Part 8 Rules For Classification of Sea-Going Ships

CHINA CLASSIFICATION SOCIETY
RULES FOR CLASSIFICATION

OF
SEA-GOING STEEL SHIPS
2015
PART EIGHT ADDITIONAL REQUIREMENTS
Effective from July 1 2015
Add ：CCS Mansion,9 Dongzhimen Nan Da Jie,

Bejing 100007,China
Tel ：0086-010-58112288
Fax ：0086-010-58112811
Postcode ：100007
Email ：ccs@ccs.org.cn
CONTENTS
PART EIGHT ADDITIONAL REQUIREMENTS CCS RULES FOR CLASSIFICATION OF SEA-GOING STEEL SHIPS-2015
CONTENTS
CHAPTER 1 ADDITIONAL REQUIREMENTS FOR FIRE-FIGHTING SHIPS................................8-1

Section 1 GENERAL PROVISIONS.......................................................................................................8-1
Section 2 BASIC REQUIREMENTS.......................................................................................................8-2
Section 3 PROTECTION AND FIRE-FIGHTING EQUIPMENT..........................................................8-3
CHAPTER 2 (Deleted)..................................................................................................................................8-6
CHAPTER 3 ADDITIONAL REQUIREMENTS FOR OIL RECOVERY SHIPS..................................8-7

Section 1 GENERAL PROVISIONS.......................................................................................................8-7
Section 2 CONSTRUCTION AND FIRE SAFETY.................................................................................8-8
Section 3 MACHINERY INSTALLATIONS.........................................................................................8-10
Section 4 ELECTRICAL INSTALLATIONS........................................................................................8-12
Section 5 OPERATING MANUAL.......................................................................................................8-13
Section 6 OIL RECOVERY SHIPS CARRYING RECOVERED OIL HAVING
A FLASH POINT EXCEEDING 60℃..................................................................................8-14
CHAPTER 4 ADDITIONAL REQUIREMENTS FOR ONE MAN BRIDGE OPERATED

(OMBO) SHIPS...................................................................................................................8-15
Section 1 GENERAL PROVISIONS.....................................................................................................8-15
Section 2 BRIDGE LAYOUT.................................................................................................................8-15
Section 3 WORKSTATIONS.................................................................................................................8-18
Section 4 EQUIPMENT AND SYSTEMS.............................................................................................8-19
Section 5 OPERATIONAL PROCEDURES AND SAFETY MANUAL..............................................8-22
CHAPTER 5 ADDITIONAL REQUIREMENTS FOR FISHING VESSELS.......................................8-23

Section 1 HULL.....................................................................................................................................8-23
Section 2 MACHINERY.........................................................................................................................8-25
CHAPTER 6 ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS................8-28

Section 1 OPEN-TOP CONTAINER SHIPS ENGAGED IN UNRESTRICTED SERVICE...............8-28
Section 2 OPEN-TOP CONTAINER SHIPS ENGAGED IN RESTRICTED SERVICE.....................8-33
CHAPTER 7 ADDITIONAL REQUIREMENTS FOR PUSHER TUG-BARGE

COMBINATIONS................................................................................................................8-36
Section 2 FREEBOARD, SUBDIVISION AND STABILITY, BILGE PUMPING SYSTEM.............8-37
Section 3 HULL STRUCTURE AND OUTFITTING...........................................................................8-37
Section 4 ELECTRICAL INSTALLATIONS........................................................................................8-37
Section 5 CONNECTOR AND HULL SUPPORTING STRUCTURE.................................................8-38
CHAPTER 8 ADDITIONAL REQUIREMENTS FOR SHIPS WITH REGARD TO

ENVIRONMENTAL PROTECTION................................................................................8-41
Section 2 CONDITIONS FOR ASSIGNING CLEAN CLASS NOTATION........................................8-43
Section 3 OTHER CLASS NOTATIONS...............................................................................................8-45
CHAPTER 9 ADDITIONAL REQUIREMENTS FOR SHIPS HAVING INDEPENDENT

ICEBREAKING CAPABILITY..........................................................................................8-48
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CONTENTS
CCS RULES FOR CLASSIFICATION OF SEA-GOING STEEL SHIPS-2015 PART EIGHT ADDITIONAL REQUIREMENTS
Section 2 ENGINE OUTPUT.................................................................................................................8-48

Section 3 HULL STRUCTURE..............................................................................................................8-49
Section 4 (DELETED)
Section 5 (DELETED)
CHAPTER 10 ADDITIONAL REQUIREMENTS FOR PETROLEUM ASPHALT CARRIERS........8-51

Section 2 CONSTRUCTION AND ARRANGEMENT OF SHIP.........................................................8-52
CHAPTER 11 DYNAMIC POSITIONING SYSTEMS.............................................................................8-55

Section 2 SYSTEM ARRANGEMENT.................................................................................................8-57
Section 3 THRUSTER SYSTEM...........................................................................................................8-59
Section 4 POWER SYSTEM.................................................................................................................8-60
Section 5 CONTROLLER AND MEASURING SYSTEM...................................................................8-61
Section 6 ENVIRONMENTAL CONDITIONS.....................................................................................8-66
CHAPTER 12 IN-WATER SURVEY ARRANGEMENTS OF SHIPS.....................................................8-67

Section 2 DOCUMENTATION TO BE SUBMITTED..........................................................................8-67
Section 3 STRUCTURAL DESIGN PRINCIPLES...............................................................................8-67
CHAPTER 13 ADDITIONAL REQUIREMENTS FOR POLAR CLASS SHIPS..................................8-68

Section 1 DESCRIPTION AND APPLICATION OF POLAR CLASS NOTATION............................8-68
Section 2 STRUCTURAL REQUIREMENTS FOR POLAR CLASS SHIPS......................................8-68
Section 3 MACHINERY INSTALLATIONS.........................................................................................8-82
CHAPTER 14 REDUNDANT PROPULSION SYSTEMS........................................................................8-92

Section 2 SYSTEM ARRANGEMENT AND DESIGN.........................................................................8-94
CHAPTER 15 ADDITIONAL REQUIREMENTS FOR ELECTRICALLY PROPELLED SHIPS.....8-96

Section 2 ADDITIONAL REQUIREMENTS FOR ELECTRICAL PROPULSION
INSTALLATIONS.................................................................................................................8-96
Section 3 STRUCTURAL REQUIREMENTS FOR PODDED PROPULSION UNITS.....................8-102
CHAPTER 16 COMFORT ON BOARD...................................................................................................8-104

Section 1 GENERAL PROVISIONS...................................................................................................8-104
Section 2 NOISE..................................................................................................................................8-104
Section 3 VIBRATION.........................................................................................................................8-106
Section 4 MEASUREMENTS AND REPORTS.................................................................................8-107
CHAPTER 17 ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS....................................8-109

Section 1 QUALITATIVE FAILURE ANALYSIS FOR PROPULSION AND
STEERING ON PASSENGER SHIPS................................................................................8-109
CHAPTER 18 ADDITIONAL REQUIREMENTS FOR HEAVY EQUIPMENT CARRIER.............8-111

Section 2 OUTFITTINGS....................................................................................................................8-111
Section 3 INTACT STABILITY...........................................................................................................8-111
Section 4 SPECIAL REQUIREMENTS FOR EXTRA BALLAST OPERATION..............................8-111
Section 5 EXTRA BALLAST OPERATIONAL PROCEDURE MANUAL.......................................8-112
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CONTENTS
PART EIGHT ADDITIONAL REQUIREMENTS CCS RULES FOR CLASSIFICATION OF SEA-GOING STEEL SHIPS-2015
CHAPTER 19 AC HIGH VOLTAGE SHORE CONNECTION SYSTEMS..........................................8-115

Section 2 SYSTEM DESIGN...............................................................................................................8-116
Section 3 ELECTRICAL EQUIPMENT..............................................................................................8-118
Section 4 SURVEY AND TESTING....................................................................................................8-119
CHAPTER 20 ADDITIONAL REQUIREMENTS FOR ANCHOR HANDLING................................8-121

Section 2 HULL STRUCTURE............................................................................................................8-121
Section 3 ANCHOR HANDLING EQUIPMENT AND SUPPORTING STRUCTURES..................8-121
Section 4 STABILITY..........................................................................................................................8-122
CHAPTER 21 HULL MONITORING SYSTEMS...................................................................................8-124

Section 2 SYSTEM DESIGN...............................................................................................................8-125
Section 3 DATA PROCESSING AND STORAGE..............................................................................8-126
Section 4 DISPLAY AND MONITORING..........................................................................................8-129
Section 5 COMPONENT REQUIREMENTS......................................................................................8-130
CHAPTER 22 ADDITIONAL REQUIREMENTS FOR ERGONOMIC CONTAINER LASHING.....8-132

Section 2 SAFE ACCESS DESIGN.....................................................................................................8-132
Section 3 LASHING SYSTEMS..........................................................................................................8-137
Section 4 LIGHTING DESIGN............................................................................................................8-138
Section 5 SPECIALIZED CONTAINER SAFETY DESIGN..............................................................8-138
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ADDITIONAL REQUIREMENTS FOR FIRE-FIGHTING SHIPS
PART EIGHT CHAPTER 1 CCS RULES FOR CLASSIFICATION OF SEA-GOING STEEL SHIPS-2015
CHAPTER 1 ADDITIONAL REQUIREMENTS FOR FIRE-FIGHTING SHIPS
Section 1 GENERAL PROVISIONS
1.1.1 General requirements

1.1.1.1 This Chapter applies to the fire-fighting ships applying for one of the class notations listed in 1.1.2
below.
1.1.1.2 The fire-fighting ships intended to extinguish the following fires respectively are divided into
Grades 1, 2 and 3 in this Chapter:
Fire-fighting ships of Grade 1 are for early stage fire-fighting;
Fire-fighting ships of Grade 2 are for large fire-fighting;
Fire-fighting ships of Grade 3 are for large or oil fire-fighting.
1.1.1.3 The fire-fighting ships are to comply with the requirements of this Chapter and in addition, the
applicable requirements in other PARTs of the Rules and the requirements of CCS Rules for Materials and
Welding.
1.1.1.4 The minimum requirements for fire-fighting ships of Grades 1, 2 and 3 are listed in Table 1.1.1.4.
List of Minimum Requirements for Fire-Fighting Ships Table 1.1.1.4

Grade of fight-fighting ships
Equipment
1 2 3
Minimum number of water monitors 2 3 4 4
Minimum discharge rate per monitor, in m3/h 1200 2400 1800 2400
Minimum number of fire pumps 1 2 2
Minimum total pump capacity, in m3/h 2400 7200 9600
Performance of water monitors:
Minimum height of trajectory of jets of monitors above sea 45 70 70
level, in m
Minimum range of monitors jets, in m 120 150 150
Minimum fuel capacity for simultaneous working of all
24 96 96
water monitors, in h
Fixed foam fire-extinguishing system:
Minimum number of foam monitors – – 2
Minimum discharge rate per system, in m3/h – – 300
Time of continuous foam production, in min – – 30
Mobile fire-fighting equipment:
Portable foam generator
Minimum foam capacity, in m3/min – 100 100
Time of continuous foam production, in min – 30 30
Fire hoses
Number of hose connections each side of ship 4 8 8
Number of fireman’s outfits 4 8 8
1.1.1.5 Where it is necessary for fire-fighting ships to deviate from the requirements of this Chapter due
to their specific missions such as geographical limitations or particular objects to be served, CCS may
impose other requirements as appropriate on such ships. And individual requirements in this Chapter may
also be relaxed subject to agreement of CCS.
1.1.2 Notations
1.1.2.1 For all grades of fire-fighting ships complying with the requirements in this Chapter, the
following notations are to be granted respectively:
Fire-fighting ships of Grade 1: Fire-Fighting Ship 1;
Fire-fighting ships of Grade 2: Fire-Fighting Ship 2;
Fire-fighting ships of Grade 3: Fire-Fighting Ship 3.
1.1.2.2 For ships provided with a water spraying system complying with 1.3.1 of this Chapter for
delivering efficient cooling water spraying over all the exposed vertical surfaces of the hull so as to enable
the ship to approach the burning object for fire-fighting and/or rescue purposes, the notation of Water
Spraying may be affixed to that mentioned in 1.1.2.1 of this Section.
1.1.3 Plans and documents to be submitted
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CCS RULES FOR CLASSIFICATION OF SEA-GOING STEEL SHIPS-2015 PART EIGHT CHAPTER 1
1.1.3.1 In addition to those required in the relevant Chapters of the Rules, the following plans and
documents are to be submitted for approval:
(1) Arrangement and specification of water monitor system (including capacity, range and jet trajectory of
pumps and monitors);
(2) Plan of seating arrangements for water monitors;
(3) Arrangement of water spray systems (if provided);
(4) Arrangement and specification of fireman’s outfits and air compressors;
(5) Arrangement and specification of searchlights;
(6) Plan of remote control system of monitors;
(7) Arrangement of hose connection positions and associated piping on each side of ship;
(8) Stability calculations for fire-fighting operations;
(9) Operation manual, including:
① detailed description of each fire-fighting system and equipment;
② instructions on use, test and maintenance of fire-fighting installations and equipment;
③ instructions on maneuvering of ship during fire-fighting.
1.1.3.2 In addition to the plans and documents required in the relevant Chapters of the Rules, the
following documents are to be submitted for information:
(1) Particulars of the means of keeping the ship in position during fire-fighting operations;
(2) Estimation of fuel consumption during fire-fighting operations.
1.1.3.3 For fire-fighting ships of Grade 2 or Grade 3, in addition to the plans and documents required in
1.1.3.1 and 1.1.3.2, the following plans and documents are to be submitted for approval:
(1) For fire-fighting ships of Grade 2:
Arrangement and specification of mobile fire-fighting equipment;
(2) For fire-fighting ships of Grade 3:
① Arrangement and specification of mobile fire-fighting equipment;
② Plan of seating arrangements for foam monitors;
③ Arrangement and specification of foam systems;
④ Plan of remote control system of foam monitors.
1.1.3.4 Other plans and documents are to be additionally submitted for approval or for information where
deemed necessary.
Section 2 BASIC REQUIREMENTS
1.2.1 Hull structure

1.2.1.1 The hull structure is to be strengthened if necessary to withstand the forces imposed by the
fire-fighting systems when operating at their maximum capacity.
1.2.2 Stability
1.2.2.1 When all monitors are in operation at full capacity in the most adverse direction for the stability,
the ship is to have satisfactory stability corresponding to the load conditions.
1.2.3 Maneuverability
1.2.3.1 The ships are to have side thrusters and propulsion machinery with sufficient power for adequate
maneuverability during fire-fighting operations. However, if means are provided to keep the ship at a
standstill during fire-fighting operations, side thrusters may not be provided.
1.2.3.2 Side thrusters (if any) and main propellers are to keep the ship at a standstill in calm waters at all
combinations of capacity and direction of throw of the water monitors and foam monitors, and the most
unfavourable combination is not to be more than 80% of the available propulsion force in any direction.
1.2.3.3 In order to prevent overloading during combined manoeuvring, means are to be provided for
sending visual and audible alarms to the navigating bridge at 80% of the available propulsion power, and
for automatically reducing the power at 100% of the available propulsion force, so as to prevent sudden or
complete loss of power due to power overload.
1.2.3.4 A simple control system is to be provided for operating the main propulsion plant and side
thrusters (if any) to adjust:
(1) the resultant thrust vector for the ship;
(2) the turning moment of the ship;
(3) the ship’s heading.
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1.2.4 Lighting
1.2.4.1 Two searchlights are to be provided to permit operations of the fire-fighting equipment at night.
1.2.4.2 The searchlights are to be capable of providing at a range of 250 m in clear atmospheric
conditions a level of illumination of 50 lx within an area of not less than 11 m diameter. They are to be
capable of being adjusted in the horizontal and vertical directions.
1.2.5 Fuel capacity and replenishment

1.2.5.1 The quantity of fuel oil for continuous fire-fighting operations at maximum required capacity is at
least to comply with Table 1.1.1.4 of this Chapter.
1.2.5.2 The fuel capacity is to be additional to what is provided for normal operation of the ship, e.g.
ship’s propulsion.
1.2.5.3 Where necessary, consideration is to be given to the requirement that any fuel which may be
required while the ship is operating on station can be safely received on board.
1.2.6 Operation manual

1.2.6.1 An approved operation manual is to be kept on board.
Section 3 PROTECTION AND FIRE-FIGHTING EQUIPMENT
1.3.1 Water spray systems

1.3.1.1 Where a fire-fighting ship is provided with a fixed water spray system, the system is to ensure a
protection of all outside vertical areas of hull above waterline, including superstructures, deckhouses,
seatings for water monitors and other fire-fighting equipment.
1.3.1.2 The water spray system is to have a capacity of at least 5 l/min per m2 of the protected area which
is internally insulated to class A-60 and at least 10 l/min per m2 of other protected areas.
1.3.1.3 The pumping capacity is to be sufficient to supply simultaneously at the required pressure the
sections which serve the maximum area exposed to radiant heat from a fire. Where the main fire pumps are
used for this purpose, they are to be capable of operating this system, the water monitors and the hose
stations simultaneously at the required pressure. A connection with a shut-off valve is to be fitted between
the piping system for the water monitors and the supply line for the water spray system.
1.3.1.4 The water spray system is to be divided into sections so that it will be possible to close down
sections covering surfaces which are not exposed to radiant heat.
1.3.1.5 The nozzles of the water spray system are to be arranged to give an even distribution of water
spray over the protected areas.
1.3.1.6 Deck scuppers and freeing ports are to be of sufficient area to ensure efficient drainage of water
from decks and horizontal surfaces in all conditions when the water spray system is in operation.
1.3.1.7 Means are to be taken to ensure that necessary visibility from the navigation bridge and the
remote-control station can be maintained during the water spray operations.
1.3.2 Water monitor systems

1.3.2.1 The minimum number of water monitors and their characteristics are to comply with Table 1.1.1.4
of this Chapter.
1.3.2.2 Arrangement of water monitor systems
(1) The water monitors are to be capable of being adequately adjusted in the vertical and horizontal
directions to achieve the best target point of the jet, and to be so positioned that the jets will be unimpeded
within the required range of operation.
(2) The water monitors are to be fitted on fixed and robust seatings so as to withstand the imposed forces
from all modes of operation.
(3) At least two water monitors are to be equipped with a permanently fitted nozzle which can give solid or
a spray jet as required.
1.3.2.3 Control of water monitors
In addition to the local manual operation, the monitors are to be capable of being activated and maneuvered
by remote control from a protected position ensuring a good view of the monitors and of the area to be
served.
1.3.2.4 Design and seating arrangements of water monitors
(1) The monitors are to be of robust construction to withstand shock loading when all the monitors are
activated simultaneously.
(2) The seating arrangements of the monitors are to be of adequate strength for all modes of operation.
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1.3.2.5 Pumps and piping systems

The pumps and piping systems are to comply with the relevant requirements of 1.3.4 of this Section.
1.3.3 Fixed foam monitor system

1.3.3.1 For fire-fighting ships of Grade 3, in addition to a water monitor system, a fixed low-expansion
foam monitor system complying with this paragraph is to be provided.
1.3.3.2 Performance and capacity
(1) Two foam monitors are to be provided on board, each with a capacity not less than 300 m3/h and a foam
expansion ratio not more than 12:1.
(2) The arrangement and positions of the monitors and foam system are to be such that a height of throw at
least 50 m above the sea level can be obtained, when both monitors are used simultaneously with maximum
capacity.
(3) Sufficient foam concentrate is to be available for at least 30 min. of simultaneous operation of both
monitors at maximum capacity. When determining the required capacity of the foam concentrate, the
concentration ratio is to be assumed 5%.
1.3.3.3 Arrangement
(1) The foam generating system is to be of a fixed type, consisting of individual foam concentrate tank,
foam-mixing unit and piping to the monitors.
(2) The system may be supplied by the pumps of water monitors. In such cases, the pump pressure is to be
adjustable to ensure producing the maximum capacity of foam.
1.3.3.4 Control of foam monitors
In addition to the local manual control, foam monitors are to be provided with remote control which is to
include the operation of the valves necessary for the control of both water and foam. The remote control of
foam monitors is to be located at the same remote-control station for water monitors.
1.3.3.5 Design and seating arrangements of foam monitors
(1) The foam monitors are to be of robust construction.
(2) The seating arrangements of the monitors are to be of adequate strength for all modes of operation.
1.3.3.6 Pumps and piping systems
The pumps and piping systems are to comply with the relevant requirements of 1.3.4 of this Section.
1.3.4 Pumps and piping systems for water and foam

1.3.4.1 General requirements
(1) The pumps and piping systems serving the monitors are not to be used for other services, except for the
water spray system referred to in 1.3.1 of this Chapter and for the fire-extinguishing system of the ship
itself.
(2) Where the pumps are used for the fixed water spray systems, the piping is to be independent from that
serving the monitors.
(3) The piping system from the pumps to the water monitors is to be separate from the piping system to the
hose connections required for the mobile fire-fighting equipment as specified in 1.3.5 of this Chapter.
(4) The piping systems are to have arrangements to avoid overheating of the pumps at low delivery rates.
(5) Suction lines are to be as short and straight as practicable. The design maximum water velocity in the
suction lines is normally not to exceed 2 m/s.
(6) Piping between pumps and water monitors is to have a maximum design water velocity normally not
exceeding 4 m/s.
(7) All piping from seawater inlets to water monitors is to be internally protected against corrosion. Piping
exposed to the weather is to be protected also externally.
1.3.4.2 Arrangement of pumps
The pumps for fire-fighting systems and their prime movers are to be adequately protected, and so located
that they will be easily accessible during operation and maintenance.
1.3.4.3 Seawater suctions
(1) Seawater suctions for the fire-fighting pumps are not to be arranged for other purposes.
(2) The seawater suction valve, pressure valve and the pump motor are to be operable from the same
position. Valves with nominal diameter exceeding 450 mm are to be power actuated as well as manually
operable.
(3) Starting of fire-fighting pumps when water inlet valves are closed is to be prevented either by an
interlock system or by an audible and visual alarm.
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8-4
(4) Seawater inlets and sea chests are to be of a design ensuring an even and sufficient supply of water to
the pumps. The location of the seawater inlets and sea chests is to be such that the water supply is not
impeded by the ship’s motions or by the water flow to and from bow thrusters, side thrusters, azimuth
thrusters or main propellers.
(5) Seawater suctions of the fire-fighting pumps are to be arranged as low as practicable to avoid icing.
(6) Seawater suctions are to be fitted with gratings having a free passage area not less than twice that of the
sea suction valve, and efficient means are to be provided for cleaning the gratings in order to ensure the
efficient operation of pumps.
1.3.5 Mobile fire-fighting equipment

1.3.5.1 For fire-fighting ships of Grade 2 or 3, the mobile fire-fighting equipment complying with 1.3.5.2
of this Section is to be provided.
1.3.5.2 High-expansion foam generator
(1) Where required in Table 1.1.1.4 of this Chapter, the mobile high-expansion foam generator is to be
provided with a capacity not less than 100 m3/min for fighting external fires.
(2) Foam-forming liquid is to be stored in portable containers of about 20 l individual capacities. The total
capacity of foam-forming liquid is to be sufficient for 30 min of continuous foam production.
1.3.6 Fire Hoses

1.3.6.1 Hose stations are to be provided on each side of the ship in accordance with Table 1.1.1.4 of this
Chapter.
1.3.6.2 Each hose station is to be provided with a hydrant, a hose and a nozzle capable of producing a jet
or a spray and simultaneously a jet and a spray.
1.3.6.3 The hoses are in general to be 15 m in length and not less than 38 mm nor more than 65 mm in
diameter.
1.3.7 Fireman’s outfit

1.3.7.1 Fire-fighting ships are to be provided with fireman’s outfit in accordance with Table 1.1.1.4 of
this Chapter.
1.3.7.2 Each self-contained breathing apparatus is to have a capacity of at least 1,200 l of free air, and at
least one spare air bottle is to be provided for each apparatus.
1.3.7.3 The fireman’s outfit is to be stored in a safe position readily accessible from the open deck.
1.3.7.4 A suitable air compressor is to be provided for recharging the air cylinders. It is to be capable of
recharging the cylinders used in the breathing apparatus of all the fireman’s outfits required in Table 1.1.1.4
of this Chapter (excluding the spare air cylinders) within 30 min. The air quality in the recharged cylinders
is to be suitable for human respiration.
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(Deleted)
CHAPTER 2 (DELETED)
8-6
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ADDITIONAL REQUIREMENTS FOR OIL RECOVERY SHIPS
CHAPTER 3 ADDITIONAL REQUIREMENTS FOR OIL RECOVERY SHIPS

3.1.1.1 The requirements of Sections 1 to 5 of this Chapter apply to steel ships equipped for the recovery
of oil floating on the sea with a flash point not exceeding 60℃ (closed-cup test) and a Reid vapour pressure
below atmospheric pressure, as required for the class notations in paragraphs 3.1.2.1 and 3.1.2.2.
The requirements of Section 6 of this Chapter apply to steel ships equipped for the recovery of oil floating
on the sea with a flash point exceeding 60℃ (closed-cup test) and a Reid vapour pressure below
atmospheric pressure, as required for the class notation in paragraph 3.1.2.3.
3.1.1.2 The ship is to be capable of the following operations at a safe distance from the source of oil spill:
(1) recovery of floating oil from the surface of the sea;
(2) handling, storage and transportation of the recovered oil.
3.1.1.3 The other auxiliary ships associated with operations of oil recovery ships may be dealt with by
referring to this Chapter.
3.1.2 Class notations

3.1.2.1 Oil recovery ships equipped with means for the recovery and discharge of oil as well as with tanks
for storing the recovered oil and complying with the requirements of Sections 1 to 5 of this Chapter will be
assigned the class notation Oil Recovery Ship with Cargo Tank.
3.1.2.2 Oil recovery ships without tanks for storing the recovered oil equipped with means for the
recovery, but not for discharge of oil and complying with the requirements of Sections 1 to 5 of this
Chapter will be assigned the class notation Oil Recovery Ship without Cargo Tank.
3.1.2.3 Oil recovery ships equipped with means for the recovery of oil and complying with the
requirements of Section 6 of this Chapter will be assigned the class notation Oil Recovery Ship not suitable
for products with a flash point of 60℃ and less.
3.1.3 Definitions
3.1.3.1 Oil recovery ship means a steel ship specially or also engaged in the recovery of oil floating on
the sea.
3.1.3.2 Gas-hazardous zone means an area in which flammable or explosive gas or vapor is liable to
accumulate to a dangerous concentration. The gas-hazardous zones may be divided into the following
categories:
(1) Hazardous zone of Category 0 means an area in which the mixture of flammable or explosive gas or
vapor with air exists continuously or for long time.
(2) Hazardous zone of Category 1 means an area in which the mixture of flammable or explosive gas or
vapor with air may occur during normal operation.
3.1.3.3 Source of oil spill means the source from which the oil floating on the sea originates, e.g. from an
oil tanker, a submarine oil pipeline or an offshore drilling unit.
3.1.4 Division of gas-hazardous zones and safe areas

3.1.4.1 The following areas or spaces of oil recovery ships are to be regarded as gas-hazardous zones:
(1) Hazardous zones of Category 0:
① recovered oil tanks;
② the interiors of piping systems and containers of the containment system for recovered oil.
(2) Hazardous zones of Category 1:
① cofferdams or other spaces adjacent to any recovered oil tank (except for 3.2.2.6);
② enclosed or semi-enclosed spaces in which pipe flanges, valves, hoses, pumps and other equipment
for handling of recovered oil are located;
③ spaces including semi-enclosed spaces on open deck within a 3 m radius of the separator, the hoses
and valves used for oil recovery, the openings of recovered oil tanks and the openings of spaces
within the hazardous zones of Category 1 such as pump rooms or cofferdams;
④ space on open deck above recovered oil tanks, extending 3 m respectively fore and aft of this area to
a height of 2.4 m;
⑤ any enclosed space outside a recovered oil tank, through which recovered oil piping passes or in
which such piping terminates, may be excluded, provided that ventilation is fitted as specified in
3.2.5.4 of Section 2;
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⑥ enclosed or semi-enclosed spaces which can be entered directly from hazardous zones of Category 1
(without air lock) or which have openings into hazardous zones of Category 1 may be excluded,
provided that ventilation is fitted as specified in 3.2.5.4 of Section 2.
3.1.4.2 The areas outside the above-mentioned gas-dangerous zones are safe areas.
3.1.5 Plans and documents

3.1.5.1 The relevant plans and documents as specified in the relevant chapters of the Rules and in
addition, the following ones are to be submitted for approval:
(1) General arrangement of equipment for oil recovery operations;
(2) Details of access doors (including air locks) and openings used in normal recovery operations and not
fitted with gastight sealing;
(3) Details of access doors and openings closed gastight in oil recovery operations;
(4) Details of arrangement and capacity of recovered oil tanks;
(5) Division of gas-hazardous zones;
(6) Drawing of power system of the equipment used for oil recovery operations;
(7) Details of arrangement of piping, pumping and handling systems for recovered oil;
(8) Arrangement of venting system of recovered oil tank;
(9) Arrangement of electrical equipment in gas-hazardous zones;
(10) Operating manual (see Section 5 of this Chapter);
(11) Other plans and documents as deemed necessary.
Section 2 CONSTRUCTION AND FIRE SAFETY
3.2.1 Hull structures

3.2.1.1 The structures of oil recovery ships are to comply with the relevant requirements of Chapter 2,
PART TWO of the Rules.
3.2.1.2 For integral recovered oil tanks, the thickness of the plane oiltight bulkhead plating is to comply
with the requirements of 3.2.1.3 and 3.2.1.4, and other structural members of bulkhead are to comply with
the relevant requirements of Chapters 5 and 6, PART TWO of the Rules.
3.2.1.3 The thickness t of the plane oiltight bulkhead plating of integral recovered oil tanks is not to be
less than that obtained from the following formula:
t = 3.75s h + 2.5 mm
where: s — spacing of stiffeners, in m;
h — vertical distance, in m, from lower edge of the plate in a strake to the tank top, but not less
than 0.4D.
3.2.1.4 The thickness t of the plane oiltight bulkhead plating of integral recovered oil tanks is also to
comply with the following requirements:
(1) Where vertical stiffeners are fitted on the bulkhead:
t ≥ s/86 mm, for the upper 3/4 of the bulkhead
t ≥ s/74 mm, for the lower 1/4 of the bulkhead.
(2) Where horizontal stiffeners are fitted on the bulkhead:
t ≥ s/98 mm, for the upper 3/4 of the bulkhead
t ≥ s/84 mm, for the lower 1/4 of the bulkhead
where: s — spacing of stiffeners, in mm.
3.2.2 Arrangement of recovered oil tanks

3.2.2.1 Any tanks, which are also intended for other purposes and will not be utilized during oil recovery
operations, are to be arranged so that recovered oil cannot be transferred to them inadvertently.
3.2.2.2 Tanks intended for the storage of recovered oil are to be located forward or aft of the
accommodation and machinery spaces.
3.2.2.3 Except where permitted by 3.2.2.6, tanks intended for the storage of recovered oil are to be
separated from accommodation and machinery spaces by cofferdams. Oil fuel tanks, settling tanks, tanks
for ballast water or anti-pollution liquid, closed spaces where oil recovery handling equipment is stored and
pump rooms may be considered as a cofferdam.
3.2.2.4 Cofferdams are to be at least one frame spacing in length (600 mm minimum) and are to cover the
whole area of the boundary under consideration.
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3.2.2.5 The height of tanks for recovered oil is not to be less than 1.5 m. Internal obstructions in the tanks
are to be avoided to ensure a full flow of recovered oil. Adequate drainage openings are to be provided to
ensure free flow of residues to assist in cleaning and gas freeing on completion of recovery operations. Any
coating in the walls of tanks for recovered oil is to be of an oil and dispersion resistant type.
3.2.2.6 Where cofferdams are impractical to arrange, any tank adjacent to the machinery spaces or pipe
tunnel may be accepted for storage of recovered oil, provided that bulkheads of the tank are:
(1) accessible for inspection;
(2) carried continuously through abutting plate panels, except that full penetration welding may be used at
the top of the tank. Welds on tank boundaries are to be reduced to a minimum insofar as practicable.
3.2.2.7 All openings (sounding pipes, hatches for the deployment of portable pumps and hoses) to tanks
for recovered oil are to be located on open deck to prevent accumulation of oil vapour.
3.2.2.8 Tanks for recovered oil are to have suitable access from open deck for cleaning and gas-freeing,
or small dedicated hatches for cleaning.
3.2.2.9 Tanks for recovered oil are in general to be provided with wash bulkheads in one of the following
cases:
(1) 0.5B (B being breadth of the ship) is exceeded; or
(2) 0.1L (L being length of the ship) or 10 m is exceeded, whichever is the greater.
3.2.3 Access and other openings

3.2.3.1 Ventilation openings to safe spaces such as accommodation, service and machinery spaces,
control stations and navigation bridge are not to be located inside gas-hazardous zones.
3.2.3.2 In general, no access door or any opening other than access openings and ventilation openings is
to be permitted between safe spaces (such as accommodation, service and machinery spaces, control
stations and navigation bridge) and gas-hazardous zones.
(1) Access doors may be accepted between such safe spaces and gas-hazardous zones of Category 1,
provided that the following conditions are met:
① an air lock is to consist of two steel doors substantially gastight which are to be spaced not less than
1.5 m apart (watertight doors may be considered as gastight doors);
② safe spaces are under positive pressure mechanical ventilation in relation to the gas-hazardous
zones;
③ the doors are to be self-closing and without any holding back arrangements;
④ signs are provided to warn that the doors are to be kept closed during oil recovery operations or
cleaning and gas-freeing operations of recovered oil tanks.
(2) Any opening other than access openings and ventilation openings may be accepted between such safe
spaces and gas-hazardous zones of Category 1, provided that the following conditions are met:
① the closing appliance is to be confirmed as gastight;
② signs are provided to warn that they are to be kept closed during oil recovery operations or cleaning
and gas-freeing operations of recovered oil tanks, and means are provided to prevent unauthorized
opening.
3.2.3.3 Where the access doors mentioned in 3.2.3.2 above are not used as the means of escape specified
in statutory requirements and they will not be used (opened) during oil recovery operations or cleaning and
gas-freeing operations of recovered oil tanks (including accidental and emergency conditions the ship
might encounter during the operations), air locks may not be fitted. In addition to complying with the
requirement that the doors are to be self-closing and without any holding back arrangements, the following
requirements are at least to be met:
(1) gastight closing can be achieved, which has been confirmed;
(2) signs are provided to warn that the doors are to be kept closed during oil recovery operations or
cleaning and gas-freeing operations of recovered oil tanks, and means are provided to prevent unauthorized
opening.
3.2.3.4 Oil handling spaces on deck are to be provided with a coaming around all pumps, transfer flanges
and other connections. Each coaming is to have a height sufficient to prevent recovered oil from entering
accommodation, machinery, control and service spaces or passing overboard. The coaming is to have a
height of at least 150 mm. Where drains are provided for the coaming, closing devices for these drains are
to be permanently attached.
3.2.4 Fire protection and extinction
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3.2.4.1 For vessels with tanks for recovered oil forward of superstructures, exterior boundaries of
superstructures and deckhouses enclosing accommodation, including any overhanging decks which support
such accommodation, are to be insulated to A-60 standard for all parts which face deck areas where there
are arrangements for collection, handling and transfer of recovered oil as well as tanks for recovered oil and
for 3 m aft or forward thereof. The requirement is also applicable for access doors in such boundaries.
3.2.4.2 The requirement in paragraph 3.2.4.1 above is also applicable for vessels with tanks aft of
superstructures, provided that exterior boundaries of superstructures and deckhouses enclosing
accommodation, including any overhanging decks which support such accommodation, are situated within
10 m of the nearest tank for recovered oil.
3.2.4.3 Portholes or windows in the exterior boundaries which are required to be insulated to A-60
standard, as referred to in 3.2.4.1 of this Section, are to be of fixed (non-opening) type and are to be
insulated to A-60 standard, except for those in the navigation bridge.
3.2.4.4 As an alternative to compliance with 3.2.4.1 and 3.2.4.2, a fixed water spraying system may be
used to protect all boundaries, portholes or windows which may, in this case, be insulated to A-0 standard.
The system is to be capable of delivering water at a rate of 10 l/min per m2 at least and is to be readily
available.
3.2.4.5 Working deck areas used for oil recovery operations, where there are arrangements for the
collection, handling and transfer of recovered oil, are to be provided with the following fire-extinguishing
equipment:
(1) two dry powder fire-extinguishers, each at least 50 kg capacity. The fire-extinguishers are to be located
near the working deck and are to be fitted with discharge hoses having a length sufficient to reach the
arrangements for the collection, handling and transfer of recovered oil;
(2) a large fire-extinguishing foam installation fitted with at least one portable foam applicator. The foam
installation is to be so arranged that it is capable of applying foam to any part of the working deck. The
capacity of any applicator is to be not less than 400 l /min of foam solution and the applicator throw in still
air conditions is to be not less than 15 m. Sufficient foam concentrate is to be provided for at least 0.4 l /m2
of the working deck area with a minimum quantity of 200 l. The foam expansion ratio is generally not to
exceed 12 to 1.
3.2.4.6 Each recovery oil pump-room is to be provided with a fixed fire-extinguishing system suitable for
machinery spaces of category A. The system controls are to be operated from a readily accessible position
outside the pump-room. Where a carbon dioxide system is used, the quantity of carbon dioxide is to be
sufficient to give a minimum volume of free gas equal to 45% of the gross volume of the tanks for
recovered oil. A notice is to be exhibited at the controls stating that, due to the electrostatic ignition hazard,
the system is to be used only for fire extinguishing and not for inerting purposes.
3.2.4.7 Oil recovery ships are to carry at least four fire-fighter’s outfits.
3.2.5 Mechanical ventilation

3.2.5.1 The design, type and structure of mechanical ventilation systems may be dealt with in accordance
with the relevant requirements for oil tankers.
3.2.5.2 Spaces with access to hazardous zones of Category 1 are to be kept under positive pressure
mechanical ventilation during oil recovery operations, with the air intake located inside a safe area.
3.2.5.3 Spaces in hazardous zones of Categories 0 and 1 that are not frequently used during oil recovery
operations are not to be ventilated, provided that the equipment therein is provided with the required
explosion protection. For safety reasons, spaces in hazardous zones of Categories 0 and 1 that must be
accessible at all times are to be equipped with a ventilation system of the extraction type, ensuring at least 8
air changes per hour.
3.2.5.4 Hazardous zones of Category 1 as specified in 3.1.4.1(2)⑤, ⑥ of Section 1 of this Chapter may
be accepted as safe areas, provided that the following special ventilation requirements are complied with
and positive pressure mechanical ventilation is maintained:
(1) the ventilation airflow is to be at least 20 air changes per hour;
(2) the arrangement of ventilation inlet and outlet openings in a space is to be such that the entire space is
efficiently ventilated, taking special consideration to locations where gas may be released or may
accumulate;
(3) the air intake is to be located in a safe area.
3.2.5.5 For the spaces required to be under positive pressure ventilation, audible and visual alarms are to
be initiated at the navigation bridge or other suitable positions in case of loss of positive pressure
ventilation.
3.2.6 Gas detection and alarm system
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3.2.6.1 For the purpose of explosion protection, the ship is to be equipped with a permanently installed
gas detection system, which will actuate an audible and visual alarm at the navigation bridge, open deck or
other suitable positions when a concentration of hydrocarbon gas or similar products equal to 30% of the
lower explosion limit (LEL) is exceeded.
Detection points may be arranged according to specific circumstances, generally close to ventilation air
intakes, in air locks and on the main deck (at least one at the fore end and one at the aft end of the ship).
3.2.6.2 In addition to the above gas detection system, at least one portable instrument is to be available on
board for gas detection.
Section 3 MACHINERY INSTALLATIONS

3.3.1.1 All machinery equipment used in gas-hazardous zones during oil recovery operations is to be
suitable for operation in gas contaminated atmosphere.
3.3.1.2 The exhaust lines of diesel engines, the flue ducts of boilers and the vents of diesel engine
crankcases are to be led to a position outside the gas-hazardous zones as described in 3.1.4 of Section 1.
3.3.1.3 The exhaust lines of diesel engines and the flue ducts of boilers are to be provided with effective
spark arresters.
3.3.2 Transfer system for recovered oil

3.3.2.1 A fixed transfer system for recovered oil is to be provided. The transfer system is to be arranged
such that simultaneous filling and discharge will be possible. Unless provided otherwise, the transfer
system for recovered oil is to be independent of all other piping systems onboard.
3.3.2.2 For coupling of portable skimming equipment, one or maximum two filling connections with
branch pipes to all recovered oil tanks are to be arranged on deck.
3.3.2.3 Where recovered oil transfer pumps are driven by shafting which passes through a pump room
bulkhead or deck, gastight glands are to be fitted to the shaft at the pump room plating. The glands are to be
capable of being lubricated from outside the pump room and are to be so designed as to prevent
overheating. The seal parts of the glands are to be of materials that will not initiate sparks. Where a bellows
piece is incorporated in the design, it is to be hydraulically tested to 0.34 MPa before being fitted.
3.3.2.4 All recovered oil transfer pumps which are capable of developing a pressure exceeding the design
pressure of the system are to be provided with relief valves. Each relief valve is to be so arranged as to
discharge back to the suction side of the pump, and to effectively limit the pump discharge pressure to the
design pressure of the system.
3.3.2.5 One pressure gauge for each recovered oil transfer pump is to be located at the pump discharge
and, where the pumps are capable of being operated from outside the pump room, an additional gauge is to
be provided which is to be visible from the operating station.
3.3.2.6 Piping systems related to oil recovered are to be arranged as follows:
(1) piping systems related to oil recovered are not to pass through machinery and accommodation spaces;
(2) piping systems related to oil recovered are not to pass through drinking water tanks, boiler water tanks
or other tanks. Where it is unavoidable for piping systems to pass through other tanks, the portions of
pipelines within tanks are to be all-welded extra thick pipes without valves, flanges, fittings or slip joints
(see for wall thickness requirements in Table 5.3.4.2 of Chapter 5, PART THREE of the Rules).
3.3.3 Venting arrangements of tanks for recovered oil

3.3.3.1 Every tank for recovered oil is to be fitted with a vent pipe or other equivalent venting
arrangement. The vent pipes are to be sized for 125% of the maximum loading rate to prevent the pressure
in any recovered oil tank from exceeding the design pressure; however, the diameter of each vent pipe is to
be not less than 60 mm. Venting outlets are to be led to open deck. Gas from the outlets is to be discharged
directly upwards.
3.3.3.2 The outlets are to have a minimum height of 2.4 m above deck and be located at a minimum
horizontal distance of 5 m away from openings to accommodation and other gas-safe spaces, ventilation
intakes for accommodation and machinery spaces and non-certified safe electrical equipment.
3.3.3.3 The end of vent pipes is to be fitted with a corrosion resistant flameproof wire gauze capable of
being easily renewed.
3.3.3.4 Vent pipes are also to comply with the applicable requirements of Chapter 3, PART THREE of
the Rules.
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3.3.3.5 For multi-purpose oil recovery ships, portable vent pipes intended for use during oil recovery
operations only, may be accepted.
3.3.4 Other systems related to recovered oil
3.3.4.1 Tanks for recovered oil are to be fitted with suitable means for determining the level within the
tanks. Sounding pipes, if fitted for this purpose, are to terminate in the open air above freeboard deck. The
internal diameter of sounding pipes is not to be less than 50 mm.
3.3.4.2 Provisions are to be made to guard against liquid rising in recovered oil tanks to a height which
would exceed the design head of the tanks. This may be accomplished by high-level alarms or overflow
control systems or other equivalent means, together with independent gauging devices and tank filling
procedures. The high level alarm is to be capable of giving an audible and visual alarm at the recovered oil
control station.
3.3.4.3 The heating systems and other steam pipelines fitted to recovered oil tanks are to comply with the
relevant requirements of Chapter 5, PART THREE of the Rules.
3.3.4.4 Bilge drainage of the recovered oil transfer pump room and the cofferdam within the
gas-hazardous zones is to be effected by powered pumps or bilge ejector suctions independent of the bilge
drainage system of safe spaces. The pump room bilge is to be drained into the tanks for recovered oil.
For oil recovery ships of not more than 500 gross tons, the pump room bilge may be drained by a hand
pump having at least a 50 mm bore suction.
3.3.4.5 The ballast piping system serving gas-hazardous zones is to be independent of that serving safe
spaces. The ballast pump is to be located in the recovered oil pump room or other suitable gas-hazardous
space.
3.3.5 Machinery equipment and systems in gas-hazardous zones
3.3.5.1 The oil recovery equipment and hoses are to be electrically bonded into the ship’s hull. The
cross-sectional area of the metallic bonding strap is to be not less than 10 mm2.
3.3.5.2 Hoses are to be electrically well conductive.
3.3.5.3 No sparks are allowed during operation of the oil recovery equipment.
3.3.5.4 Surface temperature of the equipment is not to exceed 200℃.
Section 4 ELECTRICAL INSTALLATIONS

3.4.1.1 Unless specified otherwise in this Section, electrical equipment, cables and distribution systems
are to comply with the relevant requirements of Section 16, Chapter 2 of PART FOUR of the Rules.
3.4.1.2 The equipment used for oil recovery operation and deck areas used for storing hoses are to have
adequate lighting.
3.4.1.3 The power distribution systems of oil recovery ships having the notation Oil Recovery Ship
without Cargo Tank are to comply with Section 4, Chapter 2 of PART FOUR of the Rules.
3.4.2 Electrical equipment in gas-hazardous zones

3.4.2.1 The use of electrical appliances in gas-hazardous zones as specified in 3.1.4 of Section 1 is to be
restricted to operationally essential equipment and is to comply with Table 3.4.2.1.
Electrical Equipment Permitted in Gas-Hazardous Zones Table 3.4.2.1

