars concerning survival capability calculations 5-9-A1/\3

3.1 The calculations should be based on moulded lines and include large appendages such as shaft
bosses, skegs and bow thrusters.
3.2 The metacentric heights (GM), stability levers (GZ) and center of gravity positions (KG) for
judging the final survival conditions should be calculated by the constant displacement (lost
buoyancy) method.
3.3 The calculations should be done for the ship freely trimming.
3.4 Only computer calculations acceptable to the Administration should be used.
3.5 Where the assumed damage causes the ship to trim by the stern, the ship in the intact
condition should be assumed to have the largest allowable trim by the stern, consistent with
operational requirements.
3.6 Where the assumed damage causes the ship to trim by the bow the ship in the intact condition
should be assumed to have the largest allowable trim by the bow, consistent with operational
requirements.
3.7 Lesser extent of damage should be taken into account only where indicated by the presence of
subdivision extending into the maximum extent of damage, e.g. double-bottom tanks, side
ballast tanks, side cargo tanks, fuel tanks and void spaces. However, the following should be
given attention:
3.7.1 ‘‘Lesser extent’’ means the reduction of any one of the three maximum dimensions of
damage singly or in combination and also the assessment of the effect of damage
affecting any combination of compartments within the maximum extent of damage.
Part 5
3.7.2 Where any damage involves the release of very heavy cargo liquid, then heel to the
intact side of the ship may take place. In such cases the effect of lesser vertical extent
of damage above the level of the tank top may result in the larger angle of heel, since
otherwise the effect of cargo loss may be compensated by flood water entering the
double-bottom tanks on the damaged side.
3.8 The number of calculations required to show compliance with survival requirements should
be that necessary to obtain sufficient data for the loading manual and should be such that all
loading conditions indicated in 5-9-A1/1 can be covered, i.e. no additional calculations should
be necessary once the series of calculations has been executed.
3.9 Calculations to determine the displacement, trim and the vertical position of the center of
gravity should be performed for each operational loading condition. The vertical position of
the center of gravity should be corrected for free surface effects. One method would be to
construct graphs showing the free surface moments of the criterion angle, for all filling levels
at a specific gravity of one. The free surface moments for all tanks can then be taken from the
graphs and be multiplied by the cargo specific gravity.
3.10 In calculating the effect of free surface of consumable liquids it is to be assumed that, for each
type of liquid, at least one transverse pair or a single centerline tank has maximum free
surface, and the tank or combination of tanks to be taken into account are to be those where
the effect of free surfaces is the greatest; in each tank the center of gravity of the contents is to
be taken at the center of volume of the tank. The remaining tanks are to be assumed either
completely empty or completely filled, and the distribution of consumable liquids among
these tanks is to be such as to obtain the greatest possible height above the keel for the center
of gravity.
3.11 To take account of the presence of structure within cargo compartments, a permeability of
0.95 should be assumed as stated in the Codes. Where, in particular cases such as the cargo
tanks of gas carriers, this assumption would lead to a significant discrepancy in cargo tank
volume, it is preferable to calculate the permeability taking into account actual tank structure,
the volume of tank insulation should then be calculated separately and an appropriate
permeability applied.
3.12 Attention should be paid to the possibility of progressive flooding through deck cargo pipes
and common cargo tank ventilation pipes, if these are immersed at large angles of heel after
damage. The possibility of progressive flooding through ballast piping passing through the
assumed extent of damage, where positive action valves are not fitted to the ballast system at
the open ends of the pipes in the tanks served, should be considered. Where remote control
systems are fitted to ballast valves and these controls pass through the assumed extent of
damage then the effect of damage to the system should be considered to ensure that the valves
would remain closed in that event.
3.13 Where the ship is required to be capable of sustaining bottom damage anywhere in its length
(L), the following method should be used when damage is assumed to occur in the vicinity of
the 0.3 L position from the forward perpendicular:
3.13.1 When applying the longitudinal extent of damage applicable to the foremost part of
the ship, no part of the damage should be assumed to extend abaft the 0.3L position
from the forward perpendicular.
3.13.2 When applying the longitudinal extent of bottom damage applicable to the rest of the
ship’s length the damage should be assumed to extend to a foremost limit including a
point at 0.3L minus 5 m abaft the forward perpendicular.
3.14 In ships carrying liquefied gases, large cargo tanks may be subdivided into sections by
centerline and transverse bulkheads which are liquid-tight but which have openings near the
top of the tank. These openings would permit spillage of cargo from one section of the cargo
Part 5
tank to another when the ship is heeled where the tank is undamaged, or loss of cargo due to
spillage from sections of a damaged cargo tank. The effect of this spillage should be taken
into account in calculations and also in any calculation of GM or KG for loading conditions
where a ‘‘required GM’’ or ‘‘allowable KG’’ curve is to be used.
3.15 In ships carrying liquefied gases, the ability of longitudinal bulkheads fitted within cargo
tanks to withstand the unequal pressures due to flooding of one section of cargo tank should
only be considered in the final stage of flooding.
3.16 Where lubricating oil drain tanks fitted below the main engine would be affected by the
vertical extent of bottom damage then flooding of the engine-room by way of the drain tank
and engine should be assumed to take place.
3.17 In ships with machinery spaces aft, the machinery space and steering gear compartment
should be regarded as being common for damage purposes when any access is fitted in the
after machinery space bulkhead, unless a remotely operated sliding watertight door is fitted,
or the sill of the access openings fitted with hinged watertight doors which are to be kept
closed at sea is at least 0.3 m above the damage water line and will not be submerged within
the minimum range of residual stability.
3.18 Where dry cargoes are carried at the same time as bulk liquid cargoes, which require
compliance with the requirements of the Codes then the permeability of the space carrying the
dry cargo, is to be ascertained.
3.19 The harmonized regulations specify that no account should be taken of cross-flooding
arrangements to attain stipulated limits of heel in the final state of equilibrium after damage.
However, compartments on the opposite sides of a ship could be regarded as single
compartments from the aspect of flooding if they were to be linked by openings or ducts of
sufficiently large area. In such cases consideration should be given to the adequacy of tank
airflow and to the effect of free surface.
4 Stability information and Certificate of Fitness 5-9-A1/4

4.1 With regard to loading conditions to be submitted to the Administration (exclusive of the
loading condition contained in loading and stability manual) the principal objective, at the
stage of design evaluation, is that the Administration can satisfy itself that the calculations
presented will cover all conditions of full and partial loading, including variations of draught
and trim. To achieve this objective the Administration may either,
4.1.1 require a complete analysis of survival requirements over the full range of probable
loading conditions; or
4.1.2 undertake approval on the basis of service conditions proposed by the builder or
owner, in which case the Certificate of Fitness should be endorsed for the conditions
accepted.
4.2 Particular attention should be paid to the provision of adequate stability data to enable the
master to take into account accurately the effect of liquid heeling moments of the contents of
undamaged tanks. These heeling moments vary with the specific gravity of the liquid and the
percentage filling of the tanks and may change significantly in magnitude from condition to
condition. Adequate information would include curves showing the variation of liquid heeling
moment with the contents of each individual tank.
4.3 In addition to the usual loading information required under intact stability requirements the
master should be supplied with the following information pertaining to damage stability:
4.3.1 data relative to loading and distribution of cargo and ballast necessary to ensure
compliance with damage survival requirements;
4.3.2 data relative to the ship’s survival capabilities;
Part 5
4.3.3 a damage control drawing showing the position of important fittings and listing
instructions for their control;
4.3.4 data relating to the effect of free surface or liquid heeling moments of cargo tanks at
all stages of filling;
4.3.5 example calculations and standard blank forms to facilitate calculations.
4.4 The following should be stated on the Certificate of Fitness:
4.4.1 the deepest draught or least freeboard permitted for those loading conditions which
require greater freeboard than the International Load Line Certificate (1966);
4.4.2 the range of specific gravities of cargoes which may be carried, this relates to all
cargoes;
4.4.3 the particular cargo tanks in which certain ranges of specific gravities of cargoes may
be carried, if relevant;
4.4.4 details of fittings, valves etc., the control of which is essential for survival, together
with instructions for control, operation and logging; and
4.4.5 identification of required loading and stability manual.
PART
5
ANNEX 2 Calculation of the Capacity of

Foam Systems for Chemical
Tankers 5 - 9 - A 2
1 In 5-9-11/3.14 of the Bulk Chemical Code (5-9-11/3; IBC Code) concerning fire-extinguishing
arrangements for cargo tank areas the foam supply has to be determined in accordance with
paragraphs 5-9-A2/3.14.5 to 5-9-A2/3.14.7. In order to provide for a correct interpretation of the
requirements the Sub-Committee on Fire Protection agreed on the following example for a
calculation of foam system for a chemical tanker of 10,000 tons deadweight.
2 The Maritime Safety Committee at its forty-fourth session agreed that this example be followed
when calculating the capacity of foam systems for chemical tankers.
Example of foam system calculation for chemical tanker of 10,000 dwt
Ship particulars
— Beam = 14.5 m
— Length of cargo area = 56 m
— Length of largest cargo tank = 9m
— Cargo deck area = 14.5 m × 56 m = 812 m2
— Horizontal sectional area of single largest tank = 14.5 m × 9 m = 130.5 m2
(Note: For the purpose of this illustration, a single tank encompasses the entire beam of the ship)
— Proposed monitor spacing = 9m
— Area protected by largest monitor = 9 m × 14.5 m = 130.5 m2
14.5m
9m
56m
Part 5
Annex 2 Calculation of the Capacity of Foam Systems for Chemical Tankers 5-9-A2
Calculations
1 Determination of foam supply rate:
3.14.5 The largest of:
3.14.5(a) — the foam supply rate based upon the entire cargo deck area.
2 ! /m2/min × 812 m2 = 1,624 ! /min
3.14.5(b) — the foam supply rate based upon the horizontal sectional area of the single
largest tank
20 ! /m2/min × 130.5 m2 = 2,610 ! /min
3.14.5(c) — the foam supply rate based upon the area protected by the largest monitor
10 ! /m2/min × 130.5 m2 = *1,305 ! /min
(* Shall not be less than 1,250 ! /min)
The foam supply rate is therefore 2,610 ! /min which is the largest of the three above calculated rates.
2 Determination of the required quantity of foam concentrate:
3.14.6 — 2,610 ! /min is the foam supply rate from regulation 5-9-A2/3.14.5. This flow rate
for thirty minutes will require 30 min × 2,610 ! / min = 78,300 liters of foam-
water solution. If a 5% foam concentrate is used, then 5% of the 78,300 liters
must be foam concentrate, or 0.05 × 78,300 = 3915 liters
3 Determination of the minimum monitor capacity:
3.14.7 — Each monitor must supply at least:
(a) 50% of the required foam rate; or
(b) 10 ! /m2/min for the area it protects; or
(c) 1,250 ! /min, whichever is greater
50% of the foam supply rate = 2,610 ! /min × 0.5 = 1,305 ! /min
10 ! /m2/min times the area the monitor protects = 130.5 m2 × 10 ! /m2/min = 1,305 ! /min
The minimum monitor capacity is therefore 1,305 ! /min.
Designer wishes to increase monitor spacing to 15 meters between monitors.
1 Recalculate required foam supply:
3.14.5(a) — same as before—1,624 ! /min
3.14.5(b) — same as before—2,610 ! /min
3.14.5(c) — larger area covered by monitor is 15 m × 14.5 = 217.5 m2
10 ! /m2/min × 217.5 m2 = 2,175 ! /min
The required foam rate therefore remains 2,610 liters per minute.
2 Recalculate required foam concentrate supply:
3.14.6 The minimum foam supply rate has not changed therefore 3915 liters of foam
concentrate are still required.
3 Recalculate minimum monitor capacity:
3.14.7— 50% of foam supply rate 2,610 ! /min × 0.5 = 1,305 ! /min
10 ! /m2/min of area protected by monitor = 10 ! /m2/min × 217.5 m2 = 2,175 ! /min
The new minimum monitor capacity is therefore 2,175 ! / min.
PART
5
ANNEX 3 Resolution A.473(XII) 5 - 9 - A 3
Adopted on 19 November 1981