Category of
Type of electrical equipment Cable
hazardous zones
Cables associated with intrinsically
0 Intrinsically safe Ex'' ia''
safe equipment in such zones
Intrinsically safe Ex'' ia'', Ex'' ib''
Flameproof Ex'' d''
Increased safety Ex'' e'' Cables associated with the equipment
1 Pressurized enclosure Ex'' p'' in such zones; through runs of cables
Powder filled Ex'' q''
Encapsulated Ex'' m''
3.4.2.2 The explosion-proof electrical equipment listed in Table 3.4.2.1 is to meet at least the following
requirements:
Temperature class T3;
Equipment group II A.
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3.4.2.3 All equipment not complying with 3.4.2.1 of this Section and located in the gas-hazardous zones
as specified in 3.1.4 of Section 1 are to be disconnected during oil recovery operation. The switches for
such disconnection are to be safeguarded against unintentional re-connection and appropriately marked to
that effect.
3.4.2.4 The flexible cables without armor or metal braid may be applied in zones of Category 1, provided
that the construction and installation of such cables are to comply with acceptable standards ① , as
appropriate.
3.4.2.5 Portable oil recovery equipment and recovered oil pumps are to comply with the following
requirements:
(1) Portable oil recovery equipment and recovered oil pumps are to be supplied from a permanently
installed distribution box or socket outlet.
(2) Socket outlets for power circuits are to be interlocked in such a way that the plug can be neither inserted
nor withdrawn when the socket contacts are live.
(3) The socket outlet as the separate final sub-circuit is to be provided with a circuit breaker capable of
overcurrent and short-circuit protection in each insulated phase. The supply to the socket-outlet is to be
permanently installed.
(4) Socket outlets are to be located at easily accessible places and in such a way that flexible cables are not
carried through doors or portlights leading from working deck to machinery or accommodation spaces.
Section 5 OPERATING MANUAL
3.5.1 Operating manual

3.5.1.1 The ship is to be provided with an approved operating manual. In general, the operating manual is
to contain a description of the safety precautions needed when preparing for and carrying out oil recovery
operations.
3.5.1.2 The operating manual for oil recovery ships is to include:
(1) Equipment and arrangement
① arrangement of recovered oil tanks;
② transfer system for recovered oil;
③ gas-measuring instrument;
④ other associated units of equipment.
(2) Preparations for operation
① checking all equipment on board to determine compliance with 3.3.1.1 of Section 3 and 3.4.2.1 of
Section 4;
② mounting and fastening of non-permanent equipment;
③ blanking off particular pipes;
④ assembling air pipes;
⑤ disconnecting power supply to those electrical installations not complying with 3.4.2.1 of Section 4;
⑥ closing openings between safe areas and gas-hazardous zones;
⑦ starting up additional ventilation equipment;
⑧ changeover to low suction for cooling water pumps;
⑨ displaying signs to the effect that open flame, non-certified explosion-proof electrical equipment, etc.
are prohibited.
(3) Oil recovery operation
① guidance on safe distance from an oil spill source and relevant notes;
② gas measurements during operation (on open deck and in spaces where gas may accumulate). If gas
is traced on open deck, the ship is to move away immediately;
③ actions to be taken for cleaning, ventilation, emptying adjacent tanks, etc., if gas is traced in any
enclosed space;
④ emergency measures to be taken in case of failure of positive pressure ventilation;
⑤ precautions against overfilling of recovered oil tanks;
⑥ discharging.
(4) Cleaning and gas-freeing of recovered oil tanks and pipes.
① Refer to IEC publication 60079-14: Explosive atmospheres – Part 14: Electrical installations design, selection and
erection.
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Section 6
OIL RECOVERY SHIPS CARRYING RECOVERED OIL HAVING A FLASH POINT
EXCEEDING 60℃

3.6.1.1 Ships engaged exclusively in the recovery of oil having a flash point exceeding 60℃ are to
comply with the relevant requirements of Sections 1 (excluding paragraph 3.1.4) and 5 of this Chapter, and
the following additional requirements.
3.6.2 CONSTRUCTION AND FIRE SAFETY

3.6.2.1 Ships engaged exclusively in the recovery of oil having a flash point exceeding 60℃ are to
comply with the requirements of Chapter 2, PART TWO of the Rules.
3.6.2.2 The fire safety of ships engaged exclusively in the recovery of oil having a flash point exceeding
60℃ are to comply with the relevant requirements for cargo ships and the following additional
requirements:
(1) In working deck areas, fire-extinguishing equipment required in 3.2.4.5 of this Chapter is to be provided
in lieu of the fixed fire-extinguishing system required for cargo spaces of cargo ships.
(2) All openings of tanks for recovered oil are to be located in accordance with the requirements of 3.2.2.7
of this Chapter.
(3) Spill coamings and drains are to be provided in accordance with the requirements of 3.2.3.3 of this
Chapter.
(4) Fire-fighter’s outfits are to be provided in accordance with the requirements of 3.2.4.7 of this Chapter.
(5) At least one portable instrument is to be available on board for gas detection.
3.6.3 Machinery installations

3.6.3.1 For ships engaged exclusively in the recovery of oil having a flash point exceeding 60℃,
paragraphs 3.3.2.1, 3.3.2.2, 3.3.2.4, 3.3.2.5, 3.3.2.6, 3.3.4.1, 3.3.4.2 and 3.3.4.3 of this Chapter are
applicable. However, subparagraph 3.3.2.6(1) may be replaced by the following:
(1) piping systems related to oil recovered are not to pass through machinery and accommodation spaces as
far as practicable; where this is unavoidable, the arrangement of such piping systems within machinery
spaces is to comply with the requirements for fuel oil piping systems.
3.6.3.2 The venting arrangements of tanks for recovered oil are to comply with the requirements of 3.3.3
of this Chapter, or the requirements for fuel oil tanks in Chapter 3, PART THREE of the Rules.
3.6.4 Electrical installations

3.6.4.1 The additional requirements for electrical installations of ships engaged exclusively in the
recovery of oil having a flash point exceeding 60℃ are to be in compliance with 2.16.7 of Section 16,
Chapter 2, PART FOUR of the Rules.
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ADDITIONAL REQUIREMENTS FOR ONE MAN
BRIDGE OPERATED（OMBO）SHIPS
CHAPTER 4 ADDITIONAL REQUIREMENTS FOR ONE MAN BRIDGE OPERATED

(OMBO) SHIPS

4.1.1.1 This Chapter applies to all one man bridge operated ships.
4.1.1.2 Ships complying with the requirements of this Chapter will be assigned the class notation OMBO.
4.1.2 Definitions
4.1.2.1 For the purpose of this Chapter:
(1) Workstation means position at which one, or several tasks constituting a particular activity are carried
out.
(2) Navigator means person navigating, operating bridge equipment and manoeuvring the ship.
(3) Back-up navigator means any individual, generally an officer, who has been designated by the ship’s
master to be on call if assistance is needed on the navigation bridge.
(4) Officer of the watch means person responsible for operating of bridge equipment and manoeuvring of
the ship.
(5) Bridge means that area from which the navigation and control of the ship is exercised, including the
wheelhouse and bridge wings.
(6) Wheelhouse means enclosed area of the bridge.
(7) Bridge wings are those parts of the bridge on both sides of the ship’s wheelhouse which, in general,
extend to the ship’s side.
(8) Field of vision means angular size of a scene that can be observed from a position on the ship’s bridge.
(9) Lookout means activity carried out by sight and hearing as well as by all available means appropriate in
the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of
collision.
(10) Watch alarm means alarm that is transferred from the bridge to the master and the back-up navigator
in case of any officer of the watch deficiency (absence, lack of alertness, no response to another
alarm/warning, etc.).

4.1.3.1 The following plans and documents are to be submitted for approval:
(1) Bridge visibility calculations, including scantlings of bridge, inclination and dimensions of windows
and dimensions of consoles;
(2) Arrangement of bridge, including positions of workstations, navigational equipment and consoles etc.;
(3) Arrangement of console panels;
(4) Diagram of power supply system for navigational equipment, internal communication equipment etc.;
(5) Procedures for single-man watch-keeping and safety manual.
4.1.3.2 A list of navigational equipment showing manufacturers, types, models and type approval etc is to
be submitted for information.
Section 2 BRIDGE LAYOUT
4.2.1 Arrangement of bridge and wheelhouse

4.2.1.1 The bridge configuration, the arrangement of consoles and equipment locations is to enable the
officer of the watch to perform navigational duties and other functions allocated to the bridge as well as
maintain a proper lookout from a convenient position on the bridge.
4.2.1.2 A workstation for navigation and traffic surveillance/manoeuvring is to be arranged to enable
efficient operation by one person under normal operating conditions. All relevant instrumentation and
controls are to be easily visible, audible and accessible from related workstations.
4.2.1.3 The bridge layout and design of workstations are to enable the ship to be navigated and
manoeuvred safely by two navigators in cooperation.
4.2.1.4 External sound signals and fog signals from outside the ship that are audible on the open deck, are
also to be audible inside the wheelhouse; a transmitting device is to be provided to reproduce such signals
inside the wheelhouse (recommended frequency range: 70 Hz to 700 Hz).
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4.2.2 Field of vision

4.2.2.1 In order to obtain sufficient field of vision for safe navigation and manoeuvring of the ship, every
effort is to be made to place the bridge above all other decked superstructures.
4.2.2.2 It is to be possible to observe all objects of interest for the navigation, such as other traffic and
navigation marks, in any direction from inside the wheelhouse. Bearing this in mind, the observer is to
obtain a 360º field of vision from inside the wheelhouse when moving within a certain range there.
4.2.2.3 The view of the sea surface from the workstations for navigation/manoeuvring is not to be
obscured by more than two ship lengths or 500 m, whichever is less, forward of the bow to 10º on either
side, irrespective of the ship’s draught, trim and deck cargo, as shown in Figure 4.2.2.3.
Figure 4.2.2.3 Forward View
4.2.2.4 No blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse
forward of the beam which obstructs the view of the sea surface as seen from the workstations for
navigation/manoeuvring is not to exceed 10º. The total arc of blind sectors is not to exceed 20º. The clear
sectors between blind sectors are to be at least 5º. However, in the view described in 4.2.2.3, each
individual blind sector is not to exceed 5º.
4.2.2.5 The horizontal field of vision from the workstations for navigation/manoeuvring is to extend at
least over an arc from 22.5º abaft the beam on one side, through forward, to 22.5º abaft the beam on the
other side, as shown in Figure 4.2.2.5.
Figure 4.2.2.5 Field of Vision from the Workstations for Navigation/Manoeuvring
4.2.2.6 The horizontal field of vision from the main steering position is to extend over an arc from right
ahead to at least 60º on each side of the ship, as shown in Figure 4.2.2.6.
Figure 4.2.2.6 Horizontal Field of Vision from the Main Steering Position
4.2.2.7 From each bridge wing the horizontal field of vision is to extend over an arc from 45º on the
opposite bow through dead ahead and then aft to 180º from dead ahead, as shown in Figure 4.2.2.7.
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Figure 4.2.2.7 Horizontal Field of Vision From Each Bridge Wing
4.2.2.8 At a workstation for performance of functions other than navigation, the field of vision is to
enable the officer of the watch to maintain a proper lookout. The field of vision is to extend at least over an
arc from 90º on port bow, through forward, to 22.5º abaft the beam on starboard, as shown in Figure
4.2.2.8.
Figure 4.2.2.8 Field of Vision form Workstations for Docking Manoeuvres
4.2.2.9 The ship’s side is to be visible from the bridge wing.
4.2.3 Working environment

4.2.3.1 The bridge area is to be free of physical hazards to bridge personnel. There are to be no sharp
edges or protuberances which could cause injury to personnel. The wheelhouse, bridge, bridge wings and
bridge deck are to be free of trip hazards and to have a non-slip surface whether it is wet or dry.
4.2.3.2 Sufficient hand-rails or equivalent thereto are to be fitted in the wheelhouse and around
workstations to enable personnel to move or stand safely in bad weather.
4.2.3.3 For seating in the wheelhouse, means for securing are to be provided.
4.2.3.4 A glare-free coating is to be applied on the front surface of bulkheads, deckhead, consoles, chart
table and other essential equipment. Means are to be provided to prevent dimming of the information
shown by visual displays and instruments covered by transparent sheeting.
4.2.3.5 Doors to the bridge are to be capable of being secured from inside and manually operated. Doors
to the bridge wings are not to be self-closing and means are to be made to keep them open.
4.2.3.6 According to climate, adequate air-conditioning or mechanical ventilation system and efficient
heating system are to be provided to maintain the temperature in the wheelhouse within the range of 14℃~
30℃. The controls of these systems are to be fitted in the wheelhouse.
4.2.3.7 The noise level on the bridge is not to interfere with verbal communication, mask audible alarms
or be uncomfortable to bridge personnel. The noise level in the wheelhouse is not to exceed 65 dB(A) in
good weather.
4.2.3.8 The vibration level on the bridge is not to be uncomfortable to the bridge personnel.
4.2.4 Lighting
4.2.4.1 An adequate level of lighting facilitating the performance of all bridge tasks at daytime and
nighttime is to be provided. With illumination inside the equipment or the lighting system in the
wheelhouse, controls, indicators, instruments, keyboard etc. are to be clearly visible.
4.2.4.2 All lighting of instruments, keyboards and controls are to be adjustable down to zero, except the
lighting of alarm indicators and the control of dimmers, which are to remain readable.
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4.2.4.3 The lighting on the bridge is to be supplied by two exclusive circuits, with one of which fed from
an emergency source of electrical power, in such a way that failure of any one of the circuits does not leave
the bridge in darkness.
4.2.4.4 The lighting on the bridge is to be designed so as not to impair the night vision of the officer on
watch. Lighting used in areas and at items of equipment requiring illumination whilst the ship is navigating
is to be such that night vision adaptation is not impaired, e.g. red lighting. Such lighting is to be arranged so
that it cannot be mistaken for a navigation light by another ship. It is to be noted that red lighting is not to
be fitted over the chart table so that possible confusion in colour discrimination is avoided.
4.2.5 Windows
4.2.5.1 All windows in the wheelhouse are to be of shatter-proof reinforced glass, the strength of which is
to comply with acceptable standards①.
4.2.5.2 Windows are to be as wide as possible. Framing between windows is to be kept to a minimum and
not installed immediately forward of any workstation.
4.2.5.3 To help avoid reflections, the bridge front windows are to be inclined as possible from the vertical
plane top out, at an angle of not less than 10º and not more than 25º. Alternative means are to be approved
by CCS.
4.2.5.4 The height of the lower edge of front windows is to allow a view of bow from the navigation
workstation. To achieve this, the height of the lower edge above the deck is not to exceed 1 m as
practicable.
4.2.5.5 The upper edge of the navigation bridge front windows are to allow a forward view of the horizon,
for a person with a height of eye of 1.8 m above the bridge deck at the conning position, when the ship is
pitching in heavy seas. If deemed that a height of eye of 1.8 m is unreasonable and impractical, reduction of
the height of eye may be allowed, but not to less than 1.6 m.
4.2.5.6 At all times, regardless of weather conditions, the windows in front of conning position,
navigation workstation and bridge wings (if practical) are to provide a clear view.
4.2.5.7 To ensure a clear view in bright sunshine, sunscreens of roller blind type with minimum colour
distortion are to be affixed to windows that are within the required field of vision from the workstations.
Such screens are to be readily removable and not to be permanently fixed.
4.2.5.8 Efficient cleaning, de-icing and de-misting systems are to be installed to ensure a clear view under
all operating conditions.
4.2.5.9 A safe external passageway or similar arrangement is to be provided under the bridge front
window to enable cleaning in the event of failure of the systems specified in 4.2.5.8 of this Section.
Section 3 WORKSTATIONS
4.3.1 Workstation for navigation

4.3.1.1 Sufficient manoeuvring positions are to be provided near the middle front window. If the view in
the center line is obstructed by large masts, cranes, etc., two manoeuvring positions with a clear forward
view are to be provided, one at the left side of the center line and the other at the right side, spaced not
more than 5 m.
4.3.1.2 The workstation for navigation is to be provided with the following equipment:
(1) radar / ARPA (see 4.3.1.3);
(2) display of positioning system (see 4.3.1.4);
(3) depth indicator;
(4) speed and distance indicator;
(5) display of gyro compass system (see 4.3.1.7);
(6) wind direction and speed indicator;
(7) indicator of steering gear and rudder angle;
(8) rate-of-turn indicator;
(9) course and track monitoring system (see 4.3.1.5 and 4.3.1.6);
(10) controls and indicators for main and athwartship propulsion;
(11) verification device and manually activating device used for bridge safety system;
(12) an internal communication system;
(13) VHF radiotelephone installation;
(14) clock;
① Refer to ISO 3254 Shipbuilding and marine structures – Toughened safety glass panes for rectangular windows.
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(15) window wipe and wash control device;

(16) navigation light control;
(17) whistle control device;
(18) Morse lamp key;
(19) lighting control of wheelhouse and equipment.
4.3.1.3 The ship is to be provided with two separate and independent radar systems. At least one of the
radars is to operate within the X-band. The radars are to be capable of detecting and clearly indicating any
input signal loss (e.g. video or azimuth signal). The ship is also to be equipped with an ARPA system
which may be independent or built into the radar equipment.
4.3.1.4 At least two positioning systems capable of continuously displaying latitude and longitude are to
be fitted, one of which is to be global positioning system (GPS) or equivalent and the other is to be Decca
or Loran-C or GPS.
4.3.1.5 An off-course alarm independent of automatic steering system is to be provided. Where an
automatic track-keeping system is provided, an off-course alarm may be initiated by the positioning system
in case of deviation from the planned route to the set distance.
4.3.1.6 Where an automatic track-keeping system is provided, a pre-warning is to be given at the
approach of a way-point so that the back-up navigator will have sufficient time to reach the wheelhouse for
acknowledging course alteration in case of any officer of the watch deficiency. The course is not to be
automatically altered without prior confirmation.
4.3.1.7 Two gyrocompasses capable of continuously displaying heading information and providing
navigation equipment with corresponding input information are to be installed. Installation of one
gyrocompass and one transmitting magnetic compass capable of providing heading information to other
instruments is acceptable as an option to two gyrocompasses.
4.3.1.8 Only one gyrocompass is to be used at any time for main display and control purposes. The
navigating officer is to be able to switch between compasses at any time and the non-selected compass is to
be used automatically as the independent heading source for the off-course warning.
4.3.1.9 It is to be possible to compare readings from each gyrocompass via the navigation workstation
displays. Automatic comparison between the compasses is to be provided and an alarm given, should the
difference between heading signals exceed a pre-set value.
4.3.1.10 Instruments and equipment operated by the navigator at the workstation for navigation are to be
within reach of the manoeuvring.
4.3.1.11 Instruments, indicators and displays providing information considered essential for the safe and
efficient performance of tasks at the workstation for navigation are to be easily readable from this
workstation.
4.3.1.12 The ship is to be equipped with an Electronic Chart Display and Information System (ECDIS)
which continuously displays the ship’s position and the pre-planned route.
4.3.2 Workstation for route planning

4.3.2.1 The workstation for route planning is to enable the following tasks to be performed:
(1) determining the ship’s position;
(2) planning the forthcoming voyage and estimating time of arrival at various way-points;
(3) indicating time.
4.3.2.2 The time indication at the workstation for route planning is to be derived from the same system as
the workstation for navigation.
4.3.2.3 The chart table is to be large enough to accommodate all nautical chart sizes in common use
internationally, and appropriate lighting is to be provided.
Section 4 EQUIPMENT AND SYSTEMS
4.4.1 Basic requirements for equipment

4.4.1.1 Navigation equipment is to be subject to type approval and the performance standards are not to
be inferior to those of IMO in force.
4.4.1.2 All instruments and panels are to be permanently mounted in consoles or at other appropriate
places, taking into account both operational and environmental conditions.
4.4.1.3 When siting equipment which is to be used in an exposed position, special care is to be taken to
ensure that the siting does not impair the performance of the equipment.
4.4.1.4 Antenna and sensor arrangements which are part of navigational instruments, are to be widely
separated from radio communications systems.
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4.4.1.5 Antenna units are to be sited so as not to constitute a hazard to personnel working in the vicinity.
4.4.1.6 Satcom and radar antenna units are required to have a warning label, detailing safe distances,
posted in the vicinity or on the equipment.
4.4.1.7 Above-deck equipment is to be sited so as to prevent the installation from being affected by
vibration.
4.4.1.8 Instruments to be installed are to be located away from excessive heat sources, such as a heating
vent or equipment heat exhaust.
4.4.1.9 Instruments to be fitted into a bridge instrument console are to be protected from excessive heat
by conduction or, if necessary, by forced air flow.
4.4.1.10 Equipment not specifically designed for outdoor installation is not to be installed near a doorway,
open window or hatch opening.
4.4.1.11 When equipment is being installed, care is to be taken to ensure that the accuracy of the ship’s
magnetic compasses is adequately safeguarded.
4.4.2 Computer-based systems and software

4.4.2.1 Computer-based systems are subject to type approval.
4.4.2.2 Where failure in computer-based systems may affect safe navigation and manoeuvring of the ship,
back-up systems are to be available for changeover.
4.4.2.3 Adequate filtering of analogue and digital input signals is to be provided.
4.4.2.4 Software and data necessary to ensure satisfactory performance of the computer system are to be
stored in a non-volatile memory, or a volatile memory with an uninterruptible power supply.
4.4.2.5 Access to the computer’s operating system is to be restricted, and any alteration of system
software after final inspection and testing on board is to be subject to prior approval by CCS.
4.4.2.6 Necessary quality attributes for software are reliability, safeguard against error and misuse, fault
detection and correction.
4.4.3 Alarm system

4.4.3.1 Alarms released by navigation equipment are to be both audible and visual and to be displayed as
group alarm for easy identification.
4.4.3.2 Alarms are to be set for the following:
(1) the closest point of approach;
(2) insufficient depth of water;
(3) approach of a way-point;
(4) yaw;
(5) off-track;
(6) steering gear failure;
(7) navigation light failure;
(8) gyrocompass failure;
(9) vigilance system failure.
4.4.4 Bridge safety system

4.4.4.1 A vigilance system is to be provided to indicate that an alert officer of the navigational watch is
present on the bridge. The system is not to cause undue interference with the performance of bridge
functions.
4.4.4.2 The system is to be so designed and arranged that it could not be operated in an unauthorized
manner, as far as practicable.
4.4.4.3 Any system used for periodic verification of the officer of the navigational watch’s alertness is to
be adjustable up to 12 min intervals and constructed, fitted and arranged so that only the ship’s master has
access to the component for setting the appropriate intervals.
4.4.4.4 The system is to provide for the acknowledgement by the officer of the navigational watch at the
workstation for navigation and other appropriate locations in the bridge from where a proper lookout may
be kept.
4.4.4.5 An alarm is to operate on the bridge in the event of a failure of the bridge safety system.
4.4.4.6 Any alarm/warning that requires bridge operator response is to be automatically transferred to the
master, the selected back-up navigator and the public rooms, if not acknowledged on the bridge within 30 s.
Such transfer is to be operated through a fixed installation. An alarm/warning may be initiated manually at
any time from the bridge.
4.4.4.7 Response to alarms/warnings is to be operated only in the bridge.
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4.4.4.8 The alarm transfer system is to be continuously powered and is to have an automatic changeover
to a standby power supply in case of loss of normal power supply.
4.4.4.9 At all times, including during blackout, the officer of the watch is to have access to facilities
enabling two way speech communication with another qualified officer.
4.4.4.10 If the back-up navigator may attend locations not connected to the fixed installation(s) described
in 4.4.4.6 of this Section, he is to be provided with a wireless portable device enabling both the
alarm/warning transfer and two-way speech communication with the officer of the watch.
4.4.5 Communication
4.4.5.1 A telephone system is to be provided for two-way speech communication between the bridge and
at least the following:
(1) engine control station;
(2) emergency steering position in steering gear room;
(3) cabins of captain and officers, offices, mess and public areas.
4.4.5.2 The bridge is to have priority over the communication system.
4.4.5.3 All extension numbers are to be shown at any telephone.
4.4.6 Power supply

4.4.6.1 Local distribution panels are to be arranged for all items of electrically operated navigational
equipment, telephone system, bridge safety system etc. These panels are to be supplied by two exclusive
circuits, one fed from the main source of electrical power and the other fed from an emergency source of
electrical power. Each item of navigational equipment is to be individually connected to its distribution
panel. The power supplies to the distribution panels are to be arranged with automatic changeover facilities
between the two sources. Failure of any power source is to initiate an audible and visual alarm.
4.4.6.2 Following a loss of power which has lasted for 30 s or less, all primary functions are to be readily
reinstated. Following a loss of power which has lasted for more than 30 s, as many as practical primary
functions are to be readily reinstated.
4.4.6.3 Where computerized equipment are interconnected through a computer network, failure of the
network is not to prevent individual equipment from performing their individual functions.
4.4.7 Man/machine interface

4.4.7.1 All instruments are to be logically grouped according to their functions within each workstation.
Their location and design are to give consideration to the physical capabilities of the human operator and
comply with accepted ergonomic principles.
4.4.7.2 The amount of information to be presented for conducting various tasks as well as the methods of
displaying the information needed are to give consideration to the capabilities of the human operator to
percept and process the information made available.
4.4.7.3 Instruments or displays providing visual information to more than one person are to be located for
easy viewing by all users concurrently. If this is not possible, the instruments or displays are to be
duplicated.
4.4.7.4 The method of presentation is to ensure that the instrument data is clearly visible to the observer
at a practicable distance in the light conditions normally experienced on the bridge by day and by night.
4.4.7.5 Means are to be provided for the manual adjustment of the brightness of each visual display unit.
4.4.7.6 All information is to be presented on a background of high contrast, emitting as little light as
possible by night.
4.4.7.7 Paged displays are to be presented in a way which allows the operator to find quickly the
information needed. An overview page is to be easily available to remind the operator of the paging system.
4.4.7.8 Each page is to have a unique identifying label on the screen.
4.4.7.9 The function and layout of control elements are to be logically coordinated and comply with the
acceptable standard, refer to IEC 447 Standard Direction of Movement for Actuators Which Control the
Operation of Electrical Apparatus.
4.4.7.10 Maloperation of a computer-based bridge instrument is not to cause any loss of data, damage of
programmes or malfunction of the system.
4.4.7.11 Default values, where applicable, are to be indicated by the system when requesting operator
input.
4.4.7.12 If an input error is detected by the system, the operator is to be allowed to correct the error
immediately.
4.4.7.13 The system is to require confirmation from the operator for critical actions, e.g. they are not to
rely on single keystrokes.
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Section 5 OPERATIONAL PROCEDURES AND SAFETY MANUAL
4.5.1 Operational procedures

4.5.1.1 Operational procedures for single-man watch-keeping are to be established to ensure that the
bridge is manned at all times, taking into account the following:
(1) when single-man watch-keeping is applied, another fully qualified officer is to be appointed as back-up
officer;
(2) means are to be provided to ensure that the back-up officer is able to hear alarm and communication
calls from the bridge;
(3) the total response time from sounding of alarm to the appearance of the back-up officer on the bridge is
to be set in relation to the remaining time for reaching the danger of collision or grounding, taking into
account all relevant factors necessary to allow proper and effective action to be taken;
(4) based on the actual time to reaching the danger, calculation of the response time is to take into account
the time lapsed in acknowledging the alarm, proceeding to the bridge, evaluating the situation and taking
proper and effective action in due time to avoid the danger;
(5) testing of the bridge safety system is to be carried out before transfer to single-man watch-keeping and
at regular intervals during the voyage;
(6) operational requirements for navigation in narrow waterway.
4.5.2 Operational safety manual

4.5.2.1 A manual which presents and describes procedures, routines, duties and responsibilities of
relevant personnel for normal and abnormal operating conditions is to be developed and implemented on
board the ship.
4.5.2.2 The operational safety manual is to cover the following conditions and situations:
(1) normal conditions include daily operations and working conditions, as well as situations which, to some
degree, require precautionary measures or actions for a continued operation;
(2) accident conditions are situations where threats against the ship or the personnel on board arise due to
the environmental conditions;
(3) emergency conditions are situations where the ship and/or the personnel on board are threatened by a
serious and imminent danger;
(4) miscellaneous conditions not covered by the above items.
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ADDITIONAL REQUIREMENTS FOR FISHING VESSELS
CHAPTER 5 ADDITIONAL REQUIREMENTS FOR FISHING VESSELS
Section 1 HULL

5.1.1.1 This Section applies to fishing vessels in unrestricted service. For fishing vessels in restricted
service, a reduction may be made in accordance with the requirements of Section 8, Chapter 1 of PART
TWO of the Rules.
5.1.1.2 The longitudinal strength of fishing vessels is to comply with the requirements of Section 2,
Chapter 2 of PART TWO of the Rules.
5.1.1.3 If not covered in this Section, the requirements of Chapter 2 of PART TWO of the Rules are to be
complied with.
5.1.1.4 Fishing vessels complying with the requirements of this Chapter are to be assigned the Fishing
Vessel class notation.
5.1.1.5 In addition to the plans and documents required in Section 1, Chapter 2 of PART TWO of the
Rules, arrangements of trawling gear and deck machinery are to be submitted.
5.1.2 Shell and inner bottom plating

5.1.2.1 The thickness of bottom shell plating and the thickness of bilge plating, within 0.4 L amidships
are to be 0.5 mm greater respectively than that required in Section 3, Chapter 2 of PART TWO of the
Rules.
5.1.2.2 The thickness of bottom shell plating within 0.075 L from ends is to be 0.5 mm greater than that
required in Section 3, Chapter 2 of PART TWO of the Rules.
5.1.2.3 The thickness of bottom shell plating adjacent to plate keel within 0.25 L from the forward
perpendicular is not to be less than that required in 5.1.2.1 of this Section.
5.1.2.4 The thickness of bottom shell plating in way of the bilge well is to be adequately increased, or
effective anti-corrosion means are to be provided.
5.1.2.5 The thickness of side shell plating and sheer strakes within 0.4 L amidships is to comply with the
following requirements:
(1) For fishing vessels of less than 60 m in length, the thickness of side shell plating and sheer strakes is to
be equal to that of bilge plating.
(2) For fishing vessels of 60 m or over in length, the thickness of side shell plating and sheer strakes is to be
0.5 mm greater respectively than that required in Section 3, Chapter 2 of PART TWO of the Rules.
5.1.2.6 The thickness of side shell plating within 0.075 L from ends is to be equal to that required in
5.1.2.2 of this Section.
5.1.2.7 For trawlers, the thickness of sheer strakes in way of trawl gallows and the strakes below is to be
1 mm greater respectively than that required in 5.1.2.5 of this Section over an extent at least 1 m forward
and 2 m aft of the gallows.
5.1.2.8 For seine boats, the thickness of shell plating in way of purse winch seat is to be increased by 1
mm over a suitable extent.
5.1.2.9 The thickness of inner bottom plating in the area of fish holds is to be 1 mm greater than that
required in Section 6, Chapter 2 of PART TWO of the Rules.
5.1.3 Decks and bulkhead plating

5.1.3.1 The thickness of strength deck is to be 0.5 mm greater than that required in Section 4, Chapter 2
of PART TWO of the Rules.
5.1.3.2 The thickness of deck under turn table is to be increased by 1 mm.
5.1.3.3 The thickness of deck under trawl winch, seine winch, trawl gallows, purse winch seat, windlass,
etc. is to be 2 mm greater than that required in Section 4, Chapter 2 of PART TWO of the Rules.
5.1.3.4 The thickness of bulkhead plating in the area of fish holds is to be 1 mm greater than that required
in Section 12, Chapter 2 of PART TWO of the Rules.
5.1.4 Bottom, side, deck and bulkhead framing

5.1.4.1 The web thickness of centre keelson and side keelson and the thickness of single bottom floors in
the area of fish holds are to be 1 mm greater respectively than that required in Section 5, Chapter 2 of
PART TWO of the Rules.
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5.1.4.2 For trawlers, inclined half-round steel or equivalent chafing bars are to be arranged at the side
plating and the external side of bulwark from the top of bulwark to 0.3 m below the designed load waterline
over an extent at least 1 m forward and 2 m aft of the trawl gallows, spaced not more than 400 mm apart.
5.1.4.3 Side stringers are to be fitted in accordance with the relevant requirements of section 15, Chapter
2 of PART TWO of the Rules from the collision bulkhead to 0.25 L from the forward perpendicular. Where
the side stringers are not fitted, the section modulus of main frames is to be 25% more than that required in
Section 7, Chapter 2 of PART TWO of the Rules.
5.1.4.4 The section modulus of side framing in the area of fish holds is to be increased by 10% more than
that required in Section 7, Chapter 2 of PART TWO of the Rules.
5.1.4.5 The deck framing under trawl winch, seine winch, trawl gallows, purse winch seat and windlass is
to be adequately strengthened.
5.1.4.6 The deck framing may be calculated according to the relevant requirements of Section 8, Chapter
2 of PART TWO of the Rules, but the span l of deck beam is not to be less than B/3 when calculating the
section modulus of deck beam, with B being breadth of the vessel.
5.1.4.7 The section modulus of deck framing in the area of fish holds is to be increased by 10% more than
that required in Section 8, Chapter 2 of PART TWO of the Rules.
5.1.4.8 The section moduli of bulkhead stiffeners and girders in the area of fish holds are to be increased
respectively by 10% more than that required in Section 12, Chapter 2 of PART TWO of the Rules.
5.1.5 Stern ramp and transom counter

5.1.5.1 The thickness t of stern ramp plating and the section modulus W of stiffeners of stern trawlers are
not to be less than those obtained respectively as follows:
t = 8 + 0.1 L mm
W = 16 sl2 cm3
where:
L — length of vessel, in m;
s — spacing of stiffeners, in m;
l — stiffener span, in m.
The thickness of side plating of the stern ramp is to be 1 mm greater than that required in 5.1.2.2 of this
Section. It is recommended that chafing bars or plates of increased thickness be fitted to the ramp and ramp
sides liable to excessive wear.
5.1.5.2 The thickness of transom plating is to comply with 5.1.2.6 of this Section.
5.1.5.3 The scantlings of framing in way of the transom counter are to be equal to those of the peak
framing. Where necessary, web frames are to be adopted for strengthening.
5.1.6 Fish hatch

5.1.6.1 The height of hatch coamings is to be at least 600 mm above the upper surface of the freeboard
deck or the wood ceiling; at least 300 mm above the upper surface of the superstructure deck or the wood
ceiling.
5.1.6.2 The thickness of hatch coamings is to comply with the relevant requirements of Section 20,
Chapter 2 of ART TWO of the Rules, but not to be less than 8 mm.
5.1.7 Bulwarks and guardrails

5.1.7.1 The height of bulwarks is to comply with the relevant requirements of Section 19, Chapter 2 of
PART TWO of the Rules. The height may be suitably reduced where it interferes with the normal operation
of vessel, but not to be less than 0.8 m.
5.1.7.2 The thickness of bulwark plating is to be 5 mm for L ≤ 50 m and 6 mm for L > 50 m.
5.1.7.3 The thickness of bulwark plating in way of trawl gallows and purse winch seat is to be 2 mm
greater than that required in 5.1.7.2 of this Section.
5.1.7.4 The spacing of bulwark stays is, in general, not to be more than 2 frame spaces apart. The bulwark
stays are to be fitted at every frame in way of trawl gallows, purse winch seat, forward bulwarks and raised
bulwarks at stern.
5.1.7.5 The guardrails are to comply with the relevant requirements of Section 19, Chapter 2 of PART
TWO of the Rules. The spacing of guardrail stanchions is not to be more than 1.5 m.
5.1.8 Anchoring and mooring equipment

5.1.8.1 The anchoring and mooring equipment for fishing vessels are to be selected in accordance with
the equipment number N in Table 5.1.8.1, where N is to be calculated according to Section 2, Chapter 3 of
PART TWO of the Rules. Where the diameter of chain cables as listed in Table 5.1.8.1 is equal to or less
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than 17 mm, studless chain cables with equivalent proof load or steel wires with equivalent breaking
strength may be substituted. Where a steel wire is substituted for a chain cable, the length of which is to be
1.5 times the length of the chain cable, and a short chain cable is to be fitted between the anchor and the
steel wire, the length of which is to be 12.5 m or equal to the distance from where the anchor is stored to
the winch, whichever is the lesser.
Anchoring and Mooring Equipment for Fishing Vessels Table 5.1.8.1

Stud link chain cable for
Equipment number N Bower anchors Mooring lines
bower anchors
Serial Mass of Diameter (mm) Each Minimum
Total
No. Not each minimum breaking
Exceeding No. length CCSA CCSA No.
exceeding anchor length strength
(m) M1 M2
(kg) (m) (kN)
1 50 60 2 120 192.5 12.5 2 60 34
2 60 70 2 140 192.5 12.5 2 80 34
3 70 80 2 160 220 14 12.5 2 100 37
4 80 90 2 180 220 14 12.5 2 100 37
5 90 100 2 210 220 16 14 2 110 39
6 100 110 2 240 220 16 14 2 110 39
7 110 120 2 270 247.5 17.5 16 2 110 44
8 120 130 2 300 247.5 17.5 16 2 110 44
9 130 140 2 340 275 19 17.5 2 120 49
10 140 150 2 390 275 19 17.5 2 120 49
11 150 175 2 480 275 22 19 2 120 54
12 175 205 2 570 302.5 24 20.5 2 120 59
13 205 240 2 660 302.5 26 22 2 120 64
14 240 280 2 780 330 28 24 3 120 69
15 280 320 2 900 357.5 30 26 3 140 74
16 320 360 2 1020 357.5 32 28 3 140 78
17 360 400 2 1140 385 34 30 3 140 88
18 400 450 2 1290 385 36 32 3 140 98
19 450 500 2 1440 412.5 38 34 3 140 108
20 500 550 2 1590 412.5 40 34 4 160 123
21 550 600 2 1740 440 42 36 4 160 132
22 600 660 2 1920 440 44 38 4 160 147
23 660 720 2 2100 440 46 40 4 160 157
5.1.8.2 Where the relevant requirements are satisfied, one single anchor may be provided, but one spare
anchor is to be available on board.
5.1.9 Others
5.1.9.1 The fire protection of fishing vessels is to comply with the relevant requirements for that of cargo
ships as specified in PART SIX of the Rules.
5.1.9.2 The storm rails are to be fitted to the outside of deckhouses, machinery casings and within inner
passages so as to ensure safe access and working for the crew.
5.1.9.3 A protective device with the same height as the bulwarks or guardrails is to be fitted to the top of
the stern ramp.
Section 2 MACHINERY
5.2.1 Application
5.2.1.1 This Section applies to fishing vessels in unrestricted service. For fishing vessels in restricted
service, reference may be made to the relevant requirements of Chapter 16 of PART THREE of the Rules.
5.2.1.2 If not covered in this Section, the requirements of relevant PARTs and Chapters of the Rules are
to be complied with.
5.2.2 Communication
5.2.2.1 In fishing vessels of less than 45 m in length, where the propulsion machinery is directly
controlled from the wheelhouse, means of communication other than an engine room telegraph as required
in 1.3.7, Chapter 1 of PART THREE of the Rules may be accepted.
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5.2.3 Bilge suction arrangement

5.2.3.1 At least two bilge suctions are to be provided within each fish hold, normally in way of the fore
and aft central longitudinal plane. In all cases, water is to be capable of being drained continuously from
the compartments to the bilge suctions. Bilge wells are to be provided where necessary. Where the length
of a fish hold is less than 9 m, only one bilge suction is to be provided at the aft end of the hold.
5.2.3.2 The drain arrangements as required in 3.2.2.1, Chapter 3 of PART THREE of the Rules are not to
be used for fish holds.
5.2.3.3 Fish holds are to be provided with bilge level alarms.
5.2.3.4 For fishing vessels of less than 45 m in length, an emergency bilge suction in the main machinery
space as required in 3.3.3.1, Chapter 3 of PART THREE of the Rules may be waived.
5.2.3.5 The capacity of bilge wells as required in 3.4.8.1, Chapter 3 of PART THREE of the Rules may
be reduced to 0.1 m3 in the case of fishing vessels of 45 m and over in length and to 0.05 m3 in the case of
fishing vessels of less than 45 m in length. The bilge wells in fish holds are to be fitted with grating covers,
the flow area of which is not to be less than five times the sectional area in the suction pipe.
5.2.4 Size of air pipes in tanks

5.2.4.1 The internal diameter of air pipes as required in 3.10.4.1, Chapter 3 of PART THREE of the Rules
may be reduced to 38 mm in the case of fishing vessels of less than 30 m in length and tanks with a
capacity not exceeding 0.5 m3.
5.2.4.2 Where overflow pipes are fitted as required in 3.10.4.2 and 3.10.5.1, Chapter 3 of PART THREE
of the Rules, the internal diameter of air pipes in tanks is not to be less than 38 mm.
5.2.5 Ventilators
5.2.5.1 For fishing vessels of less than 45 m in length, the height above deck of ventilator coamings is to
be at least 760 mm on the working deck and at least 450 mm on the superstructure deck. The ventilator
openings are to be provided with efficient weathertight closing appliances.
5.2.5.2 For fishing vessels of less than 45 m in length, weathertight closing appliances need not to be
fitted to ventilators where the coamings of which extend to more than 3.4 m above the working deck or
more than 1.7 m above the superstructure deck. Where CCS is satisfied that it is unlikely that water will
enter the vessel through machinery space ventilators, closing appliances to such ventilators may be waived.
5.2.6 Steam pipes

5.2.6.1 Where steam pipes are placed along the fuel oil tank bulkhead, the clearance space is not to be
less than 150 mm; where steam pipes are placed near to electric cables, suitable means of protection are to
be provided.
5.2.7 Steering gear

5.2.7.1 Where manually operated main steering gears are used, which are capable of operating the rudder
as required in 13.1.5.2(1), Chapter 13 of PART THREE of the Rules, and where the emergency steering
gear capable of actuating the rudder is provided on board, an auxiliary steering gear may not be fitted.
5.2.8 Windlasses
5.2.8.1 For fishing vessels of less than 45 m in length or the anchor mass less than 450 kg, windlasses
may be driven by non-independent prime movers or motors.
5.2.8.2 Where a wire windlass is used in a fishing vessel, a clutchable ratchet gear is to be fitted, and a
wire stopper or fixed thimble is to be fitted in the bow area excluding the windlass. The wire stopper is to
be capable of withstanding the proof test load of chain cables, and the stress is not to be more than 90% of
specified minimum yield stress of the material.
5.2.8.3 For fishing vessels usually operating at sea areas of more than 100 m in depth, deep-sea anchor
gears are normally to be provided, for which steel wires may be used instead of chain cables.
5.2.8.4 A buffer is generally to be fitted before the wire stopper for deep-sea anchor gears, and means for
blowing and oiling chain cables are to be provided as far as possible.
5.2.8.5 For fishing vessels, when carrying out the trial of hoisting anchors by the windlass, a mean speed
of hoisting one anchor from a depth of 55 m to a depth of 27.5 m is not to be less than 9 m/min. The anchor
hoisting speed of the deep-sea windlass is generally not to be less than 30 m/min. after anchors have come
aweigh.
5.2.8.6 The bow sheaves of deep-sea anchor gears are to have an adequate diameter, which is generally
not to be less than 13 times that of anchor wires. The construction of bow sheaves is to be such that the
anchor wires will not be impaired.
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5.2.8.7 The hoisting drum of deep-sea windlasses is to be provided with a spooling gear and fitted, as far
as possible, with a means for keeping the wires in an even tension. Where the construction of hoisting
drums enables the wires to be ranged in order, the spooling gear may be waived.
5.2.9 Period of supply of emergency sources

5.2.9.1 The period of supply of emergency sources required in Chapter 4 of PART FOUR of the Rules is
not to be less than 3 h.
5.2.10 Exhaust ducts from galley ranges

5.2.10.1 The fixed means for extinguishing fire within the ducts as required in PART SIX of the Rules
are not applicable to fishing vessels of less than 75 m in length.
5.2.11 Emergency fire pumps

5.2.11.1 The alternative means consisting of a fixed independently driven emergency pump as required in
PART SIX of the Rules is not applicable to fishing vessels of less than 45 m in length. For fishing vessels
of 45 m up to 60 m in length, movable power-driven emergency pumps may be provided.
5.2.12 Periodically unattended machinery spaces

5.2.12.1 For fire precautions for periodically unattended machinery spaces as required in 3.9.1 of PART
SEVEN of the Rules, the fixed fire detection and alarm systems of machinery spaces may be waived in
fishing vessels of less than 45 m in length, provided that the positions in machinery spaces can be easily
monitored in case of fire by the persons on board.
The requirements for immediate water supply from the fire main system at a suitable pressure are not
applicable to fishing vessels of less than 75 m in length.
5.2.12.2 The requirement for protection against flooding of the control positions of any valves serving sea
inlet, discharge below the waterline or bilge emergency suction as required in 3.9.2.3 of PART SEVEN of
the Rules is not applicable to fishing vessels of less than 45 m in length. For fishing vessels of 45 m and
over in length, only the sea inlet valve control is to comply with such requirement.
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ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS
CHAPTER 6 ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS
Section 1 OPEN-TOP CONTAINER SHIPS ENGAGED IN UNRESTRICTED SERVICE
6.1.1 Application
6.1.1.1 This Section applies to open-top container ships of 500 gross tonnage and over, engaged in
unrestricted service.
6.1.1.2 Open-top container ships are to be designed in compliance with IMO MSC/Circ.608/Rev.1.
6.1.1.3 Open-top container ships are to comply with the requirements of this Chapter and in addition, the
applicable requirements of the Rules and the requirements of CCS Rules for Materials and Welding.
6.1.2 Definitions
(1) Open-top container ship means a containership especially designed so that one or more of the cargo
holds need not be fitted with hatch covers.
(2) Freeboard is the distance between the assigned load line and freeboard deck.
(3) Freeboard deck of open-top container ships engaged on international voyages, for the purposes of
Chapters I and II of Annex I of the International Convention on Load Lines, 1966 (hereinafter referred to as
the LL 1966), is the freeboard deck according to the LL 1966 as if hatch covers are fitted on top of the
hatch coamings.
(4) Maximum sustained speed is defined as the maximum service speed taking into account speed loss due
to resistance increase in regular waves. Voluntary speed loss is not taken into consideration.
(5) Minimum ship manoeuvring speed is defined to be the minimum speed which maintains directional
control and is consistent with the operating characteristics of the ship.
(6) Green water is sea water other than spray shipped aboard the ship under normal operating conditions.
(7) Hold freeing ports are openings penetrating the hull on both sides of the ship above full load waterline
within hold area, fitted with non-return valves through which water in a hold overflows outboard while
external seawater will not enter the hold in any case.
(8) Permeability of a space is the percentage of that space which can be occupied by water.
6.1.3 Class notation

6.1.3.1 Open-top container ships complying with the requirements of this Chapter are to be assigned the
Open-Top Container Ship class notation.

6.1.4.1 In addition to the plans and documents specified in the relevant PARTs and Chapters of the Rules,
the following are to be submitted for approval:
(1) Calculations of general and local strength of hull in full-load flooded condition;
(2) Calculations of capacity of bilge pumping system.
6.1.5 Freeboard and ship arrangement

6.1.5.1 Minimum freeboard is to be determined by seakeeping characteristics, stability (both intact and
damage stability) and structural strength, and the greatest value obtained thereby is to be taken.
6.1.5.2 Seakeeping characteristics are to be obtained by model tests, and the following are to be
submitted:
(1) measured data for the maximum hourly rate of ingress of green water likely to be shipped into each
cargo hold;
(2) evaluation of the adequacy of the discharge rates from cargo hold freeing ports (if they are fitted).
6.1.5.3 In all loading conditions other than those assuming the hold being flooded, the assigned freeboard
and the bow height are to be not less than the corresponding ones determined from the LL 1966 assuming
hatch covers being fitted.
6.1.5.4 The assigned freeboard and the bow height according to 6.1.5.3 are to be not less than the
corresponding ones for which the model tests are carried out. The maximum hourly rate of ingress of green
water in any one open hold determined from model testing is not to exceed the open hatch area multiplied
by 400 mm/h.
6.1.5.5 All seasonal freeboards are to be omitted unless any corresponding seasonal freeboards for which
the ship is eligible are greater than the freeboard for which the model tests are carried out.
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6.1.5.6 Where an individual hold is fitted with hatch covers, the hold may be simulated as having
containers being carried on the hatch covers with no seawater being shipped into the hold during the model
test.
6.1.5.7 Container cell guides are to be fitted in the hold, except for ships engaged on short international
voyages.
6.1.5.8 The stowage of containers with dangerous goods in ships carrying such containers is to comply
with the requirements of 6.1.12 and 6.1.13 of this Section.
6.1.5.9 No freeing port is to be fitted on the hatch coaming of an open hold.
6.1.6 Procedure of model tests

6.1.6.1 The model experiments are to be carried out in long-crested, irregular waves.
6.1.6.2 The Pierson–Moskovitz, JONSWAP or Bretschneider spectrum is to be used for these
experiments. Other spectra may be allowed for ships operating in restricted areas only.
6.1.6.3 The wave spectrum generated for the purpose of these experiments is to have a significant wave
height of approximately 8.5 m at the most unfavorable realistic wave period (zero crossing).
6.1.6.4 The effect of wind generated spray need not be simulated during the tests.
6.1.6.5 The model experiments are to be carried out for at least the following wave directions:
(1) following seas (0°/360°);
(2) quarter following seas (45°/315°);
(3) beam seas (90°/270°);
(4) quarter head seas (135°/225°);
(5) head seas (180°).
6.1.6.6 The model experiments are to be carried out for at least the following speeds:
(1) maximum sustained speed in head seas and quarter head seas;
(2) minimum ship manoeuvring speed in quarter following seas and following seas;
(3) zero ship speed (dead ship condition) in beam seas.
6.1.6.7 The model experiments are to be carried out with a self-propelled, unrestrained model without the
necessity to change course and the time period of each experiment is to correspond to at least one hour real
time.
6.1.6.8 The loading condition used for the tests is to correspond at least to the maximum loaded draught
with designed trim. If operational trim values differ substantially from designed trim, additional trim values
are to be included in the model test programme.
6.1.6.9 The height of centre of gravity (KG value) selected is to correspond to the actual value most likely
to be encountered during the ship’s service. If KG values which may be expected during the operation of
the ship differ substantially from this selected KG value, additional KG values are to be included in the
model test programme.
6.1.6.10 For each test condition, the cargo hold which ships most water is to be determined by
preliminary tests for each combination of heading, trim and KG. In running tests for the full duration
specified above, this least favorable hold is to be simulated as having no containers, whilst other cargo
holds (each cargo hold as a separate entity) may be simulated as completely fully loaded with containers
above the line of the weather deck (or hatch coaming where applicable). Containers are not to be used as a
means to prevent shipping of water into an empty hold where they are stacked outboard of the open hold.
Rain covers for the open holds are not to be simulated in the model tests.
6.1.6.11 In addition to the usual parameters measured (ship motions, ship speed, relative motions, rudder
angles, etc.), the volume of water entering all open cargo holds is to be measured for each experiment. The
quantities of water taken aboard the model are to be removed and measured after each test run so that the
metacentric height, moment of inertia and displacement are not appreciably disturbed by any accumulation
of water during the testing programme.
6.1.6.12 Where freeing ports are fitted, an additional model test to comply with 6.1.5.2(2) is to be
conducted at a draught which corresponds to the condition of a departing ship fully loaded with cargo and
open holds flooded to the static equilibrium level with freeing ports open. A hold permeability of 70% by
volume is to be assumed. Tests are to be conducted at zero speed in beam seas to verify that the capacity of
freeing ports is such that the ship will not capsize.
6.1.7 Strength and construction

6.1.7.1 The hull strength and structure of open-top container ships are to be calculated and checked in
accordance with Chapters 2 and 7 of PART TWO of the Rules.
6.1.7.2 The general and local strength of the hull is to be sufficient in all loading conditions (including
those indicated in 6.1.8.2).
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6.1.7.3 When checking the general strength of open-top container ships, the hatch deformation due to
hydrodynamic torque need not be considered.
6.1.8 Intact stability

6.1.8.1 The intact stability of the ship is to meet the relevant requirements for container ships of IMO
resolution MSC.267(85) “The International Code on Intact Stability, 2008” and the amendments thereto.
6.1.8.2 Unless specified in 6.1.8.1, with all open holds completely filled with water (permeability of 0.70
for container holds) to the level of the top of the hatch side or hatch coaming or, in the case of a ship fitted
with cargo hold freeing ports, to the level of those ports, the stability of the fully laden ship in the intact
condition is to meet the survival criteria (with factor S = 1) of Chapter II–1, Part B-1 of SOLAS 1974, as
amended.
6.1.8.3 The intermediate conditions of hold flooding are also to be considered.
6.1.9 Damage stability

6.1.9.1 The damage stability is to comply with the subdivision and damage stability criteria of Chapter
II–1, Part B to B-4 of SOLAS 1974, as amended. The top of coamings of open-top holds is to be considered
as the location from which downflooding begins.
6.1.10 Open hold bilge dewatering system and freeing ports

6.1.10.1 The bilge pumping system is to have sufficient capacity to pump:
(1) the maximum hourly rate of green water shipped in seagoing conditions as established by the
comprehensive model testing;
(2) an amount equal to rainfall of 100 mm/hour regardless of the installation of rain covers;
(3) the hourly amount of shipped green water measured during the seakeeping model tests for the dead ship
condition in beam seas, multiplied by safety factor 2;
(4) four-thirds of the amount of water required for fire-fighting purposes in the largest hold;
(5) an amount equal to the capacity required for ships with closed cargo holds,
whichever is the greater.
6.1.10.2 The pumping of hold bilges is to be possible by at least three bilge pumps.
6.1.10.3 At least one of these pumps is to have a capacity of not less than the required capacity as defined
in 6.1.10.1 and is to be dedicated to bilge and ballast service only. The pump is to be located in such a way
that it will not be affected by a fire or other casualty to the space containing the pumps required in 6.1.10.4
below or the space containing the main source of power and is to be supplied from the emergency
switchboard required by Regulation II–1/43 of SOLAS 1974, as amended.
6.1.10.4 The combined output of at least two further pumps is not to be less than the required capacity as
defined in 6.1.10.1. These pumps are to be supplied from the main source of electrical power required by
Regulation II–1/41 of SOLAS 1974, as amended, or any other source of power independent of the
emergency switchboard required by Regulation II–1/43 of SOLAS 1974, as amended.
6.1.10.5 The bilge pumping system, including the piping system, is to incorporate sufficient redundancy
features so that the system will be safely operational and capable of dewatering the hold spaces at the
required capacity in the event of failure of any one system component.
6.1.10.6 The bilge pumping system is to be arranged to be effective within the limiting angles of
inclination required for the emergency source of electrical power by SOLAS 1974, as amended, and bilge
wells are to be readily accessible for cleaning.
6.1.10.7 All open cargo holds are to be fitted with high bilge level alarms. The alarms are to initiate
visual and audible warnings in the engine room and the manned control locations (navigation bridge,
control stations or machinery space) and be independent of bilge pump controls.
6.1.10.8 If the loss of suction prevents the proper functioning of the bilge system, special measures to
prevent this are to be considered, for instance, the installation of level indicators.
6.1.10.9 Open cargo hold drain wells are to be designed to ensure unobstructed discharge of water and
easy access for cleaning under all conditions.
6.1.10.10 If provided, freeing ports are to be fitted on both sides of each open cargo hold, subject to the
following:
(1) The number, size and location of the freeing ports on each side of each open hold are to be sufficient to
prevent the accumulation of water above the level defined in 6.1.6.12 of this Section.
(2) Efficient means of closure to prevent the accidental ingress of water are to be provided. Such means are
to be operated from above the freeboard deck. In the case of a ship operating in areas where icing is likely
to occur, these arrangements are to be suitable to enable the ports to operate efficiently under such
conditions.
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6.1.11 Fire protection requirements

6.1.11.1 The fire protection system for open-top container holds is to be based on the philosophy of
containing the fire in the bay of origin and to cool adjacent areas to prevent structural damage.
6.1.11.2 Open-top container holds are to be protected by a fixed water spray system. The system is to be
capable of spraying water into the cargo hold from deck level downward. The system is to be designed and
arranged to take account of the specific hold and container configuration. Where necessary a full-scale test
may be required.
6.1.11.3 The water spray system is to be able to effectively contain a fire in the container bay of origin.
The spray system is to be subdivided, with each subdivision to consist of a ring-line at deck level in an
open cargo hold around a container bay.
6.1.11.4 The water spray system is to be capable of spraying the outer vertical boundaries of each
container bay in an open cargo hold and of cooling the adjacent structure. The uniform application density
is to be not less than 1.1 l/min/m2. At least one dedicated fire-extinguishing pump for the hold water spray
system with a capacity to serve all container bays in any one open-top container hold simultaneously is to
be provided. These pumps are to be installed outside the open-top area. The availability of water to the
water spray system is to be at least 50% of the total capacity, with adequate spray patterns in the open-top
container hold, and with any one dedicated pump inoperable. For the case of a single dedicated water spray
pump this may be accomplished by an interconnection to an alternative source through a hose from the
weather deck.
6.1.11.5 Whenever a fire detection system is required in the open hold area, the fire detection system is to
be designed and arranged to take account of the specific hold and container configuration and ventilation
arrangement.
6.1.12 Carriage of dangerous goods

6.1.12.1 Dangerous goods for which “on deck only” stowage is specified in the International Maritime
Dangerous Goods Code (IMDG Code), are not to be carried in or vertically above open-top container
holds.
6.1.12.2 In addition to the requirements of 6.1.12.1 above, containers with dangerous goods extending
more than 1 m above the top of the watertight upper boundary around an open-top container hold and
containing liquids, gases or vapors heavier than air and for which “on deck only” stowage is specified, are
not to be carried within one container space① horizontally from the boundary of the open-top container
holds.
6.1.12.3 Dangerous goods other than those described in 6.1.12.1 above are not to be carried in or
vertically above open-top container holds unless such holds are in full compliance with Regulation II–2/19
of SOLAS 1974, as amended, applicable to enclosed container cargo spaces, as appropriate for the cargo
carried.
6.1.13 Segregation of dangerous goods

6.1.13.1 The segregation of dangerous goods for open-top container holds is to comply with Table
6.1.13.1 instead of the table of segregation of freight containers on board container ships contained in
section 15.3.2 of the IMDG Code.
① Defined in 15.3.1.2 of the International Maritime Dangerous Goods Code (IMDG Code), i.e. container space is a space of
at least 6 m lengthways and at least 2.4 m athwart. See also the latest definition in the IMDG Code.
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Table of Segregation of Freight Containers

in Holds of Open-Top Container Ships Table 6.1.13.1
①
Vertical Horizontal
requirement
Closed versus closed Closed versus open Open versus open

Segregation
Open versus
versus open
Closed
Closed
versus
closed
open
Under Under Under
On deck On deck On deck
deck deck deck
One
Open above closed allowed,
One container
Superimposition allowed
otherwise as open versus
Fore and No No No No
container space or
aft restriction restriction restriction restriction
space one
“Away from”
bulkhead
open
1
Athwartships
One One
No No No No
container container
restriction restriction restriction restriction
space space
One
One One
container
One container One container
Not on the same vertical line
Fore and space and One

container space or container space or
aft not above bulkhead
“Separated from”
space one space one

the same
bulkhead bulkhead
hold
2
Two
Athwartships
container
Not on the same vertical line
One One Two Two

spaces One
container container container container
As open versus open
and not bulkhead

space space spaces spaces
above the
same hold
One One Two
container container container
compartment or hold from”
“Separated by a complete
Fore and space and space and spaces Two

aft not above not above and not bulkheads
the same the same above the
hold One hold One same hold
3
Two bulkhead Two bulkhead Three

Athwartships
container container container

spaces spaces spaces Two
and not and not and not bulkheads
above the above the above the
same hold same hold same hold
One bulkhead and
horizontally and
horizontally and
horizontally and
②
not above the
not above the
not above the

At least 24 m
At least 24 m
At least 24 m
“Separated longitudinally by an intervening
at least 24 m
same hold
same hold
same hold
horizontally
complete compartment or hold from”
Fore and Two Two

aft bulkheads bulkheads
Prohibited
4
Athwartships
Prohibited Prohibited Prohibited Prohibited Prohibited Prohibited
Note: ① All bulkheads and decks are to be resistant to fire and liquid.
② Containers are to be at least 6 m from the bulkhead.
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Section 2 OPEN-TOP CONTAINER SHIPS ENGAGED IN RESTRICTED SERVICE

6.2.1.1 This Section applies only to open-top container ships engaged in restricted service.
6.2.1.2 The relevant definitions and the required plans and documents are the same as those given in
Section 1 of this Chapter.
6.2.2 Freeboard
6.2.2.1 The freeboards are to be in compliance with the requirements of the flag Administration. Where
not required by the Administration, the minimum freeboard of ships engaged in restricted service may be
determined by either:
(1) seekeeping characteristics (model test), intact stability and structural strength; or
(2) minimum geometrical freeboard, intact stability and structural strength.
Where the hull or hatch coaming of open-top container ships is fitted with freeing ports or scuppers,
however, the minimum freeboard is to be determined in accordance with (1) of this paragraph.
6.2.2.2 Where the freeboard is determined according to 6.2.2.1(1), the significant wave height for model
test and the permissible hourly rate of ingress of green water in any one open hold (hourly rate of shipped
green water = open area of hold × hourly downflooding height) are to be in accordance with Table 6.2.2.2:
Table 6.2.2.2
Service Significant wave height for test (m)
①
Hourly downflooding height (mm/h)
Service category 1 7.5 300
Note: ① The significant wave height for model test may be determined according to wave statistics of service areas, subject
to agreement of CCS.
The procedure of model tests is to be in accordance with IMO MSC/Circ.608/Rev.1 (see 6.1.6 of Section 1
of this Chapter).
6.2.2.3 Where the freeboard is determined according to 6.2.2.1(2), the minimum freeboard is to be not
less than the minimum geometrical freeboards given in Table 6.2.2.3:
Table 6.2.2.3
Service Minimum geometrical freeboard (m)
Service category 1 0.035 LL
where: LL – ship’s length measured to load line, in m.
6.2.2.4 The minimum bow height is not to be less than that required by the LL 1966, assuming hatch
covers being fitted.
6.2.3 Arrangement
6.2.3.1 Where the freeboard is determined according to 6.2.2.1(2), the hull or hatch coaming is not to be
fitted with freeing ports or scuppers.
6.2.3.2 A deckhouse or forecastle or breakwater, the width of which is to be not less than that of front
coaming of the open-top No.1 hold, is to be fitted forward of that hold.
6.2.3.3 The height of the rear top of the deckhouse or forecastle and the top of the breakwater above the
summer waterline is to be not less than the values given in Table 6.2.3.3:
Table 6.2.3.3
At forward perpendicular 0.25 L aft of forward perpendicular
Fb + 2.35 Fmin + 1.75
where: Fb — minimum bow height specified according to 6.2.2.4, in m;
Fmin— freeboard, in m, determined according to Regulations 27 to 30 of Annex I to the LL 1966, assuming hatch
covers being fitted; to be determined by linear interpolation if the top is between the two positions given in the
Table.
6.2.3.4 The breakwater structure is to be in compliance with the requirements for hold hatch coamings.
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6.2.4.1 The intact stability is to be calculated and checked in accordance with the requirements for
general cargo ships in Section 9, Chapter 1 of PART TWO of the Rules.
6.2.4.2 The intact stability in full-load complete flooded condition is to be calculated and checked in
accordance with the following requirements.
(1) The full-load complete flooded condition is a full load condition of the ship, assuming open-top holds
being flooded to the extent given in Table 6.2.4.2:
Table 6.2.4.2
Service Downflooding height of open-top holds (% hold depth*)
Service category 1 85
* Hold depth is the distance measured from the upper surface of inner bottom of a hold to that of strength deck.
(2) For ships engaged in service of category 1, the intact stability in the complete flooded loading
conditions stated in (1) above is to comply with the following criteria:
① the range of stability is to be not less than 20, and the angles of immersion of openings including
ventilators, doors and hatch covers, which cannot be closed weathertight, are to be greater than this
value;
② the maximum positive righting lever within the range specified in ① above but not greater than 20
is not to be less than 0.1 m.
(3) For ships engaged in service of category 2 or 3 or equivalent to 3, the intact stability in the complete
flooded loading conditions stated in (1) above is to comply with the following criteria:
① the range of stability is to be not less than 15, and the angles of immersion of openings including
hatch coaming top, ventilators, doors and hatch covers, which cannot be closed weathertight, are to
be greater than this value;
② the area Amin under the righting lever GZ curve within the range of stability which complies with ①
above is not to be less than the value obtained as follows:
Amin ＝ 0.025 + 0.005 (20° – θf ) m · rad
where: θf — angle of heel at which openings in hull, superstructures or deckhouses which cannot be
closed weathertight immerse. In applying this criterion, small openings through which
progressive flooding cannot take place need not be considered as open.
6.2.5 Damage stability

6.2.5.1 The damage stability is to be in accordance with IMO MSC/Circ.608/Rev.1 (see 6.1.9 of Section
1 of this Chapter) or the relevant requirements specified by the flag Administration for conventional
container ships.
6.2.6 Strength and construction

6.2.6.1 The longitudinal strength and local strength of the hull are to be checked in accordance with
Chapters 2 and 7 of PART TWO of the Rules.
6.2.6.2 In addition, the loading conditions for the check of the longitudinal strength and local strength are
to include the full-load complete flooded condition indicated in 6.2.4.2, wherein the assumed downflooding
height is to be determined according to Table 6.2.4.2.
6.2.6.3 When checking the longitudinal strength, the hatch deformation due to hydrodynamic torque need
not be considered.
6.2.7 Bilge dewatering system

6.2.7.1 Where the freeboard is determined according to 6.2.2.1(1), the capacity of the bilge pumping
system is to be determined in accordance with the relevant requirements of IMO MSC/Circ.608/Rev.1.
6.2.7.2 Where the freeboard is determined according to 6.2.2.1(2), the capacity of the bilge pumping
system is to be not less than the greatest of the values obtained as follow:
(1) four-thirds of the amount of water required for fire-fighting purposes in the largest hold;
(2) an amount equal to the capacity required for ships with closed cargo holds;
(3) down-flooding height of open-top holds as listed in Table 6.2.7.2 multiplied by open hatch area:
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Table 6.2.7.2
Service Down-flooding height of open-top holds
Service category 1 150 mm/h for No.1 hold, 100 mm/h for other holds
Service category 2 130 mm/h for No.1 hold, 100 mm/h for other holds
Service category 3 100 mm/h for all holds
6.2.7.3 The ship is to be fitted with at least three bilge pumps for pumping open-top hold bilges.
6.2.7.4 The capacity and arrangement of the bilge pumps are to comply with the following requirements:
(1) At least one of these pumps is to have a capacity of not less than the required capacity as defined in
6.2.7.1 or 6.2.7.2 and is to be used for bilge and ballast service. This pump may also be used as an
emergency fire pump. The pump is to be located in such a way that it will not be affected by a fire or other
casualty to the space containing the pumps required in (2) below or the space containing the main source of
power and is to be supplied from the emergency source of power complying with Sections 1 and 2, Chapter
2 of PART FOUR of the Rules or any source of power other than the main source of power. Where the
pump is also used as an emergency fire pump, the relevant requirements for emergency fire pumps are to be
complied with.
(2) The combined output of at least two further pumps is not to be less than the required capacity as defined
in 6.2.7.1 or 6.2.7.2. These pumps are to be supplied from the main source of power complying with
Section 1, Chapter 2 of PART FOUR of the Rules, or any source of power other than the emergency source
of power.
6.2.7.5 The bilge pumping system is to be arranged to be effective with the ship in upright position and
heeled up to 22.5, or trimmed by bow or stern up to 10, or with any combination of inclination angles
within these scopes. The open hold bilge wells are to be readily accessible for dredging and cleaning.
6.2.7.6 All open cargo holds are to be fitted with high bilge level alarms. The alarms are to initiate visual
and audible warnings in the engine room and the manned control locations (navigation bridge or control
stations) and be independent of bilge pump controls.
6.2.8 Fire protection

6.2.8.1 Open-top cargo holds are to be protected by a water sprinkler or spray system. The system is to be
capable of sprinkling/spraying water into the cargo hold from deck level downward. The system is to be
designed and arranged to take account of the specific hold configuration so that the sprinkled/sprayed water
will cover the complete hatch of the open hold.
6.2.8.2 At least one dedicated fire-extinguishing pump for the hold water sprinkler or spray system with
a capacity to serve all container bays in any one open-top container hold simultaneously is to be provided.
The uniform application density is to be not less than 1.1 l/min/m2. The pump is to be installed outside the
open-top area. In addition, the sprinkler or spray system is to be interconnected to an alternative source
from the weather deck as backup means, the capacity of which is not to be 50% less than that of the
dedicated pump.
6.2.8.3 For open holds of open-top container ships of less than 5,000 gross tonnage, deck fire main
system may be an alternative to the sprinkler or spray system required by 6.2.8.1 and 6.2.8.2.
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ADDITIONAL REQUIREMENTS FOR PUSHER TUG-BARGE COMBINATIONS
CHAPTER 7
7.1.1 Application
7.1.1.1 This Chapter applies only to pusher tug-barge combinations in restricted service.
7.1.1.2 The pusher tug-barge combinations are to comply with the requirements of this Chapter and in
addition, the applicable requirements in other Chapters of the Rules for single pusher tugs and barges, CCS
Rules for Materials and Welding and the relevant requirements of the flag Administration.
7.1.2 Definitions
(1) Rigidly connected pusher tug-barge combination is a combination of a pusher tug and a barge with the
following characteristics:
The pusher tug is secured in the barge notch by mechanical means of any type whatsoever other than just
wire ropes, chains, lines or other tackles, and there is no relative motion between the pusher tug and the
barge. The pusher tug and the barge remain so connected throughout the voyage.
(2) Pusher tug-barge combination connected in articulated manner is a combination of a pusher tug and a
barge with the following characteristics:
① the pusher tug is secured in the barge notch by mechanical means of any type whatsoever other than
just wire ropes, chains, lines or other tackles;
② the articulated connector allows pitch between the pusher tug and the barge in one degree of
freedom, i.e. rotation of the pusher tug/barge about the (transverse) axis of the connector. The
combination is capable of being connected or disconnected remotely from the pusher tug or locally
from the barge. The pusher tug and the barge remain so connected throughout the voyage;
③ when the articulated connector is disconnected, both the pusher tug and the barge may remain
separately in mooring or operation.
(3) Length of combination (Lc) means the length of the pusher tug-barge combination acting as a single unit.
The combined length Lc is to be taken as the distance, in m, measured on a waterline at 85% of the least
molded depth of the barge (where the lowest point of freeboard deck of the pusher tug is at or above this
waterline) or on the design waterline of the combination (where the lowest point of freeboard deck of the
pusher tug is below this waterline), from the fore side of the stem of the barge to the after side of the rudder
post or stern post of the pusher tug. Where there is no rudder post or stern post, Lc is to be measured to the
centerline of the rudder stock of the pusher tug. Lc, however, is not to be taken less than 96% and need not
be taken greater than 97% of the total waterline length of the combination measured at 85% of the least
molded depth of the barge.

7.1.3.1 In addition to the plans and documents required for pusher tugs and barges acting as single vessels
in the Rules, the following ones are to be submitted for approval:
(1) General arrangement of the combination;
(2) Provision and arrangement of connector of the combination;
(3) Connector load calculations;
(4) Diagram of mechanical principles of the connector;
(5) Analysis and plan of strengthened hull structural portions in way of the connection of tug and barge for
each vessel;
(6) Operating manual for the connector, including instructions on operation, testing and maintenance.

7.1.4.1 A rigidly connected pusher tug-barge combination complying with this Chapter is to be assigned
the following class notations:
For pusher tug: Rigid Connection PB Combination — Pusher;
For barge: Rigid Connection PB Combination — Barge.
7.1.4.2 An articulatedly connected pusher tug-barge combination complying with this Chapter is to be
assigned the following class notations:
For pusher tug: Articulated Connection PB Combination — Pusher;
For barge: Articulated Connection PB Combination — Barge.
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Section 2
FREEBOARD, SUBDIVISION AND STABILITY, BILGE PUMPING SYSTEM

7.2.1.1 The freeboard, subdivision and stability, bilge pumping system of a pusher tug-barge combination
acting as a single unit and of pusher tugs and barges acting as single vessels are to comply respectively with
the following requirements or the relevant requirements of the flag Administration (if any):
(1) The freeboard, subdivision and stability, bilge pumping system of pusher tugs and general barges acting
as single vessels are to comply with the relevant requirements of the flag Administration.
(2) The freeboard, subdivision and stability, bilge pumping system of open-hatch container barges are to
comply with the requirements for open-hatch container ships in Section 2, Chapter 6 of this PART.
7.2.2 Freeboard and arrangement

7.2.2.1 In addition to the requirements in 7.2.1.1(1), the freeboard and bow height of a barge are not to be
less than those required for the combination acting as a single unit (general cargo ship).
7.2.2.2 In all cases, a safe passage is to be available for crew between the aft part of the barge and the fore
part of the pusher tug.
7.2.3 Intact stability of combination

7.2.3.1 The intact stability of a combination acting as a single unit in full load condition (fully loaded
pusher tug + fully loaded barge) is to comply with the requirements for general cargo ships.
Section 3 HULL STRUCTURE AND OUTFITTING

7.3.1.1 Hull structure of pusher tug
(1) A pusher tug acting as a single ship is to comply with the requirements for tugs specified in Chapter 10
of PART TWO of the Rules.
(2) When calculating the wave impact loading of superstructures and deckhouses, they are to be considered
as those of the combination. However, the thickness of their decks and enclosures need not be greater than
that of the main hull shell or deck of the pusher tug.
7.3.1.2 Hull structure of barge
(1) A barge acting as a single ship is to comply with the requirements of Chapter 12 of PART TWO of the
Rules.
(2) The collision bulkhead of the barge is to be located according to the length of combination Lc, i.e. at a
distance, from the fore end of the barge, of not less than 0.05 Lc or 10 m, whichever is the lesser, and not
more than 0.08 Lc.
(3) Both the longitudinal and local strength of open-hatch container barges are to comply with the relevant
requirements in Chapter 6 of this PART.
7.3.2 Outfitting
7.3.2.1 Outfitting of pusher tug
(1) A pusher tug acting as a single ship is to be provided with the anchoring and mooring equipment used
for pusher tugs in accordance with the requirements for cargo ships specified in Chapter 3 of PART TWO
of the Rules.
(2) The combination is to be considered as a single unit with regard to the rudder and steering gear to be
provided on board.
7.3.2.2 The combination is to be considered as a single unit with regard to the outfitting of the barge, and
the anchoring and mooring equipment may be provided in accordance with the requirements for cargo ships
specified in Chapter 3 of PART TWO of the Rules.
Section 4 ELECTRICAL INSTALLATIONS

7.4.1.1 The electrical installations of pusher tugs and barges are to comply with the applicable
requirements of PART FOUR of the Rules and in addition, the requirements of this Section.
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7.4.2 Pusher tugs

7.4.2.1 The calculation of power plant load of the pusher tug is to include the power consumption of the
barge.
7.4.2.2 The navigation bridge of the pusher tug is to be capable of initiating the following alarms on the
barge:
(1) audible and visual alarm in case of high bilge level in hold;
(2) audible and visual alarm in case of fault of any ship light.
7.4.3 Barges
7.4.3.1 The barge may be served by the power plant of the pusher tug to which the barge is connected,
and when at a port of call by a source on shore, as follows:
(1) A connection box is to be fitted at a suitable place on board the pusher tug for a flexible cable supplying
power to the barge.
(2) A shore connection box complying with the relevant requirements of rules is to be fitted at a suitable
place on board the barge for a flexible cable from an external power source. The shore connection box and
the main switchboard on board the barge are to be connected by a fixed and adequately rated cable.
7.4.3.2 The barge is to be provided with accumulator batteries as standby power source for anchor lights
in case of loss of power when anchoring separately. The power supply period of the batteries may be
evaluated according to the possible duration of such case.
7.4.3.3 Where refrigerated containers are carried in the barge, the power plant capacity calculation, power
distribution, monitoring, socket type, etc. are to comply with the relevant requirements of Section 4,
Chapter 4 of PART FIVE of the Rules.
7.4.4 Miscellaneous
7.4.4.1 A multi-core flexible cable may be used to transfer monitoring and alarm signals between the
pusher tug and the barge, connected via connector assemblies and protected by a connection box with a
degree of protection of at least IP56.
7.4.4.2 Means of interlock or alarm are to be used to prevent any damage to the flexible cable linking the
pusher tug and the barge in case of disconnection of the connector between the two ships.
Section 5 CONNECTOR AND HULL SUPPORTING STRUCTURE

7.5.1.1 This Section contains only requirements for articulated connectors. Equivalent safety design may
be used for rigid connectors.
7.5.1.2 Indicators are to be fitted at the navigation bridge and local operation position to show the
disconnected or connected status of the connector, and connecting/disconnecting operations are to be
possible.
7.5.1.3 The mechanical connection means (hereinafter referred to as connector) means the mechanical
system used on the pusher tug for quick connection with the barge, including a telescopic connecting arm
and all associated power and control parts.
7.5.1.4 The connector is to be capable of being operated both locally and at the navigation bridge, and
disconnected in less than 5 minutes in an emergency.
7.5.1.5 The connector is to be capable of being operated at one side and at both sides.
7.5.1.6 At least two separate power units are to be provided to serve the connector.
7.5.1.7 An emergency disconnection of the connector is to be possible in case of loss of power.
7.5.1.8 Means of communication are to be available between the space where the connector is located and
the navigation bridge.
7.5.1.9 The connector is to be fitted with a limiter to prevent the connecting arm from excessively
stretching or retracting.
7.5.1.10 For hydraulic connectors, the drawings and documents to be submitted, installing and
arrangement, materials, structure and design, safety valve, monitoring and alarm, testing (including sea trial)
may be dealt with in accordance with the appropriate requirements for steering gears specified in Chapter
13 of PART THREE of the Rules.
7.5.1.11 The non-hydraulic connectors are to meet a standard equivalent to that for hydraulic ones.
7.5.2 Strength of connector and hull supporting structure
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7.5.2.1 Connector load

(1) The design of the connector is to take into account the quasi-static loads, including the buoyancy and
propulsion forces, and the dynamic seaway loads, as well as the steering loads. The loads may be obtained
either according to (2) below or by model test, or calculated by an empirical method. The calculation
results are to be submitted to CCS for check.
(2) The maximum lifetime connector loads may be used for the design of the connection system between
the tug and barge. The maximum lifetime value is to be determined based on a prediction method for the
long-term extreme value with an acceptable probability level. The methods of determining the maximum
lifetime connector loads can be identified:
① through a scale model test program covering a range of wave frequencies and headings so as to
obtain the connector load response amplitude operators (RAOs) and then by analysis to identify the
worst heading and predict the long term extreme connector load for that heading, or
② by a motion response analysis, using a suitable seakeeping analysis program that can handle
multiple bodies linked by articulation, in connection with a long term extreme analysis, and taking
the wave data of the sea area where the pusher tug-barge combination is to operate into calculation.
(3) The design calculation of the connector loads is to be documented and submitted for check.
7.5.2.2 Specification of the connector system is to be submitted for check together with the design load
calculations for the connector loads.
7.5.2.3 Structure and strength of connection means
(1) Stress analysis is to be performed according to the load stated in 7.5.2.1 above to obtain loads acting on
individual components of the connector. Strength calculations are to be provided for essential components
of the system in accordance with the following criteria:
R
  eH
n
0.58ReH

n
where: σ — positive stress, in N/mm2;
ReH — yield stress of material of components, in N/mm2;
τ — shear stress, in N/mm2;
n — safety factor, taken as 2.5.
(2) For components subjected to composite stress, the equivalent stress is to comply with the following
formula:
R
 e   2  3 2  1.1 eH
n
2
where: σｅ — equivalent stress, in N/mm ;
ReH, σ, τ, n — the same as above.
7.5.2.4 Main hull supporting structure and strength

(1) For the supporting structure of the means connecting the pusher tug and the barge, stress analysis is to
be performed in respect to the load transmitted by the connector. The analysis is to follow the conventional
engineering practice and is to be submitted for check. The connector loads applied are to be in accordance
with the loads determined from 7.5.2.1 above. In the case of notch type connections, an analysis of the
barge wing walls is to take into account torsional shear as well as primary and secondary shear and bending
stresses. The results of the structural analysis are to be assessed for yielding and buckling failures.
(2) The structure in the bow of the pusher tug and the stern of the barge is to be suitably reinforced both in
the athwartship and fore and aft directions with a system of webs, stringers, bulkheads, etc. to withstand the
forces developed at these locations due to the connection and also to transmit these forces into the main
body of the ships. The hull structure adjacent to the connector is to be suitably reinforced, and assessed by
fine finite element direct calculation. The fine finite element model is to be based on the following
principles:
① a separate fine finite element model may be used, with boundary conditions being obtained from
analysis of a coarse finite element model; alternatively, direct calculation may be performed via a
fine finite element model fitted in a coarse finite element model;
② the fine finite element area is to be such that stress of the area will not be affected by the boundary
conditions of displacement and those of forces. The fine finite element model is to be such that its
refined edges are supported by primary members, e.g. girders, horizontal girders and floors in cargo
area;
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③ the size of meshes of the fine finite element area adjacent to the connector is to be taken as 50 mm ×
50 mm. 4-node or 8-node hull elements are to be used, and the use of any triangular element is to be
prevented. The weld geometry and structural alignment are not to be taken into account;
④ the permissible yield stress of structural members are to be in accordance with Table 7.5.2.4(2);
⑤ buckling assessment may be in accordance with CCS Guidelines for direct calculations.
Permissible Equivalent Yield Stress [σe] (N/mm2) Table 7.5.2.4(2)

①
Model
Local fine finite element model (based on 50 mm × 50 mm mesh size)
Element
1.36 ReH (single element)
②
Plate element
1.0 ReH (area average)
③
Notes: ① The plate element is to be considered according to the equivalent stress (Von Mises stress), i.e.:
 e   x2   y2   x y  3 xy2 N/mm2, the median plane stress at centroid of the plate element (membrane stress)
is to be considered
where: σx — element stress in x direction, in N/mm2;
σy — element stress in y direction, in N/mm2;
σxy — element shear stress in xy plane, in N/mm2.
② ReH — yield stress of material, in N/mm2.
③ The area average means the average of the Von Mises stress of the element considered in the fine finite element
area and that of the element in the connecting node.
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ADDITIONAL REQUIREMENTS FOR SHIPS WITH REGARD
TO ENVIRONMENTAL PROTECTION
CHAPTER 8 ADDITIONAL REQUIREMENTS FOR SHIPS WITH REGARD TO

ENVIRONMENTAL PROTECTION
8.1.1 Application
8.1.1.1 Compliance with this Chapter is optional, for the purpose of promoting prevention of the
following environmental pollutions during design, construction, service and scrapping of the ships classed
with CCS:
(1) pollution by oil;
(2) pollution by noxious liquid substances;
(3) pollution by harmful substances carried by sea in packaged form;
(4) pollution by sewage and gray water;
(5) pollution by garbage;
(6) air pollution;
(7) pollution by harmful aquatic organisms and pathogens;
(8) pollution by anti-fouling systems;
(9) pollution by scrapping of ships.
8.1.1.2 This Chapter applies to the ships requesting the CLEAN class notation. Only those ships fully
meeting the requirements of this Chapter will be eligible for the CLEAN class notation. Based on this, one
or more other notations will be added to the CLEAN notation as appropriate provided that the ship
complies with the requirements of Section 3 of this Chapter (if applicable).
8.1.1.3 Where additional requirements for environmental protection are imposed by the flag Administration
or by the Administration within whose territorial jurisdiction the ship is intended to operate, compliance with
such requirements is the responsibility of the owner. If an application together with relevant requirements is
submitted by the owner, CCS may issue an appropriate Statement of Compliance after validation.
8.1.2 CLEAN class notation

8.1.2.1 Ships applying for assigning of the CLEAN class notation are to satisfy all applicable
requirements of the following international conventions and regulations:
(1) International Safety Management Code;
(2) MARPOL Annex I;
(3) MARPOL Annex II;
(4) MARPOL Annex III;
(5) MARPOL Annex IV;
(6) MARPOL Annex V;
(7) MARPOL Annex VI;
(8) Annex 1 and Annex 4 to International Convention on the Control of Harmful Anti-Fouling Systems on
Ships, 2001;
(9) Regulations of International Convention for the Control and Management of Ships’ Ballast Water and
Sediments, 2004.
8.1.2.2 For the purpose of this Chapter, the ship is also to comply with the following international
standards, codes and recommendations as amended, if applicable:
(1) content of nitrogen oxides in diesel engine gas emissions – Technical Code on Control of Emission of
Nitrogen Oxides form Marine Diesel Engines (NOx Technical Code 2008);
(2) shipboard incinerators – IMO resolution MEPC.76(40): Standard Specification for Shipboard
Incinerators;
(3) control of cargo vapor emission – IMO MSC/Circ.585 or a recognized standard for vapor emission
control system.
8.1.2.3 The CLEAN class notation is subject to the following certificates or documents of compliance, as
applicable:
(1) Safety Management Certificate (SMC) in accordance with the International Safety Management Code;
(2) International Oil Pollution Prevention Certificate;
(3) International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk or
equivalent international certificate of fitness for bulk chemical carriers;
(4) Document of compliance in accordance with MARPOL Annex III;
(5) International Sewage Pollution Prevention Certificate;
(6) Document of compliance in accordance with MARPOL Annex V;
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(7) International Air Pollution Prevention Certificate or Document of Compliance;

(8) International Anti-Fouling System Certificate (or Document) or Declaration on Anti-Fouling System;
(9) International Ballast Water Management Certificate or Document of Compliance;
(10) IMO type approval certificate of incinerators;
(11) Approval certificate or document of compliance for vapor emission control system having the VCS or
VCS-T class notation as specified in Chapter 15, PART THREE of the Rules or complying with IMO
MSC/Circ.585 or a recognized standard.
8.1.2.4 Where a ship, by virtue of its gross tonnage, is not required by MARPOL to have MARPOL
Certification, at least the following effective documents are to be maintained:
(1) An Oil Record Book in accordance with MARPOL Annex I;
(2) A Garbage Management Plan and a Garbage Record Book in accordance with MARPOL Annex V;
8.1.3 Other class notations

8.1.3.1 Ships complying with the requirements of Section 3 of this Chapter will be assigned one or more
of the following notations, as applicable:
(1) FTP (Fuel Tank Protection);
(2) GWC (Grey Water Control);
(3) NEC (II) (Nox Emission Control);
NEC (III) (Nox Emission Control);
(4) SEC(I) (SOx Emission Control);
SEC(II) (SOx Emission Control);
SEC(III) (SOx Emission Control);
(5) RSC (Refrigeration System Control);
(6) AFS (Anti-Fouling System);
(7) GPR (Green Passport for Recycling);
GPR (EU);
(8) BWMS (Ballast Water Management System).

8.1.4.1 The following operational procedures are to be submitted for approval and where they have been
approved by the flag Administration, one copy each thereof are to be provided for reference:
(1) Ballast management plan;
(2) Garbage management plan;
(3) Sewage management plan/procedure;
(4) NOx emission control/measurement procedures;
(5) Oil fuel management procedure (including SOx emission control and bunker delivery);
(6) Refrigeration system management plan;
(7) Volatile Organism Compounds (VOCs) Management Plan (if applicable);
(8) Ship-to-ship (STS) Cargo Oil Transfer Operation Plan (if applicable).
(1) Cargo and ballast tank arrangements, including cargo and ballast piping system plans, and cargo tank
overfill prevention arrangements;
(2) Oil fuel storage, settling and service tank arrangements, including overflow prevention arrangements;
(3) Oil fuel tank arrangement (for FTP notation only);
(4) Bilge holding, waste oil and sludge tank capacities and piping arrangements;
(5) Arrangements of cargo oil and non-cargo oil loading and discharge connections together with
associated drip trays and drainage systems;
(6) Diagram of ballast system, including details of ballast water treatment;
(7) Diagram and details of sewage treatment and handling systems;
(8) Details of grey water treatment plant and effluent quality (for GWC notation only);
(9) Diagram and details of incinerator arrangements, as applicable;
(10) Diagram and details of garbage treatment system;
(11) Arrangements of permanently installed refrigeration systems, including refrigerant details (for RSC
notation only);
(12) Details of fire-extinguishing media to be used in fixed fire-fighting systems and portable
extinguishers;
(13) Details of anti-fouling system, including specifications for anti-fouling coatings;
(14) Inventory of Hazardous Materials on board (for GPR or GPR (EU) notation only);
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(15) Operational and technical manuals and installation specifications for ballast water management
systems (for BWMS notation only);
(16) Any information related to additional requirements for environmental protection imposed by the flag
Administration or the owner (such information will be taken into account for assigning the CLEAN
notation).
8.1.4.3 One copy each of the certificates or documents of compliance listed in 8.1.2.3 or 8.1.2.4 of this
Chapter, as applicable, are to be submitted for reference. For ships to which CCS is authorized to carry out
statutory service, they need not be submitted.
8.1.4.4 Where the plans, information or documents to be submitted as required by 8.1.4.1 and 8.1.4.2
above are included in those required to be submitted for classification purposes, they need not be submitted
again.
8.1.4.5 For the plans and documents required by 8.1.4.2 above, those related to the products having
appropriate CCS certificates (see Chapter 3 of PART ONE of the Rules) need not be submitted.
Section 2 CONDITIONS FOR ASSIGNING CLEAN CLASS NOTATION

8.2.1.1 For ships to be considered for receiving the CLEAN class notation, the requirements specified in
8.1.2 of Section 1 of this Chapter and in addition, the applicable requirements specified in this Section are
to be complied with.
8.2.2 Prevention of pollution by oil

8.2.2.1 All ships are to comply with all applicable requirements in MARPOL Annex I and in addition, the
requirements of 8.2.2.2 to 8.2.2.8 of this Section.
8.2.2.2 A device is to be fitted for automatically stopping any discharge of machinery space oily bilge
water to sea when the oil content in the discharge exceeds 15 ppm.
8.2.2.3 Carrying ballast water in fuel oil tanks or carrying fuel oil in ballast tanks is to be prohibited,
unless explicitly so allowed by the flag Administration.
8.2.2.4 Piping to and from the bilge/sludge tanks is to have no direct connection overboard, other than the
standard discharge connection specified in MARPOL Annex I.
8.2.2.5 For oil tankers, where the sea chest is permanently connected to the cargo oil pipeline, a sea chest
valve and an inboard isolating valve are to be fitted. In addition, the pipe length between these two valves is
to be fitted with suitable means to effectively isolate the cargo oil pipeline from the sea chest during cargo
loading, carrying or discharging. Such suitable means may be blank flange, blank pipe, vacuum system,
pneumatic or hydraulic system. Where a vacuum, pneumatic or hydraulic system is used, a pressure gauge
and an alarm system are to be provided to continuously monitor the pipe length between the sea chest valve
and the inboard isolating valve.
8.2.2.6 For oil tankers of 5,000 tonnes deadweight or above, constructed on or after 1 January 2007, the
pump room is to be protected as follows:
(1) Double bottom is to be fitted, and the vertical height h measured from baseline of the ship to bottom
plating of the pump room is not to be less than (B/15) m or 2 m, whichever is the lesser. The minimum
value of h is not to be less than 1 m.
(2) Where the height of bottom plating of the pump room above the baseline is at least the minimum height
stated in (1), double bottom need not be fitted.
(3) Ballast pumps are to be suitably arranged for effectively pumping double bottom tanks.
(4) Notwithstanding the requirements of (1) or (2), double bottom need not be fitted provided that flooding
of the pump room will not lead to failure of the ballast or cargo oil pump system.
8.2.2.7 Fuel oil storage, lubricating oil and service tanks are to be fitted with high level alarms for
overflow prevention.
8.2.2.8 Fuel oil, lubricating oil and other oil loading or discharge connections on deck are to be fitted with
drip trays. Drip trays are to be fitted with closed drainage systems.
8.2.3 Prevention of pollution by noxious liquid substances

8.2.3.1 Ships are to comply with all applicable requirements of MARPOL Annex II, and no any other
special requirement is imposed.
8.2.4 Prevention of pollution by harmful substances carried by sea in packaged form
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8.2.4.1 Ships are to comply with all applicable requirements of MARPOL Annex III, and no any other
special requirement is imposed.
8.2.5 Prevention of pollution by sewage

8.2.5.1 Ships are to comply with all applicable requirements of MARPOL Annex IV, and in addition, the
requirements of this paragraph.
8.2.5.2 Effective procedures for the operation of a sewage treatment system are to be established. The
treatment and discharge of sewage are to comply with the approved operational procedures.
8.2.5.3 The sewage stored in the holding tank is to be disinfected.
8.2.5.4 Records are to be maintained for all sewage discharges either to shore reception facilities or at sea,
detailing the date, location and quantity of discharges and in addition, distance from land and ship’s speed
when sewage is discharged to sea.
8.2.6 Prevention of pollution by garbage

8.2.6.1 All ships are to comply with all applicable requirements of MARPOL Annex V, and in addition,
the requirements of this paragraph.
8.2.6.2 Written procedures for the collection, segregation, storing, processing and disposal of garbage are
to be established, and garbage production and storing space on board are to be minimized.
8.2.6.3 For the preparation of Garbage Management Plan and Garbage Record Book, refer to the
Guidelines for Surveys Related to Prevention of Pollution by Garbage from Ships developed by CCS.
8.2.6.4 Where fitted, incinerators are to comply with the requirements of 8.2.7.6 of this Chapter.
8.2.7 Prevention of air pollution from ships

8.2.7.1 In addition to the following requirements, ships are to comply with other applicable requirements
as specified in Regulations 3, 12, 13, 14, 15, 16 and 18 of MARPOL Annex VI.
8.2.7.2 Nitrogen oxides (NOx)
(1) All installed diesel engines with an individual output power greater than 130 kW, other than emergency
diesel engines, those installed on lifeboats or used solely for emergency purposes, are to comply with the
nitrogen oxide (NOx) emission limits as specified in Regulation 13 of MARPOL Annex VI.
(2) Where NOx reducing devices are fitted to reduce NOx emissions below the limits specified in
Regulation 13 of MARPOL Annex VI, such devices are to be approved by CCS.
(3) The test procedure and measurement method for NOx emissions from diesel engines are to be in
accordance with the NOx Technical Code 2008 developed by IMO.
8.2.7.3 Sulphur oxides (SOx)
(1) The maximum sulphur content of oil fuel to be used on board is not to exceed 3.0% m/m. Alternatively,
exhaust gas cleaning systems may be used to control SOx emissions under the equivalent level.
(2) However, when the ship is operating in SOx emission control areas or designated ports, the maximum
sulfur content in the fuel is not to exceed 0.1% m/m. Alternatively, exhaust gas cleaning systems may be
used to control SOx emissions under the equivalent level.
(3) Where exhaust gas cleaning systems are used to control SOx emissions, such systems are to be approved
by CCS①.
(4) A fuel oil management procedure is to be established. Where testing to determine the sulphur content of
fuel received on board is to be carried out, the sampling methods defined in ISO 3170 or 3171, or other
recognized standards are to be applied. The samples are to be tested and analyzed using ISO 8754 or other
recognized standards.
(5) For oil-burning boilers and inert gas generators, the requirements for operations at sea and within SOx
emission control areas or designated ports are to be complied with by using fuel oil of which the sulphur
content is below the limits specified by (1) and (2) above respectively.
8.2.7.4 Refrigeration systems
(1) The requirements of this paragraph apply to refrigeration plants with centralized cargo refrigeration
systems, centralized air conditioning systems and centralized domestic refrigeration systems on all ships,
including refrigerated cargo ships, fishing vessels and gas carriers fitted with reliquefaction plants. These
requirements do not apply to the stand-alone air-conditioning and refrigerators units used on board.
(2) The use of ozone-depleting refrigerants (e.g.CFC) is prohibited, however, the use of
hydrochlorofluorocarbons (HCFCs) will be permitted until 1 January 2020.
(3) Refrigeration systems are to be arranged with suitable means of protection so that maintenance,
servicing or repair work may be undertaken without releasing any substantial quantity of the refrigerant.
① Refer to the Guidelines for On-board Exhaust Gas-SOx Cleaning System adopted by IMO by resolution MEPC.184(59).
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Unavoidable minimal release associated with recapture or recycling is permitted.