Agenda item 10(b)
INTERIM REGULATION FOR INERT GAS SYSTEMS ON

CHEMICAL TANKERS CARRYING PETROLEUM PRODUCTS
A
THE ASSEMBLY,
RECALLING Article 16 of the Convention on the Inter-Governmental Maritime Consultative
Organization,
RECOGNIZING that Regulation 60 of Chapter 11-2 of the 1978 Protocol relating to the International
Convention for the Safety of Life at Sea, 1974, requires new and existing chemical tankers of a certain
size, when carrying petroleum products, to be fitted with a fixed inert gas system at specific dates,
RECOGNIZING ALSO that such ships by the same Regulation are required to have a fixed inert gas
system when carrying other liquid products having a similar fire hazard,
RECOGNIZING FURTHER the unique feature of parcel chemical tankers requiring separation of
cargo piping and of vent piping due to the wide spectrum of chemicals carried,
RECOGNIZING FURTHER the stringent purity levels required by certain chemicals and
compatibility and reactivity problems related to a wide range of chemicals,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its forty-
fourth session,
1. ADOPTS the Interim Regulation for Inert Gas Systems on Chemical Tankers Carrying
Petroleum Products, set out in the Annex to this resolution;
2. URGES Governments concerned, under the provisions of Regulation 5 of Chapter I of the
International Convention for the Safety of Life at Sea, 1974, to apply to chemical tankers as
appropriate the Interim Regulation as equivalent to Regulation 62 of Chapter II-2 of the 1974
SOLAS Convention under Regulation 60 of the 1978 Protocol with respect to inert gas
systems;
3. REQUESTS Governments to inform IMCO as soon as possible on measures taken to
implement this Interim Regulation.
Part 5
Annex 3 Resolution A. 73 (XII) 5-9-A3
B
THE ASSEMBLY,
HAVING ADOPTED the Interim Regulation for Inert Gas Systems on Chemical Tankers Carrying
Petroleum Products,
RECOGNIZING that the Interim Regulation has been developed for the inerting of cargo tanks on
chemical tankers containing petroleum products,
1. URGES the Maritime Safety Committee as a long-term goal to investigate a possible
extension of the Interim Regulation to the inerting of cargo tanks containing other flammable
liquids, and to investigate other alternatives for achieving equivalent protection against fire or
explosion or both to that required by Regulation 60 of Chapter II-2 of the 1978 Protocol
relating to the 1974 SOLAS Convention of ships carrying flammable cargoes, and as a result
of these investigations, to develop final requirements for chemical tankers and gas carriers;
2. AGREES that compliance with additional provisions which will be contained in the final
requirements should not be required to be applied to ships the keel of which is laid before the
date of coming into force of the final requirements.
ANNEX
INTERIM REGULATION FOR INERT GAS SYSTEMS ON CHEMICAL TANKERS

CARRYING PETROLEUM PRODUCTS
PREAMBLE
Administrations are invited to accept the inert gas systems referred to in this Regulation for chemical
tankers for which certificates of fitness are issued under the Code for the Construction and Equipment
of Ships Carrying Dangerous Chemicals in Bulk (resolution A.212(VII)). Inert gas systems supplied
by one or more oil-fired inert gas generators may be accepted. An Administration may accept systems
using inert gases from other sources provided that an equivalent standard of safety is achieved.
This Regulation relates to the carriage in chemical tankers of petroleum products which include crude
oil, fuel oil, sludge, oil refuse and refined products (other than petrochemicals which are subject to the
provisions of Annex II of the 1973 MARPOL Convention) and, without limiting the generality of the
foregoing, include the substances listed in Appendix I to Annex I of the 1973 MARPOL Convention
having a flashpoint not exceeding 60°C as determined by an approved flashpoint apparatus and whose
Reid vapor pressure is below atmospheric pressure except when such tanks are cleaned, gas freed and
maintained in the gas free condition.
The application dates stipulated in Chapter II-2 of the 1978 SOLAS Protocol apply to chemical
tankers covered by this Regulation.
INTERIM REGULATION
1 Inert gas generator systems• shall be designed, constructed and tested to the satisfaction of the
Administration. They shall be designed and operated so as to render and maintain the
atmosphere of cargo tanks•• non-flammable at all times when such tanks are used for the
carriage of petroleum products as defined above.
• ‘‘Inert gas generator system’’ means the machinery dedicated to the production and supply of inert gas and
includes the air blowers, combustion chambers, oil fuel pumps and burners, gas coolers/ scrubbers and automatic
combustion control and supervisory equipment, e.g. flame failure devices.
••Throughout this Regulation the term ‘‘cargo tank’’ includes also ‘‘slop tanks containing oil residues’’.
Part 5
2 The systems shall be capable of:

2.1 inerting empty cargo tanks by reducing the oxygen content of the atmosphere in each
tank to a level at which combustion cannot be supported;
2.2 maintaining the atmosphere in all parts of each cargo tank designated to carry
flammable products requiring protection by an inert gas system with an oxygen
content not exceeding 8 per cent by volume and at a positive pressure at all times in
port and at sea except when it is necessary for such a tank to be gas free;
2.3 eliminating the need for air to enter a tank during normal operations except when it is
necessary for such a tank to be gas free;
2.4 purging empty cargo tanks of flammable vapor, so that subsequent gas freeing
operations will at no time create a flammable atmosphere within the tank.
3.1 The systems shall be capable of delivering inert gas to the cargo tanks at a rate of at least 125
per cent of the maximum rate of discharge capacity of the ship expressed as a volume. An
Administration may accept inert gas systems having a lower delivery capacity provided that
the maximum rate of discharge of cargoes from cargo tanks being protected by the system is
restricted to 80 per cent of the inert gas capacity.
3.2 The systems shall be capable of delivering inert gas with an oxygen content of not more than
5 per cent by volume in the inert gas supply main to the cargo tanks at any required rate of
flow.
4.1 Suitable fuel in sufficient quantity shall be provided for the inert gas generators.
4.2 The inert gas generators shall be located outside the cargo tank area as defined in the Bulk
Chemical Code. Spaces containing inert gas generators should have no direct access to
accommodation, service or control station spaces, but may be located in machinery spaces. If
they are not located in machinery spaces they shall be located in a compartment reserved
solely for their uses. Such a compartment shall be separated by a gastight steel bulkhead
and/or deck from accommodation, service and control station spaces as defined in the Bulk
Chemical Code. Adequate positive pressure type mechanical ventilation shall be provided for
such a compartment. Access to such compartments located aft shall be only from an open
deck outside the cargo tank area. Access shall be located on the end bulkhead not facing the
cargo area and/or on the outboard side of the superstructure or deckhouse at a distance of at
least 25 per cent of the length of the ship but not less than 5 m from the end of the
superstructure or deckhouse facing the cargo area. In the case of such a compartment being
located in the forecastle, access shall be through the deckhead forward of the cargo area.
4.3 Inert gas piping systems shall not pass through accommodation, service and control station
spaces.
5.1 Means shall be provided which will effectively cool the volume of gas specified in 5-9-A3/3
and remove solids and sulphur combustion products. The cooling water arrangements shall be
such that an adequate supply of water will always be available without interfering with any
essential services on the ship. Provision shall also be made for an alternative supply of
cooling water.
5.2 Filters or equivalent devices shall be fitted to minimize the amount of water carried over to
the inert gas main.
6.1 Two air blowers shall be fitted to each inert gas generator, which together shall be capable of
delivering to the cargo tanks, required to be protected by the system, at least the volume of
gas required by 5-9-A3/3. An Administration may permit only one blower if it is capable of
delivering to the protected cargo tanks the total volume of gas required by 5-9-A3/3, provided
that sufficient spares for the air blower and its prime mover are carried on board to enable any
failure of the air blower and its prime mover to be rectified.
Part 5
6.2 The inert gas systems shall be so designed that the maximum pressure which they can exert
on any cargo tank will not exceed the test pressure of any cargo tank.
6.3 Where more than one inert gas generator is provided suitable shut-off arrangements shall be
provided on the discharge outlet of each generator plant.
6.4 Arrangements shall be made to vent the inert gas to the atmosphere in case the inert gas
produced is off-specification, e.g. during starting-up or in case of equipment failure.
6.5 Where inert gas generators are served by positive displacement blowers a pressure relief
device shall be provided to prevent excess pressure being developed on the discharge side of
the blower.
7 Two fuel oil pumps shall be fitted to each inert gas generator. An Administration may permit
only one fuel oil pump on condition that sufficient spares for the fuel oil pump and its prime
mover are carried on board to enable any failure of the fuel oil pump and its prime mover to
be rectified by the ship’s crew.
8 A gas-regulating valve shall be fitted in the inert gas supply main. This valve shall be
automatically controlled to close as required in 5-9-A3/17.2 and 5-9-A3/17.3. It shall also be
capable of automatically regulating the flow of inert gas to the cargo tanks unless other means
are provided to automatically control the inert gas flow rate.
9.1 At least two non-return devices, one of which shall be a water seal, shall be fitted in the inert
gas supply main in order to prevent the return of flammable vapor to the inert gas generator
and to any gas-safe space under all normal conditions of trim, list and motion of the ship.
They shall be located between the automatic valve required by 5-9-A3/8 and the first
connection to any cargo tank or cargo pipeline. An Administration may permit an alternative
arrangement or device providing a measure of safety equivalent to that of a water seal.
9.2 The devices referred to in 5-9-A3/9.1 shall be located in the cargo tank area on deck.
9.3 The water seal referred to in 5-9-A3/9.1 shall be capable of being supplied by two separate
pumps, each of which shall be capable of maintaining an adequate supply at all times.
9.4 The arrangement of the water seal and its associated provisions shall be such that it will
prevent backflow of flammable vapors and will ensure the proper functioning of the water
seal under operating conditions.
9.5 Provision shall be made to ensure that any water seal is protected against freezing, in such a
way that the integrity of water seal is not impaired by overheating.
9.6 A water loop or other approved arrangement shall also be fitted to all associated water supply
and drain piping and to all venting or pressure sensing piping leading to gas-safe spaces. •
Means shall be provided to prevent such loops from being emptied by vacuum.
• Gas-safe space is a space in which the entry of hydrocarbon gases would produce hazards with regard to
flammability or toxicity
9.7 Any water seal or equivalent device and all loop arrangements shall be capable of preventing
the return of flammable vapors to an inert gas generator at a pressure equal to the test pressure
of the cargo tanks.
9.8 The second device shall be a non-return valve or equivalent capable of preventing the return
of vapors or liquids or both and fitted between the water seal (or the equivalent device)
required in 5-9-A3/9.1 and the first connection from the inert gas main to a cargo tank. It shall
be provided with positive means of closure. As an alternative to positive means of closure, an
additional valve having such means of closure may be provided between the non-return valve
and the first connection to the cargo tanks to isolate the water seal (or equivalent device).
Part 5
9.9 As an additional safeguard against the possible leakage of flammable liquids or vapors back
from the deck main, means shall be provided to permit this section of the line between the
valve having positive means of closure referred to in 5-9-A3/8 and the valve referred to in
5-9-A3/8 to be vented in a safe manner when the first of these valves is closed.
10.1 The inert gas main may be divided into two or more branches between the non-return devices
required by 5-9-A3/9 and the cargo tanks.
10.2 Inert gas supply mains shall be fitted with branch piping leading to each cargo tank
designated for the carriage of flammable products required to be inerted by this Regulation.
Each cargo tank containing or loading products not required to be inerted shall be separated
from the inert gas main by:
10.2.1 removing spool pieces, valves or other pipe sections, and blanking the pipe ends; or
10.2.2 arrangement of two spectacle flanges in series with provisions for detecting leakage
into the pipe between the two spectacle flanges.
10.3 Means shall be provided to protect cargo tanks against the effect of overpressure or vacuum
caused by thermal variations when the cargo tanks are isolated from the inert gas mains.
10.4 Piping systems shall be so designed as to prevent the accumulation of cargo or water in the
pipelines under all normal conditions.
10.5 Suitable arrangements shall be provided to enable the inert gas main to be connected to an
external supply of inert gas.
11 Unless the arrangements for venting of all vapors displaced from the cargo tanks during
loading and ballasting comply with the requirements of the Bulk Chemical Code for
controlled venting, such arrangements shall comply with Regulation 58(a) of Chapter II-2 of
SOLAS 1974 and shall consist either of one or more mast risers or a number of high velocity
vents. The inert gas supply mains shall not be used for such venting.
12.1 The arrangements for inerting, purging or gas freeing of empty tanks as required in 5-9-A3/2
shall be to the satisfaction of the Administration and shall be such that the accumulation of
flammable vapors in pockets formed by the internal structural members in a tank is
minimized.
12.2 When in accordance with 5-9-A3/3 and Administration permits a system designed to supply
only one or two tanks simultaneously, the outlet pipes should be sized such that an exit
velocity in the outlet pipes of 20 m/s can be maintained.
13 Means shall be provided for continuously indicating the temperature and pressure of the inert
gas at the discharge side of the system, whenever it is operating.
14.1 Instrumentation shall be fitted for continuously indicating and permanently recording, when
14.1.1 the pressure of the inert gas supply mains between the non-return devices required by
5-9-A3/9.1 and the cargo tanks; and
14.1.2 the oxygen content of the inert gas in the inert gas supply main.
14.2 The devices referred to in 5-9-A3/14.1 shall be placed in the cargo control room where
provided. Where no cargo control room is provided, they shall be placed in a position easily
accessible to the officer in charge of cargo operations.
14.3 in addition, meters shall be fitted:
14.3.1 in the navigating bridge to indicate at all times the pressure referred to in
5-9-A3/14.1.1; and
14.3.2 in the machinery control room or in the machinery space to indicate the oxygen
content referred to in 5-9-A3/14.1.2.
Part 5
15 Portable instruments for measuring oxygen and flammable vapor concentration shall be
provided. In addition, suitable arrangement shall be made on each cargo tank such that the
condition of the tank atmosphere can be determined using these portable instruments.
16 Suitable means shall be provided for the zero and span calibration of both fixed and portable
gas concentration measurement instruments, referred to in 5-9-A3/14 and 5-9-A3/15.
17.1 Audible and visual alarms shall be provided to indicate:
17.1.1 low water pressure or low water flow rate to the cooling and scrubbing arrangement
referred to in 5-9-A3/5.1;
17.1.2 low fuel supply;
17.1.3 high gas temperature as referred to in 5-9-A3/13;
17.1.4 failure of the power supply to the inert gas generators;
17.1.5 oxygen content in excess of 8 per cent by volume as referred to in 5-9-A3/14.1.2;
17.1.6 failure of the power supply to the indicating devices as referred to in 5-9-A3/14.1 and
to the automatic control systems for the gas regulating valve referred to in 5-9-A3/8
and the inert gas generator;
17.1.7 low water level in the water seal as referred to in 5-9-A3/9.1;
17.1.8 gas pressure less than 100 mm water gauge as referred to in 5-9-A3/14.1;
17.1.9 high gas pressure as referred to in 5-9-A3/14.1.1
17.2 Automatic shut-down of the gas regulating valve and of the fuel oil supply to the inert gas
generator shall be arranged on predetermined limits being reached in respect of 5-9-A3/17.1.1
and 5-9-A3/17.1.3.
17.3 Automatic shut-down of the gas regulating valve shall be arranged in respect of
5-9-A3/17.1.4.
17.4 In respect of 5-9-A3/17.1.5, when the oxygen content of the inert gas exceeds 8 per cent by
volume, immediate action shall be taken to improve the gas quality. Unless the quality of the
inert gas improves, all operations in those tanks to which inert gas is being supplied shall be
suspended so as to avoid air being drawn into the tanks. The deck isolation valve referred to
in 5-9-A3/9.8 shall be closed and the off-specification gas shall be vented to atmosphere.
17.5 The alarms required in 5-9-A3/17.1.5, 5-9-A3/17.1.6 and 5-9-A3/17.1.8 shall be fitted in the
machinery space and cargo control room, where provided, but in each case in such a position
that they are immediately received by responsible members of the crew. All other alarms
required by this Annex 5-9-A3 shall be audible to responsible members of the crew either as
individual alarms or as a group alarm.
17.6 In respect of 5-9-A3/17.1.7 the Administration shall be satisfied as to the maintenance of an
adequate reserve of water at all times and the integrity of the arrangements to permit the
automatic formation of the water seal when the gas flow ceases. The audible and visual alarm
on the low level of water in the water seal shall operate when the inert gas is not being
supplied.
17.7 An audible alarm system independent of that required in 5-9-A3/17.1.8 or automatic shut-
down of cargo pumps shall be provided to operate on predetermined limits of low pressure in
the inert gas mains being reached.
18 Detailed instruction manuals shall be provided on board, covering the operations, safety and
maintenance requirements and occupational health hazards relevant to the inert gas system
and its application to the cargo tank system. The manuals shall include guidance on
procedures to be followed in the event of a fault or failure of the inert gas system.
PART
5
ANNEX 4 Resolution A.567(14) 5 - 9 - A 4
Adopted on 20 November 1985