(4) For the refrigerant recovery, compressors are to be capable of evacuating a system charge into a liquid
receiver. Additionally, recovery units are to be provided to evacuate a system either into the existing liquid
receiver or into suitable cylinders provided for this purpose.
(5) The annual refrigerant leakage rate for each system is to be less than 10 per cent of its total charge. A
leak detection system is to be provided to monitor continuously the spaces into which the refrigerant could
leak. Further, an alarm is to be given in a manned location when the refrigerant concentration exceeds a
predetermined limit, e.g. 25 ppm for ammonia.
(6) Refrigerant renewal, leaks, recovery and disposal are to be recorded and the records kept.
(7) When more than one type of refrigerants is used, measures are to be taken to avoid mixing different
refrigerants.
8.2.7.5 Fire-fighting systems
(1) The use of halon or halo-carbons as the fire-extinguishing medium in fixed fire-fighting systems or
extinguishers is not permitted.
8.2.7.6 Incinerators
(1) Incinerators installed on board are to be approved by the flag Administration or CCS or another IACS
member society in accordance with the requirements of IMO resolution MEPC.76(40) and issued a valid
IMO type approval certificate.
(2) All operations of the incinerator are to be recorded in the Garbage Record Book or Oil Record Book.
8.2.8 Anti-fouling systems

8.2.8.1 Anti-fouling systems on ships are to comply with Annex 1 to the International Convention on the
Control of Harmful Anti-Fouling Systems on Ships, 2001.
8.2.9 Ballast water management
8.2.9.1 Although the International Convention for the Control and Management of Ships’ Ballast Water
and Sediments is still not in force, all ships to which the Convention applies are to take actions to prevent
or minimize the transfer of harmful aquatic organisms and pathogens in the ballast water.
8.2.9.2 The ship is to be provided with a ballast water management plan approved by CCS. The ballast
water management plan is to be prepared in accordance with the Guidelines for Ballast Water Management
and Development of Ballast Water Management Plans developed by IMO① or by referring to CCS
Guidelines for the Preparation of Ships’ Ballast Water Management Plan.
8.2.9.3 The ship is to be provided with a ballast water record book in the uniform format specified in the
Ballast Water Convention.
Section 3 OTHER CLASS NOTATIONS
8.3.1 Anti-fouling systems – AFS notation

8.3.1.1 For assignment of the AFS notation, the anti-fouling system applied to the ship’s hull is not to
contain organotin compounds acting as biocides.
8.3.2 Grey water control – GWC notation
8.3.2.1 For the purpose of this paragraph, grey water means effluents from laundries, bathrooms, galleys
and accommodation quarters on ships.
8.3.2.2 Where grey water is controlled also in accordance with the requirements for equipment and
discharge as specified in MARPOL Annex IV and the requirements of 8.3.2.3 to 8.3.2.5 are met, the GWC
notation may be assigned.
8.3.2.3 The capacity of the grey water holding tank is to be calculated for the maximum number of
persons on board with 200 l/person/day. Where sewage and grey water share the same holding tank, the
capacity of the tank is to be equal to the sum of the capacities of both the sewage and grey water holding
tanks.
8.3.2.4 The holding tank is to be fitted with high level alarm.
8.3.2.5 Where both sewage and grey water are treated in the sewage disposal system fitted on board, the
minimum processing capacity of the system is to be doubled.
8.3.3 Fuel tank protection – FTP notation

8.3.3.1 Definitions (for the purpose of this Chapter):
① Refer to the Guidelines adopted by IMO by resolution MEPC.127(53).
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(1) “Oil fuel” means any oil used as fuel in connection with the propulsion and auxiliary machinery of the
ship in which such oil is carried.
(2) “C” is the ship’s total volume of oil fuel, in m3, at 98% tank filling.
8.3.3.2 Ships complying with the requirements of this paragraph, except those only provided with small
oil fuel tanks with the capacity of individual fuel oil tanks not greater than 30 m3 and not provided with
double-hull protection, may be assigned the FTP notation.
8.3.3.3 This paragraph applies to the oil fuel tanks of all ships, except oil fuel tanks with the capacity of
individual fuel oil tanks not greater than 30 m3.
8.3.3.4 Individual oil fuel tanks are not to have a capacity of over 2,500 m3.
8.3.3.5 Oil fuel tanks are to be located above the moulded line of the bottom shell plating nowhere less
than the distance h as specified below:
h = B/20 m or,
h = 2.0 m, whichever is the lesser.
The minimum value of h = 0.76 m.
In the turn of the bilge area and at locations without a clearly defined turn of the bilge, the oil fuel tank
boundary line is to run parallel to the line of the midship flat bottom.
8.3.3.6 For ships having an aggregate oil fuel capacity of less than 5,000 m3, oil fuel tanks are to be
located inboard of the moulded line of the side shell plating, nowhere less than the distance W which is
measured at any cross-section at right angle to the side shell, as specified below:
W = 0.4 + 2.4 C/20,000 m
The minimum value of W = 1.0 m, however for individual tanks with an oil fuel capacity of less than 500
m3 the minimum value is 0.76 m.
8.3.3.7 For ships having an aggregate oil fuel capacity of 5,000 m3 and over, oil fuel tanks are to be
located inboard of the moulded line of the side shell plating, nowhere less than the distance W which is
measured at any cross-section at right angle to the side shell, as specified below:
W = 0.5 + C/20,000 m or
W = 2.0 m, whichever is the lesser.
The minimum value of W = 1.0 m.
8.3.3.8 Lines of oil fuel piping located at a distance from the ship’s bottom of less than h, as defined in
8.3.3.5, or from the ship’s side less than W, as defined in 8.3.3.6 and 8.3.3.7 are to be fitted with valves or
similar closing devices within or immediately adjacent to the oil fuel tank. These valves are to be capable
of being brought into operation from a readily accessible enclosed space the location of which is accessible
from the navigation bridge or propulsion machinery control position without traversing exposed freeboard
or superstructure decks. The valves are to close in case of remote control system failure and are to be kept
closed at sea at any time when the tank contains oil fuel except that they may be opened during oil fuel
transfer operations.
8.3.3.9 Suction wells in oil fuel tanks may protrude into the double bottom below the boundary line
defined by the distance h provided that such wells are as small as practicable and the distance between the
well bottom and the bottom shell plating is not less than 0.5 h.
8.3.4 NOx emission control – NEC (II) and NEC (III) notations
8.3.4.1 For assignment of the NEC (II) notation, the total weighted value of NOx emissions from all
installed diesel engines defined in 8.2.7.2 is not to exceed the following emission criteria:
(1) 14.4 g/kW/h for n < 130 r/min;
(2) 44.0 × n(-0.23) g/kW/h for 130 r/min ≤ n < 2,000 r/min;
(3) 7.7 g/kW/h for 2,000 r/min ≤ n
where n is the rated speed of diesel engines (crankshaft rotations per minute).
The test procedure and measurement method are to be in accordance with the NOx Technical Code 2008.
8.3.4.2 For assignment of the NEC (III) notation, the total weighted value of NOx emissions from all
installed diesel engines defined in 8.2.7.2 is not to exceed the following emission criteria:
(1) 3.4 g/kW/h for n < 130 r/min;
(2) 9.0 × n(-0.2) g/kW/h for 130 r/min ≤ n < 2,000 r/min;
(3) 2.0 g/kW/h for 2,000 r/min ≤ n
where n is the rated speed of diesel engines (crankshaft rotations per minute).
The test procedure and measurement method are to be in accordance with the NOx Technical Code 2008.
8.3.4.3 Where NOx reducing devices are fitted to reduce NOx emissions below the limits specified in
8.3.4.1 or 8.3.4.2, the NEC (II) or NEC (III) notation may be assigned.
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8.3.5 SOx emission control – SEC(I)/(II)/(III) notation

8.3.5.1 For assignment of the SEC(I) notation, the sulphur content of all fuel oils used on board is not to
exceed 1.0% m/m.
8.3.5.2 For assignment of the SEC(II) notation, the sulphur content of all fuel oils used on board is not to
exceed 0.5% m/m.
8.3.5.3 For assignment of the SEC(III) notation, the sulphur content of all fuel oils used on board is not to
exceed 0.1% m/m.
8.3.5.4 As an alternative to the requirements in 8.3.5.1 to 8.3.5.3 above, an approved exhaust gas cleaning
system or other approved means may be used to control SOx emission below the corresponding standards.
The SOx emission standard corresponding to the above fuel oil sulphur limits is to be in compliance with
the provisions of resolution MEPC.184(59).
8.3.6 Refrigeration system control – RSC notation

8.3.6.1 For assignment of the RSC notation, in addition to compliance with the requirements of 8.2.7.4 of
this Chapter, all refrigerants used onboard are to have an Ozone Depleting Potential (ODP) rating of zero
and a Global Warming Potential (GWP) of less than 2000. ODP and GWP are based on definitions
specified in the Montreal Protocol on Substances that Deplete the Ozone Layer, 1987.
8.3.7 Green passport for recycling – GPR and GPR (EU) notation
8.3.7.1 For assignment of the GPR notation, the ship is to carry the Inventory of Hazardous Materials in
compliance with Regulation 5 of the Annex to Hong Kong International Convention for the Safe and
Environmentally Sound Recycling of Ships, 2009 of IMO and provide related ship particulars. For
assignment of the GPR (EU) notation, the ship is to carry the Inventory of Hazardous Materials in
compliance with Article 5 of Regulation (EU) No. 1257/2013.
(1) Ship particulars are to include:
① distinctive number or letters;
② type of the ship;
③ gross tonnage;
④ IMO Number;
⑤ name of the shipyard;
⑥ name of the shipowner;
⑦ date of delivery.
(2) The Inventory of Hazardous Materials consists of three parts:
① part I − hazardous materials in the ship’s structure and equipment;
② part II – operationally generated wastes;
③ part III – stores.
Part I is to be completed for the application of the GPR or GPR (EU) notation. Parts 2 and 3 are to be
completed by the shipowner prior to the ship’s planned recycling and the application of the final survey.
8.3.7.2 The Inventory of Hazardous Materials is to be developed in accordance with Guidelines for the
Development of the Inventory of Hazardous Materials, 2011 adopted by IMO by resolution MEPC.197(62)
and to be verified by CCS①.
8.3.7.3 The ship is to establish maintenance procedure for the Inventory of Hazardous Materials covering
the life of the ship and designated personnel are to be responsible for updating and maintaining the
Inventory of Hazardous Materials.
8.3.8 Ballast water management system – BWMS notation

8.3.8.1 The ballast water management system (BWMS) installed onboard is to carry the type approval
certificate issued by the Administration or recognized organizations acting on its behalf in accordance with
IMO resolution MEPC.174(58) or MEPC.125(53).
① Refer to CCS Guidelines for Development and Survey of the Inventory of Hazardous Materials of Ships.
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ADDITIONAL REQUIREMENTS FOR SHIPS HAVING
INDEPENDENT ICEBREAKING CAPABILITY
CHAPTER 9 ADDITIONAL REQUIREMENTS FOR SHIPS HAVING INDEPENDENT

ICEBREAKING CAPABILITY

9.1.1.1 This Chapter applies to ships not specially designed for icebreaking duties and navigating in first
year ice conditions, complying with the ice strengthening requirements of PART TWO and PART THREE
of the Rules for B1*, B1, B2 and B3 notations and having an independent icebreaking capability. Ships
assigned ice class notation B1* in accordance with the provisions of Section 2, Chapter 4, PART TWO of
the Rules, already have the capability of independent navigation in ice corresponding to the ice class
notation without the assistance of an icebreaker. For ships complying with the requirements of this Chapter,
their independent icebreaking capability is to be better than that of the ships assigned B1* notation in
accordance with the provisions of PART TWO and PART THREE of the Rules, i.e. having the icebreaking
capacity of removing obstacles for other ships navigating in ice.
9.1.1.2 When approaching ice-infested waters, the ship’s speed is to be reduced appropriately. The
vertical extent of ice strengthening for ships intended to operate at speeds exceeding 15 kn in areas
containing isolated ice floes is to be increased appropriately.
9.1.1.3 The ship is to have a hull form at the fore end adapted to break ice effectively. Bulbous bows are
not to be fitted for ships having higher ice class notations. The stern of the ship is to have a form such that
broken ice is effectively displaced. Whenever practicable, transverse framing is to be selected. Where it is
desired to make provision for tow operations, the bow area is to be suitably reinforced. In addition, local
reinforcement is to be made in way of the stern fork.

9.1.2.1 For a ship complying with the requirements for ice strengthening and the requirements of this
Chapter, the special features notation “Icebreaking” is to be added before its type notation, together with a
corresponding ice class notation, e.g. Icebreaking Tug, Ice Class B1.
Section 2 ENGINE OUTPUT
9.2.1 Output of propulsion machinery

9.2.1.1 The output of propulsion machinery of the ship is to be greater than that required for icebreaking
as determined in accordance with 9.2.1.2.
9.2.1.2 The output N1 required for icebreaking is not to be less than that determined in accordance with
the following formula:
N 1  0.736 f1 f 2 f 3 f 4 [240Bh0 (1  h0  0.035v 2 )  70Sc L ] kW
where: B — breadth of the ship, in m;
L — length of the ship, in m;
f1 — coefficient, to be calculated as below and taken not less than 1.0:
1.2B
f1  3
Δ
where Δ means displacement, in t, see 4.2.2.2 of Section 2, Chapter 4 of PART TWO of the
Rules;
f2 — coefficient, to be taken as 0.9 for controllable pitch propeller and 1.0 for fixed pitch
propeller;
f3 — coefficient, to be taken as 0.9 when entry angle of the portion of the fore-body below the
waterline is 45ºor less, and 1.0 when the angle is greater than 45º, and the product f2 f3 is not
to be taken less than 0.85;
f4 — coefficient, to be taken as 1.1 with bulbous bow and 1.0 without bulbous bow;
h0 — ice thickness, in m, see Table 4.2.4.2(1) of Section 2, Chapter 4 of PART TWO of the
Rules;
v — ship speed, in kn, when breaking ice of thickness h0, not to be taken less than 5 kn;
Sc — depth of snow cover, in m, not to be taken less than 0.3 m.
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Section 3 HULL STRUCTURE

9.3.1.1 In respect to the strengthening requirements for ships having an icebreaking capability where the
ice load is calculated in accordance with Section 2, Chapter 4 of PART TWO of the Rules, the actual
output power of the main engine at MCR is not to be less than that required for icebreaking in Section 2 of
this Chapter.
9.3.2 General requirements for side framing

9.3.2.1 Where a frame or longitudinal frame intersects a boundary between two of the hull regions (see
Section 2, Chapter 4 of PART TWO of the Rules), the scantling requirements applicable will be those for
the greater region.
9.3.2.2 Extent of tripping brackets: B1* - all regions; B1 scantling reqmidship regions; B2 and B3 and
B3 : region.
9.3.2.3 The effective weld area attaching ice frames or longitudinal frames to primary members is not to
be less than the shear area for the frames or longitudinal frames.
9.3.3 Ice stringers

9.3.3.1 The webs of primary longitudinal members supporting transverse ice frames are to be stiffened
and connected to the main or intermediate frames so that the distance s between such stiffeners is not
greater than that determined in accordance with the following formula:
t t
s  17.06 mm
 Fl
where: t — thickness, in mm, of the primary longitudinal member adjacent to the shell plating.
Fl — longitudinal distribution coefficient, see Table 9.3.3.1.
Table 9.3.3.1
Fl
Ice class
Fore Midship Aft
B1* 1.00 0.98 0.89
B1 0.87 0.75 0.64
B2 0.78 0.64 0.51
B3 0.68 0.53 0.37
η — coefficient,
for forward region, one of the following values is to be taken, whichever is the least:
P
 1 0.653  3.217 5
10
P
 2 0.876  9.908 6
10
η3 = 1;
for midship and aft regions, one of the following values is to be taken, whichever is less:
P
 1 0.653  9.908 6
10
η2 = 1.
P — actual output power of the main engine at MCR, not to be less than that required for
icebreaking in Section 2 in this Chapter.
Δ — displacement, in t, see 4.2.2.2, Section 2, Chapter 4 of PART TWO of the Rules.
9.3.4 Stem
9.3.4.1 The section moduls W of the stem in the fore and aft direction is not to be less than that
determined in accordance with the following formula:
W  1500Fl1.5 3 cm3
where: Fl, η — see 9.3.3.1.
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9.3.4.2 The thickness t of side plates of a welded stem constructed as shown in Figure 9.3.4.2 is to be
determined in accordance with the following formula:
t  31 Fl mm
where: Fl, η — see 9.3.3.1.
The dimension of a welded stem is to be determined in accordance with Figure 9.3.4.2.
Figure 9.3.4.2 Welded Stem
Section 4 (DELETED)
Section 5 (DELETED)
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ADDITIONAL REQUIREMENTS FOR PETROLEUM ASPHALT CARRIERS
CHAPTER 10
10.1.1 Application
10.1.1.1 These requirements apply to ships having one of the class notations specified in 10.1.2,
specialized in carrying melted petroleum asphalt in bulk in unrestricted service. Such ships in restricted
service may be dealt with by referring to these requirements.
10.1.1.2 Unless specified otherwise, asphalt carriers are to comply with the requirements for tankers
carrying petroleum products having a flash point exceeding 60℃ (closed cup test). Where the temperature
of petroleum asphalt being carried cannot be more than 15℃ lower than the flash point, the requirements
for tankers carrying petroleum products having a flash point less than 60℃ (closed cup test) are to be
complied with.
10.1.1.3 Calculation of temperature field and analysis of thermal stress required by this Chapter are to
comply with the relevant requirements of Section 24, Chapter 2 of PART TWO of the Rules.
10.1.1.4 In the structural calculation of asphalt carriers, the sloshing loads of asphalt cargo need not be
considered.

10.1.2.1 For classed asphalt carriers fitted with integral tanks and complying with the requirements of this
Chapter, the following notation is to be assigned: Asphalt Carrier (Integral tank, Maximum cargo
temperature tank, ≤ XXX℃), F.P. > 60℃, ESP.
10.1.2.2 If requirements of Section 24 of Chapter 2, PART TWO of the Rules are complied with, notation
for thermal stress calculation “Thermal stress calculation” may be added on the basis of paragraph 10.1.2.1.
10.1.2.3 For classed asphalt carriers fitted with independent tanks and complying with the requirements
of this Chapter, the following notation is to be assigned: Asphalt Carrier (Independent tank, Maximum
cargo temperature tank, ≤ XXX℃), F.P. > 60℃.
10.1.2.4 If the arrangement of cargo tanks, including independent and integral tanks, of asphalt carriers
comply with the following requirements, DOUBLE HULL notation may be assigned:
(1) for asphalt carriers of 5,000 tonnes deadweight and above, the distance W between the side plate of the
cargo tank or the inner shell of the side tank and the shell plating as well as the distance h between the
bottom plate or inner double plate of the cargo tank and the bottom plating comply with the requirements of
1.12.12.1, Section 12, Chapter 1, PART TWO of the Rules;
(2) for asphalt carriers of less than 5,000 tonnes deadweight, the distance W between the side plate of the
cargo tank or the inner shell of the side tank and the shell plating complies with the requirements of
1.12.12.4, Section 12, Chapter 1, PART TWO of the Rules, and the distance h between the bottom plate or
inner double plate of the cargo tank and the bottom plating complies with the requirements of 1.12.12.2,
Section 12, Chapter 1, PART TWO of the Rules.
10.1.3 Definitions
(1) Petroleum asphalt means co-product of petroleum crude oil extracted to petroleum product such as
gasoline, coal oil, diesel oil and lubricating oil, and then treated.
(2) Independent tank means a cargo tank which is not connected with or is not a component part of the hull
structure. The independent tank is not necessary to the structural integrity of hull.
(3) Integral tank means a cargo tank which is a component part of the hull structure and is subjected to the
same load with adjacent portions of the hull structure in the same manner. It is usually necessary to the
structural integrity of hull.
(4) Hold space is the space enclosed by the ship’s structure in which an independent cargo tank is fitted.

10.1.4.1 For all petroleum asphalt carriers, the following plans and documents are to be submitted for
approval:
(1) Cargo operation manual (covering type and property of cargoes allowed to be carried, e.g. specific
gravity, flash point, temperature of cargo being carried);
(2) Structural plan of cargo tank;
(3) Arrangement plan of cargo tank and stress calculations for the supporting means;
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(4) Arrangement plan of heat-insulating material on cargo tank and calculations of heat-insulating
performance;
(5) Arrangement of means of access for inspections;
(6) Drawing of thermal oil heating system;
(7) Drawings and arrangement diagrams of monitoring and alarm systems related to liquid cargo;
(8) Arrangement of thermal oil boiler room;
(9) Diagram of control system of remotely controlled valve of thermal oil system;
(10) Diagram of fuel oil system of thermal oil boiler.
10.1.4.2 For petroleum asphalt carriers fitted with integral tanks, the following plans and documents are
to be additionally submitted for approval:
(1) Calculations for thermal stress analysis of hull structural members (in full and half load conditions), in
respect to the temperature of cargo being carried over 80℃.
10.1.4.3 For petroleum asphalt carriers fitted with independent tanks, the following plans and documents
are to be additionally submitted for approval:
(1)Arrangement plan of cargo tank and its supporting means;
(2) Stress calculations for cargo tank supporting means;
(3) Arrangement plan of longitudinal and transverse limiting devices of cargo tank;
(4) Structural plan of anti-flotation arrangements for cargo tanks;
(5) Drawing and arrangement diagram of high level alarm system for cargo tank bilge well.
(6) Analysis of thermal stress of cargo tank structure (in full load condition) for temperature of cargo being
carried over 180℃.
Section 2 CONSTRUCTION AND ARRANGEMENT OF SHIP

10.2.1.1 The hull structure of asphalt carriers fitted with independent tanks is to comply with the relevant
requirements in Chapter 2 of PART TWO of the Rules.
10.2.1.2 The hull structure of asphalt carriers fitted with integral tanks is, as appropriate, to comply with
the relevant requirements in Chapters 5 and 6 of PART TWO of the Rules.
10.2.2 Arrangement of ship

10.2.2.1 The hold type of independent tank is recommended.
10.2.2.2 For asphalt carriers fitted with integral tanks carrying cargo at a temperature over 80℃, tank
boundaries are not to be in direct contact with seawater.
10.2.2.3 After the heat-insulating material is laid, the distance between the independent tank and hull is
generally not to be less than 600 mm.
If the independent tank is fitted on the double bottom, the inner bottom plating is to be derusted strictly and
coated with epoxy resin or other equivalent anti-corrosion paint. And provided that the inner bottom plating
can be inspected inside double bottom, the above minimum distance requirement need not be satisfied.
If the inner shell plating (including upper and lower sloping plates) is ensured to have been derusted strictly
and coated with epoxy resin or other equivalent anti-corrosion paint, and provided that the inner shell
plating can be inspected inside double skin, the above minimum distance requirement also need not be
satisfied.
10.2.2.4 The corrosion protection of ballast tanks is to satisfy the requirements of Section 6, Chapter 1 of
PART TWO of the Rules. In addition, if a ballast tank is adjacent to a cargo tank, epoxy resin or other
equivalent anti-corrosion paint is to be coated on the inside bulkheads of such ballast tank.
10.2.2.5 A separate cargo pump room may not be arranged in an asphalt carrier. For asphalt carriers fitted
with independent tanks, cargo pumps may be arranged in hold space. For asphalt carriers fitted with
integral tanks, if the cargo pump room is adjacent to a cargo tank, heat insulation means or an empty tank is
to be provided.
The space where cargo pumps are located is to have good ventilation, normally with 30 to 45 air changes
per hour.
10.2.3 Constructional material

10.2.3.1 The independent tank may be of low carbon or higher tensile steel. Considering the decrease of
mechanical properties of material caused by high temperature, material property parameters listed in Table
10.2.3.1 may be referred to in the design.
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If the independent tank is of any other material, tensile test is to be carried out to determine the high
T
temperature yield stress ReH .
Allowable shear stress [τ]:
[τ] = ReH
T
/1.9 N/mm2
Allowable stress [σ] (the least of the following is to be taken):

[σ] = ReH
T
/1.5 N/mm2
[σ] = Rm /2.7 N/mm2
[σ] = ReH /1.8 N/mm2
where: ReH
T
— high temperature yield stress, in N/mm2, refer to Table 10.2.3.1;
Rm — tensile strength, in N/mm2, refer to Table 10.2.3.1;
ReH — yield stress, in N/mm2.
High Temperature Yield Stress ReH

T
Table 10.2.3.1
Tensile strength High temperature yield stress ReH
T
not more than (N/mm2)
Steel grade Rm Temperature (℃)
(N/mm2)
100 150 200 250 300 350
320 168 158 147 125 100 91
360 187 176 165 145 122 111
Carbon steel and
410 210 199 188 170 149 137
carbon manganese steel
460 234 223 212 195 177 162
490 249 237 226 210 193 177
Note: Intermediate values of the temperature may be obtained by linear interpolation.
10.2.4 Independent tank

10.2.4.1 If the independent tank is mainly of plane construction, its structure may be designed referring to
the requirements of deep tank, and the design vapor pressure (gauge pressure) is not to be more than 0.07
MPa.
10.2.4.2 Externally insulated independent tanks are to be supported and keyed so as to permit free
expansion in all directions and eliminate heat bridges which may transmit thermal stresses to the hull of the
ship.
10.2.4.3 The independent tank is to be insulated with an approved heat-insulating material. After the
heat-insulating material is laid, the temperature in hold space at ambient temperature (with atmospheric
pressure being 1 HPA, air temperature being 0℃ and seawater temperature being 0℃) is not to exceed
180℃.
10.2.4.4 If cargo pumps are located outside the hold space, not less than 20 air changes per hour are to be
given in the hold space.
10.2.4.5 Heat-insulating material is to be fixed on the outside surface of the independent tank with welts
and wrapped with galvanized steel plate or other equivalent material. Prior to the laying of heat-insulating
material, the outside surface of the independent tank is to be coated with high-temperature resistant antirust
paint.
10.2.4.6 The independent tank is to be supported by adequate supporting means such that it is not
connected with the hull structure directly. The supporting means is generally to be of a material with good
heat insulation. If the mechanical and physical properties of such material may change at high temperature,
effective measures are to be taken to ensure that the mechanical and physical properties will not be
decreased significantly.
10.2.4.7 Multi-fulcrum supporting is recommended for the supporting of bottom of the independent tank
so as to evenly transfer the weight of the independent tank and the cargo therein to the bottom structure.
Supports are to be fitted on primary structural members of the independent tank and hull.
10.2.4.8 Longitudinal and transverse limiting devices are to be provided at suitable positions of the
independent tank so that the tank expansion at high temperature will extend in the expected direction.
10.2.4.9 Suitable supports are to be provided to withstand a longitudinal collision force acting on the
independent tank corresponding to the total weight of the tank and 1/2 cargo in the forward direction and
the total weight of the tank and 1/4 cargo in the aft direction without deformation likely to endanger the
tank structure. On calculating supporting force, friction force is to be included.
The above-mentioned supports may be taken into consideration together with locating devices.
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10.2.4.10 Suitable supports are to be provided to prevent the independent tank from slipping transversely
and turning over. In general, supports are to be provided at high level to prevent the tank from turning over
and stoppers to be provided at low level to prevent the tank from slipping. The stress calculation may be
referred to the calculation of cargo securing force as specified in CCS Guidelines for Preparation of Cargo
Securing Manual.
The above-mentioned supports may be taken into consideration together with locating devices.
10.2.4.11 In design, loads mentioned in 10.2.4.9 and 10.2.4.10 need not be combined with other stresses.
10.2.4.12 Anti-flotation arrangements are to be provided for independent tanks. The anti-flotation
arrangements are to 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. There is to be adequate clearance between anti-flotation arrangements and hull.
10.2.5 Integral tank

10.2.5.1 For asphalt carriers fitted with integral tanks, hull structural members are to be subject to thermal
stress analysis to check the local strength and longitudinal stress in each loading condition. The hull is also
to be subject to analysis of temperature field and thermal transmission in full load or half load condition. In
the analysis, properties changes of material at high temperature are to be taken into consideration.
10.2.5.2 For spaces of heat-insulating layers of asphalt carriers fitted with integral tanks, provision is to
be made to prevent over- or under-pressure caused by temperature variations.
10.2.6 Piping
10.2.6.1 A bilge well is to be provided at a suitable position of hold space. Water in the bilge well is to be
discharged overboard by a pump and the pump may be the bilge pump in the machinery space. High-level
alarm is to be provided in the bilge well, audible and visual high-level alarms and controls are to be
provided in the navigation bridge and cargo control room (if provided), and it is recommended that such
alarm signal and control extend to the central control cabin of the engine room.
10.2.6.2 When the temperature of asphalt needed to be heated is more than that of the saturated vapor, the
heating medium is to be hot oil.
10.2.6.3 Cargo pump, cargo piping and cargo operating valve, etc. outside cargo tanks are to be heated.
10.2.7 Electrical installations

10.2.7.1 Electrical installations (except for sensors), cables and attachments are not to be installed in
cargo tanks.
10.2.7.2 Cables in the cargo tank necessary to be connected with electrical installations (such as sensors)
are not to contact with liquid cargo but to be laid in a gastight steel tube with thick wall.
10.2.8 Monitoring alarm related to liquid cargo

10.2.8.1 The fixed liquid cargo depth detector may be of radar type, capacitance type or pressure type. If
radar type depth detector is adopted, other devices or structural members are not to be arranged in depth
detecting area.
10.2.8.2 High temperature alarms for liquid cargo are to be provided. When the temperature exceeds the
set value, audible and visual alarm is to be given.
10.2.8.3 High level alarms for cargo tanks are to be provided. When the loading level exceeds the high
level of normal full loading, audible and visual alarm is to be given.
10.2.8.4 Temperature monitoring indicator is to be provided outside heat-insulating layer at the bottom of
independent cargo tank.
10.2.8.5 Alarm controls and temperature monitoring indicator are to be installed in the liquid cargo
control station, and each alarm signal is to extend to the navigation bridge one by one or in a group.
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DYNAMIC POSITIONING SYSTEMS
CHAPTER 11 DYNAMIC POSITIONING SYSTEMS

11.1.1.1 This Chapter applies to dynamic positioning systems installed on board ships or mobile offshore
units (hereinafter referred to as vessels). The components and systems covered by this Chapter are also to
comply with the relevant requirements for main class.
11.1.1.2 The vessels provided with dynamic positioning systems in accordance with this Chapter may be
assigned an appropriate class notation.
11.1.1.3 A vessel with a dynamic positioning system, for which no class notation is requested, may be
designed and equipped by reference to the applicable requirements of this Chapter.
11.1.1.4 For the equipment or system not complying with the requirements for the class notations, CCS
may issue upon request a Declaration of Compliance showing general or partial compliance of the
vessel/system with this Chapter. CCS will not monitor or follow up the condition of the vessel thereafter.
11.1.1.5 CCS will give appropriate consideration to novel designs and special functions of dynamically
positioned vessels or relevant equipment. If such designs and functions comply with the intention of this
Chapter, they are to be accepted.
11.1.1.6 This Chapter is based on the assumption that operation and maintenance of the dynamic
positioning system is carried out by qualified crew.
11.1.1.7 Special consideration will be given where the dynamic positioning system is also used for
purposes other than position keeping, e.g. track following.

11.1.2.1 Upon request of the owner and in accordance with different redundancy degrees of the dynamic
positioning systems, the following class notations will be assigned:
DP-1: Vessels with dynamic positioning systems can automatically keep their position and heading within
specified environmental conditions. In addition, an independent joystick system is to be provided.
DP-2: Vessels with dynamic positioning systems can automatically keep their position and heading in case
of a single failure (excluding loss of a cabin or cabins) within specified environmental conditions and
operating limits.
DP-3: Vessels with dynamic positioning systems can automatically keep their position and heading in case
of a single failure (including total loss of a cabin caused by fire or flooding) within specified environmental
conditions and operating limits.
11.1.2.2 The classification of the dynamic positioning system is to cover the following sub-systems and
their back-up systems:
(1) dynamic system;
(2) thruster system;
(3) measuring system;
(4) dynamic positioning control system (including controller, operator panel and remote thruster system);
(5) independent joystick system.
11.1.3 Definitions
11.1.3.1 For the purpose of this Chapter, the following definitions apply:
(1) Dynamic positioning means the provision of a hydrodynamic system with automatic and/or manual
control capable of maintaining the heading and position of the ship during operation within specified
operating limits and environmental conditions.
(2) Specified operating limits are those for specified allowable position deviations from a set point.
(3) Specified environmental conditions are the specified wind speed, sea current and wave height under
which the vessel is designed to carry out its intended operations. Ice load may not be considered.
(4) Dynamically positioned vessel is a vessel which automatically maintains its position (fixed location or
predetermined track) and heading exclusively by means of thruster force.
(5) Dynamic positioning system means the complete installation necessary for dynamically positioning a
vessel, comprising the following sub-systems:
① power system;
② thruster system;
③ DP control system and measuring system; and
④ independent joystick system.
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(6) Power system means all components and systems necessary to supply the DP system with power,
comprising the following components or systems:
① prime movers with necessary auxiliary systems including piping;
② generators;
③ switchboards;
④ uninterruptible power supplies (UPSs) and batteries;
⑤ distribution system including cabling and cable routing; and
⑥ for DP-2 and DP-3 notations: power management system.
(7) Thruster system means the thrusters and their controls used for dynamic positioning, including:
① thrusters with drive units and necessary auxiliary systems including piping;
② main propellers and rudders if these are under the control of the DP-system;
③ thruster control electronics;
④ manual thruster controls; and
⑤ associated cabling and cable routing.
(8) DP control system means all control components and systems, hardware and software necessary to
dynamically position the vessel. The DP control system consists of the following:
① computer system and controller;
② sensor system;
③ display system (operator panels)/autopilot;
④ position reference system; and
⑤ associated cabling and cable routing.
(9) Computer system means a system consisting of one or more computers, including software, peripherals
and interfaces, and a computer network with its protocols.
(10) Position reference system means the system to measure the ship’s position and heading.
(11) Position keeping means maintaining a desired position within the normal operating limits of the
control system and the environmental conditions.
(12) Controller means all concentrated control hardware and software necessary to supply DP of the vessel.
The controller is generally to be composed of one or more computers.
(13) Reliability means the ability of a system or component to perform its required function without failure
during a specified time interval.
(14) Redundancy means the ability of a component or system to maintain or restore its function when a
single failure has occurred. Redundancy can be achieved, for instance, by installation of multiple
components, systems or alternative means of performing a function.
(15) Single failure means a failure in a component causing one or both of the following effects:
① function loss of a component or system;
② deterioration of functional capability to such an extent that the safety of the vessel, personnel, or
environment is significantly reduced.
(16) Joystick is a device for readily setting of vectorial thrust output including turning moment.
(17) Operational mode is the manner of control under which the DP-system may be operated, e. g.:
① automatic mode (automatic position and heading control);
② independent joystick mode (manual position control with selectable automatic or manual heading
control);
③ manual mode (individual control of pitch and speed, azimuth, start and stop of each thruster).

11.1.4.1 For dynamically positioned vessels, the following plans and documents are to be submitted for
approval in addition to those required for main class:
(1) Technical description of DP system, including the following:
① performance of measuring systems and controllers, type and controlling manner of thrusters and
thruster arrangement;
② for class notations DP-2 and DP-3, the description of principles of on-line “consequence analysis” is
to be submitted.
(2) Analysis of position holding performance of the vessel, including diagrams (or description) of ultimate
status of environment (wind speed, current and wave). For class notations DP-2 and DP-3, description of
the principle of the ability of maintaining position after the greatest single failure;
(3) Block diagram(s) of sensor(s) and position reference system(s);
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(4) Function diagram(s) of the controlling system(s);

(5) Single line arrangement and description of cables between equipment units (power, control and
indication);
(6) Calculations of maximum general power load required for DP. For class notations DP-2 and DP-3,
power consumption after the greatest single failure is to be indicated;
(7) For class notations DP-2 and DP-3, failure mode and effect analysis (FMEA) reports (including
redundancy test procedure);
(8) Arrangement of control station;
(9) List of indication and alarm items of control console;
(10) Programs for mooring tests and sea trials (to be reviewed by the attending Surveyor);
(11) For DP-3, fire and flooding separation arrangement and cable routing layout drawing.
11.1.4.2 The following plans and documents are to be submitted for reference:
(1) Operation manual for positioning system, including:
① equipment description;
② maintenance description;
③ emergency description.
(2) For class notations DP-2 and DP-3, description of power management system.
11.1.5 Failure mode and effect analysis (FMEA)

11.1.5.1 The purpose of FMEA is to give a description of the different failure modes of the equipment
related to functions of the DP system. Special attention is to be paid to the analysis of systems of which a
certain piece of equipment may have a number of failure modes and thus induce a number of different
effects on the dynamic positioning system.
11.1.5.2 The failure mode and effect analysis is to be carried out to the whole DP system. Such analysis is
to include, so far as possible, details of all main components of the system, generally covering but not
restricted to the following:
(1) description of all main components of the system and functional block diagram showing interactions
between them;
(2) all major failure modes;
(3) the main cause that can be anticipated of each failure mode;
(4) the transient effect of each failure on the vessel’s position;
(5) the method of detecting failures;
(6) the effects of failures on the ability of the system;
(7) the analysis to probable common failure mode.
11.1.5.3 When preparing the FMEA report, a description of the effects of each failure mode alone on
other items within the system and on the whole DP system is to be made.
11.1.5.4 The independence of all technical functions is to be taken into account and when redundancy is
considered unnecessary or impossible for some components of the system, further consideration is to be
given to the reliability and mechanical protection of these components. Where the reliability of these
components is sufficient or the effects of failures are minor, they may be arranged accordingly.
11.1.5.5 The test of system redundancy is to be tested under each failure mode. The redundancy test
program is to be based on the simulation of failure modes, and the tests are to be carried out in the realistic
condition as far as practicable. Details of the redundancy test program are to be submitted for examination.
11.1.5.6 FMEA(s) and redundancy test program(s) is(are) to be kept on board. The FMEA(s) and
redundancy test program(s) is(are) at all times to be updated to cover alterations to the DP system hardware
or software, according to the actual condition.
Section 2 SYSTEM ARRANGEMENT

11.2.1.1 This Section specifies the requirements for system arrangement of a general type and unless
expressly stated otherwise, these requirements apply to all vessels with DP class notations. Specific
requirements for each sub-system will be specified below.
11.2.1.2 In accordance with different class notations, the design of DP arrangement is to meet the
requirements of Table 11.2.1.2.
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Arrangement of DP System Table 11.2.1.2

Class notation
DP-1 DP-2 DP-3
Equipment
Generator & prime mover Non-redundant
①
Redundant Redundant, separate compartments
Power
Main switchboard 1
①
1 2, separate compartments
system
Power management system No Yes Yes
Thrusters Thruster arrangement Non-redundant Redundant Redundant, separate compartments
Automatic control, number of
1 2 3 (one in alternate control station)
computer systems
Control
Independent joystick system 1 1 1
Single handle for each thruster Yes Yes Yes
Position reference systems 2 3 2+1
Vertical reference systems 1 2 2+1 one in alternate control
Sensors
Gyro 1 2 2+1 station
Wind speed & direction 1 2 2
UPS 1 2 2 + 1, separate compartments
Back-up control station No No Yes
Printer Required Required Required
① When this is part of the vessel’s normal electrical power system (i.e. not only the DP system), then PART FOUR of the
Rules applies.
11.2.1.3 Redundancy of components will normally be necessary as follows:

(1) for class notation DP-2, redundancy of all active components;
(2) for class notation DP-3, redundancy of all components (including piping and cable routing) and
physical A-60 separation of the components.
11.2.1.4 Redundant components and systems are to be immediately available (i.e. hot standby required)
and with such capacity that the DP operation can be continued. The transfer to the redundant component or
system is to be automatic as far as practicable, and operator intervention is to be kept to a minimum. The
transfer is to be smooth and within acceptable limitations of the operation.
11.2.1.5 Under special environmental conditions for operation, such as near an offshore unit, the DP
system is to be so designed that it has remote control of the length and tension of individual chains where
positional mooring equipment is used to assist in main dynamic positioning. In accordance with the
operation conditions, the consequence of chain fracture or thruster failure is to be analyzed.
11.2.2 Dynamic positioning control station

11.2.2.1 The DP control station for DP operating and controlling is to be fitted on dynamically positioned
vessels. The relevant indicators, alarms, control panel and communication system are to be fitted at the
control station.
11.2.2.2 The DP control station is to be located such as to suit main operational activities of the vessel
and so arranged that the operator has a good view of the vessel’s exterior limits and surrounding areas and
is aware of any activity relevant to the DP operation.
11.2.2.3 For class notation DP-3, a back-up DP control station with back-up computer(s) is to be fitted.
The separation between the back-up control station and the main control station is to meet the requirement
of A-60 Class. In an emergency, the operator is to be able to easily move from the main DP control station
to the back-up DP control station. Just as the main control station, the back-up control station is to provide
a good view of the vessel’s exterior limits and surrounding areas.
11.2.2.4 Consideration is to be given to the environmental conditions of the DP control station. If the
normal DP operation can be kept only upon necessary measures, redundancy of these measures is required
for class notations DP-2 and DP-3.
11.2.3 Arrangement of control system

11.2.3.1 The control system is to include both automatic and manual control modes. The automatic
control mode is to include control of position and heading. set points for control of position and heading are
to be independently selectable. The manual control mode is to include control of pitch/speed and azimuth
of each thruster by individual controllers, and an integrated remote thruster control by use of joystick.
11.2.3.2 For class notation DP-1, an automatic DP control system and one independent back-up joystick
system with automatic heading control are to be fitted.
11.2.3.3 For class notation DP-2, two independent automatic DP control systems and one joystick system
with automatic heading control are to be fitted. Should one automatic system fail, control is to be
automatically transferred to the other. In case of failure of both automatic control systems, concentrated
manual control may be performed.
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11.2.3.4 For class notation DP-3, three independent automatic DP control systems and one joystick
system with automatic heading control are to be fitted. The two automatic control systems located at the
dynamic positioning control station are to be arranged such that, should one fail, control is automatically
transferred to the other. The third automatic control system is to be located in the emergency back-up
control station and transfer of control to it is to be initiated manually. In case of failure of both main
automatic control systems, concentrated manual control may be performed.
11.2.3.5 The back-up control system is to be selected by the switch located at the back-up control station.
Where a switch with the same function is also fitted at the main control station, it may be used to select the
back-up control system provided that the damaged main control station does not interfere with the back-up
control station.
11.2.3.6 Where two or more DP control systems are operated simultaneously, means are to be provided
for self-monitoring and comparison between systems so as to initiate an alarm when any significant
difference is detected in orders for thrusters or position or heading. Such technique is not to endanger the
independence of each system or cause any risk to the common failure mode.
11.2.3.7 A single manual controller is to be fitted for each thruster at both main and back-up control
stations.
11.2.4 Arrangement of control panels

11.2.4.1 The information sources like displays, indicators, etc. are to provide information in a readily
usable form. The operator is to be provided with immediate information of the effect of his actions.
Generally, feedback signals or other confirmations of actions carried out are to be displayed, not only the
initial command.
11.2.4.2 Easy switch-over between operational modes are to be provided. Active mode is to be positively
indicated. Positive indications of the operational status of the different sub-systems are to be given.
11.2.4.3 Indicators and controls are to be arranged in logical groups, and to be coordinated with the
geometry of the vessel when this is relevant.
11.2.4.4 If control of a sub-system can be carried out from alternate control stations, positive indication of
the station in charge is to be provided.
11.2.4.5 Precautions are to be taken to avoid inadvertent operation of controls if this may result in a
critical situation. Such precautions may be proper location of handles etc, recessed or covered switches, or
logic requirements to operations.
11.2.4.6 Interlocks are to be arranged, if erroneous sequence of operation may lead to a critical situation
or damage of equipment.
11.2.4.7 Controls and indicators placed in the navigation bridge are to be sufficiently illuminated. Lights
for such purpose are to be provided with dimming facilities.
11.2.5 Arrangement of cables and piping systems

11.2.5.1 For class notation DP-2, piping systems for fuel, lubrication, hydraulic oil, cooling water and
pneumatic control as well as cables, which are essential to the DP system, are to be located with due regard
to fire hazards and mechanical damage.
11.2.5.2 For class notation DP-3, cables for redundant equipment or systems are not to be routed together
with those for the main systems through the same compartments. Where this is unavoidable, such cables
may run together in ducts of A-60 class provided that this applies only to cables arranged in spaces without
high fire risk. Cable connection boxes are not allowed in such ducts.
11.2.5.3 For class notation DP-3, redundant piping systems (for fuel, lubrication, hydraulic oil, cooling
water and pneumatic control) are also to comply with the requirements of 11.2.5.2, so far as practicable
11.2.5.4 For class notations DP-2 and DP-3, the systems, which are not directly part of the DP system,
but which in the event of failure could cause failure of the DP system (e.g. common fire suppression
systems, engine ventilation systems, shut-down systems, etc.), are also to comply with the relevant
requirements of this Chapter.
Section 3 THRUSTER SYSTEM

11.3.1.1 The thrusters mentioned in this Section are pipe tunnel thrusters, azimuth thrusters, thrusters for
fixed or variable pitch blades, driven by electric motors, diesel engines, or hydraulically. Other types of
thrusters will be specially considered in each case.
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11.3.1.2 Unless expressly provided otherwise in this Section, the design and manufacture of the thruster
system including prime mover, gearbox, shafting and propeller are to comply with the applicable
requirements of PART THREE of the Rules.
11.3.1.3 Thrusters used in dynamic positioning are to meet the requirements for long-time operations.
11.3.1.4 The control and monitoring of thrusters are to meet the requirements of Section 5 of this
Chapter.
11.3.2 Thruster arrangement

11.3.2.1 The location of thrusters is to be arranged to minimize interference with other thrusters and hull.
11.3.2.2 Thruster intakes are to be located at sufficient depth to reduce the possibility of ingesting
floating debris and vortex formation.
11.3.2.3 The number and capacity of thrusters are to meet the following requirements:
(1) In the specified environmental conditions, the thruster system is to provide adequate thrust in
longitudinal and lateral directions and yawing moment for heading control.
(2) For class notations DP-2 and DP-3, where the arrangement of thrusters is provided with redundancy,
there are to be adequate thrust in longitudinal and lateral directions and yawing moment for heading control
after failure of any one of the thrusters.
11.3.2.4 If necessary, the values of the thruster forces used in the consequence analysis are to be
corrected for interference between thrusters and other effects which will reduce the effective force.
11.3.2.5 When the main steering system is included under DP control, the steering gear is to be designed
for continuous operation.
11.3.2.6 A failure of the thruster system, including pitch, azimuth or speed control, is not to make the
thruster rotation and/or other uncontrolled operation of pitch and speed.
Section 4 POWER SYSTEM

11.4.1.1 Unless expressly provided otherwise in this Chapter, the power system is to comply with the
applicable requirements for electrical installations in PART FOUR of the Rules.
11.4.2 Number and capacity of generators

11.4.2.1 When starting thruster motors, especially when one generator is out of service, transient voltage
drop caused in the main bus-bar system during starting periods is not to be in excess of 15% of the rated
voltage.
11.4.2.2 If the total capacity of installed thrusters exceeds that of the associated generators, interlocks or
thrust limitations are to be arranged to prevent overloading the power plant.
11.4.2.3 The high reactive load demands which may occur in DP thruster operation are to be considered
when selecting number and type of generators.
11.4.2.4 For class notations DP-2 and DP-3, the number of generators is to comply with the requirements
for redundancy after a single failure.
11.4.3 Power management system

11.4.3.1 For vessels with class notations DP-2 and DP-3, at least one automatic power management
system is to be arranged to perform load-dependent starting and stop of generators. This system is to block
starting of large consumers when there is not adequate running generator capacity, and to start up back-up
generators as required, and hence to permit requested loads start to proceed. The power management
system is to have adequate redundancy or reliability.
11.4.3.2 An alarm is to be initiated when the total electrical load exceeds a preset percentage of the
running generator(s) capacity. This alarm is to be adjustable between 50% and 100% of the running
capacity and is to be set with regard to the number of generators in service and the effect of the loss of any
one generator.
11.4.3.3 For electrically driven thruster systems, provision is to be made for the automatic starting,
synchronizing and load sharing of a non-running generator before the load reaches the alarm level required
by 11.4.3.2.
11.4.3.4 Sudden overload caused by the stopping of one or more generators is not to create a blackout.
Reduction in thruster load, i.e. pitch or speed reductions, are to be introduced to enable standby generators
to come online. If this function is taken care of by the DP computer system, the function is to be
coordinated with the power management system.
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11.4.3.5 A failure in the power management system is not to cause alteration to the online power
generation, and is to initiate an alarm in the DP control station.
11.4.3.6 It is to be possible to operate the switchboards manually, with the power management system
disconnected.
11.4.3.7 An FMEA of the power management system is to be carried out.
11.4.4 Main switchboard arrangement

11.4.4.1 For class notations DP-2 and DP-3, the main switchboard is to be so arranged that no single
failure will give a total blackout. A single failure in this case is defined as any system or component
breakdown of technical nature. For vessels with class notation DP-3, single failures also include the failures
caused by flooding and fire incidents. The immediate consequence of this is that physical separation of
redundant components/systems must be used to limit the effects of flooding and fire incidents.
11.4.4.2 When considering single failures of switchboards, the possibility of direct short circuit of the
main bus-bar has to be considered.
11.4.4.3 A main bus-bar system is to consist of at least two sections (or parts). Where a circuit breaker is
capable of breaking the maximum short circuit current in the system, the sections may be connected with
the breaker. This breaker is to be appropriately protected and is to comply with the requirements for
selectivity.
11.4.4.4 For class notation DP-2, the bus-bar sections may be so arranged in one switchboard that
adequate capacity is available to supply the essential ship service loads and the critical operational loads in
case of loss of any section due to any reason and that the vessel’s position can be kept within specified
environmental conditions and operating limits.
Adequate capacity of generators and their primer movers is to be available to supply essential loads after
any single failure of the essential systems such as cooling water and fuel oil systems, and the vessel’s
position can be kept within specified environmental conditions and operating limits.
11.4.4.5 For vessels with class notation DP-3, each switchboard is to be isolated from the other(s) by
A-60 partitions. Where switchboards are to be connected in operation, there is to be a bus-tie breaker on
each side of this partition and such breakers are to provide appropriate protection. If the switchboards are
located below the operational waterline, the division is also to be watertight.
11.4.4.6 For class notation DP-3, generators and distribution systems are to be suitably sized and located
in at least two compartments so that adequate capacity will be available to keep the vessel’s position within
specified operating limits after total loss of any one of the compartments due to fire or flooding, and that
non-running consumers can be started without voltage drop. Adequate capacity of generators and their
primer movers is to be available to supply essential loads after any single failure of the essential systems
such as cooling water and fuel oil systems or total loss of any one of the compartments, and the vessel’s
position can be kept within specified environmental conditions and operating limits.
11.4.4.7 For vessels with class notation DP-2 or DP-3, it is to be possible to operate with separate bus-bar
sections. Protection against blackout due to overloading of thrusters is to be provided in separate bus-bar
sections.
11.4.4.8 Bus-bar sections may be connected together during starting of large motors in order to meet
requirements for voltage drop.
11.4.4.9 The online power reserve, i.e. the difference between online generator capacity and consumed
power at any time is to be continuously displayed at the DP control station. For split-bus power
arrangements, indications are to be provided for individual bus-bar sections. The reserve power indicators
may be omitted in systems where thruster operation will not overload the power plant.
Section 5 CONTROLLER AND MEASURING SYSTEM

11.5.1.1 Unless expressly provided otherwise in this Chapter, controllers and measuring systems are to
comply with the applicable requirements for automation system in PART SEVEN of the Rules.
11.5.2 Composition of the controller and measuring system

11.5.2.1 The controller and measuring system comprise the following equipment:
(1) computer system;
(2) manual thruster controls;
(3) thruster joystick controls;
(4) automatic thruster controls;
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(5) position reference systems;

(6) sensor systems;
(7) displays and alarms;
(8) communication.
11.5.3 Computer system

11.5.3.1 For class notation DP-1, the computer of the DP control system need not be redundant.
11.5.3.2 For class notation DP-2, the DP control system is to consist of at least two independent computer
systems. Common facilities, such as self-checking routines, data transfer arrangements and interfaces, are
not to cause the failure of both/all systems.
11.5.3.3 For class notation DP-3, the DP control system is to consist of at least two independent computer
systems with self-checking and alignment facilities. Common facilities, such as self-checking routines, data
transfer arrangements and plant interfaces, are not to cause the failure of both/all systems. In addition, one
back-up computer control system is to be arranged. An alarm is to be initiated if any computer fails or is
not ready to take control.
11.5.3.4 For class notations DP-2 and DP-3, the DP control is to include a software function, known as
“consequent analysis”, which continuously verifies that the vessel will remain in position even if the worst
case failure occurs. This analysis is to verify that the thrusters remaining in operation after the worst case
failure can generate the same resultant thruster force and moment as required before the failure. The
consequence analysis is to generate an alarm if the occurrence of a worst case failure would lead to a loss
of position due to insufficient thrust for the prevailing environmental conditions. For operations which will
take a long time to safely terminate, the consequence analysis is to include a function which simulates the
thrust and power remaining after the worst case failure, based on manual input of weather trend.
11.5.3.5 For class notations DP-2 and DP-3, redundant computer systems are to be arranged with
automatic transfer of control after a detected failure in one of the computer systems. The automatic transfer
of control from one computer system to another is to be smooth and within the acceptable limitations of the
operation.
11.5.3.6 For class notation DP-3, the back-up DP control system is to be located in a room, separated by
A-60 class divisions from the main DP control system. During DP operation, this back-up control system is
to be continuously updated by input from the sensors, position reference systems, thruster feedback, etc.,
and to be ready to take over control.
11.5.3.7 An uninterruptable power supply (UPS) is to be provided for each DP computer system to ensure
that any power failure will not affect more than one computer. UPS battery capacity is to provide a
minimum of 30 minutes operation following a mains supply failure.
11.5.4 Manual thruster control

11.5.4.1 Individual and separate manual operation of thrusters for start, stop, azimuth and pitch/speed
control is to be arranged in the DP control station (star/stop of high voltage motors may be excluded).
11.5.4.2 Running/stop, pitch/speed, and azimuth for each thruster is to be continuously displayed at the
DP manual control stand.
11.5.4.3 It is to be possible to control thrusters manually at all times, also in case of any failure of
automatic and joystick control systems.
11.5.4.4 It is to be possible to stop thrusters individually from the DP control station by independent
emergency means. This emergency stop is to be arranged with separate cables for each thruster.
11.5.4.5 For class notations DP-2 and DP-3, an alarm is to be initiated upon loop failure, i.e. broken
connections or short-circuit, in the emergency stop system.
11.5.5 Independent joystick control

11.5.5.1 The independent joystick control system is an integrated control system consisting of thrusters
and rudders (if applicable). The joystick is to enable the control of longitudinal and transverse thruster
forces, turning moments, and all combinations of these thruster force components.
11.5.5.2 The independent joystick control system may exclude those thrusters or rudders which are not
necessary for achieving an adequate thrust force level in all directions.
11.5.5.3 The independent joystick control system is to include selectable automatic heading control.
11.5.5.4 Any failure in the independent joystick control system is to initiate an alarm.
11.5.5.5 Any failure causing operator loss of control of the thrusters in the independent joystick control
system is to set the thrust commands to zero. If the failure affects only a limited number of thrusters, the
command to these affected thrusters is to be automatically set to zero, while keeping the other unaffected
thrusters in joystick control.
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11.5.6 Automatic DP control

11.5.6.1 The automatic thruster control is to consist of a computer system, comprising one and more
computers with processing units, input/output devices, and memories.
11.5.6.2 For class notation DP-1, the following requirements are to be complied with:
(1) The computer system for automatic thruster control is to produce commands for pitch/speed and
azimuth for all thrusters. The commands are to be transmitted to the individual thruster control units via the
circuits for selection of command source.
(2) The computer system is to perform self-check routines that are to bring the computer system to a stop
when critical failure conditions are detected.
(3) When stopped, either by automatic or manual means, the computer system is to set speed/pitch
commands to zero.
(1) Computer systems are to comply with the requirements for class notation DP-1 in 11.5.6.2.
(2) The computer system for automatic thruster control is to be capable of controlling thrusters after the
occurrence of any single failure within the computer system or its associated equipment. This may be
achieved by two or more parallel computer systems, one of which is to be selected as the on-line system
and the other system or systems are to be in hot standby condition. The changeover from one system to
another is to be possible by manual and/or automatic means. In case of automatic changeover upon failure
detection, the system that was online is to remain unavailable after repair until manually reselected as the
online (or standby) system.
(3) The computer systems are to perform self-check routines for detection of failure.
(4) If any failure of a standby system, or any of the sensors or position reference systems selected for this
system is detected, an alarm is to be initiated.
(5) There is to be an identification of the online control system at the operator panel.
(1) Computer systems are to comply with the requirements for class notation DP-2 in 11.5.6.3.
(2) There is to be an automatic back-up system, and the control station where the back-up system is located
is to be separated by A-60 class division from the control station where the main system is located.
(3) If three independent computer systems are chosen for the main system, one of these computers may
serve as the back-up, provided that the necessary independence as required for the back-up is achieved.
(4) There is to be at least one position reference system and one compass connected to the back-up system,
independent of the condition of the main system.
(5) The back-up system is to be activated by the operator, either at the main DP control station or at the
back-up station. The nature of the switching is to be such that no single failure will render the back-up
inoperable together with the main system.
11.5.7 Thruster control mode selection

11.5.7.1 The thruster control mode is to be selectable by a simple device located in the DP control station.
The control mode selector may consist of a single selector switch, or individual selectors for each thruster.
11.5.7.2 The control mode selector is to be so arranged that it is always possible to select manual controls
after any single failure in the DP control mode.
11.5.7.3 For class notations DP-2 and DP-3, the mode selector is to be such that no single failure will
deselect all thrusters from the automatic control mode.
11.5.7.4 The mode selector may consist of a single switch also for class notation DP-3 even if this may be
damaged by a fire or other hazards, provided that the back-up computer system is still selectable.
11.5.8 Position reference systems

11.5.8.1 In general, a DP system is to include at least two independent position reference systems. For
class notations DP-2 and DP-3, at least three position reference systems are to be installed and
simultaneously available to the DP system during operation. When two or more position reference systems
are required, they are to be based on different principles. For class notation DP-1, two position reference
systems based on the same principle are allowed.
11.5.8.2 Position reference systems are to be selected with due consideration to operational requirements,
and with regard both to the restrictions caused by the manner of deployment and expected performance for
the operating conditions. The system is to allow for smoothing and mutual adjustment of the inputs
originating from various position reference systems and transfer between reference systems is to be
bumpless. Indication of the reference system in operation is to be given to the operator.
11.5.8.3 Position reference systems are to provide data with adequate accuracy for the intended DP
operations. When the vessel deviates from the intended course or from the operating area determined by the
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operator, audible and visual alarms are to be activated. Position reference systems are to be monitored and
if the signals provided are incorrect or significantly degraded, alarms are to be given.
11.5.8.4 For class notation DP-3, one of the position reference systems is to be connected to the back-up
control station and separated by A-60 class divisions from other position reference systems.
11.5.8.5 When an acoustic reference system is used, a hydrophone is to be chosen to minimize the
influence of mechanical and acoustic disturbance on transmission channels.
11.5.8.6 When a taut wire system is used, materials used for wire rope, tensioning and auxiliary
equipment are to be appropriate for marine service.
11.5.8.7 When the signals from the position reference system are changed by the movement of the vessel
(rolling, pitching), the position is to be automatically corrected.
11.5.8.8 Position reference systems are to comply with the relevant main class rules for electrical,
mechanical, and hydraulic components and subsystems.
11.5.8.9 Position reference systems are to be monitored for electrical and mechanical functions, i.e.
power, pressure, temperature.
11.5.8.10 Position reference systems are to provide new position data with a refresh rate and accuracy
suitable for the intended DP-operations.
11.5.8.11 The power supply to position reference systems is to be from UPSs (except for class notation
DP-1). For class notations DP-2 and DP-3, the arrangement of power supply is to be in accordance with the
overall redundancy requirement.
11.5.9 Sensor systems

11.5.9.1 Sensors are to be provided in accordance with the requirements of Table 11.2.1.2 of this Chapter.
11.5.9.2 Sensors are to be as far as possible monitored for failures (e.g. connecting wire break,
overheating, power loss).
11.5.9.3 Inputs from sensors are to be monitored in order to detect possible faults, especially in respect to
temporal evolution of the signal. As regards the analogue sensors, an alarm is to be initiated in the event of
connecting line wire break, short circuit and low insulation. When failure of a sensor is detected, an alarm
is to be initiated even if the sensor is in a standby or offline use at the time of failure.
11.5.9.4 Any failure of automatic changeover between sensors is to activate visual and audible alarms at
the control station.
11.5.9.5 Sensors used for the same purpose and connected to redundant systems are to be arranged
independently so that failure of one will not affect the others.
11.5.9.6 For class notation DP-3, one of each type of sensors is to be connected directly to the back-up
control system and separated by an A-60 class division from the other sensors.
11.5.9.7 When more than one sensor for a specified function is required, then each is to be independent
with respect to power, signal transmission, and interfaces. For class notations DP-2 and DP-3, the
arrangement of power supply is to be in accordance with the overall redundancy requirement.
11.5.9.8 The monitoring of sensors is to include alarms for electrical and mechanical functions, i.e. power,
pressure, temperature as relevant.
11.5.10 Display and alarm

11.5.10.1 The DP control station is to display information from the power system, thruster system and DP
control system so as to ensure normal operation of these systems. The information needed for safe
operation of DP system is to be available at any time.
11.5.10.2 The display system, especially that located at the DP control station, is to be based on
ergonomic principles. The DP control system is to provide means for easy selection of the control mode,
such as manual control, computer control of thrusters. The active mode is to be clearly displayed. The
display system is to comply with the following principles:
(1) separation of redundant devices to reduce the possibility of common mode failure occurrence;
(2) ease of access for maintenance purposes;
(3) protection against adverse effects from environment and electromagnetic disturbances.
11.5.10.3 For vessels with class notations DP-2 and DP-3, operator controls are to be so designed that no
single inadvertent action on the operator’s panel will lead to a critical condition.
11.5.10.4 Failures of the DP system and the equipment controlled by it are to initiate audible and visual
alarms. The occurrence and status of these failures are to be permanently recorded.
11.5.10.5 The DP system is to prevent failures from being transferred from one system to another.
Redundant components are to be so arranged that a failure of one component will be isolated and the
standby component activated.
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11.5.10.6 Where it is practicable, each DP control station is to be fitted with alarms and display/status
indication as specified in Table 11.5.10.6.
Alarm and Display of Control Station Table 11.5.10.6

System Monitored parameters Alarm Display
Engine lubricating oil pressure – low √
Engine coolant temperature – high √
CPP hydraulic oil pressure – low and high √
CPP hydraulic oil temperature – high √
CPP pitch √
Thruster RPM √
Thruster power Thruster force direction √
system Thruster motor/SCR coolant leakage √
Thruster motor SCR temperature √
Thruster motor short circuit (internal short) √
Thruster motor exciter power available √
Thruster motor supply power available √
Thruster motor overload √
Thruster motor high temperature √
Status of automatically controlled circuit breakers √
Bus bar voltage √
Bus bar frequency √
Power distribution Power factors √
system
Bus bar current and power levels √
High power consumers – current levels √
Back-up power availability √
Exceeding operating limits √
Control system failure √
System Position sensor failure √
performance Vessel’s target point and present position and heading √
Wind speed and direction √
Selected reference systems √
Thruster location (pictorial) √
Specific Percentage or thruster force √
requirements for
class notations Alarm provided by consequence analysis, regarding available standby
√ √
DP-2 & DP-3 thrusters
Position information from position reference systems connected √
11.5.10.7 Where alarms and displays required in 11.5.10.6 are impracticable or unnecessary or equivalent
arrangements are available, they may be reduced as appropriate, subject to agreement by CCS.
11.5.10.8 If the alarms at the DP control station are slave signals of other alarm systems, there is to be a
local acknowledgement and silencing device. The silence device is not to cause inhibiting of new alarms.
11.5.10.9 Displays are to be independent of thruster control systems.
11.5.11 Arrangement of data communication links

11.5.11.1 When two or more thrusters and their manual controls are using the same data communication
link, this link is to be arranged with redundancy in technical design.
11.5.11.2 When the automatic DP control system uses a data communication link, this link is to be
separate from the communication link(s) for manual control.
11.5.11.3 For class notations DP-2 and DP-3, the data communication link is to be arranged with
redundancy in technical design.
11.5.11.4 The independent joystick system may share the redundant data communication link with the
manual control, but not with the automatic DP control system.
11.5.12 Internal communication system

11.5.12.1 Two way communication is to be provided between the DP control station and the following
locations:
(1) navigation bridge;
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(2) main engine control room;

(3) related operation control stations.
11.5.12.2 The power supply of the communication system is to be independent of the main power of the
vessel.
11.5.13 Uninterruptible power supplies (UPSs)

11.5.13.1 The controllers and measuring systems are to be supplied from UPSs. The arrangement and
number of UPSs are to be in accordance with Table 11.2.1.2 of this Chapter. For class notation DP-1, at
least one UPS is to be fitted. For class notations DP-2 and DP-3, the number of UPSs is to be determined
according to FMEA. Unless otherwise justified, 2 UPSs are to be provided for DP-2; for DP-3, 3 UPSs are
to be provided, one of which is to be located in a separate compartment separated by A-60 class division
from other UPSs.
11.5.13.2 The battery capacity of each UPS is to maintain the DP operation of at least 30 min.
11.5.13.3 The power supply for the independent joystick system is to be independent of the DP control
system UPSs.
11.5.13.4 For class notation DP-2, the input power supply to the redundant UPS is to be derived from
different sides of the main switchboard. For class notation DP-3, the input power supply to the redundant
UPS for the main DP control system is to be derived from different sides of the main switchboard.
Section 6 ENVIRONMENTAL CONDITIONS

11.6.1.1 For vessels engaged in unrestricted service, a set of standard North Sea Environmental
Conditions is to be used.
11.6.1.2 For vessels engaged in restricted service, a long-term distribution of environmental conditions
prevailing where the vessel is in operation is to be considered.
11.6.1.3 For the determination of the performance capability rating of the DP system, such rating in the
following three conditions is to be calculated:
(1) with all thrusters operating;
(2) with one single failure;
(3) with most critical single failure.
11.6.1.4 Environmental forces (wind, wave drift and current loads) and thrust are to be evaluated through
tunnel and tank model tests or other recognized methods.
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IN-WATER SURVEY ARRANGEMENTS OF SHIPS
CHAPTER 12 IN-WATER SURVEY ARRANGEMENTS OF SHIPS
12.1.1 Application
12.1.1.1 This Chapter applies to ships classed with CCS and intended to be assigned the In-Water Survey
class notation.
Section 2 DOCUMENTATION TO BE SUBMITTED
12.2.1 Plans
12.2.1.1 Detailed plans of the hull and hull appendages below the waterline are to be submitted for
approval. These plans are to indicate the location and/or general arrangement of:
(1) all shell openings;
(2) stem and sternpost;
(3) rudder and fittings;
(4) propeller, including the means used for identifying each blade;
(5) anodes, including securing arrangements;
(6) bilge keel;
(7) welded seams and butts.
12.2.1.2 The drawings are also to include the necessary instructions to facilitate the divers’ work,
especially for taking clearance measurements.
12.2.1.3 A plan for evaluating rudder pintle and bearing clearances while the ship is afloat is to be
submitted for examination and approval.
12.2.2 Photographs
12.2.2.1 As far as practicable, a photographic documentation, used for reference during in-water surveys,
of the following hull parts is to be submitted:
(1) propeller boss;
(2) rudder pintles, where clearance is measured;
(3) typical sea connection;
(4) adjustable propeller, if any;
(5) other details, as deemed necessary on a case by case basis.
12.2.3 Documentation on board

12.2.3.1 The plans and photographs required in 12.2.1 and 12.2.2 are to be kept on board by the owner
and made available to the Surveyor and the divers when an in-water survey is carried out.
Section 3 STRUCTURAL DESIGN PRINCIPLES
12.3.1 Marking
12.3.1.1 Identification marks and system are to be supplied to facilitate the in-water survey. In particular,
the positions of transverse watertight bulkheads are to be marked on the hull.
12.3.2 Rudder arrangements

12.3.2.1 Rudder arrangements are to be such that rudder pintle clearances can be checked while the ship
is afloat.
12.3.3 Oil sealing glands of propeller shafts or tube shafts

12.3.3.1 The oil sealing glands of propeller shafts or tube shafts is to be such that clearances between
propeller shafts or tube shafts and bearings can be checked while the ship is afloat.
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ADDITIONAL REQUIREMENTS FOR POLAR CLASS SHIPS
CHAPTER 13 ADDITIONAL REQUIREMENTS FOR POLAR CLASS SHIPS
Section 1 DESCRIPTION AND APPLICATION OF POLAR CLASS NOTATION
13.1.1 Application
13.1.1.1 This Chapter applies to ships intended for navigation in ice-infested polar waters, except
icebreakers (see 13.1.1.3).
13.1.1.2 Ships that comply with the requirements of Sections 2 and 3 of this Chapter can be considered
for a Polar Class notation as listed in Table 13.1.2.1. The requirements of Sections 2 and 3 are in addition
to the open water requirements. If the hull and machinery are constructed such as to comply with the
requirements of different polar classes, then both the hull and machinery are to be assigned the lower of
these classes in the classification certificate. Compliance of the hull or machinery with the requirements of
a higher polar class is also to be indicated in the classification certificate or an appendix thereto.
13.1.1.3 Ships that are also to receive an “Icebreaker” notation may have additional requirements and are
to receive special consideration. “Icebreaker" refers to any ship having an operational profile that includes
escort or ice management functions, having powering and dimensions that allow it to undertake aggressive
operations in ice-covered waters, and having a class certificate endorsed with this notation.
13.1.2 Polar class

13.1.2.1 The Polar Class (PC) notations and descriptions are given in Table 13.1.2.1. It is the
responsibility of the owner to select an appropriate Polar Class. The descriptions in Table 13.1.2.1 are
intended to guide owners, designers and administrations in selecting an appropriate Polar Class to match
the requirements for the ship with its intended voyage or service.
Polar Class Description Table 13.1.2.1

Polar Class Ice Description (based on WMO Sea Ice Nomenclature)
PC1 Year-round operation in all polar waters
PC2 Year-round operation in moderate multi-year ice conditions
PC3 Year-round operation in second-year ice which may include multi-year ice inclusions
PC4 Year-round operation in thick first-year ice which may include old ice inclusions
PC5 Year-round operation in medium first-year ice which may include old ice inclusions
PC6 Summer/autumn operation in medium first-year ice which may include old ice inclusions
PC7 Summer/autumn operation in thin first-year ice which may include old ice inclusions
13.1.2.2 The Polar Class notation is used throughout the requirements for polar ships to convey the
differences between classes with respect to operational capability and structural strength.
13.1.3 Upper and lower ice waterlines

13.1.3.1 The upper and lower ice waterlines upon which the design of the vessel has been based are to be
indicated in the classification certificate. The upper ice waterline (UIWL) is to be defined by the maximum
draughts fore, amidships and aft. The lower ice waterline (LIWL) is to be defined by the minimum draughts
fore, amidships and aft.
13.1.3.2 The lower ice waterline is to be determined with due regard to the vessel’s ice-going capability
in the ballast loading conditions (e.g. propeller submergence).
Section 2 STRUCTURAL REQUIREMENTS FOR POLAR CLASS SHIPS
13.2.1 Application
13.2.1.1 This Section applies to polar class ships according to Section 1 of this Chapter.
13.2.2 Hull areas

13.2.2.1 The hull of all polar class ships is divided into areas reflecting the magnitude of the loads that are
expected to act upon them. In the longitudinal direction, there are four regions: bow, bow intermediate,
midbody and stern. The bow intermediate, midbody and stern regions are further divided vertically into the
bottom, lower and ice belt regions. The extent of each hull area is illustrated in Figure 13.2.2.1.
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Figure 13.2.2.1 Extent of Hull Areas
13.2.2.2 The upper ice waterline (UIWL) and lower ice waterline (LIWL) are as defined in 13.1.3.
13.2.2.3 Figure 13.2.2.1 notwithstanding, at no time is the boundary between the bow and bow
intermediate regions to be forward of the intersection point of the line of the stem and the ship baseline.
13.2.2.4 Figure 13.2.2.1 notwithstanding, the aft boundary of the bow region need not be more than 0.45
L aft of the forward perpendicular (FP).
13.2.2.5 The boundary between the bottom and lower regions is to be taken at the point where the shell is
inclined 7° from horizontal.
13.2.2.6 If a ship is intended to operate astern in ice regions, the aft section of the ship is to be designed
using the bow and bow intermediate hull area requirements.
13.2.3 Design ice loads

13.2.3.1 General
(1) For ships of all polar classes, a glancing impact on the bow is the design scenario for determining the
scantlings required to resist ice loads.
(2) The design ice load is characterized by an average pressure (Pavg) uniformly distributed over a
rectangular load patch of height (b) and width (w).
(3) Within the bow area of all polar classes, and within the bow intermediate ice belt area of polar classes
PC6 and PC7, the ice load parameters are functions of the actual bow shape. To determine the ice load
parameters (Pavg, b and w), it is required to calculate the following ice load characteristics for subregions of
the bow area; shape coefficient (fai), total glancing impact force (Fi), line load (Qi) and pressure (Pi).
(4) In other ice-strengthened areas, the ice load parameters (Pavg, bNonBow and wNonBow) are determined
independently of the hull shape and based on a fixed load patch aspect ratio, AR = 3.6.
(5) Design ice forces calculated according to 13.2.3.2 are only valid for vessels with icebreaking forms.
Design ice forces for any other bow forms are to be specially considered by CCS.
(6) Ship structures that are not directly subjected to ice loads may still experience inertial loads of stowed
cargo and equipment resulting from ship/ice interaction. These inertial loads, as referred to acceleration
calculation in 13.3.6 of Section 3, are to be considered in the design of these structures.
13.2.3.2 Glancing impact load characteristics
(1) The parameters defining the glancing impact load characteristics are reflected in the class factors listed
in Table 13.2.3.2.
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Class Factors Table 13.2.3.2

Load patch Displacement Longitudinal
Crushing failure Flexural failure
Polar class dimensions class class factor strength class
class factor (CFC) class factor (CFF)
factor (CFD) (CFDIS) factor (CFL)
PC1 17.69 68.60 2.01 250 7.46
PC2 9.89 46.80 1.75 210 5.46
PC3 6.06 21.17 1.53 180 4.17
PC4 4.50 13.48 1.42 130 3.15
PC5 3.10 9.00 1.31 70 2.50
PC6 2.40 5.49 1.17 40 2.37
PC7 1.80 4.06 1.11 22 1.81
(2) Bow area

① In the Bow area, the force (F), line load (Q), pressure (P) and load patch aspect ratio (AR)
associated with the glancing impact load scenario are functions of the hull angles measured at the
upper ice waterline (UIWL). The influence of the hull angles is captured through calculation of a
bow shape coefficient (fa). The hull angles are defined in Figure 13.2.3.2.
Notes: β′ — normal frame angle at upper ice waterline [°];

α — upper ice waterline angle [°];
γ — buttock angle at upper ice waterline (angle of buttock line measured from horizontal) [°];
tan(β) = tan(α)/tan (γ);
tan(β′) = tan(β)·cos (α).
Figure 13.2.3.2 Definition of Hull Angles
② The waterline length of the bow region is generally to be divided into 4 sub-regions of equal length.
The force (F), line load (Q), pressure (P) and load patch aspect ratio (AR) are to be calculated with
respect to the mid-length position of each sub-region (each maximum of F, Q and P is to be used in
the calculation of the ice load parameters Pavg, b and w).
③ The Bow area load characteristics are determined as follows:
(a) Shape coefficient, fai, is to be taken as:
fai  min ( fai ,1 , fai , 2 , fai ,3 )
 x 2
0.097  0.68( L  0.15)  αi
where: fa  ;
i,1
( βi' )0.5
1.2CFF ;
fai,2 
[sin( βi' )  CFC  D0.64 ]
fa i ,3  0.60 ;
i — sub-region considered;
L — ship length, in m, as given in Section 1, Chapter 1 of PART TWO of the Rules, but
measured at the upper ice waterline (UIWL);
x — distance from the forward perpendicular (FP) to station under consideration, in m;
α — waterline angle [°], see Figure 13.2.3.2;
β′ — normal frame angle [°], Figure 13.2.3.2;
D — ship displacement, in kt, not to be taken less than 5 kt;
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CFC — crushing failure class factor from Table 13.2.3.2;

CFF — flexural failure class factor from Table 13.2.3.2.
(b) Force, F:
Fi  fai  CFC  D 0.64 MN
where: i — sub-region considered;
fai — shape coefficient of sub-region i;
CFC — crushing failure class factor from Table 13.2.3.2;
D — ship displacement, in kt, not to be taken less than 5 kt.
(c) Load patch aspect ratio, AR:
ARi  7.46 sin(  i' )  1.3
β′i — normal frame angle of sub-region i, [°].
(d) Line load, Q:
Qi  Fi 0.61  CFD ARi0.35 MN/m
Fi — force of sub-region i, in MN;
CFD — load patch dimensions class factor from Table 13.2.3.2;
ARi — load patch aspect ratio of sub-region i.
(e) Pressure, P:
Pi  Fi 0.22  CFD2  ARi0.3 MPa
Fi — force of sub-region i, in MN;
CFD — load patch dimensions class factor from Table 13.2.3.2;
ARi — load patch aspect ratio of sub-region i.
(3) Hull areas other than the bow
① In the hull areas other than the bow, the force (FNonBow) and line load (QNonBow) used in the
determination of the load patch dimensions (bNonBow, wNonBow) and design pressure (Pavg) are
calculated as follows:
(a) Force, FNonBow:
FNonBow  0.36CFC  DF MN
where: CFC — crushing force class factor from Table 13.2.3.2;
DF — ship displacement factor, taken as follows:
D0.64 if D ≤ CFDIS
0.64
CFDIS  0.10( D  CFDIS ) if D > CFDIS
CFDIS — displacement class factor from Table 13.2.3.2;
(b) Line load, QNonBow:
 QNonBow 0.639( FNonBow )0.61  CFD MN/m
where:
FNonBow — force from (a), in MN;
CFD — load patch dimensions class factor from Table 13.2.3.2.
13.2.3.3 Design load patch

(1) In the bow area, and the ice belt area of intermediate bow for ships with class notation PC6 and PC7,
the design load patch has dimensions of width, wBow, and height, bBow, defined as follows:
wBow = FBow / QBow m
bBow = QBow / PBow m
where: FBow — maximum Fi in the bow area, in MN (refer to 13.2.3.2(2)③(b));
QBow — maximum Qi in the bow area, in MN/m (refer to 13.2.3.2(2)③(d));
PBow — maximum Pi in the bow area, in MPa (refer to 13.2.3.2(2)③(e)).
(2) In hull areas other than those covered by 13.2.3.3(1), the design load patch has dimensions of width,
wBow, and height, bBow, defined as follows:
wNonBow  FNonBow QNonBow m
bNonBow  wNonBow 3.6 m
where: FNonBow — force determined using 13.2.3.2(3), in MN;
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QNonBow — line load determined using 13.2.3.2(3), in MN/m.
13.2.3.4 Pressure within the design load patch

(1) The average pressure, Pavg, within a design load patch is determined as follows:
Pavg F (b  w)
 MPa
where: F — FBow or FNonBow as appropriate for the hull area under consideration, in MN;
b — bBow or bNonBow as appropriate for the hull area under consideration, in m;
w — wBow or wNonBow as appropriate for the hull area under consideration, in m.
(2) Areas of higher, concentrated pressure exist within the load patch. In general, smaller areas have higher
local pressures. Accordingly, the peak pressure factors listed in Table 13.2.3.4 are used to account for the
pressure concentration on localized structural members.
Peak Pressure Factors Table 13.2.3.4

Structural member Peak pressure factor (PPFi)
Transversely-framed PPFp = (1.8－s) ≥ 1.2
Plating
Longitudinally-framed PPFp = (2.2－1.2 s) ≥ 1.5
Frames in transverse With load distributing stringers PPFt= (1.6－s) ≥ 1.0
framing systems With no load distributing stringers PPFt = (1.8－s) ≥ 1.2
Load carrying stringers
PPFs = 1, if Sw ≥ 0.5w
Side and bottom longitudinals
PPFs = 2.0－2.0 Sw/ w, if Sw < (0.5w)
Web frames
where: s — frame or longitudinal spacing, in m;
Sw — web frame spacing, in m;
w — ice load patch width, in m.
13.2.3.5 Hull area factors

(1) Associated with each hull area is an area factor that reflects the relative magnitude of the load expected
in that area. The area factor (AF) for each hull area is listed in Table 13.2.3.5.
(2) In the event that a structural member spans across the boundary of a hull area, the largest hull area
factor is to be used in the scantling determination of the member.
(3) Due to their increased manoeuvrability, ships having propulsion arrangements with azimuthing (geared
and podded) thrusters are to have specially considered stern ice belt (Si) and stern lower (Sl) hull area
factors.
Hull Area Factors Table 13.2.3.5

Polar Class
Hull Area Area
PC1 PC2 PC3 PC4 PC5 PC6 PC7
Bow (B) All B 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ice belt BIi 0.90 0.85 0.85 0.80 0.80 1.00* 1.00*
Bow Intermediate (BI) Lower BIl 0.70 0.65 0.65 0.60 0.55 0.55 0.50
Bottom BIb 0.55 0.50 0.45 0.40 0.35 0.30 0.25
Ice belt Mi 0.70 0.65 0.55 0.55 0.50 0.45 0.45
Midbody (M) Lower Ml 0.50 0.45 0.40 0.35 0.30 0.25 0.25
Bottom Mb 0.30 0.30 0.25 ** ** ** **
Ice belt Si 0.75 0.70 0.65 0.60 0.50 0.40 0.35
Stem (S) Lower Sl 0.45 0.40 0.35 0.30 0.25 0.25 0.25
Bottom Sb 0.35 0.30 0.30 0.25 0.15 ** **
Notes: * — See 13.2.3.1.
** — Indicates that strengthening for ice loads is not necessary.
13.2.4 Shell plate requirements

13.2.4.1 The required minimum shell plate thickness, t, is given by:
t  t net  t s mm
where: tnet — plate thickness required to resist ice loads according to 13.2.4.2, in mm;
ts — corrosion and abrasion allowance according to 13.2.11, in mm.
13.2.4.2 The thickness of shell plating required to resist the design ice load, tnet, depends on the
orientation of the framing.
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In the case of transversely-framed plating (Ω ≥ 70°), including all bottom plating, i.e. plating in hull areas
BIb, Mb and Sb, the net thickness is given by:
t net  500s[( AF  PPF p  Pavg ) ReH ]0.5 [1  s (2b)] mm
In the case of longitudinally-framed plating (Ω ≥ 20°), when b ≥ s, the net thickness is given by:
t net  500s[( AF  PPF p  Pavg ) ReH ]0.5 [1  s (2l )] mm
In the case of longitudinally-framed plating (Ω ≤ 20°), when b < s, the net thickness is given by:
2
t net  500s[( AF  PPF p  Pavg ) ReH ]0.5  [2b s  (b s) ]0.5 [1  s (2l )] mm
In the case of obliquely-framed plating (70°> Ω > 20°), linear interpolation is to be used.
where: Ω — smallest angle between the chord of the waterline and the line of the first level framing, [°],
illustrated in Figure 13.2.4.2;
s — transverse frame spacing in transversely-framed ships or longitudinal frame spacing in
longitudinally-framed ships, in m;
AF — hull area factor from Table 13.2.3.5;
PPFp — peak pressure factor from Table 13.2.3.4;
Pavg — average patch pressure according to 13.2.3.4, in MPa;
ReH — yield stress of the material, in N/mm2;
b — height of design load patch, in m, where b ≤ ( l – s/4) in the case of the above equation for
transversely-framed plating;
l — distance between frame supports, in mm, i.e. equal to the frame span as given in 13.2.5.5,
but not reduced for any fitted end brackets. When a load-distributing stringer is fitted, the
length l need not be taken larger than the distance from the stringer to the most distant frame
support.
Figure 13.2.4.2 Shell Framing Angle Ω
13.2.5 Framing – General

13.2.5.1 Framing members of polar class ships are to be designed to withstand the ice loads defined in
13.2.3.
13.2.5.2 The term “framing member” refers to transverse and longitudinal local frames, load-carrying
stringers and web frames in the areas of the hull exposed to ice pressure, see Figure 13.2.2.1. Where
load-distributing stringers have been fitted, the arrangement and scantlings of these are to be in accordance
with the applicable provisions in PART NINE of the Rules.
13.2.5.3 The strength of a framing member is dependent upon the fixity that is provided at its supports.
Fixity can be assumed where framing members are either continuous through the support or attached to a
supporting section with a connection bracket. In other cases, simple support is to be assumed unless the
connection can be demonstrated to provide significant rotational restraint. Fixity is to be ensured at the
support of any framing which terminates within an ice-strengthened area.
13.2.5.4 The details of framing member intersection with other framing members, including plated
structures, as well as the details for securing the ends of framing members at supporting sections, are to be
in accordance with the relevant requirements of Chapter 1 of PART TWO of the Rules.
13.2.5.5 The design span of a framing member is to be determined on the basis of its moulded length. If
brackets are fitted, the design span may be reduced in accordance with the relevant requirements of Chapter
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1 of PART TWO of the Rules. Brackets are to be configured to ensure stability in the elastic and post-yield
response regions.
13.2.5.6 When calculating the section modulus and shear area of a framing member, net thicknesses of
the web, flange (if fitted) and attached shell plating are to be used. The shear area of a framing member
may include that material contained over the full depth of the member, i.e. web area including portion of
flange, if fitted, but excluding attached shell plating.
13.2.5.7 The actual net effective shear area, Aw, of a framing member is given by:
Aw  h t wn sin  w / 100 cm2
where: h — height of stiffener, in mm, see Figure 13.2.5.7;
twn — net web thickness, in mm:
twn = tw – tc
where: tw —as-built web thickness, in mm, see Figure 13.2.5.7;
tc —corrosion deduction to be subtracted from the web and flange thickness, in mm, as
specified in PART TWO of the Rules, but not less than ts as required by 13.2.11.3;
φw — smallest angle between shell plate and stiffener web, [°], measured at the midspan of the
stiffener, see Figure 13.2.5.7. The angle φw may be taken as 90° provided the smallest angle is
not less than 75°.
Figure 13.2.5.7 Stiffener Geometry
13.2.5.8 When the cross-sectional area of the attached plate flange exceeds the cross-sectional area of the
local frame, the actual net effective plastic section modulus, Zp, is given by:
h2t sin w cm3
Z p  ( Apnt pn 20)  w wn  Afn (h fc sin wbw cos w ) / 10
2000
where: h, twn, tc and φw — as given in 13.2.5.7, s — as given in 13.2.4.2;

Apn— net cross-sectional area of attached plate, in cm2;
tpn— net thickness of fitted shell plate, in mm, (tnet as required by 13.2.4.2 to be
complied with);
hw— height of local frame web, in mm, see Figure 13.2.5.7;
Afn— net cross-sectional area of local frame flange, in cm2;
hfc— height of local frame measured to center of the flange area, in mm, see Figure
13.2.5.7;
bw— distance from mid thickness plane of local frame web to the center of the flange
area, in mm, see Figure 13.2.5.7.
When the cross-sectional area of the local frame exceeds the cross-sectional area of the attached plate
flange, the plastic neutral axis is located a distance zna above the attached shell plate, given by:
z na   100 Afn hw t wn  1000 t pn s / 2t wn  mm
and the net effective plastic section modulus, Zp, is given by:
 [(hw  zna )2  zna 2
]twn sin w 
t pn   cm3
Z p  t pn  s  ( zna  ) sin w   2000 
2  Afn [(h fc  zna ) sin w  bw cos w ] /10 
 