Agenda item 10(b)
REGULATION FOR INERT GAS SYSTEMS ON CHEMICAL

TANKERS
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization concerning
the functions of the Assembly in relation to regulations and guidelines concerning maritime safety,
RECALLING ALSO resolution A.473(XII) which was adopted to provide an interim solution for the
requirements of inert gas systems applicable to chemical tankers carrying petroleum products,
pending the possible development of final requirements applicable to chemical tankers carrying all
flammable cargoes,
RECOGNIZING that the development of such requirements is not needed on the basis of results of
scientific studies undertaken by industry, but that the extension of the regulation in resolution
A.473(XII) to cover the carriage of petroleum and other liquid products would meet the purpose,
NOTING that regulation II-2/60 of the International Convention for the Safety of Life at Sea, 1974
(1974 SOLAS Convention) as amended requires inter alia new and existing tankers of a certain size,
including chemical tankers, when carrying petroleum products, to be fitted with a fixed inert gas
system by specific dates,
NOTING FURTHER that the draft amendment to regulation II-2/55.5 of the 1974 SOLAS
Convention as amended (resolution A.566(14)) exempts certain chemical tankers and gas carriers
carrying flammable products from the requirements for inert gas systems of regulation II-2/ 60 of that
Convention under certain conditions,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its fifty-
first session,
1. ADOPTS the Regulation for Inert Gas Systems on Chemical Tankers set out in the Annex to
the present resolution, which supersedes resolution A.473(XII);
2. INVITES Governments to apply the above Regulation to chemical tankers for the purpose of
the implementation of the draft amendment to regulation II-2/ 55.5.
Part 5
Annex 4 Resolution A. 567(14) 5-9-A4
ANNEX
REGULATION FOR INERT GAS SYSTEMS ON CHEMICAL TANKERS