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13.2.5.9 In the case of oblique framing arrangement (70° > Ω > 20°, where Ω is defined as given in
13.2.4.2), linear interpolation is to be used.
13.2.6 Framing – Transversely-framed side structures and bottom structures

13.2.6.1 The local frames in transversely-framed side structures and in bottom structures (i.e. hull areas
BIb, Mb and Sb) are to be dimensioned such that the combined effects of shear and bending do not exceed
the plastic strength of the member. The plastic strength is defined by the magnitude of midspan load that
causes the development of a plastic collapse mechanism.
13.2.6.2 The actual net effective shear area of the frame, Aw, as defined in 13.2.5.7, is to comply with the
following condition: Aw ≥ At, where:
At  100 2  0.5LL  s( AF  PPFt  Pavg ) (0.577 ReH ) cm2
where: LL — length of loaded portion of span, in m, to be taken as the lesser of a and b;
a — frame span as defined in 13.2.5.5, in m;
b — height of design ice load patch according to 13.2.3.3(1) or (2), in m;
s — frame spacing, in m;
AF — hull area factor from Table 13.2.3.5;
PPFt — peak pressure factor from Table 13.2.3.4;
Pavg — average pressure within load patch according to 13.2.3.4, in MPa;
ReH — yield stress of the material, in N/mm2.
13.2.6.3 The actual net effective plastic section modulus of the plate/stiffener combination, Zp, as defined
in 13.2.5.8, is to comply with the following condition: Zp ≥ Zpt, where Zpt is to be the greater calculated on
the basis of two load conditions: a) ice load acting at the midspan of the transverse frame, and b) the ice
load acting near a support. The A1 parameter in the equation below reflects the two conditions:
Z pt  1003  LL  Y  s( AF  PPFt  Pavg )a  A1 (4ReH ) cm3
where: AF, PPFt, Pavg, LL, s, a and ReH — as given in 13.2.6.2;
Y = 1 − 0.5(LL/a);
A1 — maximum of:
A1A = 1/{1+j/2+ (kwj/2) [ (1-a12)0.5-1]}
A1B = [1-1/ (2a1·Y) ]/ (0.275+1.44kz0.7)
where:
j = 1 for framing with one simple support outside the ice-strengthened areas;
= 2 for framing without any simple supports;
a1 At Aw
where:
At — minimum shear area of frame as given in 13.2.6.2, in cm2;
Aw— effective net shear area of transverse frame (calculated according to 13.2.5.7), in
cm2;
k w  1 (1  2 A fn Aw ) , with Afn as given in 13.2.5.8;
kz — zp / Zp, in general;
= 0.0, when the frame is arranged with end bracket;
where:
zp — sum of individual plastic section moduli of flange and shell plate as fitted, cm3;
 (b f t 2fn 4  beff t 2pn 4) 1000
where:
bf — flange breadth, in mm, see Figure 13.2.5.7;
tfn — net flange thickness, in mm, see Figure 13.2.5.7;
= tf − tc (tc as given in 13.2.5.7)
where:
tf — as-built flange thickness, in mm, see Figure 13.2.5.7;
tpn— the fitted net shell plate thickness, in mm, (not to be less than as tnet given
in 13.2.4);
beff — effective width of shell plate flange, in mm:
= 500 s;
Zp — net effective plastic section modulus of transverse frame (calculated according to
13.2.5.8), in cm3.
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13.2.6.4 The scantlings of the frame are to meet the structural stability requirements of 13.2.9.
13.2.7 Framing – Side longitudinals (longitudinally-framed ships)

13.2.7.1 Side longitudinals are to be dimensioned such that the combined effects of shear and bending do
not exceed the plastic strength of the member. The plastic strength is defined by the magnitude of midspan
load that causes the development of a plastic collapse mechanism.
13.2.7.2 The actual net effective shear area of the frame, Aw, as defined in 13.2.5.7, is to comply with the
following condition: Aw ≥ AL, where:
AL  100 2 ( AF  PPFs  Pavg )0.5b1  a (0.577 ReH ) cm2
where: AF — hull area factor from Table 13.2.3.5;
PPFs — peak pressure factor from Table 13.2.3.4;
Pavg — average pressure within load patch according to13.2.3.4, in MPa;
b1  k0b2 , in m
where: k0 = 1− 0.3/b’;
where: b’ = b/s
where: b — height of design ice load patch from 13.2.3.3 (1) or (2), in m;
s — spacing of longitudinal frames, in m;
b2 b(1  0.25b' ) , in m, if b’ < 2;
= s, in m, if b’ ≥ 2;
a — longitudinal design span as given in 13.2.5.5, in m;
13.2.7.3 The actual net effective plastic section modulus of the plate/stiffener combination, Zp, as defined
in 13.2.5.8, is to comply with the following condition: Zp ≥ ZpL, where:
Z pL  1003 ( AF  PPFs  Pavg )b1  a 2  A4 (8ReH ) cm3
where: AF, PPFs, Pavg, b1, a and ReH — as given in 13.2.7.2;
A4  1/2  k wl [(1  a42 ) 0.5  1];
a4  AL Aw
where: AL — minimum shear area for longitudinal, in cm2, as given in 13.2.7.2;
Aw — net effective shear area of longitudinal (calculated according to 13.2.5.7), in cm2;
k wl  1 (1  2 A fn Aw ) , with Afn as given in 13.2.5.8.
13.2.7.4 The scantlings of the longitudinals are to meet the structural stability requirements of 13.2.9.
13.2.8 Framing – Web frame and load-carrying stringers

13.2.8.1 Web frames and load-carrying stringers are to be designed to withstand the ice load patch as
defined in 13.2.3. The load patch is to be applied at locations where the capacity of these members under
the combined effects of bending and shear is minimized.
13.2.8.2 Web frames and load-carrying stringers are to be dimensioned such that the combined effects of
shear and bending do not exceed the yield strength of the material. Where these members form part of a
structural grillage system, appropriate methods of analysis are to be used. Where the structural
configuration is such that members do not form part of a grillage system, the appropriate peak pressure
factor (PPF) from Table 13.2.4.3 is to be used. Special attention is to be paid to the shear capacity in way
of lightening holes and cut-outs in way of intersecting members.
13.2.8.3 The scantlings of web frames and load-carrying stringers are to meet the structural stability
requirements of 13.2.9.
13.2.9 Framing – Structural stability

13.2.9.1 To prevent local buckling in the web, the ratio of web height (hw) to net web thickness (twn) of
any framing member is not to exceed:
For flat bar sections: hw/twn ≤ 282/(ReH)0.5
For bulb, tee and angle sections: hw/twn ≤ 805/(ReH)0.5
where: hw — web height;
twn — net web thickness;
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13.2.9.2 Framing members for which it is not practicable to meet the requirements of 13.2.9.1 (e.g. load
carrying stringers or deep web frames) are required to have their webs effectively stiffened. The scantlings
of the web stiffeners are to ensure the structural stability of the framing member. The minimum net web
thickness for these framing members is given by:
t wn  2.63 103 c1 ReH /(5.34  4(c1 / c2 ) 2 ) mm
where: c1  hw  0.8h , in mm;
where: hw—web height of stringer / web frame, in mm, see Figure 13.2.9.2;
h — height of framing member penetrating the member under consideration (0 if no
such framing member), in mm, see Figure 13.2.9.2;
c2 — spacing between supporting structure oriented perpendicular to the member under
consideration, in mm, see Figure 13.2.9.2;
Figure 13.2.9.2 Parameter Definition for Web Stiffening
13.2.9.3 In addition, the following is to be satisfied:

t wn  0.35t pn ( ReH 235) 0.5
where: ReH — yield stress of the shell plate in way of the framing member, in N/mm2;
twn — net thickness of the web, in mm;
tpn — net thickness of the shell plate in way the framing member, in mm.
13.2.9.4 To prevent local flange buckling of welded profiles, the following are to be satisfied:
(1) the flange width, bf, in mm, is not to be less than five times the net thickness of the web, twn;
(2) the flange outstand, bout, in mm, is to meet the following requirement:
bout / tfn ≤ 155/(ReH)0.5
where: tfn— net thickness of flange, in mm;
13.2.10 Plated Structures

13.2.10.1 Plated structures are those stiffened plate elements in contact with the hull and subject to ice
loads. These requirements are applicable to an inboard extent which is the lesser of:
(1) web height of adjacent parallel web frame or stringer; or
(2) 2.5 times the depth of framing that intersects the plated structure.
13.2.10.2 The thickness of the plating and the scantlings of attached stiffeners are to be such that the
degree of end fixity necessary for the shell framing is ensured.
13.2.10.3 The stability of the plated structure is to adequately withstand the ice loads defined in 13.2.3.
13.2.11 Corrosion/abrasion additions and steel renewal

13.2.11.1 Effective protection against corrosion and ice-induced abrasion is recommended for all external
surfaces of the shell plating for all polar ships.
13.2.11.2 The values of corrosion/abrasion additions, ts, to be used in determining the shell plate
thickness for each polar class are listed in Table 13.2.11.2.
Corrosion/Abrasion Additions for Shell Plating Table 13.2.11.2
ts (mm)
Hull area With effective protection Without effective protection
PC1 to PC3 PC4 & PC5 PC6 & PC7 PC1 to PC3 PC4 & PC5 PC6 & PC7
Bow; bow intermediate ice belt 3.5 2.5 2.0 7.0 5.0 4.0
Bow intermediate lower; midbody
2.5 2.0 2.0 5.0 4.0 3.0
& stern ice belt
Midbody & stern lower; bottom 2.0 2.0 2.0 4.0 3.0 2.5
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13.2.11.3 Polar ships are to have a minimum corrosion/abrasion addition of ts = 1.0 mm applied to all
internal structures within the ice-strengthened hull areas, including plated members adjacent to the shell, as
well as stiffener webs and flanges.
13.2.11.4 Steel renewal for ice strengthened structures is required when the gauged thickness is less than
tnet + 0.5 mm.
13.2.12 Materials
13.2.12.1 Plating materials for hull structures are to be not less than those given in Tables 13.2.12.1(2)
and 13.2.12.1(3) based on the as-built thickness of the material, the Polar ice class notation assigned to the
ship and the material class of structural members given in 13.2.12.2.
Material Classes for Structural Members of Polar Ships Table 13.2.12.1(1)
Structural Members Material Class
Shell plating within the bow and bow intermediate ice belt hull areas (B, BIi) II
All weather and sea exposed SECONDARY and PRIMARY, as defined in Table 1.3.2.2(1) of PART TWO
I
of the Rules, structural members outside 0.4 L amidships
Plating materials for stem and stern frames, rudder horn, rudder, propeller nozzle, shaft brackets, ice skeg,
II
ice knife and other appendages subject to ice impact loads
All inboard framing members attached to the weather and sea-exposed plating including any contiguous
I
inboard member within 600 mm of the shell plating
Weather-exposed plating and attached framing in cargo holds of ships which by nature of their trade have
I
their cargo hold hatches open during cold weather operations
All weather and sea exposed SPECIAL, as defined in Table 1.3.2.2(1) of PART TWO of the Rules,
II
structural members within 0.2 L from FP
Steel Grades for Weather Exposed Plating Table 13.2.12.1(2)

Material Class I Material Class II Material Class III
Thickness t [mm] PC1 to PC5 PC6 & PC7 PC1 to PC 5 PC6 & PC 7 PC1 to PC 3 PC4 & PC 5 PC6 & PC 7
MS HT MS HT MS HT MS HT MS HT MS HT MS HT
t 10 B AH B AH B AH B AH E EH E EH B AH
10< t 15 B AH B AH D DH B AH E EH E EH D DH
15< t 20 D DH B AH D DH B AH E EH E EH D DH
20< t 25 D DH B AH D DH B AH E EH E EH D DH
25< t 30 D DH B AH E EH2 D DH E EH E EH E EH
30< t 35 D DH B AH E EH D DH E EH E EH E EH
35< t 40 D DH D DH E EH D DH F FH E EH E EH
40< t 45 E EH D DH E EH D DH F FH E EH E EH
45< t 50 E EH D DH E EH D DH F FH F FH E EH
Notes:
(1) Includes weather-exposed plating of hull structures and appendages, as well as their outboard framing members, situated
above a level of 0.3 m below the lowest ice waterline.
(2) Grades D, DH are allowed for a single strake of side shell plating not more than 1.8 m wide from 0.3 m below the lowest
ice waterline.
Steel Grades for Inboard Framing Members Attached to Weather Exposed Plating
Table 13.2.12.1(3)
PC1 to PC5 PC6 & PC7
Thickness t [mm]
MS HT MS HT
t  20 B AH B AH
20 < t  35 D DH B AH
35 < t  45 D DH D DH
45 < t  50 E EH D DH
13.2.12.2 Material classes specified in Table 1.3.2.2(1) of Section 3, Chapter 1 of PART TWO of the
Rules are applicable to polar ships regardless of the ship’s length. In addition, material classes for weather
and sea exposed structural members and for members attached to the weather and sea exposed shell plating
of polar ships are given in Table 13.2.12.1(1). Where the material classes in Table 13.2.12.1(1) and those in
Table 1.3.2.2(1) of Section 3, Chapter 1 of PART TWO of the Rules differ, the higher material class is to
be applied.
13.2.12.3 Steel grades for all plating and attached framing of hull structures and appendages situated
below the level of 0.3 m below the lower waterline, as shown in Figure 13.2.12.3, are to be obtained from
Table 1.3.2.2(6) of Section 3, Chapter 1 of PART TWO of the Rules based on the material class for
structural members in Table 13.2.12.1(1) above, regardless of polar class.
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Figure 13.2.12.3
Steel Grade Requirements for Submerged and Weather Exposed Shell Plating
13.2.12.4 Steel grades for all weather exposed plating of hull structures and appendages situated above
the level of 0.3 m below the lower ice waterline, as shown in Figure 13.2.12.3, are to be not less than given
in Table 13.2.12.1(2).
13.2.12.5 Steel grades for all inboard framing members attached to weather exposed plating are to be not
less than those given in Table 13.2.12.1(3). This applies to all inboard framing members as well as to other
contiguous inboard members (e.g. bulkheads, decks) within 600 mm of the exposed plating.
13.2.12.6 Castings are to have specified properties consistent with the expected service temperature for
the cast component.
13.2.13 Longitudinal strength

13.2.13.1 Application
(1) Ice loads need only be combined with still water loads. The combined stresses are to be compared
against permissible bending and shear stresses at different locations along the ship’s length. In addition,
sufficient local buckling strength is also to be verified.
13.2.13.2 Design vertical ice force at the bow
(1) The design vertical ice force at the bow, FIB, is to be taken as:
FIB  min( FIB ,1 , FIB , 2 ) MN
where: FIB ,1  0.534K I0.15[sin( stem )]0.2 ( D  K h ) 0.5 CFL MN;
FIB , 2  1.20CFF MN;
where: KI — indentation parameter,  K f K h ;
(a) for the case of a blunt bow form:

K f  2CB1eb /(1  eb ) 
0.9
tan( stem ) 0.9(1eb )
(b) for the case of wedge bow form (  stem  80 ), eb  1 and the above simplifies to:

K f  tan( stem ) [tan( stem )]2 0.9
;
K h  0.01Awp MN/m;
CFL — longitudinal strength class factor from Table 13.2.3.2;
eb — bow shape exponent which best describes the waterplane (see Figures
13.2.13.2(1) and 13.2.13.2(2))
= 1.0 for a simple wedge bow form
= 0.4 to 0.6 for a spoon bow form
= 0 for a landing craft bow form;
An approximate eb determined by a simple fit is acceptable;
γstem — stem angle, [°], to be measured between the horizontal axis and the stem
tangent at the upper ice waterline (buttock angle as per Figure 13.2.3.2
measured on the centerline);
αstem — waterline angle measured in way of the stem at the upper ice waterline
(UIWL) (°) (see Figure 13.2.3.2(1));
C  1/[ 2( LB / B) eb ]
where: B — ship moulded breadth, in m;
LB—bow length used in the equation y  ( B / 2)( x / LB ) e , in m, (see
b
Figures 13.2.13.2(1) and 13.2.13.2(2));

Awp — ship waterplane area, in m2;
CFF — flexural failure class factor from Table 13.2.3.2.
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Where applicable, draught dependent quantities are to be determined at the waterline corresponding to the
loading condition under consideration.
Figure 13.2.13.2(1) Bow Shape Definition
Figure 13.2.13.2 (2) Illustration of eb Effect on the Bow Shape for B = 20 and LB =16
13.2.13.3 Design vertical shear force

(1) The design vertical ice shear force, FI, along the hull girder is to be taken as:
FI  C f FIB MN
where: Cf — longitudinal distribution factor to be taken as follows:
(a) positive shear force
Cf = 0.0 between the aft end of L and 0.6L from aft;
Cf = 1.0 between 0.9L from aft and the forward end of L;
(b) negative shear force
Cf = 0.0 at the aft end of L;
Cf = –0.5 between 0.2L and 0.6L from aft;
Cf = 0.0 between 0.8L from aft and the forward end of L;
intermediate values are to be determined by linear interpolation.
(2) The applied vertical shear stress, τa, is to be determined along the hull girder in a similar manner as in
2.2.6 of Section 2, Chapter 2 of PART TWO of the Rules by substituting the design vertical ice shear force
for the design vertical wave shear force.
13.2.13.4 Design vertical ice bending moment
(1) The design vertical ice bending moment, MI, along the hull girder is to be taken as:
M I  0.1Cm L [sin( stem )]0.2 FIB MN·m
where: L — ship length, in m, as given in Section 1, Chapter 1 of PART TWO of the Rules, but
measured at the upper ice waterline (UIWL);
γstem — as given in 13.2.13.2(1);
FIB — design vertical ice force at the bow, in MN;
Cm — longitudinal distribution factor for design vertical ice bending moment to be taken as
follows:
Cm = 0.0 at the aft end of L;
Cm = 1.0 between 0.5L and 0.7L from aft;
Cm = 0.3 at 0.95L from aft;
Cm = 0.0 at the forward end of L;
intermediate values are to be determined by linear interpolation.
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Where applicable, draught dependent quantities are to be determined at the waterline corresponding to the
loading condition under consideration.
(2) The applied vertical bending stress, σa, is to be determined along the hull girder in a similar manner as
in 2.2.5 of Section 2, Chapter 2 of PART TWO of the Rules, by substituting the design vertical ice bending
moment for the design vertical wave bending moment. The ship still water bending moment is to be taken
as the maximum sagging moment.
13.2.13.5 Longitudinal strength criteria
The strength criteria provided in Table 13.2.13.5 are to be satisfied. The design stress is not to exceed the
permissible stress.
Longitudinal Strength Criteria Longitudinal Strength Criteria Table 13.2.13.5
Permissible stress when Permissible stress when
Failure mode Applied stress
ReH/σu ≤ 0.7 ReH/σu > 0.7
Tension σa ηReH 0.41η (σu + ReH)
0.5
Shear τa ηReH / (3) 0.41η (σu + ReH) / (3)0.5
σc for plating and for web plating of stiffeners
σa
Buckling σc /1.1 for stiffeners
τa τc
Notes: σa — applied vertical bending stress, in N/mm2;
τa— applied vertical shear stress, in N/mm2;
ReH — yield stress of the material, in N/mm2;
σu— ultimate tensile strength of material, in N/mm2;
σc— critical buckling stress in compression, according to 2.2.7 of Section 2, Chapter 2 of PART TWO of the Rules,
in N/mm2;
τc— critical buckling stress in compression, according to 2.2.7 of Section 2, Chapter 2 of PART TWO of the Rules,
in N/mm2;
η — 0.8.
13.2.14 Stem and stern frames

13.2.14.1 The stem and stern frame are to be designed according to the relevant requirements of Section
14, Chapter 2 of PART TWO of the Rules. For PC6/PC7 vessels requiring CCS ice class notations B1*/B1
equivalency, the stem and stern requirements of the ice class notations by Chapter 4 of PART TWO are to
be complied with.
13.2.15 Appendages
13.2.15.1 All appendages are to be designed to withstand forces appropriate for the location of their
attachment to the hull structure or their position within a hull area.
13.2.15.2 Load definition and response criteria are to be determined by practical situations.
13.2.16 Local details

13.2.16.1 For the purpose of transferring ice-induced loads to supporting structure (bending moments and
shear forces), local design details are to comply with the requirements of Chapter 1 of PART TWO of the
Rules.
13.2.16.2 The loads carried by a member in way of cut-outs are to maintain stability. Where necessary,
the structure is to be stiffened.
13.2.17 Direct calculations

13.2.17.1 Direct calculations are not to be utilised as an alternative to the analytical procedures prescribed
in this Chapter.
13.2.17.2 Where direct calculation is used to check the strength of structural systems, the load patch
specified in 13.2.3 is to be applied.
13.2.18 Welding
13.2.18.1 All welding within ice-strengthened areas is to be of the double continuous type.
13.2.18.2 Continuity of strength is to be ensured at all structural connections.
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Section 3 MACHINERY INSTALLATIONS

13.3.1.1 The contents of this Section apply to main propulsion, steering gear, emergency and essential
auxiliary systems essential for the safety of the ship and the survivability of the crew.
13.3.1.2 Machinery and supporting auxiliary systems are to be designed, constructed and maintained to
comply with the requirements of “periodically unmanned machinery spaces” with respect to fire safety.
Any automation plant (i.e. control, alarm, safety and indication systems) for essential systems installed is to
be maintained to the same standard.
13.3.1.3 Systems, subject to damage by freezing, are to be drainable.
13.3.1.4 Single screw vessels classed PC1 to PC5 inclusive are to have means provided to ensure
sufficient vessel operation in the case of propeller damage including CP-mechanism.
13.3.2 Drawings and particulars to be submitted

13.3.2.1 Details of the environmental conditions and the required ice class for the machinery, if different
from ship’s ice class.
13.3.2.2 Detailed drawings of the main propulsion machinery. Description of the main propulsion,
steering, emergency and essential auxiliaries are to include operational limitations. Information on essential
main propulsion load control functions.
13.3.2.3 Description detailing how main, emergency and auxiliary systems are located and protected to
prevent problems from freezing, ice and snow and evidence of their capability to operate in intended
environmental conditions.
13.3.2.4 Calculations and documentation indicating compliance with the requirements of this Section.
13.3.3 Materials
13.3.3.1 Materials exposed to seawater
Materials exposed to seawater, such as propeller blades, propeller hub and blade bolts are to have an
elongation not less than 15% on a test piece the length of which is five times the diameter.
Charpy V impact test is to be carried out for other than bronze and austenitic steel materials. Test pieces
taken from the propeller castings are to be representative of the thickest section of the blade. An average
impact energy value of 20 J taken from three Charpy V tests is to be obtained at minus 10℃.
13.3.3.2 Materials exposed to seawater temperature
Materials exposed to seawater temperature are to be of steel or other approved ductile material. An average
impact energy value of 20 J taken from three tests is to be obtained at minus 10℃.
13.3.3.3 Material exposed to low air temperature
Materials of essential components exposed to low air temperature are to be of steel or other approved
ductile material. An average impact energy value of 20 J taken from three Charpy V tests is to be obtained
at 10℃ below the lowest design temperature.
13.3.4 Ice interaction load

13.3.4.1 Propeller ice interaction
This Section covers open and ducted type propellers situated at the stern of a vessel having controllable
pitch or fixed pitch blades. Ice loads on bow propellers and pulling type propellers are to receive special
consideration. The given loads are expected, single occurrence, maximum values for the whole ships
service life for normal operational conditions. These loads do not cover off-design operational conditions,
for example when a stopped propeller is dragged through ice. This Section applies also for azimuthing
(geared and podded) thrusters considering loads due to propeller ice interaction. However, ice loads due to
ice impacts on the body of azimuthing thrusters are not covered.
The loads given in 13.3.4 are total loads (unless otherwise stated) during ice interaction and are to be
applied separately (unless otherwise stated) and are intended for component strength calculations only. The
different loads given here are to be applied separately.
Fb is a force bending a propeller blade backwards when the propeller mills an ice block while rotating
ahead.
Ff is a force bending a propeller blade forwards when a propeller interacts with an ice block while rotating
ahead.
13.3.4.2 Ice class factors
Table 13.3.4.2 lists the design ice thickness and ice strength index to be used for estimation of the propeller
ice loads.
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Ice Thickness and Ice Strength Index Ice Thickness and Ice Strength Index Table 13.3.4.2
Ice class Hice [m] Sice [−] Sqice [−]
PC1 4.0 1.2 1.15
PC2 3.5 1.1 1.15
PC3 3.0 1.1 1.15
PC4 2.5 1.1 1.15
PC5 2.0 1.1 1.15
PC6 1.75 1 1
PC7 1.5 1 1
Notes:
① Hice— Ice thickness for machinery strength design;
② Sice — Ice strength index for blade ice force;
③ Sqice— Ice strength index for blade ice torque.
13.3.4.3 Design ice loads for open propeller

(1) Maximum backward blade force, Fb
when D < Dlimit ,
0.3
Fb   27 S  EAR  nD 0.7 D 2 kN
ice
 Z 
when D ≥ Dlimit ,
0.3
Fb   23 Sice  EAR  nD 0.7 H ice1.4 D kN
 Z 
where: Dlimit = 0.85 Hice1.4;
Sice and Hice are as given in Table 13.3.4.2;
D — propeller diameter, in m;
EAR — expanded blade area ratio;
Z — number of propeller blades;
n — the nominal rotational speed (at MCR free running condition) for CP-propeller and 85% of
the nominal rotational speed (at MCR free running condition) for a FP-propeller (regardless
driving engine type); in r/s.
Fb is to be applied as a uniform pressure distribution to an area on the back (suction) side of the blade for
the following load cases:
(a) load case 1: from 0.6R to the tip and from the blade leading edge to a value of 0.2 chord length;
(b) load case 2: a load equal to 50% of the Fb is to be applied on the propeller tip area outside of 0.9R;
(c) load case 5: for reversible propellers a load equal to 60% of the Fb, is to be applied from 0.6R to the
tip and from the blade trailing edge to a value of 0.2 chord length.
See load cases 1, 2, and 5 in Table 13.3.4.3(1).
(2) Maximum forward blade force, Ff
when D < Dlimit,
Ff  250 EAR D 2 kN
Z
Load Cases for Open Propeller Table 13.3.4.3(1)

Force Loaded area Right handed propeller blade seen from back
Uniform pressure applied on the back of

Load case 1 F the blade (suction side) to an area from
b
0.6R to the tip and from the leading edge
to 0.2 times the chord length
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Uniform pressure applied on the back of

Load case 2 50% F the blade (suction side) on the propeller
b
tip area outside of 0.9R radius
Uniform pressure applied on the blade

F face (pressure side) to an area from 0.6R
Load case 3 f to the tip and from the leading edge to 0.2
times the chord length
Uniform pressure applied on propeller

Load case 4 50% F face (pressure side) on the propeller tip
f
area outside of 0.9R radius
60% of F Uniform pressure applied on propeller

f
or F ， face (pressure side) to an area from 0.6R
Load case 5 b
whichever to the tip and from the trailing edge to 0.2
is greater times the chord length
when D ≥ Dlimit ,
 
 1 
Ff  500   H ice EAR D kN
1 d  Z
 
 D
 
 
where: Dlimit 2  H ice ;
 
 d 
1 
 D 
Hice is given in Table 13.3.4.2;

D, EAR and Z are same as in 13.3.4.3(1);
d — propeller hub diameter, in m.
Ff is to be applied as a uniform pressure distribution to an area on the face (pressure) side of the blade for
the following loads cases:
(a) Load Case 3: from 0.6R to the tip and from the blade leading edge to a value of 0.2 chord length;
(b) Load case 4: a load equal to 50% of the Ff is to be applied on the propeller tip area outside of 0.9R;
(c) Load case 5: for reversible propellers a load equal to 60% Ff is to be applied from 0.6R to the tip and
from the blade trailing edge to a value of 0.2 chord length.
See load cases 3, 4, and 5 in Table 13.3.4.3(1).
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(3) Maximum blade spindle torque, Qsmax

Spindle torque Qsmax around the spindle axis of the blade fitting is to be calculated both for the load cases
described in 13.3.4.3(1) and 13.3.4.3(2) for Fb and Ff. If these spindle torque values are less than the default
value given below, the default minimum value is to be used.
Qsmax  0.25Fc0.7 kN·m
where: c0.7 — the blade-section chord at 0.7R, in m;
F is either Fb or Ff, whichever has the greater absolute value.
(4) Maximum propeller ice torque applied to the propeller
when D < Dlimit ,
0.16 0.6
 d  P   t 0.7  kN·m
Qmax  1051   0.7    nD0.17 S q ice D 3
 D  D   D
when D ≥Dlimit ,
0.16 0.6
 d  P   t 0.7 
Qmax  2021   0.7    nD0.17 S q ice H ice1.1 D1.9 kN·m
 D  D   D
where: Dlimit = 1.81 Hice;
Sqice and Hice are as given in Table 13.3.4.2;
D and d are same as in 13.3.4.3(2);
t0.7 — max thickness of blade section at 0.7R, in m;
P0.7 — propeller pitch at 0.7R, in m (for CP propellers, propeller pitch P0.7 is to correspond to MCR
in bollard condition. If not known, P0.7 is to be taken as 0.7 P0.7n, where P0.7n is propeller
pitch at MCR free running condition);
n — rotational propeller speed, in r/s, at bollard condition. If not known, n is to be taken as in
Table 13.3.4.3(4):
Value of n Table 13.3.4.3(4)
Propeller type n
CP propellers nn
FP propellers driven by turbine or electric motor nn
FP propellers driven by diesel engine 0.85 nn
Note: nn is the nominal rotational speed at MCR, free running condition.
(5) Maximum propeller ice thrust applied to the shaft

Forward force Tf ,
T f  1.1F f kN
Backward force Tb,
Tb  1.1Fb kN
where: Fb and Ff are as given in 13.3.4.3(1) and 13.3.4.3(2) respectively.
13.3.4.4 Design ice loads for ducted propeller

(1) Maximum backward blade force, Fb
when D < Dlimit,
0.3
Fb   9.5 Sice  EAR  nD  0.7 D 2 kN
 Z 
when D ≥ Dlimit,
0.3
Fb   66 S ice  EAR  nD 0.7 H ice1.4 D 0.6 kN
 Z 
where: Dlimit = 4 Hice;
Sice and Hice are to be taken as in Table 13.3.4.2;
D, EAR, Z and n are same as in 13.3.4.3(1).
Fb is to be applied as a uniform pressure distribution to an area on the back side (suction side) for the
following load cases (see Table 13.3.4.4):
(a) load case 1: On the back of the blade from 0.6R to the tip and from the blade leading edge to a value
of 0.2 chord length;
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(b) load case 5: For reversible rotation propellers a load equal to 60% of Fb is applied on the blade face
from 0.6R to the tip and from the blade trailing edge to a value of 0.2 chord length,
(2) Maximum forward blade force, Ff
when D ≤ Dlimit,
Ff  250 EAR D 2 kN
Z
Load Cases for Ducted Propeller Table 13.3.4.4
Uniform pressure applied on the back of the

F blade (suction side) to an area from 0.6R to
Load case 1 b the tip and from the leading edge to 0.2
times the chord length
Uniform pressure applied on the blade face

F (pressure side) to an area from 0.6R to the
Load case 3 f tip and from the leading edge to 0.5 times
the chord length
60% of Ff or Uniform pressure applied on propeller face

F , whichever is (pressure side) to an area from 0.6R to the
Load case 5 b tip and from the trailing edge to 0.2 times
greater the chord length
when D > Dlimit,

 
 1 
Ff  500   H ice EAR D kN
1 d  Z
 
 D
 
 
where: Dlimit   2  H ice ;
1 d 
 
 D
Hice is to be taken as in Table 13.3.4.2;
D, EAR, Z and d are same as in 13.3.4.3(2).
Ff is to be applied as a uniform pressure distribution to an area on the face (pressure) side for the following
load case (see Table 13.3.4.4):
(a) load case 3: On the blade face from 0.6R to the tip and from the blade leading edge to a value of 0.5
chord length;
(b) load case 5: a load equal to 60% Ff is to be applied from 0.6R to the tip and from the blade trailing
edge to a value of 0.2 chord length.
(3) Maximum blade spindle torque for CP-mechanism design, Qsmax
Spindle torque Qsmax around the spindle axis of the blade fitting is to be calculated for Fb and Ff in the load
case described in 13.3.4.4(1) and 13.3.4.4(2). If these spindle torque values are less than the default value
given below, the default value is to be used.
Qsmax  0.25Fc0.7 kN·m
where: c0.7 — the blade-section chord at 0.7R, in m;

F is either Fb or Ff, whichever has the greater absolute value.
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(4) Maximum propeller ice torque applied to the propeller

Qmax is the maximum torque on a propeller due to ice-propeller interaction.
when D ≤ Dlimit,
0.16 0.6
 d  P   t 0.7 
Qmax  741   0.7    nD 0.17 S q ice D 3 kN·m
 D  D   D
when D > Dlimit,
0.16 0.6
 d  P   t0.7  kN·m
Qmax  1411   0.7    nD0.17 Sq ice H ice1.1D1.9
 D  D  D
where: Dlimit = 1.8 Hice;
Sqice and Hice are taken as in Table 13.3.4.2;
D, d, t0.7, P0.7 and n are same as in 13.3.4.3(4).
(5) Maximum propeller ice thrust (applied to the shaft at the location of the propeller)
Forward force Tf,
T f  1.1Ff kN
Backward force Tb,
Tb  1.1Fb kN
where: Fb and Ff are taken as in 13.3.4.4(1) and 13.3.4.4(2) respectively.
13.3.4.5 Design loads on propulsion line

(1) Torque
The propeller ice torque excitation for shaft line dynamic analysis is to be described by a sequence of blade
impacts which are of half sine shape and occur at the blade, see Figure 13.3.4.5.
Figure 13.3.4.5 The shape of the propeller ice torque excitation for 45°, 90°, 135° single blade
impact sequences and 45° double blade impact sequence (two ice pieces) on ─a four bladed propeller
The torque due to a single blade ice impact as a function of the propeller rotation angle is then:
when   0... i ,
Q( )  CqQmax sin 180 / i  kN·m
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when    i ....360 ,
Q( )  0 kN·m
where: Qmax is the maximum torque as given in 13.3.4.3(4) and 13.3.4.4(4); Cq and αi parameters are given
in Table 13.3.4.5(1).
Values of Cq and αi Table 13.3.4.5(1)
Torque excitation Propeller-ice interaction Cq αi (°)
Case 1 Single ice block 0.5 45
Case 4 Two ice blocks with 45o phase in rotation angle 0.5 45
The total ice torque is obtained by summing the torque of single blades taking into account the phase shift
360°/Z. The number of propeller revolutions during a milling sequence is to be obtained with the formula:
NQ  2 H ice
The number of impacts is:
Z NQ
where: Hice is taken as in Table 13.3.4.2;
Z — the number of blades.
Milling torque sequence duration is not valid for pulling bow propellers, which are subject to special
consideration.
The response torque at any shaft component is to be analyzed considering excitation torque Q(φ) at the
propeller, actual engine torque, actual maximum engine torque at considered speed Qe, and mass elastic
system.
Design torque along propeller shaft line: The design torque (Qr) of the shaft component is to be determined
by means of torsional vibration analysis of the propulsion line. Calculations have to be carried out for all
excitation cases given above and the response has to be applied on top of the mean hydrodynamic torque in
bollard condition at considered propeller rotational speed.
(2) Maximum response thrust
Maximum thrust along the propeller shaft line is to be calculated with the formulae below. The factors 2.2
and 1.5 take into account the dynamic magnification due to axial vibration. Alternatively the propeller
thrust magnification factor may be calculated by dynamic analysis.
Maximum shaft thrust forwards:
Trf = Tn + 2.2 Tf kN
Maximum shaft thrust backwards:
Trb = 1.5 Tb kN
where: Tn — maximum propeller bollard thrust, in kN;
Tf — maximum forward propeller ice thrust, in kN;
Tb — maximum backward propeller ice thrust, in kN;
Tf and Tb are calculated according to 13.3.4.3(5) and 13.3.4.4(5).
If hydrodynamic bollard thrust, Tn is not known, Tn is to be taken as in Table 13.3.4.5(2):
Value of Tn Table 13.3.4.5(2)

Propeller type Tn
CP propellers (open) 1.25T
CP propellers (ducted) 1.1T
FP propellers driven by turbine or electric motor T
FP propellers driven by diesel engine (open) 0.85T
FP propellers driven by diesel engine (ducted) 0.75T
Note: T is nominal propeller thrust at MCR at free running open water conditions.
(3) Blade failure load for both open and nozzle propeller
The force is acting at 0.8R in the weakest direction of the blade and at a spindle arm of 2/3 of the distance
of axis of blade rotation of leading and trailing edge, whichever is the greatest.
The blade failure load is:
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0.3ct 2 ref
Fex  103 kN
0.8D  2r
where:  ref  0.6Rp 0.2  0.4Rm ;
Rp0.2 and Rm are respectively yield strength and tensile strength for the blade material, taken as in
CCS Rules for Materials and Welding;
D is the propeller diameter. c, t and r are respectively the actual chord length, thickness and radius
of the cylindrical root section of the blade at the weakest section outside root fillet and typically
will be at the termination of the fillet into the blade profile. Parameters D, c, t and r are in m.
13.3.5 Design
13.3.5.1 Design Principle
The strength of the propulsion line is be designed
(1) for maximum loads in 13.3.4;
(2) such that the plastic bending of a propeller blade is not to cause damages in other propulsion line
components;
(3) with sufficient fatigue strength.
13.3.5.2 Azimuthing main propulsors
In addition to the above requirements special consideration is to be given to the loading cases which are
extraordinary for propulsion units when compared with conventional propellers. Estimation of the loading
cases must reflect the operational realities of the ship and the thrusters. In this respect, for example, the
loads caused by impacts of ice blocks on the propeller hub of a pulling propeller must be considered. Also
loads due to thrusters operating in an oblique angle to the flow must be considered. The steering
mechanism, the fitting of the unit and the body of the thruster are to be designed to withstand the loss of a
blade without damage. The plastic bending of a blade is to be considered in the propeller blade position,
which causes the maximum load on the studied component.
Azimuth thrusters are also to be designed for estimated loads due to thruster body/ice interaction as per
13.2.15.
13.3.5.3 Blade design
(1) Maximum blade stresses
Blade stresses are to be calculated using the backward and forward loads given in sections 13.3.4.3 &
13.3.4.4. The stresses are to be calculated with recognized and well documented FE-analysis or other
acceptable alternative method. The stresses on the blade are not to exceed the allowable stresses σall for the
blade material given below.
Calculated blade stress for maximum ice load is to comply with the following:
σcalc < σall = σref / S
where: S — safety factor, taken as 1.5;
σref —reference stress, defined as:
 ref  0.7 Rm or
 ref  0.6Rp 0.2  0.4Rm , whichever is less
where: Rp0.2 and Rm are respectively yield strength and tensile strength for the blade material, taken
as in CCS Rules for Materials and Welding.
(2) Blade edge thickness
The blade edge thicknesses tedge and tip thickness ttip are to be greater than tedge given by the following
formula:
tedge = x S S ice 3 picemm
 ref
where: x — distance from the blade edge measured along the cylindrical sections from the edge and is
to be 2.5% of chord length, however not to be taken greater than 45 mm. In the tip area
(above 0.975R radius), x is to be taken as 2.5% of 0.975R section length and is to be
measured perpendicularly to the edge, however not to be taken greater than 45 mm;
S — safety factor, 2.5 for trailing edges, 3.5 for leading edges, 5 for tip;
Sice — taken according to Table 13.3.4.2;
pice — ice pressure, 16 MPa for leading edge and tip thickness;
σref — according to 13.3.5.3(1).
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The requirement for edge thickness has to be applied for leading edge and in case of reversible rotation
open propellers also for trailing edge. Tip thickness refers to the maximum measured thickness in the tip
area above 0.975R. The edge thickness in the area between position of maximum tip thickness and edge
thickness at 0.975R has to be interpolated between edge and tip thickness value and smoothly distributed.
13.3.5.4 Prime Movers
(1) The Main engine is to be capable of being started and running the propeller with the CP in full pitch.
(2) Provisions are to be made for heating arrangements to ensure ready starting of the cold emergency
power units at an ambient temperature applicable to the Polar class of the ship.
(3) Emergency power units are to be equipped with starting devices with a stored energy capability of at
least three consecutive starts at the design temperature in 13.3.5.4(2) above. The source of stored energy is
to be protected to preclude critical depletion by the automatic starting system, unless a second independent
means of starting is provided. A second source of energy is to be provided for an additional three starts
within 30 min., unless manual starting can be demonstrated to be effective.
13.3.6 Machinery fastening loading accelerations

13.3.6.1 Essential equipment and main propulsion machinery supports are to be suitable for the
accelerations as indicated in as follows. Accelerations are to be considered acting independently.
13.3.6.2 Longitudinal impact accelerations al
Maximum longitudinal impact acceleration at any point along the hull girder:
al = (FIB/) { [ 1.1 tan( +) ] + [ 7 H ]} m/s2
L
where: φ — maximum friction angle between steel and ice, normally taken as 10º;
γ — bow stem angle at waterline, in degree;
Δ — displacement, in kt;
L — length between perpendiculars, in m;
H — distance from the water line to the point being considered, in m;
FIB — vertical impact force, defined in 13.2.13.2 (1).
13.3.6.3 Vertical acceleration av
Combined vertical impact acceleration at any point along the hull girder:
av = 2.5 (FIB/) FX m/s2
where: FIB and Δ are same as in 13.3.6.2;
FX — 1.3 at FP, 0.2 at midship, 0.4 at AP, 1.3 at AP for vessels conducting ice breaking astern,
intermediate values to be interpolated linearly.
13.3.6.4 Transverse impact acceleration at
Combined transverse impact acceleration at any point along hull girder:
at = 3 Fi FX m/s2
Δ
where: Δ is same as in 13.3.6.2;
Fi — total force normal to shell plating in the bow area due to oblique ice impact, defined in
13.2.3.2(2);
FX — 1.5 at FP, 0.25 at midship, 0.5 at AP, 1.5 at AP for vessels conducting ice breaking astern,
intermediate values to be interpolated linearly.
13.3.7 Auxiliary systems

13.3.7.1 Machinery is to be protected from the harmful effects of ingestion or accumulation of ice or
snow. Where continuous operation is necessary, means is to be provided to purge the system of
accumulated ice or snow.
13.3.7.2 Means is to be provided to prevent damage due to freezing to tanks containing liquids.
13.3.7.3 Vent pipes, intake and discharge pipes and associated systems are to be designed to prevent
blockage due to freezing or ice and snow accumulation.
13.3.8 Sea inlets and cooling water systems

13.3.8.1 Cooling water systems for machinery that are essential for the propulsion and safety of the vessel,
including sea chests inlets, are to be designed for the environmental conditions applicable to the ice class.
13.3.8.2 At least two sea chests are to be arranged as ice boxes for class PC1 to PC5 inclusive. The
calculated volume for each of the ice boxes is to be at least 1 m3 for every 750 kW of the total installed
power. For PC6 and PC7 there is to be at least one ice box located preferably near centre line.
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13.3.8.3 Ice boxes are to be designed for an effective separation of ice and venting of air.
13.3.8.4 Sea inlet valves are to be secured directly to the ice boxes. The valve is to be a full bore type.
13.3.8.5 Ice boxes and sea bays are to have vent pipes and are to have shut off valves connected direct to
the shell.
13.3.8.6 Means are to be provided to prevent freezing of sea bays, ice boxes, ship side valves and fittings
above the load water line.
13.3.8.7 Efficient means are to be provided to re-circulate cooling seawater to the ice box. Total sectional
area of the circulating pipes is not to be less than the area of the cooling water discharge pipe.
13.3.8.8 Detachable gratings or manholes are to be provided for ice boxes. Manholes are to be located
above the deepest load line. Access is to be provided to the ice box from above.
13.3.8.9 Openings in ship sides for ice boxes are to be fitted with gratings, or holes or slots in shell plates.
The net area through these openings is to be not less than five times the area of the inlet pipe. The diameter
of holes and width of slot in shell plating is to be not less than 20 mm. Gratings of the ice boxes are to be
provided with a means of clearing. Clearing pipes are to be provided with screw-down type non return
valves.
13.3.9 Ballast tanks

13.3.9.1 Efficient means are to be provided to prevent freezing in fore and after peak tanks and wing
tanks located above the water line and where otherwise found necessary.
13.3.10 Ventilation system

13.3.10.1 The air intakes for machinery and accommodation ventilation are to be located on both sides of
the ship.
13.3.10.2 Accommodation and ventilation air intakes are to be provided with means of heating.
13.3.10.3 The temperature of inlet air provided to machinery from the air intakes is to be suitable for the
safe operation of the machinery.
13.3.11 Alternative design

13.3.11.1 As an alternative – a comprehensive design study may be submitted and may be requested to be
validated by an agreed test programme.
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REDUNDANT PROPULSION SYSTEMS
CHAPTER 14 REDUNDANT PROPULSION SYSTEMS

14.1.1.1 This Chapter applies to ships having one of the class notations specified in 14.1.3 below.
Redundant propulsion systems are to comply with the provisions of this Chapter in addition to other
relevant requirements of the Rules.
14.1.1.2 The system design is to ensure that at least the following functions are maintained in the event of
a single failure as defined in 14.1.4.1:
(1) The propulsion system will enable the ship to maintain a full load speed not less than 7 knots while
heading into BF 3 weather conditions with corresponding wave conditions. Adequate steering capability is
also to be maintained at this speed.
(2) The propulsion system will enable the ship to maintain its position and heading while heading into BF 8
weather conditions with corresponding wave conditions. The results of model testing may be accepted.
(3) Availability of safety systems, including fire-fighting systems, bilge system, navigation lights,
communication apparatus, life-saving appliances.
(4) Habitability conditions, including minimum lighting, ventilation, galleys, refrigerated stores, drinking
water or evaporator services.
14.1.2 Definitions
14.1.2.1 For the purpose of this Section, the following definitions are applicable:
(1) Propulsion system is a system designed to provide thrust to a ship, consisting of one or more propulsion
machines, one or more propulsors, one or more steering system, all necessary auxiliaries and associated
control, alarm and safety systems.
(2) Propulsion machine is a device (e.g. diesel engine, turbine, electrical motor, etc.) which develops
mechanical energy to drive a propulsor.
(3) Steering system is a system designed to control the direction of movement of a ship, including the
rudder, steering gear, etc.
(4) Propulsor is a device (e.g. propeller, waterjet) which imparts force to a column of water in order to
propel a ship, together with any equipment necessary to transmit the power from the propulsion machinery
to the device (e.g. shafting, gearing, etc.).
(5) Auxiliary services system means all support systems (e.g. fuel oil system, lubricating oil system,
cooling water system, compressed air and hydraulic systems, etc.) which are required to run propulsion
machinery, propulsors, steering systems and generating sets.

14.1.3.1 Where requested by the Owner, propulsion systems which are found to comply with the
requirements specified in this Chapter may be assigned the following class notations, as appropriate.
(1) PR-1: A ship fitted with two or more propulsion machines but only a single propulsor and steering
system.
(2) PR-2: A ship fitted with two or more propulsion machines and also two or more propulsors and steering
systems.
(3) PR-1S: A ship fitted with only a single propulsor and steering system but having two or more
propulsion machines arranged in separate compartments.
(4) PR-2S: A ship fitted with two or more propulsion machines and also two or more propulsors and
steering systems, and having the propulsion machines and associated steering systems arranged in separate
compartments.
14.1.4 Single failure

14.1.4.1 For the purpose of this Chapter, a single failure mainly includes but is not limited to the
following:
(1) loss of a propulsion machine;
(2) any failure of a non-static component of systems which are necessary for the operation of the propulsion
machine or steering gear, including prime movers, controls and monitoring of fuel oil system, lubricating
oil system, cooling system, compressed air system;
(3) any failure of heat exchangers, including heat generators, necessary for propulsion (i.e. auxiliary boilers,
fuel oil heaters, lubricating oil coolers, fresh water coolers, reduction gear oil coolers);
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(4) any failure of any non-static component of fuel oil and lubricating oil transfer system;
(5) any failure of any of the power generating sets;
(6) any failure of any electric apparatus, including the main switchboard, electric motors, transformers,
distribution switchboards, panels;
(7) any failure of the propulsor, including propeller, propeller shaft, intermediate shafts, bearings, couplings,
reduction gears;
(8) any failure of any static component of the systems which are necessary for the operation of the
propulsion machine or steering gear, including integrity of pipes, valves, pipe fittings, pipe supports, tanks;
(9) loss of one compartment due to fire or flooding;
(10) any failure of any component directly caused by a single failure of another component. For example,
the complete loss of a main propulsion engine or of any part of the main switchboard is not to impair the
proper functioning of the other machinery and equipment. Any of consequence failures are also to be
considered.
14.1.4.2 A single failure concept is applied to the class notations as follows:
(1) For PR-1, the single failure concept is applied to the propulsion machines, its auxiliary service systems
and its control systems. This notation does not consider failure of the propulsor or steering system, or total
loss of the propulsion machinery compartment or steering gear room due to fire or flood.
(2) For PR-2, the single failure concept is applied to the propulsion system. This notation does not consider
total loss of the propulsion machinery compartment or steering gear room due to fire or flood.
(3) For PR-1S, the single failure concept is applied as for PR-1, but total loss of one of the propulsion
machinery compartments due to fire or flood is also considered.
(4) For PR-2S, the single failure concept is applied as for PR-2, but total loss of one of the propulsion
machinery compartments or steering gear rooms due to fire or flood is also considered.
(5) For PR-1 and PR-2, any single failure described in 14.1.4.1(8) may not be considered.

(1) Technical specifications for the redundant propulsion system, including all design details to achieve
functional objectives;
(2) All plans of arrangement, piping and electrical system and calculations related to the redundant
propulsion system;
(3) An Failure Mode and Effect Analysis (FMEA) report;
(4) A testing plan.
14.1.5.2 An operating manual for the redundant propulsion system is to be submitted for reference. The
operating manual is to include the following, as a minimum:
(1) ship’s name and CCS class number;
(2) simplified diagram and descriptions of the propulsion systems in normal condition;
(3) simplified diagram and descriptions of the propulsion redundancy features;
(4) step-by-step instructions for the use of the redundancy features;
(5) description of the communication systems;
(6) detailed instructions for local propulsion machinery control;
(7) model test and full-scale test report;
(8) propulsion capability in terms of estimated worst sea states.
14.1.5.3 The above required plans and documents, except for the FMEA report, need not be resubmitted
if they have been fully covered in plans and documents submitted in compliance with other relevant
requirements of the Rules.
14.1.6 Failure Mode and Effect Analysis (FMEA)

14.1.6.1 An FMEA is to be carried out in accordance with the requirements of 14.1.6.2 to 14.1.6.4 for the
propulsion systems and their auxiliary service systems to demonstrate that a single failure, as specified in
14.1.4, will not cause loss of all propulsion capability, and that the redundancy design is able to achieve the
functions specified in 14.1.1.2. Typical sub-systems to be analyzed include associated control and
monitoring arrangements, data communications, power supplies (electrical, hydraulic or pneumatic), fuel,
lubricating, cooling, etc.
14.1.6.2 Methods and procedures for the FMEA may also be referred to the relevant requirements in
Appendix 4 of the International Code for the Safety of High-Speed Craft, 2000 adopted by IMO and
Appendix 1 of CCS Guidelines for Application of Formal Safety Assessment.
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14.1.6.3 The FMEA is to be organized in terms of system, equipment and function, and to cover main
components of all relevant systems as far as possible. The failure modes and the measures in response to
them are to be determined.
14.1.6.4 An FMEA report is to generally cover but not restricted to the following:
(1) description of main components of all relevant systems and functional block diagram showing
interactions between them;
(2) all potential failure modes and their causes;
(3) the effects on the system of each failure mode and the severity of consequences;
(4) measures to detect failures;
(5) measures or corrective actions in response to failures; and
(6) testing procedures to verify conclusions of the FMEA, etc.
Section 2 SYSTEM ARRANGEMENT AND DESIGN
14.2.1 Propulsion machinery and propulsors

14.2.1.1 For PR-1 notation, at least two propulsion machines are to be provided. The propulsion machines
and auxiliary service systems may be located in the same propulsion machinery compartment.
14.2.1.2 For PR-2 notation, at least two propulsion machines and two propulsors are to be provided. The
propulsion machines, shafting, gearing and auxiliary service systems may be located in the same propulsion
machinery compartment.
14.2.1.3 For PR-1S notation, at least two propulsion machines are to be provided. The propulsion
machines and auxiliary service systems are to be arranged in separate compartments segregated by
bulkheads of class A-60. The gearing and shafting systems are to be separated from the propulsion
machines in such a way that a fire or flood in the propulsion machinery compartment does not impair any
function specified in 14.1.1.2. The bulkhead segregating gearing and propulsion machinery compartments
is to be watertight with at least A-0 class.
14.2.1.4 For PR-2S notation, at least two propulsion machines and two propulsors are to be provided. The
propulsion machines, shafting, gearing and auxiliary service systems are to be arranged in separate
compartments segregated by watertight bulkheads of class A-60.
14.2.1.5 For PR-1 and PR-1S notations where only two propulsion machines and one propulsor are
provided, efficient means, e.g. clutches, are to be provided to disconnect propulsion machines from the
propulsor.
14.2.2 Steering systems

14.2.2.1 For PR-1 and PR-1S notations, the steering system, including rudder and steering gear, only
need comply with other relevant requirements of the Rules.
14.2.2.2 For PR-2 notation, at least two steering systems are to be provided. The steering gear and
auxiliary service systems may be arranged in the same compartment.
14.2.2.3 For PR-2S notation, at least two steering systems are to be provided. The steering gear and
auxiliary service systems are to be arranged in separate compartments segregated by bulkheads of at least
class A-0.
14.2.3 Auxiliary service systems

14.2.3.1 At least two independent auxiliary service systems, including fuel oil service tanks, are to be
provided. These two systems may be designed to be completely independent, or with interconnections
between them provided that effective means to disconnect or isolate the systems from each other are fitted.
14.2.3.2 For PR-1S and PR-2S notations, a fire or flood in any of the compartments is not to affect
auxiliary service systems in continuously supporting the redundant propulsion.
14.2.3.3 Interconnections of auxiliary service systems arranged in separate compartments are not to
compromise the fire and watertight integrity of the separating bulkhead, and effective disconnection or
isolation means are to be fitted at both sides of the bulkhead. Position status of the disconnection or
isolation means is to be provided at the navigation bridge and the centralized control station.
14.2.4 Electrical power systems

14.2.4.1 The power system serving the propulsion system is to be so arranged that it will not accept total
black-out as the consequence of any single failure. Single failure is defined as any system or component
breakdown of technical nature. For ships with PR-1S and PR-2S notations, single failure is to also include a
fire or flood in any of the compartments.
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14.2.4.2 Where the ship’s essential equipment is fed from one main switchboard, the sections of main bus
bars are to be connected with circuit breakers capable of breaking the maximum short circuit current in the
system. Such breakers are to be appropriately protected. For ships with PR-1S and PR-2S notations, the
sections of main bus bars are to be located in separate compartments segregated by bulkheads of class A-60.
Both ends of the lines linking the sections of main bus bars are to be fitted with appropriately protected
circuit breakers.
14.2.4.3 For PR-1S and PR-2S notations, the generating sets and their auxiliary systems, the distribution
systems and the power management systems are to be located in separate compartments segregated by
bulkheads of class A-60. Interconnections of systems located in separate compartments are not to
compromise the fire and watertight integrity of the segregating bulkhead, and effective disconnection or
isolation means are to be fitted at both sides of the bulkhead. Position status of the disconnection or
isolation means is to be provided at the navigation bridge and the centralized control station.
14.2.5 Control and monitoring systems

14.2.5.1 Two independent propulsion systems are to be provided with their respective independent
control and monitoring systems. If arranged with common parts, these are to be arranged with redundancy
so that any single failure can be effectively isolated.
14.2.5.2 For PR-1S and PR-2S notations, the control and monitoring system for the propulsor (e.g.
controllable pitch propeller control), including all associated cabling, is to be duplicated in each
compartment, and fire or flooding of one compartment is not to adversely affect operation of the propulsor
from the other compartment.
14.2.5.3 For PR-2S notation, the control and monitoring system for the steering system, including all
associated cabling, is to be duplicated in each compartment, and fire or flooding of one compartment is not
to adversely affect control and monitoring of the redundant steering system.
14.2.5.4 Uninterrupted power supply (UPS) is to be provided as backup for the control and monitoring
system. For PR-1S and PR-2S notations, at least two UPSs are to be provided.
14.2.6 Interior communication systems

14.2.6.1 For PR-1S and PR-2S notations, the communication cables to each control station are to be
routed through an appropriate compartment, and fire or flooding of one compartment is not to adversely
affect the interior communication from the control station in another compartment.
14.2.7 Other facilities

14.2.7.1 For PR-1S and PR-2S notations, piping and cabling serving the equipment or systems, which are
redundant to each other, is not to be routed through the same compartment. Where this is unavoidable, such
pipes could run together in ducts of A-60 class, and such cables in cable ducts of A-60 class. Cable
connection boxes are not allowed in such ducts.
14.2.7.2 For PR-1S and PR-2S notations, in case of fire or flooding in one of the compartments arranged
with the propulsion system equipment, the availability of fire-fighting systems, bilge system, lighting and
ventilation serving another compartment is to be maintained.
14.2.7.3 For PR-1S and PR-2S notations, in case of fire or flooding in one of the compartments arranged
with the propulsion system equipment, the availability of facilities related to ship safety and habitability
conditions (e.g. fire-fighting, drainage, ventilation, lighting, galleys, refrigerated stores, drinking water,
navigation lights, communication apparatus and life-saving appliances) is to be maintained.
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ADDITIONAL REQUIREMENTS FOR ELECTRICALLY
PROPELLED SHIPS
CHAPTER 15
ADDITIONAL REQUIREMENTS FOR ELECTRICALLY PROPELLED SHIPS

15.1.1.1 The requirements of this Chapter apply to electrically propelled ships.
15.1.1.2 In addition to this Chapter, electrically propelled ships are to comply with the applicable
provisions of other PARTs and Chapters of the Rules.
Section 2
ADDITIONAL REQUIREMENTS FOR ELECTRICAL PROPULSION INSTALLATIONS

15.2.1.1 The torque available in the propulsion motors for manoeuvring is to be capable of stopping or
reversing the ship in a reasonable time at the maximum service speed.
15.2.1.2 Adequate torque margin is to be provided in propulsion systems to guard against the motor from
being pulled out of synchronism during rough weather or during turning in the case of multiple-screw ships,
and to ensure a reliable start under all ambient conditions.
15.2.1.3 The lubrication of bearings of propulsion motors, gearing and shafting is to be effective at all
normal speeds from creep speed upwards, either ahead or astern. The above shafts and bearings are not to
be damaged by slow rotation caused by motor(s) or propeller(s) under all predictable oil temperature
conditions.
15.2.1.4 The electric power for the propulsion system may be derived from generating sets dedicated to
propulsion duty or from a common power plant which serves both propulsion and ship service loads.
15.2.1.5 Machinery piping systems for the prime movers of generating sets for propulsion are to comply
with all the requirements specified in Chapter 4 of PART THREE of the Rules applicable to main engines.
15.2.1.6 Where only one propulsion motor controlled via a semiconductor converter is fitted, a standby
converter which it is easy to switch over to is to be provided. Double stator windings with one converter for
each winding are considered as an alternative solution.
15.2.1.7 The common power plant is to meet the following requirements:
(1) The control system of the plant is to ensure a safe distribution of power between propulsion and ship
services, with tripping of non-essential loads and/or reduction in the propulsion power if necessary.
(2) Where one generating set is out of action, the remaining sets are to be capable of providing all essential
and normal ship service loads while maintaining an effective level of propulsion power, i.e. ensuring a
speed of not less than 7 knots or half of the design speed, whichever is the greater. Special consideration
may be given in exceptional circumstances subject to agreement of CCS.
15.2.2 Harmonics
15.2.2.1 The electric installations are to be so designed as to prevent the harmful effects of
electromagnetic interference generated by semiconductor converters.
15.2.2.2 For an electrical network fitted with semiconductor converters, single order harmonics distortion
and up to 15th harmonic are not to exceed 5% of the rated voltage, and the distortion is to be reduced with
the higher order and gradually reduced to 1% at 100th harmonic. The total harmonic distortion at dedicated
systems (e.g. switchboard for electrical propulsion) is not to exceed 10%, otherwise documentation from
the manufacturer is to be submitted indicating that the equipment is designed for operation at a higher level
of distortion. This may be specially considered by CCS upon agreement among all parties to the contract.
15.2.2.3 The effects of the harmonics of currents and voltages are to be taken into consideration for the
design of the propulsion motors.
15.2.2.4 Means (e.g. suitable filters) are to be provided, where necessary, to limit the effects of the rate of
harmonics to the system and to other semiconductor converters.
15.2.2.5 The total harmonic distortion (THD) of the voltage waveform is the ratio of the rms value of the
harmonic content to the rms value of the fundamental, expressed in per cent and may be calculated using
the expression:
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
V
h 2
h
2
VTHD   100%
V1
where: VTHD — the total harmonic distortion;
Vh — rms amplitude of a harmonic voltage of order h;
V1 — rms amplitude of the fundamental voltage.
15.2.3 Power management system for common power plant

15.2.3.1 For ships fitted with a common power plant, a power management system having the following
functions is to be provided:
(1) automatic start-up and parallel operation of standby generators;
(2) preventing overloading the generators, by reducing the propulsion load and/or tripping non-essential
loads;
(3) heavy load inquiry;
(4) ensuring even load sharing between on-line generators.
15.2.4 Prime movers

15.2.4.1 Prime movers and their governors are to comply with the requirements of Chapter 7, 8 or 9 of
PART THREE of the Rules. The rated power in conjunction with the overloading and load built-up
capabilities are to be adequate to supply the power needed during transitional changes under operating
conditions of the electrical equipment due to manoeuvring and the heavy sea and weather conditions.
15.2.4.2 In the case of parallel operation of generators, the governing systems used are to permit stable
operation to be maintained over the entire operational speed range of the prime movers.
15.2.4.3 During manoeuvring of the ship, the regenerated power produced by the propulsion machine is
not to cause tripping due to overspeed, neither to cause dangerous overload of the system. Where necessary,
braking resistors are to be provided to absorb excess amounts of regenerated energy and to reduce the speed
of rotation of the propulsion motor.
15.2.4.4 The overspeed protective device is to be set to a speed in excess of the highest possible speed
during the periods of power regeneration, and the generating set including prime mover is to be so designed
that no damage will be raised from an overspeed equal to that at which the governor is set.
15.2.5 Propulsion machines

15.2.5.1 Variable speed propulsion machines fitted with an integral fan are to be capable of operating at
speeds below the rated speed with full-load torque, full-load current, full-load excitation or in similar
conditions, and temperature rises are not to exceed the limits given in Table 3.2.3.1 of PART FOUR of the
Rules.
15.2.5.2 The temperature of the cooling air of propulsion machines provided with forced air ventilation is
to be continuously monitored by means of direct reading thermometers which are readable from outside the
machine and a remote audible alarm actuated by suitable temperature detectors.
15.2.5.3 For propulsion machines fitted with heat exchangers in closed cooling circuits, the flow of
primary and secondary coolants is to be monitored. Alternatively, monitoring of winding temperatures plus
alarms may be accepted in lieu of the flow monitoring. In addition, consideration is to be given, where
necessary, to the provision of devices for detecting leakage of cooling liquid in the machine enclosure and
the operation of an associated alarm.
15.2.5.4 The collector rings and commutators are to be suitably arranged for easy maintenance. For
purposes of inspection, repair, withdrawal and replacement of the field coils, provision is to be made for
easy access to all windings and bearings.
15.2.5.5 Effective means are to be provided for the propulsion machines to prevent condensation and
accumulation of moisture when they are out of service. If steam is used for heating purpose, no joints of
steam pipes are permitted within the motors.
15.2.5.6 AC propulsion machines are to be capable of withstanding the effects of a sudden short circuit at
their terminals under rated operating conditions without damage.
15.2.5.7 Stator windings of AC machines and interpole windings of DC machines, rated above 500 kW,
are to be provided with embedded temperature sensors. These sensors are to be arranged to operate an
alarm if the temperature exceeds a predetermined safe value.
15.2.5.8 Stator windings of AC propulsion motors supplied by varied-frequency semiconductor
converters are to be capable of withstanding the voltage variation due to action of the high-frequency
switch of inverters.
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15.2.5.9 Stator windings of AC propulsion motors supplied by semiconductor converters are to be

provided with means to restrict generation of shaft current so as to prevent early damage of bearings.
15.2.6 Excitation
15.2.6.1 The output current and voltage of exciters and their supply are to be suitable for the output
required during manoeuvring and overcurrent conditions including short circuit. For this reason, attention is
to be paid to the strength of shafts and couplings of rotating sets and to the power of their driving machines.
15.2.6.2 Any single fault in the propulsion machine excitation system is not to result in a total loss of
propulsion power.
15.2.6.3 Field circuits are to be provided with means for suppressing voltage rise when a field switch is
opened.
15.2.6.4 For Ward-Leonard systems, arrangements for generator and motor excitation are to be such that
if the motor excitation circuit is opened by a switch or contactor, the generator excitation circuit is
simultaneously interrupted, or the generator voltage is immediately reduced to zero.
15.2.6.5 In constant voltage systems with two or more independently controlled motors in parallel on the
same generator(s), the armature circuit-breaker is to be tripped when an excitation circuit is opened by a
switch or contactor.
15.2.6.6 Where fuses are used for excitation circuit protection, it is essential that they do not interrupt the
field discharge resistor circuit upon rupturing.
15.2.7 Propulsion control

15.2.7.1 Control of the propulsion machines may be carried out from the bridge or deck. Local controls
are to be provided, independent of any remote or automatic system, to permit effective control of the
propulsion equipment. Should the remote control system fail, local operation is to be possible within a
reasonably short time.
15.2.7.2 Either manual operation or operation with the aid of power or a combination of both may be
used. All manoeuvring switches, field-regulators and controllers are to be operable effortlessly. If failure of
the power supply occurs in systems with power-aided control (e.g. with electrical, pneumatic or hydraulic
aid), the control of any such device is to be capable of being restored by other suitable means in a short
time.
15.2.7.3 When two or more control stations are provided, a selector switch or other means is to be
provided for transferring the manoeuvring controls to the designated station. Simultaneous control from
more than one control station is not to be possible. Provision is to be made to prevent malfunction due to
the transferring of the control stations. In addition, indication is to be located at each control station to
indicate which station is in control.
15.2.7.4 Levers for operating contactors, line switches, field switches and similar devices of ahead and
astern circuits are to be interlocked to prevent their improper operation causing ahead and astern circuits
being energized simultaneously. These interlocks are to be of mechanical type as far as practicable.
15.2.7.5 The reference value transmitters in the control stations and the control equipment are to be so
designed that any defect in the desired value transmitters or in the cables between the control station and
the propulsion system will not cause a substantial increase in the propeller speed.
15.2.7.6 Measures are to be taken that the control of the propulsion system can be activated only when
the designated control lever is in zero position and the system is ready for operation.
15.2.7.7 Each control station is to have an emergency stop device which is independent of the control
lever. The emergency stops are to be independent of the normal stop, and separate for each propulsion line.
15.2.7.8 The control system is to limit the propulsion power if the power available from the generator(s)
is not sufficient to supply the demand level of propulsion power. In the event of a power limitation, there is
to be a visual indication at the control stations.
15.2.7.9 Propulsion control systems are to be stable throughout their normal operating range and arranged
to attenuate any effects of cyclic propeller load fluctuations caused by wave action. The control system is to
ensure that there is no dangerous overspeed of propulsion motors upon loss of load.
15.2.7.10 Failure of an automatic control system is not to result in the following consequences:
(1) substantial change in the propeller speed and propulsion direction;
(2) total breakdown of power supply system (i.e. blackout);
(3) changes in available power, that is, no start or stop of generators is to occur.
15.2.8 Cables
15.2.8.1 The conductors of cables external to the components of the propulsion plant, other than cables
and interconnecting wiring for computers, data loggers or other automation equipment requiring currents of
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PROPELLED SHIPS
very small value, are to consist of not less than seven strands and have a cross-sectional area of not less
than 1.5 mm2.
15.2.8.2 Propulsion cables are not to have splices or joints, except terminal joints, and all cable terminals
of the propulsion system are to be sealed.
15.2.8.3 For determination of current rating of main cables (cables connecting generators to
semiconductor converters and cables connecting semiconductor converters to propulsion motors) of the
propulsion system, the additional heating effects due to harmonics in the system are to be taken into
account.
15.2.9 Main circuits

15.2.9.1 Propulsion systems having two or more generators, or two or more semiconductor converters, or
two or more motors on one propeller shaft is to be so arranged that any unit may be taken out of service and
disconnected electrically without affecting the operation of the remaining units.
15.2.10 Protection
15.2.10.1 Over-current protective devices, if fitted in the main circuits, are to be set sufficiently high so
that there is no possibility of their action due to the over-current caused by manoeuvring or normal
operation in heavy seas, or in floating pack ice.
15.2.10.2 For DC systems in which overspeed of the propulsion motors may occur (due to light loads or
loss of propeller, etc.), suitable overspeed protection is to be provided.
15.2.10.3 Where separately driven DC generators are connected electrically in series, means is to be
provided to prevent rotation reversal of a generator upon failure of the driving power of its prime-mover.
15.2.10.4 In excitation circuits, there is to be no overload protection causing the opening of the circuit,
except for excitation circuits with semiconductor converters.
15.2.10.5 Means are to be provided for discriminative tripping or rapid reduction of the magnetic fluxes
of generators or motors to ensure that over-currents do not reach the value which may endanger the
propulsion plant.
15.2.10.6 Means for earth leakage detection is to be provided for the main propulsion circuit and be
arranged to operate an alarm upon the occurrence of an earth fault. Where fault current flowing is liable to
cause damage, arrangements for opening the main propulsion circuit are also to be provided. If the neutral
is earthed, it is to be through an arrangement which will limit the current not to exceed approximately 20 A
upon a fault to earth in the propulsion system.
15.2.10.7 Means are to be provided for earth leakage detection in excitation circuits of propulsion
machines, but may be omitted in circuits of brushless excitation systems and of motors rated up to 500 kW.
15.2.10.8 Upon detection of a failure in the generators’ excitation systems, an alarm is to be given on the
navigation bridge and in the engine control room and actions to bring the system into a safe operational
mode are to be automatically executed.
15.2.10.9 In the design of DC machines and their protective systems, consideration is to be given to
measures necessary to minimize any damage in the event of short circuit.
15.2.10.10 Direct-current propulsion circuits are not to have fuses. Each circuit is to be protected by
overload relays to open the field circuits or by remote-controlled main-circuit interrupting devices.
15.2.10.11 If there is a possibility of blocking the propeller (e.g. during ice-breaking operation), a
protection against damage to the propulsion plant is to be provided.
15.2.10.12 Fuses may be provided for filter circuits. Visual and audible alarms are to be provided at the
control station for tripping of the fuse.
15.2.10.13 Differential protection or similar protection against internal short-circuit is to be provided for
propulsion motors with an output of 1,500 kW or above.
15.2.10.14 The following protection of semiconductor converters is to be provided:
(1) protection against overvoltage in the supply systems to which converters are connected;
(2) protection against over-currents in semiconductor elements during normal operation;
(3) short-circuit protection.
15.2.11 Monitoring instrumentation and alarms

15.2.11.1 Alarms and displays associated with the electrical propulsion system are given in Table
15.2.11.1. These alarms and displays are to be located in the centralized control station of the engine room
(in the local station if without the centralized control station). Alarms and displays equivalent to those
given in the Table may be accepted subject to agreement of CCS. Alarms for safety actions and group
alarms for propulsion generators, motors and semiconductor converters are to be provided in the bridge.
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Table 15.2.11.1
BRC, MCC & AUT-0
Without class notations
notations
System Monitored parameter Auto Auto Remarks
Alarm Display shut- Alarm Display shut-
down down
Bearing lub. oil inlet
Prime mover
pressure – low or bearing √ √ √ √ √ √
automatic shutdown
temperature – high
Voltage – off-limits
√ √ √ To read all phases
(high/low)
Frequency – off-limits For AC propulsion
√ √ √
(high/low) generators only
Current √ √ To read all phases
To indicate power
consumed and
power available for
Power √ √
propulsion in bridge
and centralized
control station
To read all phases;
Stator windings
Propulsion √ √ √ √ for generators > 500
generator (AC kW
& DC) Main generator circuit
√
breakers – open/close
Generator running √ √
Failure of on-line
√
generator
Transfer of standby
√
generator
Generator cooling
medium temperature – √ √ √ If applicable
high
Failure of generator
cooling pump or fan √ If applicable
motor
Field voltage and current √ √
Interpole windings
√ √ √ √ For DC generators
Bearing lub. oil inlet
pressure – low or bearing √ √ √ √ √ √
To read all phases.
For propulsion
motor controlled by
frequency
Voltage – off-limits converter, the
√ √ √
(high/low ) monitoring of the
input of frequency
converter may be
taken as an
Propulsion alternative
Motor (AC & Field voltage √
DC)
For AC propulsion
motors only. For
propulsion motor
controlled by
frequency
Frequency – off-limits
√ √ converter, the
(high/low)
monitoring of the
input of frequency
converter may be
taken as an
alternative
Armature current √ √ To read all phases
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PROPELLED SHIPS
BRC, MCC & AUT-0

Without class notations
notations
System Monitored parameter Auto Auto Remarks
Alarm Display shut- Alarm Display shut-
down down
For synchronous
Field current √ √
motors
To read all phases;
Stator windings
√ √ √ for AC motors >
500 kW only
Motor circuit breakers –
√
open/close
Motor running √ √
For DC propulsion
Motor overspeed √ √ √ √ √ √
motors
Failure of on-line motor √
Transfer of standby
√
motor
Motor cooling medium
√ √ √ If applicable
Failure of cooling pump
√ If applicable
or fan motor
For DC propulsion
Interpole current √ √
motors only
Differential protection or For motors ≥ 1500
√ √
similar protection kW
Voltage (input) √ √
Current (input) √ √
Alarms before
Overload (high current) √ √ protective device is
activated
Open/close position for
√
assignment switches
Propulsion Converter cooling
Semiconductor medium temperature – √ √ √ √ If applicable
converter high
Failure of converter
cooling pump or fan √ √ If applicable
motor
Inter-phase reactor
√ √
Tripping of filter circuit
√ √
fuse
Propulsion Transformer windings
√ √ √ √
Transformer temperature – high
May be omitted in
circuits of brushless
Field circuit earth fault √ √ excitation systems
Others and of motors rated
up to 500 kW
Main propulsion circuit
√ √
earth fault
15.2.11.2 Ships having machinery notation(s) are to comply with the automatic control and monitoring
requirements applicable to diesel engines and gas turbines of propulsion generating sets as well as main
boilers and auxiliary steam turbines, as specified in PART SEVEN of the Rules. Where two or more
propulsion generating sets are provided and 100% design speed is still achieved upon the shutdown of any
of them, only the automatic control and monitoring requirements of PART SEVEN for auxiliary diesel
engines, auxiliary gas turbines and auxiliary steam turbines are to be complied with.
15.2.12 Special requirements for podded propulsion system

15.2.12.1 Where a ship is fitted with one or more podded propulsion units, the unit used as steering
manoeuvring system is to be supplied and controlled in compliance with the requirements of 13.1.8, PART
THREE of the Rules.
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15.2.12.2 Where the electric motor is supplied by a slip ring, the following checks and tests on the ring
are to be considered:
(1) check of the IP protection degree, in accordance with the location of the slip ring;
(2) check of clearances and creepage distances;
(3) check of insulation material according to the test procedure described in IEC Publication 60112;
(4) endurance test: After the contact pressure and rated current are set, the slip ring is subjected to a rotation
test. The number of rotations is evaluated taking into consideration the ship operation and rotation speed
control system. The possibility of turning the pod 180° to proceed astern and 360° to return to the original
position is to be considered. The ring may be submitted to cycles comprising full or partial rotation in
relation to the use of the pod as steering gear. The voltage drops and current are to be recorded. An
overload test is to be carried out (minimum 150%, 15s);
(5) check of the behaviour of the slip ring when subjected to the vibration described in IEC Publication
60068-2-6;
(6) check of the behaviour of the slip ring, after damp heat test, as described in IEC Publication
60068-2-30;
(7) after the damp heat test, an insulation resistance test is to be carried out;
(8) dielectric strength test.
15.2.12.3 All system failure alarms are to be displayed in the bridge. Alarms are to be arranged for the
pod under the following circumstances:
(1) overload of propulsion motors;
(2) power failure of propulsion motors;
(3) low pressure of hydraulic oil system;
(4) low pressure of lubricating oil supply;
(5) high temperature of lubricating oil;
(6) low level of lubricating oil tank for motor bearings;
(7) high temperature of motor cooling air inlet;
(8) high temperature of motor cooling air outlet;
(9) abnormal operation of bilge pump;
(10) high level of pod bilge.
15.2.12.4 Sensors for control, monitoring and alarm systems located within the pod are to be duplicated,
one acting as a standby for the other.
15.2.12.5 An effective cooling system is to be provided for the propulsion motor within the pod, and a
standby cooling arrangement is to be provided and available for immediate use.
15.2.12.6 Two independent means of automatic bilge drainage are to be provided for the pod. The
number and location of bilge level detectors are to be such that accumulation of liquids will be detected at
all design angles of heel and trim.
15.2.12.7 The pod connecting bolts and slewing ring bearings are to comply with recognized standards,
as applicable.
15.2.13 Cooling and ventilation

15.2.13.1 Loss of ventilation to compartments with forced air cooling is not to cause loss of propulsion.
To this end, two sets of ventilation fans are to be provided, one acting as a standby unit for the other.
15.2.13.2 If semiconductor converters are separately cooled, the plant is to be capable of continuing
operation at reduced power level if the cooling system fails. Means to contain any leakage of cooling liquid
are to be provided so that the liquid does not cause a failure of the converter or any other electrical
equipment located near the converter.
Section 3 STRUCTURAL REQUIREMENTS FOR PODDED PROPULSION UNITS

15.3.1.1 Members of the hull support structure for a podded propulsion unit comprise a pedestal girder
and its face plate (if fitted) that support the strut, and an orthotropic grillage of webs and floors that are
connected to or surround the pedestal girder, as shown in Figure 15.3.1.1. This grillage may be of single or
double bottom construction, but normally of double bottom in way of the podded propulsion unit.
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PROPELLED SHIPS
Figure 15.3.1.1
15.3.1.2 The outer ends of radial girders are generally to be connected to bottom longitudinal girders and
floors and aligned with them both longitudinally and transversely, transferring the supported load to the
hull structure. If the spacing of radial girders is too great, consideration is to be given to arranging
supporting brackets between the slewing bearing outer races and pedestal girder to increase the rigidity of
outer races. The thickness of the pedestal girder and its surrounding girders is not to be less than the
minimum Rule thickness of solid floors or girders at the same positions. Where abutting plates are of
dissimilar thickness, the applicable taper requirements of Chapter 2, PART TWO of the Rules are to be
complied with.
15.3.1.3 In general, full penetration welding is to be applied in way of connections of the pedestal girder
to the bottom shell plating and to the inner bottom plating or top outer races, and in way of the end
connections between the radial girders and the pedestal girder. Radial girder webs are to be welded to the
underside of the outer races at the top of the pedestal girder and its face plate, if fitted, is to be welded to
the outer side of such outer races. Elsewhere, for primary members, double continuous fillet welding is to
be applied using a minimum weld factor of 0.34.
15.3.1.4 The hull support structure is to be able to withstand the maximum loads transferred from the
strut of podded propulsion unit and is to be sufficiently stiff that any deformation as a consequence of the
maximum loads will not exceed the limits required for slewing bearing operation. The limits are to be
based on the operational requirements for the pod.
15.3.1.5 The arrangement of the hull support structure and scantlings of its primary members are subject
to direct strength analysis according to the following requirements:
(1) The support structure is to be modelled (e.g. elements and mesh size, etc.) by regular means of hull
structure direct calculation, and the boundary conditions are to be obtained on the principle that response
consequences of the members for assessment are not affected.
(2) Loads are to be provided by the pod manufacturer/designer, generally taking into consideration normal
and ultimate conditions of the podded propulsion unit (see Note ① of Table 15.3.1.5).
(3) The calculated stress of the structural member is not to be greater than the permissible value. The
permissible stress value is obtained by the material yield strength divided by the corresponding safety
factor given in Table 15.3.1.5.
Safety Factor Table 15.3.1.5
Condition
Normal condition Ultimate condition
Stress type
Normal stress 1.67 1.50
Shear stress 2.50 2.25
Equivalent Von Mises stress of plate elements 1.43 1.33
Notes:
① Normal condition means the normal operation condition, in which the structure does not fail while the ship is in
normal service; ultimate condition means the most critical condition, in which the structure is subject to the
maximum load expected due to accident.
② For check of the equivalent Von Mises stress of plate elements, only the equivalent stresses at the mid plane
(membrane) at the element centroid are to be considered. However, high stress due to poor-shape elements may not
be considered.
③ The safety factor for a plate element directly connected to the pedestal and located at the corner of a
three-dimensional intersection may be appropriately reduced, but not to be less than 1.1. Where refined mesh
analysis is applied here, the stress value of the element may be deducted by 5%.
15.3.1.6 In addition, scantlings of primary members are not to be less than those required for the stern
structure in PART TWO of the Rules, as applicable.
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COMFORT ON BOARD
CHAPTER 16 COMFORT ON BOARD

16.1.1.1 This Chapter applies to ships of 65 m or over in length applying for the class notations specified
in 16.1.3.
16.1.1.2 This Chapter sets down the comfort criteria for the assessment of the noise and vibration on
ships as well as the procedural requirements for measurements.
16.1.1.3 Where a ship has undergone repairs or alterations that may affect comfort, the comfort class
notations are to be re-confirmed according to the requirements of this Chapter.
16.1.1.4 In the design and construction of ships, the vibration and noise on board ships are to be
controlled in accordance with CCS Guidelines for Shipboard Vibration Control and Guidelines for Control
and Measurement of Noises for Ships and Marine Products.
16.1.2 Definitions
16.1.2.1 Passenger spaces are defined as all areas intended for passenger use, and include passenger
cabins, public spaces (e.g. restaurants, hospital, gymnasiums, shops, open deck recreation areas, etc.).
16.1.2.2 Crew spaces are defined as all areas intended for crew use only, and include crew cabins, public
spaces (e.g. mess rooms, conference rooms, offices, etc.), and work areas (e.g. wheelhouse, engine control
room and workshops, etc.)
16.1.2.3 Noise level is defined as the A-weighted equivalent continuous sound pressure level measured in
accordance with ISO 2923(1996).
16.1.2.4 Vibration level is defined as the overall frequency weighted r.m.s. value of vibration over the
frequency range 1 to 80 Hz in accordance with ISO 6954(2000).

16.1.3.1 Ships which have been found to comply with the relevant requirements of this Chapter upon
measurement may be assigned the following comfort class notations:
COMF (NOISE N), comfort notation with regard to noise, for which the requirements of Section 2 of this
Chapter are to be complied with;
COMF (VIB N), comfort notation with regard to vibration, for which the requirements of Section 3 of this
Chapter are to be complied with.
N represents the comfort grades 1, 2, 3, where 1 means the highest grade and 3 an acceptable grade.
16.1.4 Documents
16.1.4.1 The following documents are to be submitted to CCS for approval:
(1) Measurement procedures, including arrangement of measuring points, loading conditions, machine
operating conditions, weather conditions, measuring instruments, etc.;
(2) Measurement reports, including noise and vibration measurement results, etc.
16.1.4.2 A general arrangement plan in which measuring points are indicated is to be submitted for
information.
Section 2 NOISE

16.2.1.1 Noise measurements are to be carried out in accordance with the requirements of Section 4.
16.2.1.2 If, for all the compartments or spaces, noise levels are lower than or equal to those corresponding
to a given comfort grade, then the granted grade is that grade.
16.2.1.3 Measured noise levels slightly greater than those specified in the comfort criteria may be
accepted. Not more than 20 percent of the passenger cabins, 30 percent of the public spaces and 20 percent
of the crew cabins are to exceed the relevant noise criteria by more than 1.5 dB(A).
16.2.2 Passenger spaces

16.2.2.1 The maximum allowable noise levels for different ships, locations and comfort grades are given
in Table 16.2.2.1.
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Passenger Ships – Maximum Allowable Noise Levels in dB(A) of Passenger Spaces

Table 16.2.2.1
Comfort grade (noise)
Location
1 2 3
Passenger cabins, superior 45 47 50
Passenger cabins, standard 49 52 55
Passenger public spaces 55 58 62
Hospital 49 52 55
Theatre 53 55 60
(①②③)
Open deck recreation areas 65 69 73
Notes:
① The levels may be exceeded by 5 dB(A) in sports areas.
② The levels may be exceeded by 5 dB(A) within 3 m of a ventilation inlet/outlet.
③ The levels for open deck recreation areas refer to ship generated noise only, and the noise generated from the effects of
wind and waves are not considered.
16.2.2.2 The bulkhead and deck air-borne sound insulation indices for passenger spaces, Rω, calculated in
accordance with ISO R717/1, are to be in compliance with Table 16.2.2.2.
Passenger ships – Minimum Airborne Sound Insulation Indices, Rω Table 16.2.2.2

Location
1 2 3
Passenger cabins, superior 45 42 40
Passenger cabins, standard 40 38 36
Superior passenger cabin to corridor 42 40 37
Standard passenger cabin to corridor 38 36 34
Superior passenger cabin to stairwell 50 47 45
Standard passenger cabin to stairwell 47 45 43
Superior passenger cabin to passenger/crew public space 55 50 50
Standard passenger cabin to passenger/crew public space 52 48 48
Passenger cabins to discotheques 60 60 60
Passenger cabins to machinery spaces 55 53 50
Discotheques to stairwells and passenger/crew public spaces 52 52 52
16.2.2.3 Not more than 20 percent of the interfaces tested of bulkheads and decks may have airborne
sound insulation indices 3 dB(A) lower than the minimum specified values in Table 16.2.2.2.
16.2.3 Crew spaces

16.2.3.1 The maximum allowable noise levels and the comfort grades for crew cabins and public spaces
are given in Table 16.2.3.1.
Crew Cabins and Public Spaces – Maximum Allowable Noise Levels in dB(A) Table 16.2.3.1
Location
1 2 3
Sleeping cabins 49 52 55
Hospital 49 52 55
Conference rooms, offices, mess rooms 55 57 60
Crew public spaces 57 60 65
Galleys, changing rooms, laundries, bathrooms 70 73 75
Open deck recreation areas
①
70 73 75
Note:
① The levels may be exceeded by 5 dB(A) within 3 m of a ventilation inlet/outlet.
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COMFORT ON BOARD
16.2.3.2 The maximum allowable noise levels and the comfort grades for crew work areas are given in
Table 16.2.3.2.
Crew Work Areas – Maximum Allowable Noise Levels in dB(A) Table 16.2.3.2
Location
1 2 3
Engine control room 70 73 75
Wheelhouse 60 63 65
Radio room 55 57 60
Workshops 85 85 85
Machinery spaces 110 110 110
16.2.3.3 The bulkhead and deck air-borne sound insulation indices for crew spaces, Rw, calculated in
accordance with ISO R717/1, are to be in compliance with Table 16.2.3.3.
Crew Spaces – Minimum Airborne Sound Insulation Indices, Rw Table 16.2.3.3

Location
1 2 3
Crew cabins 40 38 35
Crew cabin to corridor 35 32 30
Crew cabin to stairwell 35 32 30
Crew cabin to passenger/crew public spaces 45 45 45
16.2.3.4 Not more than 20 percent of the interfaces tested of bulkheads and decks may have airborne
sound insulation indices 3 dB(A) lower than the minimum specified values in Table 16.2.3.3.
Section 3 VIBRATION

16.3.1.1 Vibration measurements are to be carried out in accordance with the requirements of Section 4.
16.3.1.2 If, for all the compartments or spaces, vibration levels are lower than or equal to those
corresponding to a given comfort grade, then the granted grade is that grade.
16.3.1.3 Measured vibration levels slightly greater than those specified in the comfort criteria may be
accepted. Not more than 20 percent of measuring points may exceed the relevant vibration criteria by more
than 0.3 mm/s.
16.3.2 Passenger spaces

16.3.2.1 The maximum allowable vibration levels for passenger spaces are given in Table 16.3.2.1.
Passenger Spaces – Maximum Allowable Vibration Levels in mm/s Table 16.3.2.1

Comfort grade (vibration)
Location
1 2 3
Passenger cabins, superior 1.7 2.0 2.2
Passenger cabins, standard 2.0 2.5 3.0
Passenger public spaces 3.0 3.5 4.0
Open deck recreation areas 3.0 3.5 4.0
16.3.3 Crew spaces

16.3.3.1 The maximum allowable vibration levels for crew spaces are given in Table 16.3.3.1.
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COMFORT ON BOARD
Crew Spaces – Maximum Allowable Vibration Levels in mm/s Table 16.3.3.1

Comfort grade (vibration)
Location
1 2 3
Crew cabins 2.8 3.0 3.2
Wheel house, radio room 3.0 3.5 4.0
Crew public spaces, mess rooms 3.0 3.5 4.0
Hospital 2.8 3.0 3.2
Offices 3.0 3.5 4.0
Workshops 5.0 6.0 6.5
Engine control room 4.0 5.0 6.0
Section 4 MEASUREMENTS AND REPORTS

16.4.1.1 The measurements of noise and vibration may be undertaken by CCS or an organization
accepted by CCS. The measurements are to be witnessed by a CCS Surveyor.
16.4.1.2 The measurement of noise on board ships is to be undertaken in accordance with CCS
Guidelines for Control and Measurement of Noises for Ships and Marine Products. The measurement of
vibration on board ships is to be undertaken in accordance with 16.4.2 to 16.4.4 below.
16.4.2 Instrumentation
16.4.2.1 The vibration measurement and calibration equipment is to comply with ISO 6954:2000 and ISO
8041, and the instrumentation is to include at least a transducer with an appropriate amplifier, and a FFT
analyser.
16.4.2.2 The instrumentation used is to be within a calibration validity period specified by the calibration
authority, and copies of relevant documents are to be provided prior to measurements and together with the
measurement report.
16.4.3 Test conditions for measurements

16.4.3.1 Prior to measurements, a measurement procedure is to be submitted to CCS for approval. This
procedure is at least to contain details of the arrangement of measuring points, loading condition, weather
condition, machinery operating condition, and measuring equipment. CCS may require additional
measurements at the measuring points or locations.
16.4.3.2 Possible deviation from the required conditions may be accepted by CCS and this is to be clearly
mentioned in the report.
16.4.3.3 Tests are to be conducted when the ship is fully outfitted and all systems contributing to noise
and vibration levels are operational.
16.4.3.4 Generally the main engine is to operate with the power output corresponding to the designed
normal seagoing condition, or at least 80% of the maximum continuous power available. All machineries
and equipment that may operate simultaneously under normal operation conditions are to be run
simultaneously.
16.4.3.5 In general, the tests are to be conducted in deep water, with a water depth not less than 5 times
the mean draft and a distance from shore not less than 25 times the ship breadth. For ships usually
operating in shallow waters, the tests are to be performed with conditions corresponding to normal service
conditions.
16.4.3.6 The tests are to be conducted in sea conditions not greater than sea state 3 on the WMO sea state
code, with the wind force being not greater than 4 on the Beaufort scale.
16.4.3.7 Tests may generally be conducted in sea trial conditions. For cargo ships which may be operated
over a large range of drafts, if the designed normal seagoing condition is different from the test conditions,
additional measurements may be required.
16.4.3.8 Ship course is to be kept constant as far as possible, with rudder angle variations being within the
range of ±2 degrees portside or starboard, for the duration of the measurement.
16.4.3.9 For offshore service ships to be operated at DP, measurements are to be carried out with the side
thrusters in an operating condition corresponding to contractual conditions or with at least 40% power on
the thrusters.
16.4.4 Vibration measurements
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COMFORT ON BOARD
16.4.4.1 Vibration measurements are to be conducted in accordance with ISO 6954:2000 and ISO
20283-2.
16.4.4.2 Measurement locations are to be chosen so that the assessment represents the overall vibration
environment on board the ship. In cabins, vibration readings are to be taken in the centre of the floor area.
In large spaces, such as restaurants, sufficient measurements are required to define the vibration profile.
16.4.4.3 The vibration measurement report is to comply with ISO 6954:2000 and ISO 20283-2,
containing measurement positions and directions indicated on a general arrangement plan, tabulated
vibration levels, ship and machinery details, test conditions, and copies of the relevant instrument
calibration certificates.
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ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS
CHAPTER 17 ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS
Section 1 QUALITATIVE FAILURE ANALYSIS FOR PROPULSION AND STEERING ON