PREAMBLE
Administrations are invited to accept the inert gas systems referred to in this Regulation for chemical
tankers for which certificates of fitness are issued under the Code for the Construction and Equipment
of Ships Carrying Dangerous Chemicals in Bulk (resolution A.212(VII)) and under the International
Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (resolution
MSC.4(48)).
This regulation shall be applied to chemical tankers as required by the draft amendment to regulation
II-2/55.5 of the 1974 SOLAS Convention as amended (resolution A.566(14)).
REGULATION
1. Inert gas generator systems• shall be designed, constructed and tested to the satisfaction of the
Administration. They shall be designed and operated so as to render and maintain the
atmosphere of cargo tanks•• non-flammable at all times except when such tanks are required
to be maintained empty and gas-free. Inert gas systems supplied by one or more oil-fired inert
gas generators may be accepted. An Administration may accept systems using inert gas from
other sources provided that an equivalent standard of safety is achieved.
• ‘‘Inert gas generator system’’ means the machinery dedicated to the production and supply of inert gas and
includes the air blowers, combustion chambers, oil fuel pumps and burners, gas coolers/ scrubbers and automatic
combustion control and supervisory equipment, e.g. flame failure devices.
•• Throughout this Regulation the term ‘‘cargo tank’’ includes also ‘‘slop tanks containing oil residues’’
2. The systems shall be capable of:
2.1 inerting empty cargo tanks by reducing the oxygen content of the atmosphere in each
tank to a level at which combustion cannot be supported;
2.2 maintaining the atmosphere, in all parts of each cargo tank designated to carry
flammable products requiring protection by an inert gas system, with an oxygen
content not exceeding 8% by volume and at a positive pressure at all times in port and
at sea except when it is necessary for such a tank to be gas-free;
2.3 eliminating the need for air to enter a tank during normal operations except when it is
necessary for such a tank to be gas-free;
2.4 purging empty cargo tanks of flammable vapor, so that subsequent gas-freeing
operations will at no time create a flammable atmosphere within the tank.
3.1 The systems shall be capable of delivering inert gas to the cargo tanks at a rate of at least
125% of the maximum rate of discharge capacity of the ship expressed as a volume. An
Administration may accept inert gas systems having a lower delivery capacity provided that
the maximum rate of discharge of cargoes from cargo tanks being protected by the system is
restricted to 80% of the inert gas capacity.
3.2 The systems shall be capable of delivering inert gas with an oxygen content of not more than
5% by volume in the inert gas supply main to the cargo tanks at any required rate of flow.
4.1 Suitable fuel in sufficient quantity shall be provided for the inert gas generators.
4.2 The inert gas generators shall be located outside the cargo tank area as defined in the Bulk
Chemical Code and the International Bulk Chemical Code. Spaces containing inert gas
Part 5
generators should have no direct access to accommodation, service or control station spaces,
but may be located in machinery spaces. If they are not located in machinery spaces they shall
be located in a compartment reserved solely for their use. Such a compartment shall be
separated by a gastight steel bulkhead and/or deck from accommodation, service and control
station spaces as defined in the Bulk Chemical Code and the International Bulk Chemical
Code. Adequate positive-pressure-type mechanical ventilation shall be provided for such a
compartment. Access to such compartments located aft shall be only from an open deck
outside the cargo tank area. Access shall be located on the end bulkhead not facing the cargo
area and/or on the outboard side of the superstructure or deckhouse at a distance of at least
25% of the length of the ship but not less than 5 m from the end of the superstructure or
deckhouse facing the cargo area. In the case of such a compartment being located in the
forecastle, access shall be through the deckhead forward of the cargo area.
4.3 Inert gas piping systems shall not pass through accommodation, service and control station
spaces.
5.1 Means shall be provided which will effectively cool the volume of gas specified in 5-9-A4/3
and remove solids and sulphur combustion products. The cooling water arrangements shall be
such that an adequate supply of water will always be available without interfering with any
essential services on the ship. Provision shall also be made for an alternative supply of
cooling water.
5.2 Filters or equivalent devices shall be fitted to minimize the amount of water carried over to
the inert gas main.
6.1 Two air blowers shall be fitted to each inert gas generator, which together shall be capable of
delivering to the cargo tanks, required to be protected by the system, at least the volume of
gas required by 5-9-A4/3. An Administration may permit only one blower if it is capable of
delivering to the protected cargo tanks the total volume of gas required by 5-9-A4/3, provided
that sufficient spares for the air blower and its prime mover are carried on board to enable any
failure of the air blower and its prime mover to be rectified.
6.2 The inert gas systems shall be so designed that the maximum pressure which they can exert
on any cargo tank will not exceed the test pressure of any cargo tank.
6.3 Where more than one inert gas generator is provided, suitable shutoff arrangements shall be
provided on the discharge outlet of each generator plant.
6.4 Arrangements shall be made to vent the inert gas to the atmosphere in case the inert gas
produced is off-specification, e.g. during starting-up or in case of equipment failure.
6.5 Where inert gas generators are served by positive displacement blowers, a pressure relief
device shall be provided to prevent excess pressure being developed on the discharge side of
the blower.
7 Two fuel oil pumps shall be fitted to each inert gas generator. An Administration may permit
only one fuel oil pump on condition that sufficient spares for the fuel oil pump and its prime
mover are carried on board to enable any failure of the fuel oil pump and its prime mover to
be rectified by the ship’s crew.
8 A gas regulating valve shall be fitted in the inert gas supply main. This valve shall be
automatically controlled to close as required in 5-9-A4/17.2 and 5-9-A4/17.3. It shall also be
capable of automatically regulating the flow of inert gas to the cargo tanks unless other means
are provided to automatically control the inert gas flow rate.
9.1 At least two nonreturn devices, one of which shall be a water seal, shall be fitted in the inert
gas supply main in order to prevent the return of flammable vapor to the inert gas generator
and to any gas-safe space under all normal conditions of trim, list and motion of the ship.
They shall be located between the automatic valve required by 5-9-A4/8 and the first
Part 5
connection to any cargo tank or cargo pipeline. An Administration may permit an alternative
arrangement or device providing a measure of safety equivalent to that of a water seal.
9.2 The devices referred to in 5-9-A4/9.1 shall be located in the cargo tank area on deck.
9.3 The water seal referred to in 5-9-A4/9.1 shall be capable of being supplied by two separate
pumps, each of which shall be capable of maintaining an adequate supply at all times.
9.4 The arrangement of the water seal and its associated provisions shall be such that it will
prevent backflow of flammable vapors and will ensure the proper functioning of the water
seal under operating conditions.
9.5 Provisions shall be made to ensure that any water seal is protected against freezing, in such a
way that the integrity of water seal is not impaired by overheating.
9.6 A water loop or other approved arrangement shall also be fitted to all associated water supply
and drain piping and to all venting or pressure sensing piping leading to gas-safe spaces.•
Means shall be provided to prevent such loops from being emptied by vacuum.
•Gas-safe space is a space in which the entry of hydrocarbon gases would produce hazards with regard to
flammability or toxicity.
9.7 Any water seal or equivalent device and all loop arrangements shall be capable of preventing
the return of flammable vapors to an inert gas generator at a pressure equal to the test pressure
of the cargo tanks.
9.8 The second device shall be a non-return valve or equivalent capable of preventing the return
of vapors or liquids or both and fitted between the water seal (or the equivalent device)
required in 5-9-A4/9.1 and the first connection from the inert gas main to a cargo tank. It shall
be provided with positive means of closure. As an alternative to positive means of closure, an
additional valve having such means of closure may be provided between the nonreturn valve
and the first connection to the cargo tanks to isolate the water seal (or equivalent device).
9.9 As an additional safeguard against the possible leakage of flammable liquids or vapors back
from the deck main, means shall be provided to permit this section of the line between the
valve having positive means of closure referred to in 5-9-A4/9.8 and the valve referred to in
5-9-A4/8 to be vented in a safe manner when the first of these valves is closed.
10.1 The inert gas main may be divided into two or more branches between the nonreturn devices
required by 5-9-A4/9 and the cargo tanks.
10.2 Inert gas supply mains shall be fitted with branch piping leading to each cargo tank
designated for the carriage of flammable products required to be inerted by this Regulation.
Each cargo tank containing or loading products not required to be inerted shall be separated
from the inert gas main by:
10.2.1 removing spool-pieces, valves or other pipe sections, and blanking the pipe ends; or
10.2.2 arrangement of two spectacle flanges in series with provisions for detecting leakage
into the pipe between the two spectacle flanges.
10.3 Means shall be provided to protect cargo tanks against the effect of overpressure or vacuum
caused by thermal variations when the cargo tanks are isolated from the inert gas mains.
10.4 Piping systems shall be so designed as to prevent the accumulation of cargo or water in the
pipelines under all normal conditions.
10.5 Suitable arrangements shall be provided to enable the inert gas main to be connected to an
external supply of inert gas.
11 Unless the arrangements for venting of all vapors displaced from the cargo tanks during
loading and ballasting comply with the requirements of the BCH and IBC Codes for
Part 5
controlled venting, such arrangements shall comply with regulation II-2/ 59.1 of SOLAS
1974 as amended and shall consist either of one or more mast risers or of a number of high
velocity vents.
12 The arrangements for inerting, purging or gas-freeing of empty tanks as required in 5-9-A4/2
shall be to the satisfaction of the Administration and shall be such that the accumulation of
hydrocarbon vapors in pockets formed by the internal structural members in a tank is
minimized and that:
12.1 on individual cargo tanks the gas outlet pipe, if fitted, shall be positioned as far as
practicable from the inert gas/air inlet and in accordance with regulation II-2/ 59.1.9.3
of the 1974 SOLAS Convention as amended, or 8.2.2.3 of the IBC Code. The inlet of
such outlet pipes may be located either at deck level or at not more than 1 m above
the bottom of the tank;
12.2 the cross-sectional area of such gas outlet pipe referred to in 5-9-A4/12.1 shall be
such that an exit velocity of at least 20 m/sec can be maintained when any three tanks
are being simultaneously supplied with inert gas. Their outlets shall extend not less
than 2 m above deck level. When in accordance with 5-9-A4/3 an Administration
permits a system designed to supply only one or two tanks simultaneously, the outlet
pipes should be sized such that an exit velocity in the outlet pipes of 20 m/sec can be
maintained; .
12.3 each gas outlet referred to in 5-9-A4/12.2 shall be fitted with suitable blanking
arrangements.
13 Means shall be provided for continuously indicating the temperature and pressure of the inert
gas at the discharge side of the system, whenever it is operating.
14.1 Instrumentation shall be fitted for continuously indicating and permanently recording, when
14.1.1 the pressure of the inert gas supply mains between the nonreturn devices required by
5-9-A4/9.1 and the cargo tanks; and
14.1.2 the oxygen content of the inert gas in the inert gas supply main.
14.2 The devices referred to in 5-9-A4/14.1 shall be placed in the cargo control room where
provided. Where no cargo control room is provided, they shall be placed in a position easily
accessible to the officer in charge of cargo operations.
14.3 In addition, meters shall be fitted:
14.3.1 in the navigating bridge to indicate at all times the pressure referred to in
5-9-A4/14.1.1; and
14.3.2 in the machinery control room or in the machinery space to indicate the oxygen
content referred to in 5-9-A4/14.1.2.
15 Portable instruments for measuring oxygen and flammable vapor concentration shall be
provided. In addition, suitable arrangement shall be made on each cargo tank such that the
condition of the tank atmosphere can be determined using these portable instruments.
16 Suitable means shall be provided for the zero and span calibration of both fixed and portable
gas concentration measurement instruments, referred to in 5-9-A4/14 and 5-9-A4/15.
17.1 Audible and visual alarms shall be provided to indicate:
17.1.1 low water pressure or low water flow rate to the cooling and scrubbing arrangement
referred to in 5-9-A4/5.1;
17.1.2 low fuel supply;
Part 5
17.1.3 high gas temperature as referred to in 5-9-A4/13;

17.1.4 failure of the power supply to the inert gas generators;
17.1.5 oxygen content in excess of 8 per cent by volumes as referred to in 5-9-A4/14.1.2;
17.1.6 failure of the power supply to the indicating devices as referred to in 5-9-A4/14.1 and
to the automatic control systems for the gas regulating valve referred to in 5-9-A4/8
and the inert gas generator;
17.1.7 low water level in the water seal as referred to in 5-9-A4/9.1;
17.1.8 gas pressure less than 100 mm water gauge as referred to in 5-9-A4/14.1;
17.1.9 high gas pressure as referred to in 5-9-A4/14.1.1.
17.2 Automatic shutdown of the gas regulating valve and of the fuel oil supply to the inert gas
generator shall be arranged on predetermined limits being reached in respect of 5-9-A4/17.1.1
and 5-9-A4/17.1.3.
17.3 Automatic shutdown of the gas regulating valve shall be arranged in respect of 5-9-A4/17.1.4.
17.4 In respect of 5-9-A4/17.1.5, when the oxygen content of the inert gas exceeds 8% by volume,
immediate action shall be taken to improve the gas quality. Unless the quality of the inert gas
improves, all operations in those tanks to which inert gas is being supplied shall be suspended
so as to avoid air being drawn into the tanks. The deck isolation valve referred to in
5-9-A4/9.8 shall be closed and the off-specification gas shall be vented to atmosphere.
17.5 The alarms required in 5-9-A4/17.1.5, 5-9-A4/17.1.6 and 5-9-A4/17.1.8 shall be fitted in the
machinery space and cargo control room, where provided, but in each case in such a position
that they are immediately received by responsible members of the crew. All other alarms
required by this Annex 5-9-A4 shall be audible to responsible members of the crew either as
individual alarms or as a group alarm.
17.6 In respect of 5-9-A4/17.1.7 the Administration shall be satisfied as to the maintenance of an
adequate reserve of water at all times and the integrity of the arrangements to permit the
automatic formation of the water seal when the gas flow ceases. The audible and visual alarm
on the low level of water in the water seal shall operate when the inert gas is not being
supplied.
17.7 An audible alarm system independent of that required in 5-9-A4/17.1.8 or automatic
shutdown of cargo pumps shall be provided to operate on predetermined limits of low
pressure in the inert gas mains being reached.
18 Detailed instruction manuals shall be provided on board, covering the operations, safety and
maintenance requirements and occupational health hazards relevant to the inert gas system
and its application to the cargo tank system. The manuals shall include guidance on
procedures to be followed in the event of a fault or failure of the inert gas system.
PART
5
Vehicles
CONTENTS
SECTION 1 Introduction ......................................................... 1455
1 General............................................................... 1457
3 Definitions........................................................... 1458
SECTION 2 Vehicle Carrier..................................................... 1459
1 Longitudinal Strength ......................................... 1461
3 Loading Guidance .............................................. 1463
5 Transverse Strength........................................... 1463
7 Bottom Structure ................................................ 1464
9 Side Construction ............................................... 1464
11 Deck Structure.................................................... 1465
13 Fore-end Strengthening ..................................... 1468
15 Higher Strength Material .................................... 1469
17 Ventilation and Electrical Equipment in RO/RO
Cargo Spaces..................................................... 1469
19 Fire Detection and Extinguishing Arrangements
in RO/RO Cargo Spaces.................................... 1469
21 Carriage of Dangerous Goods ........................... 1469
SECTION 3 Vehicle Passenger Ferry..................................... 1471
1 General............................................................... 1473
3 Hull Scantlings.................................................... 1473
SECTION 4 Cargo Safety........................................................ 1475
1 Application.......................................................... 1477
3 Ro-Ro Cargo Spaces ......................................... 1477
5 Cargo Spaces, Other Than Ro-Ro Cargo Spaces,
Intended to Carry Vehicles with Fuel in
Their Tanks ........................................................ 1483
PART
5
Vehicles
CONTENTS
1 General............................................................................... 1457
1.1 Classification ...................................................................... 1457
1.3 Application .......................................................................... 1457
1.5 Scope ................................................................................. 1458
3 Definitions.......................................................................... 1458
3.1 Vehicle Carriers .................................................................. 1458
3.3 Vehicle Passenger Ferry .................................................... 1458
3.5 RO/RO Cargo Spaces........................................................ 1458
3.7 Open RO/RO Cargo Spaces .............................................. 1458
3.9 Closed RO/RO Cargo Spaces............................................ 1458
3.11 Weather Deck..................................................................... 1458
3.13 Special Category Spaces Enclosed ................................... 1458
PART
5
Vehicles (1999)
SECTION 1 Introduction 5 - 1 0 - 1
1 General 5-10-1/1
1.1.1 5-10-1/1.1.1
In accordance with 1-1-3/3, the classification ✠A1 Vehicle Carrier is to be assigned to

vessels designed and primarily fitted for the carriage of vehicles and built to the requirements
of Section 5-10-2 in this section and other relevant sections of the Rules.
1.1.2 5-10-1/1.1.2
In accordance with 1-1-3/3, the classification ✠A1 Vehicle Passenger Ferry is to be assigned
to vessels designed and fitted for the carriage of both passengers and vehicles and built to the
requirements of Section 5-10-3 in this section and other relevant sections of the Rules.
Such vessels that carry more than twelve passengers on an international voyage or on a short
international voyage are to have a Passenger Ship Safety Certificate from the Administration
of registry, or its agent, evidencing the vessel’s compliance with the requirements of the
International Convention for the Safety of Life at Sea 1974, as amended.
1.3.1 5-10-1/1.3.
These requirements of Section 5-10-2 are intended to apply to vessels intended to carry roll-
on/roll-off cargoes (e.g. vehicles, cargoes in pallets or in container and loaded and unloaded
by wheeled vehicles, etc.) on exposed or enclosed single deck or multiple exposed/enclosed
decks.
1.3.2 5-10-1/1.3.
These requirements of Section 5-10-3 are intended to apply to vessels designed for passenger
and/or vehicle ferry service. Such vessels are also to comply with the applicable safety
requirements as specified in Part 5, Chapter 7, Vessels Intended to Carry Passengers.
Part 5
Chapter 10 Vessels Intended to Carry Vehicles
1.5 Scope 5-10-1/1.5

This section is intended to cover the additional hull construction, machinery and safety equipment
required to class a vessel as a vehicle carrier.
3.1 Vehicle Carriers 5-10-1/3.1

A vessel designed and fitted for the carriage of vehicles only.
3.3 Vehicle Passenger Ferry 5-10-1/3.3

A vessel designed and fitted for the carriage of vehicles and more than twelve (12) passengers.
3.5 RO/RO Cargo Spaces 5-10-1/3.5

Spaces not normally subdivided in any way and extending to either a substantial length or the entire
length of the vessel in which goods [packaged or in bulk, in or on road cars, vehicles (including road
tankers), trailer containers, pallets, demountable tanks or in or on similar stowage units or other
receptacles] can be loaded and unloaded normally in horizontal direction.
3.7 Open RO/RO Cargo Spaces 5-10-1/3.7

RO/RO Cargo Spaces open at both ends or open at one end and provided with adequate natural
ventilation effective over the entire length through permanent openings in the side plating or deck
head to the satisfaction of the Administration.
3.9 Closed RO/RO Cargo Spaces 5-10-1/3.9

RO/RO Cargo Spaces which are neither Open RO/RO Cargo Spaces nor weather decks.
3.11 Weather Deck 5-10-1/3.11

A weather deck which is completely exposed to the weather from above and from at least two sides.
3.13 Special Category Spaces Enclosed 5-10-1/3.13

Spaces above or below the bulkhead deck intended for the carriage of motor vehicles with fuel in their
tanks for their own propulsion, into and from which such vehicles can be driven and to which
passengers have access.
PART
5
Vehicles
SECTION 2 Vehicle Carrier
CONTENTS
1 Longitudinal Strength ....................................................... 1461
1.1 General............................................................................... 1461
1.3 Bending Moment and Shear Force .................................... 1461
1.5 Buckling Strength ............................................................... 1462
3 Loading Guidance ............................................................. 1463
5 Transverse Strength.......................................................... 1463
5.1 General............................................................................... 1463
5.3 Strength .............................................................................. 1464
7 Bottom Structure ............................................................... 1464
9 Side Construction.............................................................. 1464
9.1 General............................................................................... 1464
9.3 Shell Plating........................................................................ 1464
9.5 Side Framing ...................................................................... 1465
11 Deck Structure................................................................... 1465
11.1 General............................................................................... 1465
11.3 Deck Plating ....................................................................... 1465
11.5 Deck Longitudinals and Beams.......................................... 1466
11.7 Deck Girders and Deck Transverses ................................. 1466
11.9 Pillars.................................................................................. 1467
11.11 Retractable Decks .............................................................. 1467
11.13 Lashing Points .................................................................... 1467
11.15 Hatch Covers...................................................................... 1468
11.17 Vehicle Ramps ................................................................... 1468
11.19 Bow Doors, Inner Doors, Side Shell Doors and
Stern Doors ........................................................................ 1468
11.21 Protection Against Vehicle Damage................................... 1468
13 Fore-end Strengthening ....................................................1468
13.1 General............................................................................... 1468
13.3 Structure Strengthening for Impact Loads ......................... 1468
15 Higher Strength Material ...................................................1469
17 Ventilation and Electrical Equipment in RO/RO
Cargo Spaces.....................................................................1469
19 Fire Detection and Extinguishing Arrangements in
RO/RO Cargo Spaces ........................................................1469
21 Carriage of Dangerous Goods ..........................................1469
PART
5
Vehicles (1999)
SECTION 2 Vehicle Carrier 5 - 1 0 - 2
1 Longitudinal Strength 5-10-2/1
1.1 General 5-10-2/1.1

The longitudinal strength is to be in accordance with Section 3-2-1 in addition to the following.
The bottom shell and decks considered effective in calculating the longitudinal hull girder strength are
to be generally longitudinally framed.
1.3 Bending Moment and Shear Force 5-10-2/1.3
1.3.1 Still Water Bending Moment and Shear Force 5-10-2/1.3.1

Still water bending moment and shear force calculations are to be submitted. These
calculations are to be carried out for all anticipated loaded and ballast conditions. The
distribution of lightship weight is also to be shown.
1.3.2 Wave-Induced Bending Moment and Shear Force 5-10-2/1.3.2

Wave-induced bending moment and shear force may be obtained from the equations in
3-2-1/3.5. Where the block coefficient is less than 0.60, the wave-induced bending moment
and shear force may be calculated using a block coefficient of 0.60.
1.3.3 Effect of Bowflare Slamming on Vertical Hull Girder Bending Moment and Shear
Force 5-10-2/1.3.3
Where the vessel has considerable bow flare [e.g. a forebody parameter, Ardk (see
5-5-3/11.3.3), greater than 70 m2 (753 ft2)], the effect of bowflare slamming to vertical hull
girder bending moment and shear force is to be considered. Where a direct calculation for
assessment of this effect is not available, the load factor, ku, as specified in 5-5-3/11.3.3, may
be used to obtain an approximate wave-induced bending moment (kuMws) and shear force
(kuFwp) with effect of bowflare. The coefficient, ku, is to be in association with wave-induced
sagging moment and the coefficient, µ, in the equation is 5225 (2862) instead of 7475 (4094).
Part 5
Section 2 Vehicle Carrier 5-10-2
1.3.4 Total Bending Moment 5-10-2/1.3.4

The total bending moment is to be obtained as the maximum algebraic sum (see sign
convention in 3-2-1/3.1) of still-water bending moment and wave-induced bending moment
with effect of bowflare slamming.
Special consideration may be given to the minimum Mt under the condition given in
5-10-2/1.5 below.
1.5 Buckling Strength 5-10-2/1.5

1.5.1 5-10-2/1.5.1
All longitudinal structural members that may be subject to hull girder bending, whether or not
they are included in the calculation of the hull girder section modulus, are to have their
buckling strength assessed under 3-2-1/19 of the Rules.
1.5.2 5-10-2/1.5.2
Depending on the structural arrangement, the following members are to be checked for
compressive stress due to longitudinal bending:
1.5.2(a) Decks and Longitudinal Bulkheads with Longitudinal Framing
Plating
Longitudinals and girders
Transverses
1.5.2(b) Side Shell with Longitudinal Framing
Plating
Longitudinals and stringers
1.5.2(c) Side Shell with Transverse Framing
Plating
Stringers or longitudinal intercostals (if fitted)
1.5.2(d) Bottom Shell and Inner Bottom with Longitudinal Framing
Plating
Longitudinals and girders
1.5.3 5-10-2/1.5.3
Where longitudinally framed decks are not considered as an effective part of the hull girder,
the plating need not comply with 3-2-1/19. Longitudinals of such decks are to comply 3-2-
1/19 and in determining the inertia, Ia, of the longitudinals, the effective width of the plating
is not to be taken more than bwL, as obtained from 5-10-2/1.5.3(a) below.
Transversely framed decks are not to be considered as an effective part of the hull girder. The
plating need not comply with 3-2-1/19. Longitudinals of such decks are to comply with 3-2-
1/19 and in determining the inertia, Ia, of the longitudinals, the effective width of the plating
is not to be taken more than bwT, as obtained from 5-10-2/1.5.3(b) below
1.5.3(a) For long plate (compression on the short edges)
bwL = Ce s
C = 2.25/β − 1.25/β 2 for β ≥ 1.25

= 1.0 for β < 1.25
Part 5
β = (fy /E)1/2 s/t

s = frame or beam spacing, in mm (in.)
t = plate thickness, in mm (in.)
E = Young’s modulus, in N/cm2 (kgf/cm2, lbf/in2) for steel 2.06 × 107
(2.10 × 106, 30 ×106)
lbf/in2)
1.5.3(b) For wide plate (compression on the long edges)
bwT/ ! = Ces/ ! + 0.115(1 − s/ ! )(1 + 1/β 2)2 ≤ 1.0
! = spacing of transverses/girders
1.5.4 5-10-2/1.5.4
Where it can be shown that under all loading conditions the still water bending moment is
hogging at any point along the length of the vessel, the minimum hogging still water bending
moment at the location considered may be deducted from the sagging wave bending moment,
but not less than 0.9Mws unless the following applies.
This total bending moment (e.g. Mt = 0.9Mws) may be further reduced provided that a
statistical analysis of wave-induced bending moment is carried out, taking into account the
effect of the hull form including bow flare.
The distribution of the total bending moment (e.g. Mt = 0.9Mws) may be obtained using the
distribution factor, M, given in 3-2-1/Figure 2.
In addition to the conditions listed in 3-2-A2/Table 1 for vessels that hog in still water for all service
conditions, the condition 1.3 is to include the condition in which the total bending moment is obtained
by deducting the minimum hogging still water bending moment from the sagging wave bending
moment. This total bending moment, or 0.9Mws, if greater, is the limiting total bending moment for
the buckling strength of the structure above the neutral axis.
5 Transverse Strength 5-10-2/5
5.1 General 5-10-2/5.1

Where transverse webs are supported by pillars, transverse web frames, partial bulkheads or complete
bulkheads are to be fitted between the vehicle decks and superstructure decks. Longitudinal and
transverse bulkheads are to be effectively developed below the vehicle and superstructure decks. The
web frames are to comply with Section 3-2-6
The transverse webs, partial bulkheads or complete bulkheads above the lowest vehicle deck are to be
arranged in way of transverse bulkheads and transverse webs under the lowest vehicle deck.
Where transverse webs are supported by pillars, longitudinal girders, of the same depth as the
transverses are to be arranged, under pillars, throughout the vehicle decks to distribute the vehicle
wheel loads onto the adjacent transverse webs.
The transverse strength is to be assessed to determine the deflection and stresses.
Part 5
5.3 Strength 5-10-2/5.3

All cargo conditions are to be investigated on the basis of the following:.
5.3.1 5-10-2/5.3.1
Cargo load due to static and dynamic forces based on a roll angle of 30 degrees and a period
of 10 seconds. Other values may be considered based on direct calculations.
5.3.2 -10-2/5.3.2
Static sea pressure to the waterline in the heeled condition.
5.3.3 5-10-2/5.3.3
In general the calculations are to be based on a 3D FEM analysis of the typical transverse
structure of the vessel between two main transverse bulkheads.
Where deck girders are arranged as indicated in 5-10-2/5.1, assessment of the transverse
strength of the structure at locations other than where the FEM analysis is carried out is to be
based on the results of the FEM analysis, particularly with reference to the effectiveness of
the longitudinal girders to evenly distribute the vehicle wheel loads onto the deck transverses.
5.3.4 Allowable stresses 5-10-2/5.3.4
Henky-von Mises 0.80 of the minimum yield strength of the material

Shear stress 0.37 of the minimum yield strength of the material (*)
* Higher shear stress may be acceptable provided that resultant Henky-von Mises stress is within the allowable
limit.
5.3.5 5-10-2/5.3.5
The effective width of deck plating to be used in determining the section modulus and
moment of inertia of the deck transverses is to comply with 5-10-2/11.7.1.
7 Bottom Structure 5-10-2/7
Bottom structures are to be in accordance with Section 3-2-4.
9 Side Construction 5-10-2/9
9.1 General 5-10-2/9.1

The side shell up to the strength deck is to be generally longitudinally framed. The shell plating and
framing are to be in accordance with the following:
9.3 Shell Plating 5-10-2/9.3

Shell plating below the freeboard deck is to be in accordance with Section 3-2-2, where Ds is as given
in 3-2-2/3.
Side shell plating for 2.3 m (7.5 ft) above the freeboard deck is to be in accordance with 3-2-2/3.9,
however 3-2-2/5.1 is not applicable. At the forward and after ends, the plating for 0.1L from each end
may be of the thickness obtained from 3-2-2/5.7 and 3-2-2/5.9 for forecastle and poop side plating,
respectively.
Part 5
Side shell plating more than 2.3 m (7.5 ft) above the freeboard deck is to be not less than given by the
following equation, but not to exceed 3-2-2/5.9 aft of 0.25L from forward and P3-2-2/5.7 forward of
0.25L from forward.
t = (s/645) ( L − 15.2)(d / Ds ) + 1.5 mm for L ≤ 305 m
t = (s/828) ( L + 175)(d / Ds ) + 1.5 mm for 305 m < L ≤ 427 m
t = (s/1170) ( L − 50)(d / Ds ) + 1.5 mm for L ≤ 1000 ft
t = (s/1500) ( L + 574)(d / Ds ) + 1.5 mm for 1000 < L ≤ 1400 ft

d = molded draft, as defined in 3-1-1/9, in m (ft)
Ds = molded depth, in m (ft), as defined in 3-2-2/3.1 through 3-2-2/3.7
s = spacing of transverse frames or longitudinals, in mm (in.)
9.5 Side Framing 5-10-2/9.5

Side framing below the bulkhead or freeboard deck is to be in accordance with Section 3-2-5.
Transverse framing in the first tween deck above the bulkhead or freeboard deck is to be in
accordance with 3-2-5/5.3, Type A frame requirements.
Longitudinal framing in the first tween deck above the bulkhead or freeboard deck is to be in
accordance with 3-2-5/5.3, Type A frame requirements, where ! and s are respectively the spacing of
the side vertical webs and the spacing of the longitudinals.
Side framing in the second and higher tween decks above the bulkhead or freeboard deck are to be in
accordance with 3-2-11/3.5, but need not exceed 3-2-5/5.3, Type A frame requirements.
11 Deck Structure 5-10-2/11
11.1 General 5-10-2/11.1

Vehicle loading arrangement plans showing vehicle positions and dimensions, wheel load and wheel
imprint data, and lashing plan are to be submitted. The requirements are based on the vehicles having
rubber tires.
11.3 Deck Plating 5-10-2/11.3
11.3.1 Strength Deck 5-10-2/11.3.1

The plating is to be longitudinally framed and is to be not less than the value given in
equation 2a of 3-2-3/Table 2 or as required by this section.
11.3.2 Vehicle Decks 5-10-2/11.3.2

The plating is to be longitudinally framed and is to be not less thickness than given in
3-2-3/5.7 and 3-2-3/5.17. Wheel loads, imprint sizes, vehicle dimensions and clearance are to
be shown on plans. In the equation t = kKn CW the factor K may be obtained from the
following:
K = [21.99 + 0.316(a/s)2 – 5.328(a/s) + 2.6(a/s)(b/s) – 0.895(b/s)2 – 7.624(b/s)]10-2
k = 8.05 (25.2, 1)
Part 5
n = 1.0 where ! /s 2.0 and 0.85 where ! /s 1.0, for intermediate values of
! /s, n is to be obtained by interpolation
C = 1.5 for wheel loads of vehicles stowed at sea and
1.1 for vehicles operating in port
W = static wheel load, in kN (tf, Ltf)
a = the wheel imprint dimension, in mm (in.), parallel to the longer edge, ! ,
of the plate panel, and in general, the lesser wheel imprint dimension
b = the wheel imprint dimension, in mm (in.), perpendicular to the longer
edge, ! , of the plate panel, and in general, the larger wheel imprint
dimension
s = the spacing of deck beams or deck longitudinals, in mm (in.)
! = the length of the plate panel, in m (in.)
If the deck is to be considered an effective part of the hull girder, the plating is to comply with
the buckling requirements of 3-2-1/19. The thickness is to be not less than 4.5 mm (0.18 in.).
11.3.3 Accommodation Deck 5-10-2/11.3.3

See 3-2-3/5.

The scantlings of longitudinals and beams of the vehicle decks are to be based on the specified static
wheel loads or the specified uniform deck design load.
Longitudinals subject to wheel loads are to be calculated as a continuous beam – three equal spans.
The allowable stresses are to be as given in 3-2-7/5 For the vehicle used only in port, the allowable
stresses of 80% of yield may be used.
For crew and passenger accommodation spaces, see 5-7-2/11.5.
The deck longitudinals of all strength decks are to comply with the buckling requirements of 3-2-1/19.
11.7 Deck Girders and Deck Transverses 5-10-2/11.7
11.7.1 Strength 5-10-2/11.7.1

The scantlings of deck transverses and girders are to be based on the specified uniform
vehicle deck design loading, or for the vehicle static wheel loading on each transverse,
whichever is greater. For uniform load, the section modulus is not less than the values given
by 3-2-8/5.3 and 3-2-8/5.5. The scantlings of the transverses and girders under wheel loads
may be calculated assuming fixed end conditions. For allowable stresses, see 3-2-7/Table 2.
For crew accommodations, see 3-2-7/3.
Where buckling strength of deck plating is not sufficient, the effective width of deck plating
to be used in determining the section modulus and moment of inertia of deck transverses and
deck girders is not to be taken more than given in 3-2-2/13.3 or than given below:
Longitudinally framed deck transversely framed deck
Deck transverse bWT in 5-10-2/1.5.3(b) bWL in 5-10-2/1.5.3(a)
Deck girder bWL in 5-10-2/1.5.3(a) bWT in 5-10-2/1.5.3(b)
Part 5
11.7.2 Stiffness 5-10-2/11.7.2

The deflection of the members is not to be more than 0.00182 ! , where ! is the unsupported
span of the member. The deflection is to be calculated for the specified uniform deck design
load assuming fixed end conditions.
The scantlings of girders and transverses and beams loaded with vehicles may also be
determined by direct engineering analysis.
11.9 Pillars 5-10-2/11.9

Pillars are to be in accordance with Section 3-2-8. Where the pillars support vehicle decks, they are to
be based on the uniform vehicle deck design load or on the resulting individual vehicle loads from the
structure supported by the pillar, whichever is greater.
Where possible, pillars above the lowest vehicle deck are to be in line with those under the lowest
vehicle deck. Where not possible, the bending strength and shear strength of the transverses and
girders are to be based on the uniform vehicle deck design loads, or the individual vehicle wheel loads
of the deck they support, whichever is greater, plus the pillar loads that the deck transverse or girder
supports.
11.11 Retractable Decks 5-10-2/11.11

Plate thickness and scantlings of the stiffeners are not less than the value given by 3-2-3/5.15.
11.13 Lashing Points 5-10-2/11.13

Vehicle decks are to have a sufficient number of lashing points that are to be supported by the deck
structure or specially arranged headers. The loads on the lashing points are to be not less than 200 kN
(20,400 kg, 20 tons) or the rated breaking strength of the lashing point fitting, whichever is greater.
These loads are for one securing device; where more than one securing device is to be attached to a
lashing point, the load is to be increased proportionately. The deck strength member is to have a
section modulus, SM, not less than obtained from the following equation:
SM = M/f cm2 (in2)
M = maximum bending moment due to lashing load, in kN-cm (kgf-cm, tonf-in.)
f = design stress given below
The sectional area of web of the deck structural member, A, is to be not less than obtained from the
following equation:
F
A= cm2 (in2)
τ
F = maximum shear force due to lashing load, in kN (kgf, tons)
τ = design stress given below
normal or bending stress (f): 1.0Y

shear stress (τ): 0.56Y
Y = minimum yield strength of material, as defined in 2-1-1/13 or 72% of the
specified minimum tensile strength, whichever is lesser, kN/cm2 (kgf/cm2,
tons/in2)
Part 5
11.15 Hatch Covers 5-10-2/11.15

Plate thickness and scantlings of the stiffeners are not less than the value given by 3-2-15/13.7.
11.17 Vehicle Ramps 5-10-2/11.17
11.17.1 General 5-10-2/11.17.1
Ramps used for the loading and unloading of vehicles are to have plating thickness not less
than the value given by 3-2-3/5.7 and 3-2-3/5.17. A Cargo Gear Certificate will be issued for
a ramp in full compliance with the following requirements.
11.17.2 Operating Condition 5-10-2/11.17.2

During loading and unloading vehicles, the vessel is not to heel more than 5° in relation to the
dock. This is presumed for plan approval, and it is to be verified by operating personnel prior
to loading and unloading that the end of the ramp in contact with the dock bears on the dock
for the full width of the ramp.
Where these operating conditions cannot be attained, design is to be based on one corner of
the ramp being supported by the dock.
Special consideration will be given where the shoreside end of the ramp is supported by a
floating structure.
11.17.3 Strength 5-10-2/11.17.3

The scantlings of the stiffeners are to be calculated assuming the ends simply supported and
with an allowable bending stress of 0.6 yield and shear of 0.4 yield. Where ramps are also
used as doors, the plating thickness is to be not less than the value calculated for side shell
plating using the ramp stiffener spacing, but in no case less than the minimum required side
shell plate at the same location.
11.19 Bow Doors, Inner Doors, Side Shell Doors and Stern Doors 5-10-2/11.19
The arrangement and construction of bow doors, inner doors, side shell doors and stern doors are to
comply with the requirements of 3-2-16/3.
11.21 Protection Against Vehicle Damage 5-10-2/11.21

Casings, ventilators, vent ducts and pipes, etc. that pierce the bulkhead deck and extend watertight
into vehicle space are to be protected against vehicle damage.
13 Fore-end Strengthening 5-10-2/13
13.1 General 5-10-2/13.1

The structural configurations, plating and framing systems, in fore-end area located beyond 0.4L
amidships are to comply with the applicable requirements in 3-2-4/13, 3-2-5/7, 3-2-6/5, 3-2-7/3,
3-2-2/5 and 3-2-3/5, as applicable.
13.3 Structure Strengthening for Impact Loads 5-10-2/13.3

In addition to 5-10-2/13.1, appropriate strengthening is to be considered in design of hull structure in
the fore-end areas where the hull structure is subject to impact loads (e.g. bottom and bowflare
slamming). The hull structure scantlings in the fore-end areas may be assessed in accordance with
5-5-6/23 when a direct calculation of impact loads is not available.
Part 5
15 Higher Strength Material 5-10-2/15
Where the top or bottom flange of the hull girder, or both, is constructed of higher-strength material,
the requirements of 3-2-1/5 are to apply.
Deck plating of higher-strength material is to be in accordance with 3-2-3/7.
Where deck longitudinals, deck transverses or deck girders are of higher-strength material, the
required section modulus, SMhts, is to be not less than obtained from the following equation:
SMhts = SMms⋅ q cm3 (in3)
SMms = required section modulus for ordinary strength steel, cm3 (in3)
q = 235/Y N/mm2 (24/Y kgf/mm2, 24,000/Y psi)

Y = specified minimum yield point or yield strength of the higher-strength material, in
N/mm2 (kgf/mm2, psi), as defined in 2-1-1/13 or 72% of the specified minimum
tensile strength, whichever is lesser
Deck plating to which higher-strength material deck longitudinal, deck transverse or deck girder is
attached is to be of the same higher-strength material.
The deflection of deck transverse and deck girders is not to be more than 0.00182 ! , where ! is the
unsupported span of the member. The deflection is to be calculated for the specified uniform deck
design load assuming fixed end conditions.
Where deck transverses and girders are not of the same strength material, the web and face bar of the
higher strength material member are to be continuous in way of intersections. At intersections, the
face bars of each member are to be the same thickness, a local thicker face bar is to be provided for
members having thinner face bars clear of the intersection.
17 Ventilation and Electrical Equipment in RO/RO Cargo

Spaces 5-10-2/17
RO/RO cargo spaces are to comply with the requirements in 5-10-4/3.5 and 5-10-4/3.7.
19 Fire Detection and Extinguishing Arrangements in RO/RO

Cargo Spaces 5-10-2/19
RO/RO cargo spaces are to comply with 5-10-4/3.1 and 5-10-4/3.3.
21 Carriage of Dangerous Goods 5-10-2/21
Vessels carrying dangerous goods are to comply with Chapter II-2, Regulation 54 of the International
Convention for the Safety of Life at Sea (SOLAS) 1974 and Amendments in force.
PART
5
Vehicles
SECTION 3 Vehicle Passenger Ferry
CONTENTS
1 General............................................................................... 1473
1.1 Passenger Ship Safety Certificates.................................... 1473
1.3 Independent Review........................................................... 1473
1.5 Administration Approval ..................................................... 1473
3 Hull Scantlings .................................................................. 1473
3.1 Rudders and Steering Gear ............................................... 1473
3.3 Bottom Structures............................................................... 1473
3.5 Deck Plating ....................................................................... 1473
3.7 Deck Longitudinals and Beams.......................................... 1474
3.9 Pillars.................................................................................. 1474
PART
5
Vehicles (1999)
SECTION 3 Vehicle Passenger Ferry 5 - 1 0 - 3
1 General 5-10-3/1
1.1 Passenger Ship Safety Certificates 5-10-3/1.1

(See 5-7-1/1.7)
1.3 Independent Review 5-10-3/1.3
(See 5-7-1/1/9)
1.5 Administration Approval 5-10-3/1.5

(See 5-7-1/1.11)
The scantlings of hull are to be generally in accordance with Section 5-10-2 of this Chapter, Sections
in Part 3 and other applicable Sections of the Rules, which may be modified in accordance with the
3.1 Rudders and Steering Gear 5-10-3/3.1

Rudders and steering gears are to be in accordance with Section 3-2-14. and Section 4-3-4. Where the
vessel is designed and specifically fitted for carrying more than twelve (12) passengers in addition to
the carriage vehicles, the steering gear is to be trial tested in accordance with 4-3-4/21.7, 4-3-4/23.3
and 4-3-4/25.7.
3.3 Bottom Structures 5-10-3/3.3

The bottom structures are also to be in accordance with 5-7-2/5.
3.5 Deck Plating 5-10-3/3.5
3.5.1 Passenger Deck 5-10-3/3.5.1
See 5-7-2/11.1.
Part 5
Section 3 Vehicle Passenger Ferry 5-10-3
3.5.2 Train Deck 5-10-3/3.5.2
Decks used for the transport of railroad cars will be specially considered.

See 5-7-2/11.5.
3.9 Pillars 5-10-3/3.9

In addition to the requirements in 5-10-2/11.9, pillars are to be arranged at regular intervals under the
lowest vehicle deck, considering the need to minimize vibration.
PART
5
Vehicles
CONTENTS
1 Application......................................................................... 1477
3 Ro-Ro Cargo Spaces......................................................... 1477
3.1 Fire Detection ..................................................................... 1477
3.3 Fire Extinguishing Arrangements ....................................... 1477
3.5 Ventilation Systems............................................................ 1479
3.7 Electrical Installations in Ro-Ro Cargo Spaces.................. 1482
3.9 Drainage or Bilge Pumping of Ro-Ro Cargo Spaces ......... 1482
3.11 Permanent Opening in Ro-Ro Cargo Spaces .................... 1483
5 Cargo Spaces, Other Than Ro-Ro Cargo Spaces,
Intended to Carry Vehicles with Fuel in Their Tanks ...... 1483
TABLE 1 Dangerous Goods Classes ................................... 1480

TABLE 2 Application of Requirements to Different Ro-Ro
Cargo Spaces......................................................... 1480
TABLE 3 Application of the Requirements in 4-7-2/7.3 to
Different Classes of Dangerous Goods Except
Solid Dangerous Goods in Bulk ........................... 1481
PART
5
Vehicles
Provisions of Part 5 Chapter 10 Section 4 (referred to as Section 5-10-4) apply to vessels fitted with
ro-ro cargo spaces, which may be utilized to carry cargoes and vehicles with fuel in their tanks for
their own propulsion. Ro-ro cargo spaces are spaces not normally subdivided in any way and
extending to either a substantial length or the entire length of the vessel in which goods (packaged or
in bulk, in or on rail or road cars, vehicles (including rail or road tankers), trailers, containers, pallets,
demountable tanks, etc.) can be loaded or unloaded normally in a horizontal direction.
Requirements for cargo spaces, other than ro-ro cargo spaces, intended for the carriage of vehicles
with fuel in their tanks are also covered in this section.
The provisions of 4-1-1/1.5, specifying conditions for assigning the machinery class notation AMS,
are applicable to vehicle carriers and vessels fitted with ro-ro cargo spaces in addition to the
provisions of this section.
3 Ro-Ro Cargo Spaces 5-10-4/3
3.1 Fire Detection 5-10-4/3.1

A fixed fire detection and fire alarm system complying with the requirements of 4-7-3/11 is to be
fitted. The fixed fire detection system is to be capable of rapidly detecting the onset of fire. The type
of fire detectors and their spacing and location are to be submitted for review in each case and are to
take into account the effects of ventilation and other relevant factors. After being installed, the system
is to be tested under normal ventilation conditions and is to give a satisfactory response time.
3.3 Fire Extinguishing Arrangements 5-10-4/3
3.3.1 Ro-Ro Spaces Capable of Being Sealed 5-10-4/3.3.1

3.3.1(a) F i x e d g a s f i r e - e x t i n g u i s h i n g s y s t e m . Ro-ro cargo spaces capable of
being sealed are to be fitted with a fixed gas fire-extinguishing system complying with the
provisions of 4-7-3/3, except that:
Part 5
if CO2 system is fitted, the quantity of gas available is to be at least sufficient to give
a minimum volume of free gas equal to 45% of the gross volume of the largest such
cargo space which is capable of being sealed, and the arrangements are to be such as
to ensure that at least two thirds of the gas required for the relevant space can be
introduced during 10 minutes;
any other fixed gas fire-extinguishing system or fixed high expansion foam fire
extinguishing system may be fitted provided that an equivalent protection is achieved.
3.3.1(b) F i x e d p r e s s u r e w a t e r - s p r a y s y s t e m . As an alternative to 5-10-4/3.3.1(a),
a fixed pressure water-spray system complying with the provisions of 4-7-3/7, and designed
for manual operation may be fitted. However, the drainage and pumping arrangements are to
be such as to prevent the build-up of free surfaces. If this is not possible, the adverse effect
upon the stability of the added weight and free surface of water is to be taken into account in
the approval of the stability information. Reference may be made to IMO Resolution
A.123(V) Recommendation on Fixed Fire-Extinguishing Systems for Special Category
Spaces.
3.3.2 Ro-Ro Spaces Not Capable of Being Sealed 5-10-4/3.3.2

Ro-ro spaces not capable of being sealed are to be fitted with a fixed pressure water-spray
system complying with the provisions of 5-10-4/3.3.1(b).
3.3.3 Portable Extinguishers 5-10-4/3.3.3

At least one portable extinguisher is to be provided at each access to any ro-ro cargo space. In
addition, at each vehicle deck level where vehicles with fuel in their tanks are carried,
sufficient portable extinguishers suitable for fighting oil fires are to be provided such that they
are not more than 20 m (65 ft) apart on both sides of the vessel. The one located at the access
may be credited for this purpose.
3.3.4 Water Fog and Foam Applicators 5-10-4/3.3.4

Each ro-ro cargo space intended for the carriage of motor vehicles with fuel in their tanks for
their own propulsion is, in addition to the foregoing, as applicable, to be provided with:
at least three water fog applicators;
one portable foam applicator unit complying with the provisions of 4-7-3/15.3,
provided that at least two such units are available in the vessel for use in such ro-ro
cargo spaces.
3.3.5 Ro-Ro Cargo Spaces Intended to Carry Dangerous Goods 5-10-4/3.3.5

3.3.5(a) Separation of ro-ro cargo spaces In applying the requirements of 5-10-4/3.3.5(b), the
following rules for separation of ro-ro cargo spaces are to be complied with:
A separation is to be provided between a closed ro-ro cargo space and an adjacent
open ro-ro cargo space. The separation is to be such as to minimize the passage of
dangerous vapors and liquids between these spaces. Alternatively, such separation
need not be provided if the ro-ro cargo space is considered a closed cargo space over
its entire length and is to fully comply with the relevant special requirements of
5-10-4/3.
A separation is to be provided between a closed ro-ro cargo space and the adjacent
weather deck. The separation is to be such as to minimize the passage of dangerous
vapors and liquids between the two spaces. Alternatively, a separation need not be
provided if the arrangements of the closed ro-ro cargo spaces are in accordance with
those required for dangerous goods carried on the adjacent weather deck.
Part 5
3.3.5(b) Requirements In addition to complying with the foregoing requirements, as

applicable, ro-ro cargo spaces intended for the carriage of dangerous goods are to comply
with the following tabulated requirements, except when carrying dangerous goods in limited
quantities (as defined in section 18 of the General Introduction of IMDG Code):
5-10-4/Table 1 provides a description of the list of dangerous goods as defined in
IMDG Code.
5-10-4/Table 2 provides the application of the requirements described in 4-7-2/7.3 to
different ro-ro cargo spaces.
5-10-4/Table 3 provides the application of the requirements described in 4-7-2/7.3 to
the different classes of dangerous goods except solid dangerous goods in bulk.
3.5 Ventilation Systems 5-10-4/3.5
3.5.1 Capacity 5-10-4/3.5.1

Closed ro-ro spaces are to be provided with an effective power ventilation system sufficient to
provide at least six air changes per hour based on an empty hold.
3.5.2 Operation of the Ventilation System 5-10-4/3.5.2

Ventilation fans are normally to be run continuously whenever vehicles are on board. Where
this is impracticable, they are to be operated for a limited period daily as weather permits and
in any case for a reasonable period prior to discharge, after which period the ro-ro space is to
be proved gas-free. One or more portable combustible gas detecting instruments are to be
carried on board for this purpose.
3.5.3 Arrangements of the Ventilation System 5-10-4/3.5.3

The ventilation system of the ro-ro cargo space is to be entirely separate from other
ventilation systems. Ventilation ducts serving ro-ro cargo spaces capable of being effectively
sealed are to be separated for each cargo space. The ventilation is to be so arranged as to
prevent air stratification and the formation of air pockets. Ventilation ducts, including
dampers, are to be of steel or equivalent.
3.5.4 Control of the Ventilation System 5-10-4/3.5.4

The ventilation system is to be capable of being controlled from a position outside the ro-ro
cargo spaces. Means are to be provided to indicate any loss of the required ventilation
capacity on the navigating bridge. Arrangements are to be provided to permit a rapid
shutdown and effective closure of the ventilation system in case of fire, taking into account
the weather and sea conditions.

Ro-ro cargo spaces intended to carry dangerous goods are to have ventilation system
complying with in 4-7-2/7.3.4 , see 5-10-4/3.3.5, 5-10-4/Table 2 and 5-10-4/Table 3.
Part 5
TABLE 1
Dangerous Goods Classes
Class Substance
1 Explosives
(1.1 through 1.6)
2.3 Toxic gases
3 Flammable liquids
(3.1 through 3.3)
8 Corrosives
9 Miscellaneous dangerous substances and articles, that is any substance which
experience has shown, or may show, to be of such a dangerous character that the
provisions for dangerous substance transportation are to be applied.
TABLE 2
Application of Requirements to Different Ro-Ro Cargo Spaces
Ro-Ro spaces
4-7-2/… Requirements Closed 1) Open 2) Weather deck 3)
7.3.1(a) Availability of water x x x
7.3.1(b) Quantity of water x x x
7.3.1(c) Under-deck cargo space cooling x x -
7.3.1(d) Alternative to cooling by water x x -
7.3.2 Sources of ignition x x -
7.3.3 Detection system x - -
7.3.4 Ventilation x - -
7.3.5 Bilge pumping x - -
7.3.6 Personnel protection x x x
7.3.7 Portable fire extinguisher - x x
7.3.8 Insulation of machinery space boundary x x x
7.3.9 Water-spray system x 4) x -
Notes
1 Closed ro-ro spaces are ro-ro cargo spaces which are neither open ro-ro spaces nor weather
decks.
2 Open ro-ro cargo spaces are ro-ro cargo spaces either open at both ends, or open at one end
and provided with adequate natural ventilation effective over their entire length through
permanent openings in the side plating or deckhead.
3 Weather deck is a deck which is completely exposed to the weather from above and from at
least two sides.
4 Apply only to closed ro-ro cargo spaces not capable of being sealed.
Part 5
TABLE 3
Application of the Requirements in 4-7-2/7.3 to Different Classes of
Dangerous Goods Except Solid Dangerous Goods in Bulk
Dangerous 4-7-2/paragraph:
goods class 7.3.1 7.3.2 7.3.3 7.3.4 7.3.5 7.3.6 7.3.7 7.3.8 7.3.9
(a) (b) (c) (d ) (a) (b)
1.1 – 1.6 x x x x x x x2 x
1.4S x x x x
2.1 x x x x x x x x x
2.2 x x x x x x
2.3 x x x x x x x
3.1, 3.2 x x x x x x x x x x x
3.3 x x x x x x x
4.3 x x x x x x x x
5.1 x x x x1 x x x3 x
5.2 x x x x
6.1 liquids x x x x x x
6.1 liquids x x x x x x x x x x x
≤23°C
6.1 liquids x x x x x x x x x x
>23°C
≤61°C
6.1 solids x x x x1 x x
8 liquids x x x x x
8 liquids x x x x x x x x x x x
≤23°C
8 liquids x x x x x x x x x
>23°C
≤61°C
8 solids x x x x x
9 x x1 x4 x
1 When ‘‘mechanically ventilated spaces’’ are required by the IMDG Code, as amended.
2 Stow 3m (10 ft) horizontally away from the machinery space boundaries in all cases.
3 Refer to the IMDG Code.
4 As appropriate to the goods being carried.
Part 5
3.7 Electrical Installations in Ro-Ro Cargo Spaces 5-10-4/3.7
3.7.1 Application 5-10-4/3.7.1

These requirements are additional to, or modifying that of Section 4-8-1 through Section
4-8-4 as appropriate.
3.7.2 Ro-Ro Cargo Spaces Intended to Carry Vehicles with Fuel in Their Tanks 5-10-4/3.7.2
3.7.2(a) Hazardous areas Areas where flammable or explosive gases, vapors, or dust are
normally present or likely to be present are known as hazardous areas. Closed ro-ro cargo
spaces carrying motor vehicles with fuel in their tanks for their own propulsion are to be
regarded as hazardous areas. Electrical equipment and wiring, except where permitted
otherwise in 5-10-4/3.7.2(b) below, are to be of the types certified safe and suitable for use in
flammable petrol and air mixture. Specifically, the following certified safe equipment may be
used:
intrinsically safe type (Ex ia and ib);
flame proof type (Ex d Group IIA T3);
pressurized or purged type (Ex p); and
increased safety type (Ex e).
3.7.2(b) Alternative electrical equipment Electrical equipment of a type so enclosed and
protected as to prevent the escape of sparks, e.g. protection degree of IP55 or equivalent, is
permitted in cargo spaces:
above a height of 450 mm (17.75 ft) from vehicle deck, and
above a height of 450 mm from vehicle platform, if fitted, except platforms which
may be invaded by petrol vapor from a perforated vehicle platform above.
In such cases, the ventilation system is to be so designed and operated as to provide
continuous ventilation of the cargo spaces at the rate of at least ten air changes per hour
whenever vehicles are on board.
3.7.2(c) Exhaust ventilation duct Electrical equipment and wiring in an exhaust ventilation
duct is to be of a type certified safe for use in explosive petrol and air mixtures (see 5-10-
4/3.7.2(a) above), and the outlet from any exhaust duct is to be sited in a safe location, having
regard to other possible sources of ignition. Exhaust fans are to be of non-sparking
construction complying with 4-8-3/11.

Ro-ro cargo spaces intended to carry dangerous goods are not to be fitted with electrical
equipment, unless it is essential for operational purposes. Where fitted, the provisions of
4-7-2/7.3.2 are to be complied with; see 5-10-4/3.3.5, 5-10-4/Table 2 and 5-10-4/Table 3.
3.9 Drainage or Bilge Pumping of Ro-Ro Cargo Spaces 5-10-4/9
3.9.1 Application 5-10-4/3.9.1

Where a gravity drain system is fitted, the system is to comply with the provisions of 4-6-4/3.
Where a bilge pumping system is fitted, the system is to comply with the provisions of
4-6-4/5.
Part 5
3.9.2 Ro-Ro Cargo Spaces Intended to Carry Vehicles with Fuel in Their Tanks 5-10-4/3.9.2
Gravity drains from ro-ro cargo spaces carrying motor vehicles with fuel in their tanks for
their own propulsion are not to be led to machinery or other spaces where sources of ignition
may be present.

3.9.3(a) Flammable and toxic substances Enclosed ro-ro cargo spaces intended to carry
flammable or toxic dangerous goods are to be designed to ensure against the pumping of such
liquids through machinery space piping or pumps; see 5-10-4/Table 2 and 5-10-4/Table 3, and
also of 4-7-2/7.3.5.
3.9.3(b) Explosives Enclosed ro-ro cargo spaces intended to carry explosives, for which the
provisions for either cooling or flooding of the space by copious quantities of water is
required, the bilge pumping arrangements are to be such as to prevent the build-up of free
surfaces. If this is not possible, the adverse effect upon the stability of the added weight and
the free surface of water is to be taken into account in the approval of the vessel’s stability
information. See 5-10-4/Table 2 and 5-10-4/Table 3, and of 4-7-2/7.3.1(c) and 4-7-2/7.3.1(d).
3.9.4 Ro-Ro Cargo Spaces Fitted with Water-spray System 5-10-4/3.9.4

Ro-ro cargo spaces fitted with fixed pressure water-spray systems are to have drainage or
bilge pumping arrangements complying with the requirements of 5-10-4/3.3.1(b).
3.11 Permanent Opening in Ro-Ro Cargo Spaces 5-10-4/3.11

Permanent openings in the side plating, the ends or deckhead of open and closed ro-ro cargo spaces
are to be so situated that a fire in the cargo space does not endanger stowage areas and embarkation
stations for survival craft and accommodation spaces, service spaces and control stations in
superstructures and deckhouses above the cargo spaces.
5 Cargo Spaces, Other Than Ro-Ro Cargo Spaces, Intended

to Carry Vehicles with Fuel in Their Tanks 5-10-4/5
Cargo spaces, other than ro-ro cargo spaces, intended for the carriage of motor vehicles with fuel in
their tanks for their own propulsion are to comply with the provisions of 5-10-4/3, except that in lieu
of 5-10-4/3.1 a sample extraction smoke detection system complying with the provisions of 4-7-3/13
may be permitted and 5-10-4/3.3.4 may be omitted.

Part5 - Specific Vessel Types (2000)

Uploaded by

Copyright:

Available Formats

You might also like

Part5 - Specific Vessel Types (2000)

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Part5 - Specific Vessel Types (2000)

Uploaded by

Copyright:

Available Formats

Rules for Building and Classing

American Bureau of Shipping

quality & environmental

All of our client commitments, supporting

We commit to operate consistent with

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000 i

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000 1

APPENDIX 1 Guide for Fatigue Strength Assessment

2 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000 3

4 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000

1.1 Classification (1995) 5-1-1/1.1

1.3 Application 5-1-1/1.3

1.3.1 Size and Proportion (1997) 5-1-1/1.3.1

1.3.2 Vessel Types 5-1-1/1.3.2

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000 5

Mid-deck tanker: Refer to 5-1-A4/1.1, Design Concepts.

1.3.3 Direct Calculations 5-1-1/1.3.3

1.5 Detail Design of Internal Members 5-1-1/1.5

1.7 Breaks 5-1-1/1.7

1.9 Variations 5-1-1/1.9

1.11 Loading Guidance (1997) 5-1-1/1.11

1.13 Pressure-Vacuum Valve Setting (1993) 5-1-1/1.13

1.15 Protection of Structure 5-1-1/1.15

6 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000

1.17 Aluminum Paint 5-1-1/1.17

3 Special Requirements for Deep Loading 5-1-1/3

3.1 General 5-1-1/3.1

3.3 Machinery Casings 5-1-1/3.3

3.5 Access (1998) 5-1-1/3.5

3.7 Hatchways 5-1-1/3.7

3.9 Freeing Arrangements 5-1-1/3.9

3.11 Flooding 5-1-1/3.11

3.13 Ventilators 5-1-1/3.13

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000 7

5 Arrangement (1994) 5-1-1/5

5.1 General 5-1-1/5.1

5.3 Subdivision 5-1-1/5.3

5.5 Cofferdams 5-1-1/5.5

5.7 Gastight Bulkheads 5-1-1/5.7

5.9 Cathodic Protection (1996) 5-1-1/5.9

5.9.1 Anode Installation Plan 5-1-1/5.9.1

5.9.2 Magnesium and Magnesium Alloy Anodes 5-1-1/5.9.2

5.9.3 Aluminum Anodes 5-1-1/5.9.3

8 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000

5.9.4 Anode Attachment 5-1-1/5.9.4

5.11 Ports in Pump Room Bulkheads 5-1-1/5.11

5.13 Location of Cargo Oil Tank Openings 5-1-1/5.13

5.15 Structural Fire Protection 5-1-1/5.15

5.17 Allocation of Spaces (1994) 5-1-1/5.17

5.17.1 Tanks Forward of the Collision Bulkhead 5-1-1/5.17.1

5.17.2 Double Bottom Spaces and Wing Tank Spaces 5-1-1/5.17.2

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS 2000 9

5.23 Duct Keels or Pipe Tunnels in Double Bottom (2000) 5-1-1/5.23

5.25 Ventilation (1996) 5-1-1/5.25

5.27 Pumping Arrangements 5-1-1/5.27

5.29 Electrical Equipment 5-1-1/5.29

5.31 Testing 5-1-1/5.31