PASSENGER SHIPS
17.1.1 Application
17.1.1.1 The detailed qualitative failure analysis for propulsion and steering is applicable for passenger
ships engaged on international voyages, having a length of 120 m or more or having three or more main
vertical zones, contracted for construction on or after 1 January 2010.
17.1.2 Note
17.1.2.1 This may be considered as the first step for demonstrating compliance with the revised SOLAS
Regulation II-2/21 – SOLAS 2006 Amendments, Annex 3 to resolution MSC.216(82).
17.1.3 Objectives
17.1.3.1 For ships having at least two independent means of propulsion and steering to comply with
SOLAS requirements for a safe return to port, items (1) and (2) below are applicable:
(1) provide knowledge of the effects of failure in all the equipment and systems due to fire in any space, or
flooding of any watertight compartment that could affect the availability of the propulsion and steering;
(2) provide solutions to ensure the availability of propulsion and steering upon such failures in item (1).
17.1.3.2 Ships not required to satisfy the safe-return-to-port concept will require the analysis of failure in
single equipment and fire in any space to provide knowledge and possible solutions for enhancing
availability of propulsion and steering.
17.1.4 Systems to be considered

17.1.4.1 The qualitative failure analysis is to consider the propulsion and steering equipment and all its
associated systems which might impair the availability of propulsion and steering.
17.1.4.2 The qualitative failure analysis is to include:
(1) Propulsion and electrical power prime movers, e.g.
① diesel engines;
② electric motors.
(2) Power transmission systems, e.g.
① shafting;
② bearings;
③ power converters;
④ transformers;
⑤ slip ring systems.
(3) Steering gear
① rudder actuator or equivalent for azimuthing propulsor;
② rudder stock with bearings and seals;
③ rudder;
④ power unit and control gear;
⑤ local control systems and indicators;
⑥ remote control systems and indicators;
⑦ communication equipment.
(4) Propulsors, e.g.
① propeller;
② azimuthing thruster;
③ water jet.
(5) Main power supply systems, e.g.
① electrical generators and distribution systems;
② cable runs;
③ hydraulic systems;
④ pneumatic systems.
(6) Essential auxiliary systems, e.g.
① compressed air;
② oil fuel;
③ lubricating oil;
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ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS
④ cooling water;
⑤ ventilation;
⑥ fuel storage and supply systems.
(7) Control and monitoring systems, e.g.
① electrical auxiliary circuits;
② power supplies;
③ protective safety systems;
④ power management systems;
⑤ automation and control systems.
(8) Support systems, e.g.
① lighting;
② ventilation.
To consider the effects of fire or flooding in a single compartment, the analysis is to address the location
and layout of equipment and systems.
17.1.5 Failure criteria

17.1.5.1 Failures are deviations from normal operating conditions such as loss or malfunction of a
component or system such that it cannot perform an intended or required function.
17.1.5.2 The qualitative failure analysis is to be based on single failure criteria (not two independent
failures occurring simultaneously).
17.1.5.3 Where a single failure cause results in failure of more than one component in a system (common
cause failure), all the resulting failures are to be considered together.
17.1.5.4 Where the occurrence of a failure leads directly to further failures, all those failures are to be
considered together.
17.1.6 Verification of solutions①

17.1.6.1 The shipyard is to submit a report to class societies that identifies how the objectives have been
addressed. The report is to include the following information:
(1) identify the standards used for analysis of the design;
(2) identify the objectives of the analysis;
(3) identify any assumptions made in the analysis;
(4) identify the equipment, system or sub-system, mode of operation of the equipment;
(5) identify probable failure modes and acceptable deviations from the intended or required function;
(6) evaluate the local effects (e.g. fuel injection failure) and the effects on the system as a whole (e.g. loss
of propulsion power) of each failure mode as applicable;
(7) identify trials and testing necessary to prove conclusions.
17.1.6.2 The report is to be submitted prior to approval of detail design plans. The report may be
submitted in two parts:
(1) a preliminary analysis as soon as the initial arrangements of different compartments and propulsion
plant are known which can form the basis of discussion. This is to include a structured assessment of all
essential systems supporting the propulsion plant after a failure in equipment, fire or flooding in any
compartment casualty;
(2) a final report detailing the final design with a detailed assessment of any critical system identified in the
preliminary report.
17.1.6.3 Verification of the report findings are to be agreed between the class society and the shipyard.
① All stakeholders (e.g. class, owners, shipyards and manufacturers) are as far as possible to be involved in the development
of the report.
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ADDITIONAL REQUIREMENTS FOR HEAVY EQUIPMENT CARRIER
CHAPTER 18 ADDITIONAL REQUIREMENTS FOR HEAVY EQUIPMENT CARRIER
18.1.1 Application
18.1.1.1 This Chapter applies to the carriers having larger deck areas and specially engaged in
loading/unloading on decks and long-distance transporting the complete sets of heavy equipment and
project facilities with the larger dimension/weight such as bridge cranes and heavy equipment at sea
(hereinafter called the heavy equipment carriers).
18.1.1.2 The designer is to carry out the calculation and verification for longitudinal strength and the
strength of deck and supporting structure below according to the heavy equipment intended to carry and
submit the calculation information to CCS for approval.
18.1.1.3 Besides the applicable requirements in this Chapter and the other Parts of the Rules as well as the
CCS Rules for Materials and Welding, the heavy equipment carriers are to comply with the relevant
provisions of the Administrations of flag States.
18.1.1.4 Where it complies with the requirements of this Chapter, the heavy equipment carrier may be
assigned to the class notation of:
Bridge Crane and Heavy Equipment Carrier
Section 2 OUTFITTINGS
18.2.1 Equipment number

18.2.1.1 The equipment number for heavy equipment carriers is to comply with the requirements of 3.2.1
in Chapter 3 of PART TWO of the Rules, the total lateral windward area of the designed maximum
complete sets of heavy equipment and project facilities is to be taken into consideration in the calculation
of equipment number. Where such lateral windward area of the heavy equipment and project facilities can
not be provided, the equipment number may be taken by increasing two grades.
18.2.2 Securing
18.2.2.1 The securing for the heavy equipment carriers carrying complete sets of heavy equipment and
project facilities is to meet the requirements of CCS Guidelines for the Preparation of the Cargo Securing
Manual. It may be acceptable that the ship’s dynamic load is obtained by the seakeeping characteristics
analysis and quasi-static force analysis under the worst sea conditions occurred possibly through the
recognized software.
Section 3 INTACT STABILITY

18.3.1.1 The intact stability of heavy equipment carriers is to meet the requirements for dry cargo ships of
the flag State Administrations.
18.3.1.2 The streamlined reduction is not to be considered when the wind area of complete sets of heavy
equipment and project facilities is calculated, however, the lateral overlapping area may be deducted.
Section 4 SPECIAL REQUIREMENTS FOR EXTRA BALLAST OPERATION

18.4.1.1 Extra ballast operation for heavy equipment carrier means:
(1) an operational condition for a ship with the draft not exceeding operational draft mark during the
ballasting operation in order to load/unload the complete sets of heavy equipment and project facilities at
port; and
(2) ship shifting at port with restrictions such as passing through bridge, etc. under the ballast condition of
(1).
18.4.1.2 The extra ballast operation may be carried out provided that the heavy equipment carrier meets
the requirements of this Section. The implementation of extra ballast operation is to be in compliance with
the requirements of Extra Ballast Operational Procedure Manual in Section 5 of this Chapter.
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18.4.1.3 During the extra ballast operation, the heavy equipment carrier is also to be in accordance with
the following restricted meteorological/sea conditions:
(1) Beaufort scale not exceeding 5 for the extra ballast operation mentioned in 18.4.1.1(1);
(2) Beaufort scale not exceeding 4 and at the normal calm sea area (significant wave height less than 0.3 m)
for the extra ballast operation mentioned in 18.4.1.1(2).
18.4.1.4 In order to ensure the ship draft and floating condition meet the relevant requirements during its
extra ballast operation, ship draft meter is to be provided onboard and capable of indicating the forward
draft, aft draft and amidship draft in the bridge.
18.4.2 Operational draft mark

18.4.2.1 Where the ship is ballasted to the maximum draft, the ratio between reserve buoyancy under
freeboard deck and displacement at the draft is not to be less than 15%.
18.4.2.2 The maximum draft waterline mark which is allowable under extra ballast operation is to be
assigned at the ship’s both sides, refer to Figure 18.5.2.5 in Section 5 of this Chapter. The maximum extra
ballast waterline mark is a horizontal line 400 mm in length and 25 mm in breadth. The upper edge of the
line is to be in line with the maximum draft waterline and marked the letters of EB of 115 mm in height and
75 mm in width to indicate the extra ballast operational draft at both ends above the line.
18.4.2.3 Before the maximum draft waterline mark of extra ballast operation for heavy equipment carrier
is assigned, it is to be verified that the requirements of reserve buoyancy, stability and strength of this
Section have been met and marked in the Extra Ballast Operational Procedure Manual.
18.4.3 Intact stability and floating condition

18.4.3.1 The maximum angle of heel during the loading/unloading of complete set of heavy equipment
and project facilities is not to exceed the following:
(1) where the ship affects the action of beam wind evenly with the load of 0.22 kPa (speed of 18 m/s), the
angle of heel is not to exceed the emerging angle of freeboard deck edge, the level of wind moment is to be
measured to the half draft from the centroid of wind area, for calculation, the wind area of complete set of
heavy equipment and project facilities is to be in accordance with the requirement of 18.3.1.2 of this
Chapter;
(2) 12°, whichever is the less.
18.4.3.2 The elements of each ballasting step under ship’s extra ballast condition as corrected for free
surface are to comply with the following:
(1) where the ship affects the action of beam wind evenly with the load of 0.22 kPa (speed of 18 m/s), the
angle of heel is not to exceed the emerging angle of freeboard deck edge, the level of wind moment is to be
measured to the half draft from the centroid of wind area, for calculation, the wind area of complete set of
heavy equipment and project facilities is to be in accordance with the requirement of 18.3.1.2 of this
Chapter;
(2) the initial metacentric height (GM) is not to be less than 0.5 m;
(3) the positive range of righting lever (GZ) curve is not to be less than 15°;
(4) the area under the righting lever (GZ) curve up to the angle of maximum GZ is not to be less than 0.035
m·rad.
18.4.4 Structural strength

18.4.4.1 The hull longitudinal strength under extra ballast condition is to meet the requirements of
Longitudinal Strength in Section 2 of Chapter 2, PART TWO of the Rules, in which the wave load of hull
beam is to be determined by direct calculation, or is obtained as 40% of the value calculated according to
the formula in 2.2.3 of Section 2 in Chapter 2, PART TWO of the Rules.
18.4.4.2 The local strength of hull structure under extra ballast condition is to be verified.
Section 5 EXTRA BALLAST OPERATIONAL PROCEDURE MANUAL

18.5.1.1 The purpose of Extra Ballast Operational Procedure Manual is to indicate that the ship meets
with the requirements of extra ballast operation types and operational draft mark, stability and strength and
provide the operational procedure and specification which the implementation for extra ballast operation –
filling and discharging the ballast water is to be complied with to the master.
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18.5.2 Contents of the Extra Ballast Operational Procedure Manual

18.5.2.1 The initial condition of ship before extra ballast operation includes:
(1) loading conditions of complete sets of heavy equipment and project facilities, including the datum such
as quantity, location, weight and center of gravity;
(2) datum such as quantity, location, weight and center of gravity of consumables carried onboard the ship;
(3) datum such as quantity, location, weight and center of gravity of ballast water loaded onboard the ship.
18.5.2.2 Steps for ballast operation such as filling of ballast water under full-loaded arrival condition are
as follows:
Initial condition:
(1) loading condition of complete sets of heavy equipment and project facilities……
(2) condition of consumables carried onboard the ship……
(3) loading condition of ballast water……
Each steps of extra ballast operation:
(1) Step 1……
Filling the following ballast tanks with ballast water to the completely full capacity:
……
(2) Step 2……
……
(3) Step 3……
……
18.5.2.3 The stability and strength calculation for steps specified in 18.5.2.2 of this Section for each
operation mentioned in 18.5.1.1 of this Section is to be given as Tables 18.5.2.3(1) and 18.5.2.3(2):
Stability and Strength Calculation for Each Step of Extra Ballast Operation during
Loading/Unloading of Complete Sets of Heavy Equipment and Project Facilities at Port
Table 18.5.2.3(1)
Loading Condition ID Exps 0 Exps 1 Exps 2 Exps 3 ……
Ballast steps Step 0 Step 1 Step 2 Step 3 ……
Displacement (t) ……
MAX. BM (kN·m) ……
Location of MAX. BM ……
MAX. SF (kN) ……
Location of MAX. SF ……
Draft at LCF (m) ……
Draft at AP (m) ……
Draft at FP (m) ……
Mean draft (m) ……
Trim (m) ……
VCG (m) ……
Corrected GM (m) (> 0.5) (> 0.5) (> 0.5) (> 0.5) (> 0.5)
MAX. GZ (m)
Heel at MAX. GZ (deg)
Area under GZ curve up to heel at
(> 0.002) (> 0.002) (> 0.002) (> 0.002) (> 0.002)
MAX. GZ (m·rad)
Reserve Buoyancy (%) (> 15) (> 15) (> 15) (> 15) (> 15)
Positive stability range (deg) (> 10) (> 10) (> 10) (> 10) (> 10)
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Stability and Strength Calculation for Each Steps of Extra Ballast Operation during Shifting of Ship
Carried with Complete Sets of Heavy Equipment and Project Facilities
Table 18.5.2.3(2)
Loading Condition ID Bdg 0 Bdg 1 Bdg 2 Bdg 3 ……
Ballast steps Step 0 Step 1 Step 2 Step 3 ……
Displacement (t) ……
MAX. BM (kN·m) ……
Location of MAX. BM ……
MAX. SF (kN) ……
Location of MAX. SF ……
Draft at LCF (m) ……
Draft at AP (m) ……
Draft at FP (m) ……
Mean draft (m) ……
Trim (m) ……
VCG (m) ……
Corrected GM (m) (> 0.5) (> 0.5) (> 0.5) (> 0.5) (> 0.5)
MAX. GZ (m)
Heel at MAX. GZ (deg)
Area under GZ curve up to heel at
(> 0.002) (> 0.002) (> 0.002) (> 0.002) (> 0.002)
MAX.GZ (m·rad)
Reserve Buoyancy (%) (> 15) (> 15) (> 15) (> 15) (> 15)
Positive stability range (deg) (> 10) (> 10) (> 10) (> 10) (> 10)
18.5.2.4 The format table of capacity of ballast tank is given in Table 18.5.2.4:
Table of Capacity of Ballast Tank Table 18.5.2.4

Capacity LCG TCG VCG F.S.I.
No. Compartment Frame No.
(m3) (m) (m) (m) (m4)
1
…
18.5.2.5 The sketch of maximum draft waterline mark (starboard) is given in Figure 18.5.2.5:
Figure 18.5.2.5 The Sketch of Maximum Draft Waterline Mark (starboard)
where: EB means the extra ballast.
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AC HIGH VOLTAGE SHORE CONNECTION SYSTEMS
CHAPTER 19 AC HIGH VOLTAGE SHORE CONNECTION SYSTEMS

19.1.1.1 This Chapter applies to AC high voltage shore connection (abbreviated to HVSC) systems with
rated voltages (voltage between phases) from 1 kV up to and including 15 kV for power supply to ships in
port.
19.1.1.2 Guidelines for operations of shore connection are to be developed for ships to ensure operational
safety for shore connection.
19.1.1.3 Where an HVSC system is arranged otherwise than specified in this Chapter, consideration may
be given by CCS to acceptance of such arrangement, provided that it achieves an equivalent safety level.
19.1.1.4 During shore supply, proper measures are to be taken to avoid and minimize any harm to the
safety of the ship and its personnel due to loss of electrical power.
19.1.1.5 The shipside installations fitted in areas where flammable gas or vapour and/or combustible dust
may be present are to be certified safe type as suitable for the flammable gas or vapour and/or combustible
dust encountered, otherwise they are to be prohibited from being used.
19.1.1.6 A compatibility assessment is to be performed to verify the possibility to connect the ship to
shore supply prior to the first arrival at a terminal, taking into account the compatibility of voltage,
frequency, capacity and short-circuit current of the shore supply.
19.1.2 Class notation and product certificate

19.1.2.1 Ships fitted with shipside installations for HVSC systems and complying with the requirements
of this Chapter may be, upon request, approval of drawings, survey and testing, assigned by CCS the
following class notation: AMPS (AMPS: Alternative Maritime Power Supply). The maintenance,
suspension, cancellation and reinstatement of the class notation are to be in compliance with Section 9,
Chapter, PART ONE of the Rules.
19.1.2.2 Shipside installations for HVSC systems will be, upon survey, issued by CCS appropriate
product certificates.
19.1.3 Definitions and terms

19.1.3.1 For the purpose of this Chapter, the following definitions apply:
(1) An AC high voltage shore connection system is the equipment used for power supply to ships in port,
consisting of shipside and shore installations, with rated voltages (voltage between phases) of shore supply
to shipisting of shipside and shore installations, with rated voltages (voltage between phases) of shore su
19.1.3.1(1).
① HV shore supply system (including transformers); ② HV shore distribution box; ③ Shore connection socket box;
④ Cable management system and cables (with plugs); ⑤ Shore connection switchboard; ⑥ Transformer;
⑦ Shore receiving control panel; ⑧ Generator panel of main switchboard
Figure 19.1.3.1(1) Diagram of a Typical High Voltage Shore Connection System
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(2) Shipside installations are the equipment fitted on the ship for connection to shore supply, generally
consisting of plugs/sockets, shore connection switchboards, transformers, shore receiving control panel
(usually integrated into the main switchboard), shore connection cables and a cable management system.
(3) Shore installations are the equipment fitted at a terminal or port and used for power supply to ships,
generally consisting of an HV shore distribution box, transformers, frequency converters (if applicable) and
a shore connection socket box.
(4) A typical cable management system consists of cable winches, automatic controls of cable length or
tension together with associated instrumentation. The ship’s shore connection cables are picked and laid
through the cable management system for connection to shore supply.
(5) Equipotential bonding provides electric connections between conductive parts, intended to achieve
equipotentiality.
19.1.4 Drawings and information

19.1.4.1 Drawings and information specified in 19.1.4.2 and 19.1.4.3 of this Chapter are to be submitted
to CCS for approval.
19.1.4.2 The following drawings and information for ship system are to be submitted for approval:
(1) Estimation of loads under shore connection;
(2) Evaluation of short-circuit currents under shore connection;
(3) Drawing of the electrical system of shipside installations;
(4) Arrangement of shipside installations;
(5) Mooring test program for HVSC system.
19.1.4.3 The following drawings and information for marine products of shipside installations of HVSC
system are to be submitted for approval:
(1) Technical specifications of the system;
(2) Switchboards (including shore connection switchboard, transformer cabinet, shore receiving control
panel):
① electrical schematic diagram;
② list of components;
③ structural drawing (including external size, housing material, housing structure, coating, layout of
faceplate, internal arrangement, rating plate, nameplate);
(3) Details of plugs/sockets;
(4) Details of shore connection cables;
(5) Details of cable management system;
(6) Test programs for the above equipment.
19.1.4.4 The following information are to be submitted to CCS for reference:
(1) Technical instructions of the system (for drawing approval of both ship and marine products);
(2) Instructions for fitting, using and maintenance (for drawing approval of marine products);
(3) List of system equipment (for drawing approval of marine products).
Section 2 SYSTEM DESIGN

19.2.1.1 The HVSC system is to have a capacity sufficient for ensuring expected services (including
emergency services) normally required for the ship while in port.
19.2.1.2 An equipotential bonding between the ship and the shore is to be established, and this bonding is
not to change the earthing principle of the ship’s power distribution system.
19.2.1.3 During shore supply, at least one of the ship’s main generators is to be standby and, upon
blackout of the shore supply, automatically started and connected to the main switchboard.
19.2.2 Emergency shutdown

19.2.2.1 Emergency shutdown facilities are to be provided to ensure instantaneously opening shore
connection circuit breakers on shore and on board the ship. The emergency shutdown facilities are to be
designed according to the fail-safe principle and so arranged as to prevent inadvertent activation.
19.2.2.2 The emergency shutdown facilities are to be activated automatically in any of the following
cases:
(1) loss of equipotential bonding;
(2) alarm signal from the cable management system (mechanical stress of cable is too high, or remaining
cable length is too short);
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(3) loss of any control and monitoring circuits of HVSC system;

(4) disengaging of power plugs from any socket while the connection is live.
19.2.2.3 Emergency stop buttons that activate emergency shutdown facilities are to be provided at least
at:
(1) the location of the shore connection switchboard;
(2) the position of operation of the cable management system;
(3) the location of the shore receiving control panel.
19.2.2.4 Activation of the emergency shutdown is to result in an audible and visual alarm at a manned
location① of the ship in port.
19.2.2.5 Following the emergency shutdown, the circuit breaker is not to be closed until reset manually.
19.2.3 Safety interlocking

19.2.3.1 An earthing switch complying with the requirements of 5.3 of IEC 62271-200 is to be provided
at the end of shore connection cable on board. While the shore connection circuit breakers are in the open
position, the conductors of the cables are to be kept earthed by the earthing switch.
19.2.3.2 Arrangements are to be provided so that the shore connection circuit breaker (fitted in the shore
connection switchboard) cannot be closed or automatically opened from its closed position in any of the
following cases:
(1) equipotential bonding is not established;
(2) the pilot contact circuit of shore connection plugs/sockets is not established②;
(3) emergency shutdown facilities are activated;
(4) loss of any control and monitoring circuits of HVSC system;
(5) alarm signal from the cable management system (tension level of cable is too high, or remaining cable
length is too short);
(6) earth fault on the ship’s distribution system;
(7) the shore supply is not present.
19.2.4 Cable management system

19.2.4.1 A cable management system is to be provided for shore connection cables to ensure that:
(1) the mechanical tension applied to the cables will not exceed the designed permissible value;
(2) the possibility of transmitting mechanical stresses to cables or terminals is excluded;
(3) the shore connection circuit breaker will be instantaneously opened where cables are excessively
extended.
19.2.5 Load transfer

19.2.5.1 Load transfer between the shore supply and the shipstantaneously opened where cabcuted via
blackout or temporary parallel running.
19.2.5.2 Where load transfer is executed via blackout, means are to be provided to prevent simultaneous
supply from the ship’s generators (including emergency ones) and the shore supply.
19.2.5.3 Where load transfer is executed via temporary parallel running of the shipboard generator and
the shore supply, compliance of voltage and frequency variations with the requirements of 1.2.2, Chapter 1,
PART FOUR of the Rules is to be ensured.
19.2.5.4 The temporary running in parallel is also to comply with the following requirements:
(1) Means are to be provided for automatic synchronization of the shipboard generator and the shore
supply.
(2) Load transfer is to be automatic.
(3) The duration of the temporary parallel running is to be as short a period as practicable allowing for the
safe transfer of the load.
(4) If the defined transfer time limit for load transfer is exceeded, the transfer is to be stopped, shore
connection circuit breakers are to be opened, and an audible and visual alarm is to be activated at a manned
location.
19.2.6 Short-circuit protection

19.2.6.1 Where only the shore supply is used, the short-circuit current calculation is to be referred to CCS
guidance document GD021-1999 Calculation of Short-Circuit Current Fed through AC Shore Power
① The location of the on-duty operator of shore connection as specified in the Guidelines for operations of shore
connection.
② The connection is established by proper contact of the pilot contactors embedded in the plug and socket.
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System or other methods acceptable to CCS. For temporary parallel running of the shore supply and the
ship’s electrical power, the short-circuit current calculation is to be referred to IEC 60909 publications or
other methods acceptable to CCS.
19.2.6.2 During shore supply, the prospective short-circuit current level at any point in the ship’s power
distribution system is not to exceed the short-circuit breaking and making capacities of circuit breakers
installed onboard.
19.2.6.3 For assessment of short-circuit currents, the prospective short-circuit current level for both the
shore supply and the ship’s electrical power are to be taken into account. Consideration may be given to the
following measures for restricting prospective short-circuit currents during connection to shore supplies:
(1) preventing parallel connection of shore supplies with the ship’s sources of electrical power; or
(2) restricting the number of the ship’s generating sets operating during parallel connection to transfer load;
and/or
(3) restricting the short-circuit current level from shore supply to the ship’s power distribution system.
Section 3 ELECTRICAL EQUIPMENT

19.3.1.1 In addition to the requirements of this Chapter, shipside HV installations are to comply with the
requirements of 2.14.2.3, 2.14.2.4, 2.14.4, 2.14.6 and 2.14.7 of Chapter 2, PART FOUR of the Rules.
19.3.1.2 Equipment with voltage above 1 kV is not to be installed in the same enclosure with low voltage
equipment, unless segregation or other suitable means are provided to ensure that access to low voltage
equipment is obtained without danger.
19.3.1.3 In addition, shipside installations are to be arranged to prevent interference with the ship’s
mooring and cargo handling operations.
19.3.1.4 The degrees of protection provided by enclosures for components of shipside installations are to
be appropriate to the location where they are situated, and comply with the requirements of 1.3.2.2 of
Chapter 1 and 2.14.2.2 of Chapter 2, PART FOUR of the Rules.
19.3.2 Shore connection switchboard

19.3.2.1 The shore connection switchboard is to be in accordance with the publication IEC 62271-200,
service continuity LSC1.
19.3.2.2 The shore connection switchboard is to be located as close as possible to shore connection cables
on board.
19.3.2.3 The switchboard is to include a circuit-breaker for protection against undervoltage, overvoltage
and short-circuit current.
19.3.2.4 The shore connection switchboard is to be fitted with the following instruments, indicators and
alarms:
(1) one voltmeter: all three phases;
(2) one ammeter: all three phases;
(3) one frequency meter;
(4) one kilowatt-hour meter (optional);
(5) shore power indicator: power connected;
(6) circuit breaker tripping with alarm;
(7) earth-fault alarm;
(8) phase rotation indicator.
19.3.2.5 Where measures for restricting short-circuit currents are taken as required in 19.2.6.3(3), a
corresponding device is to be provided in the shore connection switchboard.
19.3.3 Shore receiving control panel

19.3.3.1 The shore receiving control panel is to be in accordance with the applicable requirements in
Section 3, Chapter 3, PART FOUR of the Rules.
19.3.3.2 The shore receiving control panel is in general to be a component of the main switchboard.
19.3.3.3 Where load transfer is executed via blackout, the control panel is to be fitted with the following
instruments:
(1) one voltmeter: all three phases;
(2) one ammeter: all three phases;
(3) one frequency meter;
(4) phase rotation indicator.
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19.3.3.4 Where load transfer is executed via temporary parallel running, the shore receiving control panel
is to be fitted with the following instruments:
(1) two voltmeters①: 1 for measuring the voltage in each phase of the shore supply, 1 for measuring the
busbar voltage;
(2) one ammeter: all three phases of the shore supply;
(3) two frequency meters : 1 for measuring the frequency of the shore supply, 1 for measuring the bus-bar
①
frequency;
(4) phase rotation indicator;
(5) synchronizing device.
19.3.4 Transformers
19.3.4.1 Transformers are to be of the separate winding type for primary and secondary sides and comply
with the applicable requirements of the series publications IEC 60076.
19.3.5 Cables
19.3.5.1 High voltage shore connection cables are to comply with the requirements of Annex A of the
publication IEC 80005-1 or other acceptable standards.
19.3.5.2 Fixed high voltage cables on board are to comply with the requirements of publications IEC
60092-353 and IEC 60092-354 or other equivalent standards.
19.3.6 Plugs and socket outlets

19.3.6.1 The ship may be connected to the shore supply via suitable means or plugs and socket outlets.
Plugs and socket outlets are to be designed so that an incorrect connection cannot be made and that plugs
cannot be inserted or withdrawn while live. Plugs and socket outlets are to be in accordance with
international② and/or national standards.
Section 4 SURVEY AND TESTING
19.4.1 Inspections and tests of products

19.4.1.1 Shipside installations and their components are to be certified by CCS in accordance with
Chapter 3, PART ONE of the Rules.
19.4.1.2 Components of shipside installations are to be inspected and tested according to approved
drawings and relevant standards.
19.4.2 Ship surveys

19.4.2.1 The first survey of shipside installations after fitting onboard new ships or ships in service is to
be carried out in accordance with 19.4.2.2 of this Chapter, and the subsequent surveys are to be carried out
in accordance with 19.4.2.3 and 19.4.2.4 of this Chapter.
19.4.2.2 Initial survey
(1) Check of product certificates of shipside installations.
(2) Check of compliance of the arrangement and fitting of shipside installations with approved drawings.
(3) The installations are to be subjected to the following inspections and tests:
① visual examination;
② test of insulation resistance to earth;
③ voltage withstand test of high voltage cable installation (refer to 2.14.7.2(6) of Chapter 2, PART
FOUR of the Rules;
④ functional tests, including test of phase rotation, test of emergency shutdown facilities, test of safety
interlocking, test of load transfer in parallel (if applicable);
⑤ measurement of insulation resistance in hot condition;
⑥ functional test of cable management system.
① Where the shore supply is connected to the bus bar and the voltage and frequency of the bus bar are easy to observe for
the operator, only one voltmeter and one frequency meter may be fitted.
② Refer to IEC 62613-1, Plugs, socket-outlets and ship couplers for high-voltage shore connection systems (HVSC systems)
– Part 1: General Requirements and IEC 62613-2, Plugs, socket-outlets and ship couplers for high-voltage shore
connection systems (HVSC systems) – Part 2: Dimensional compatibility and interchangeability requirements for
accessories to be used by various types of ships.
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19.4.2.3 Annual survey

(1) Shipside installations are to be subjected to the following tests:
① visual examination;
② test of insulation resistance to earth;
③ if practicable, the connection to shore supply may be tested for shore-to-ship power supply. Where
such test is impracticable, the availability of the equipment is to be confirmed by examining the
records of shore supplies and/or the records of maintenance of shipside installations.
19.4.2.4 The requirements for intermediate survey and special survey are the same as those for annual
surveys.
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ADDITIONAL REQUIREMENTS FOR ANCHOR HANDLING
CHAPTER 20 ADDITIONAL REQUIREMENTS FOR ANCHOR HANDLING
20.1.1 Application
20.1.1.1 The requirements of this Chapter apply to anchor-handling ships.

20.1.2.1 Ships complying with the requirements of this Chapter will be assigned the following class
notation:
(1) Anchor Handling.

20.1.3.1 The following plans are to be submitted for approval:
(1) Foundation and supporting structure of anchor handling winch;
(2) Stern rollers, towing pins, shark jaws and their supporting structures;
(3) Stability booklet (additional requirements for anchor handling);
(4) Construction profile and shell expansion.
20.1.3.2 The following plans or documents are also to be submitted for information:
(1) Arrangement of anchor handling equipment;
(2) Type and rated parameters of the anchor handling winch.
Section 2 HULL STRUCTURE

20.2.1.1 Where not provided in this Chapter, the hull structure of anchor-handling ships is to comply with
the relevant requirements of Chapter 2, PART TWO of the Rules.
20.2.2 Shell plating

20.2.2.1 The side shell in way of the stern rollers immediately adjacent to high duty mooring bollards and
in other high load areas is to be suitably reinforced. Where an anchor-handling ship is not provided with
any fender, the thickness of shell plating is not to be less than that required in Section 3, Chapter 2, PART
TWO of the Rules and not to be less than 11 mm.
20.2.3 Deck plating

20.2.3.1 The deck plating near the stern and that subject to concentrated loads are to be suitably increased
in thickness. Where an anchor handling ship is an offshore supply ship, the increased thickness of deck
plating is not to be less than 2 times that required by 11.3.2.1, Section 3, Chapter 11, PART TWO of the
Rules.
20.2.3.2 Where the anchor and chain are kept on the deck, effective means (e.g. wooden sheathing) are to
be provided to uniformly distribute their weight on the deck.
Section 3 ANCHOR HANDLING EQUIPMENT AND SUPPORTING STRUCTURES
20.3.1 Anchor handling arrangement

20.3.1.1 The following equipment is to be provided on anchor-handling ships:
(1) anchor handling winches;
(2) stern rollers;
(3) shark jaws;
(4) towing pins.
20.3.1.2 Anchor handling winches are to be designed in such a way as to allow an emergency release in
all operating conditions, and this is to be operable from the navigation bridge. After an emergency release,
the braking of winches is to be capable of being restored to normal function immediately.
20.3.2 Equipment and supporting structures
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20.3.2.1 The anchor handling winch and associated accessories are to be capable of sustaining the
maximum load from the hoisting, rendering and braking including any dynamic loads as applicable without
permanent deformation.
20.3.2.2 The foundation and supporting structures of anchor handling winches are to be capable of
sustaining the maximum braking load or 1.5 times the maximum hoisting load, whichever is greater. The
considered stress is not to be greater than the following permissible values:
normal stress [σ] = 0.9ReH;
shear stress [τ] = 0.5ReH;
equivalent stress [σe] = 1.0ReH;
where: ReH is yield stress of material, in N/mm2.
20.3.2.3 Stern rollers, shark jaws and towing pins are to be sized such that they, together with their
supporting structures, are capable of sustaining 2 times the maximum static working load in all conditions
of their arrangement, and the permissible stress under consideration is to be in accordance with 20.3.2.2 of
this Section.
Section 4 STABILITY
20.4.1 General
20.4.1.1 The stability during anchor handling operations is to comply with the requirements of 20.4.2 of
this Section in addition to the relevant requirements of the Administration.
20.4.2 Additional requirements for intact stability

20.4.2.1 The vertical and transverse tensions in the most unfavorable condition are at least to comply with
the following requirements:
(1) The maximum acceptable tension in wire/line/chain, including the maximum acceptable transverse
tension that can be accepted in order for the ship’s maximum heeling to be limited to one of the following
angles, whichever occurs first:
① heeling angle equivalent to a GZ value equal to 50% of GZ max;
② the angle which results in water on working deck;
③ 15º.
(2) The heeling moment is to be calculated as the total effect of the horizontal and vertical transverse
components of tension in the wire/line/chain. The torque arm of the horizontal components is to be
calculated as the distance from the height of the work deck at the guide pins to the center of main
propulsion propeller or to center of stern side propeller if this projects deeper. The torque arm of the
vertical components is to be calculated from the centre of the outer edge of the stern roller and with a
vertical straining point on the upper edge of the stern roller.
20.4.2.2 The following loading conditions intended for anchor handling are to be included in the Stability
Booklet:
(1) ship at the maximum load line draft, with full stores and fuel and fully loaded with all liquid and dry
cargo distributed below deck and with remaining deadweight distributed as above-deck weight (anchors,
chain, etc.) corresponding to the worst service departure condition in which all the relevant stability criteria
are met;
(2) ship with 10% stores and fuel and fully loaded cargoes of (1) above, arrival condition;
(3) ship at the maximum load line draft, with full stores, a full set of rig anchors on deck to be deployed
during single trip (and rig chains, if appropriate) and fuel loaded to the maximum deadweight,
corresponding to the worst service departure condition in which all the relevant stability criteria are met;
(4) ship with 10% stores and fuel and fully loaded cargoes of (3) above, arrival condition;
(5) ship in the worst anticipated operating condition.
20.4.2.3 The conditions given in 20.4.2.2 of this Section are to include the following items:
(1) the loads on the deck (including the weight of anchors, chains and wires/lines) and winch reels (loaded
with heaviest possible wire/line types);
(2) the vertical force from the tension, upon which calculations of trim and curve for righting arm are
based;
(3) the weight of the anchors and wires/lines/chains;
(4) the righting arm curve corrected for the free surface (using the vertical centre of gravity), including any
roll reduction tanks in use. Consideration is to be given to fuel oil and fresh water used as well as any
ballast water necessary during the operations;
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(5) if a ship is fitted with rig chain locker(s) below the main deck, the opening(s) is to be considered as a
downflooding point for the stability calculations. As an alternative, where the ship’s stability is in
compliance with the requirements of this Section in the condition of the single chain locker being flooded
(and taking the effects of the maximum free surface into account) during the stability calculation, the
opening(s) may not be regarded as the downflooding point(s);
(6) if a ship is fitted with open rig chain lockers on the main deck, effective means to drain these lockers
are to be provided. If not, the lockers are to be considered flooded and the appropriate free surface effects
included in all stability calculations.
20.4.3 Stability information to be supplied to the Master

20.4.3.1 The stability booklet is to include the following items:
(1) Information stating the maximum tension in wire/line/chain, as well as corresponding lateral point of
direction according to the calculations, is to be provided and be displayed next to the control desk or at
another location where the navigator on duty can easily see the information from his command post.
(2) The displayed information is to be in the form of simple sketches showing the ship’s righting
moment/arm curves in addition to a table stating the relevant combinations of tension and point of direction
which gives the maximum acceptable heeling moment.
(3) Any tank restrictions (i.e. ballast tank and roll reduction tank usage, fuel oil burn off sequences, etc.)
determined by the stability calculations.
20.4.3.2 During anchor handling operations, all weathertight access and emergency hatches, and doors on
the work deck, are to be kept closed, except when actually being used for transit under safe conditions.
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HULL MONITORING SYSTEMS
CHAPTER 21 HULL MONITORING SYSTEMS

21.1.1.1 This Chapter applies to hull monitoring systems installed voluntarily on board ships.
21.1.1.2 The ships provided with hull monitoring systems in accordance with this Chapter may apply for
a corresponding class notation.
21.1.1.3 The hull monitoring system may be used to collect and monitor hull stress, wave and operational
parameters. The system is to give warning when changes of these data approach levels that require action.
21.1.1.4 For ships not complying with the requirements of this Chapter, other arrangements achieving
safety level to the same extent as that specified by this Chapter may be used, subject to agreement of CCS.
21.1.1.5 In no case is the hull monitoring system (including sensors) to be installed to damage the hull
structure and impair the performance of ship, or give rise to any potential safety hazard. The system is not
intended as a substitute for correct judgment and responsibility of crew members.

21.1.2.1 Upon request of the owner and in accordance with different sensors/components of the hull
monitoring system, the following class notations may be assigned:
(1) HMS: Only sensors monitoring the global longitudinal stress amidships are installed in the hull
monitoring system.
(2) HMS(×): Not only sensors monitoring the global longitudinal stress amidships are installed in the hull
monitoring system, but also sensors/components monitoring other parameters are selected, where within
the brackets there will be letters specifying the selected sensors/components and multiple letters are
separated by comma “,”①.
The following sensors/components may be selected for the hull monitoring system:
Letters Specifying Selected Sensors/Components Table 21.1.2.1

Letter Description
G Sensor monitoring the global hull strain
D Sensor monitoring the local hull strain
O Sensor monitoring the propulsion shaft(s) output
A Sensor monitoring the axial acceleration
M Device for monitoring of hull rigid body motions (six degrees of freedom)
P Sensor monitoring the transient sea pressure acting on the hull (slamming)
S Sensor monitoring the liquid motion pressures in tanks (sloshing)
T Sensor monitoring the temperature
B Device for monitoring the wave
W Wind sensor
N Navigation sensors
C Online link to loading instrument that is continuously up-dating the loading condition
(3) HMS-HSC: applicable to high speed craft and the sensors/components installed in the hull monitoring
system are to comply with Table 21.4.3.3.
21.1.2.2 The class notations specified in 21.1.2.1 are to be assigned on the basis of approved drawings,
certification of equipment and onboard survey.
21.1.2.3 The hull monitoring system (including sensors) is to be furnished with a type approval certificate
of CCS.

21.1.3.1 Documents containing the following information are to be submitted for approval:
(1) arrangement of sensors (including the information on each sensor);
(2) diagrams of power systems of the hull monitoring system.
① For example, a bulk carrier equipped with sensors monitoring the global longitudinal stress amidships and also sensors
monitoring the axial acceleration and local hull strain may be assigned the class notation HMS (D,A) upon request of the
owner.
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21.1.3.2 The following documents are to be submitted for information:

(1) explanation on relevant software (including data processing unit);
(2) instruction manuals of the hull monitoring system.
21.1.4 Documents to be kept on board

21.1.4.1 Instruction manuals are to be kept on board. The manuals are at least to contain the following
instructions on:
(1) operation;
(2) setting and calibration of sensors and system;
(3) identification of faults;
(4) repairs;
(5) systematic maintenance and function testing (showing how components and systems are to be tested
and what is to be observed during the tests);
(6) interpretation of measuring results.
21.1.4.2 A log for maintenance and calibration of the hull monitoring system is to be kept on board.
Section 2 SYSTEM DESIGN
21.2.1 System composition and components

21.2.1.1 The hull monitoring system generally consists of a computer system (upper layer) and sensors
installed in appropriate spaces (lower layer). Relevant information monitored by each sensor is transferred
to the computer system. Upon receipt of such information, processing, display, alarm and storage are
carried out by the computer system.
21.2.1.2 Sensors are to be so selected as to ensure that they are suitable for use in the marine environment
and their type and accuracy are also suitable for use of the signal.
21.2.1.3 In the case that the ship already has installed a sensor for monitoring of a certain parameter,
installation of a separate sensor for the hull monitoring system is not required.
21.2.1.4 Wave sensors may be used to monitor the wave condition, which produces a two dimensional
spectrum (wave frequency and relative direction between wave and ship heading). Based on the spectrum,
significant wave height, main wave direction and main wave period may be derived.
21.2.1.5 An anemometer giving speed and dominant direction of the wind may be used.
21.2.1.6 The speed of the ship may be taken from the GPS system or the speed log.
21.2.1.7 The course of the ship may be taken from the GPS system or the gyro compass.
21.2.2 System requirements

21.2.2.1 The hull monitoring system is to have functions of processing and display, and provide relevant
information to ship’s operators.
21.2.2.2 The system is to include a computer with sufficient capacity to perform the tasks required, e.g.
process the sensor signals, display the information required on a screen, give alarms and store the data.
21.2.2.3 All electrical components that are exclusively used in the hull monitoring system, i.e. not sensors
included in the navigation system, are to be powered through an UPS (un-interruptible power supply). In
case of main power failure, the UPS is to have sufficient capacity to maintain normal operation of the hull
monitoring system for at least 10 minutes.
21.2.2.4 The hull monitoring system is to automatically re-start for normal operation at return of main
power.
21.2.2.5 In the case that the ship is equipped with a loading instrument, the still water shear forces and
bending moments are to be transferred to the hull monitoring system. These data can be entered manually,
read from a disk or transferred through an electronic link. The system may use this information to calculate
the bending stress at the global strain positions.
21.2.2.6 The system is to be designed to give visual and audible alarm for at least the following incidents:
(1) power failure;
(2) sensor failure;
(3) signal from a sensor exceeding the alarm threshold value.
21.2.2.7 The programs and data held in the data recording system are to be protected from corruption by
loss of power.
21.2.2.8 The user interface (display, keyboard and alarms) is at least to be installed on the bridge.
21.2.2.9 A data storage device suitable for saving time series and statistical information is to be used.
21.2.2.10 The system is to have minimum data storage capacity and functionality as specified in 21.3.9.
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21.2.2.11 The hull monitoring system is to be configurable. The configuration is to include all settings
that are relevant for a specific installation. Such settings will typically be calibration factors, sensors
threshold values, filter cut-off frequencies, statistical calculations that are selected for the different sensors,
etc.
21.2.2.12 The system is to have output port for providing Voyage Data Recorder with all IMO mandatory
information (IMO resolution MSC.333(90)) from the system. The port is to be compliant with IEC 61162.
21.2.2.13 Information on how to interpolate the vertical hull girder bending moment values from the
loading instrument to the strain gauge positions is to be included in the computer programme of the system
so that the loading instrument readings can be used for setting and checking the system.
21.2.2.14 Each strain gauge is initially to be set to a stress calculated in an agreed still water loading
condition. This calculated stress is to be compatible with the output of the loading instrument and
calculations made using the loading manual. The set-up is not to be carried out when dynamic stresses are
present and is to be made when temperature effects are minimised and in absence of large gradients. In the
event that the difference is greater than 5% of the approved value or 10 N/mm2 occurs, whichever is the
greater, the setup of still water loading condition is to be repeated.
21.2.3 System installation

21.2.3.1 The position of the strain gauges is to take account of the structural configuration of the ship and
its mode of operation.
21.2.3.2 Deck-mounted strain gauges are to be protected from green seas on deck by appropriate siting or
by using breakwaters or similar means. Strain gauges installed in other positions are to be suitably
protected against external damages.
21.2.3.3 Motion sensors to measure motions are to be placed in positions where their functioning will not
be affected by vibrations. Accelerometers and motion monitoring devices are to be mounted on a structural
point where local structural vibration will be minimal. If resilient mounts are used, it is to be demonstrated
that they have frequency characteristics that do not affect the signal in the frequency range of interest.
21.2.3.4 The rigid body motions are to be referred to the center of gravity in loaded condition.
21.2.4 Loads due to transient sea pressure (slamming)

21.2.4.1 Loads due to transient sea pressure (slamming) are preferably to be measured in terms of normal
stress (strain) at the structure on which the pressure is acting, e.g. the pressure loads are to be measured as
normal stress on longitudinal(s) or plating.
21.2.4.2 The loads may alternatively be measured using pressure transducer(s) mounted through the hull.
21.2.4.3 An accelerometer in the bow area may be used as an indicator of slamming incidents.
21.2.5 Loads due to liquid motions in tanks (sloshing)

21.2.5.1 Loads due to liquid motions in tanks (sloshing) are preferably to be measured in terms of stress
(strain) in the structure on which the loads are acting.
21.2.5.2 The loads may alternatively be measured in terms of pressure using a pressure transducers
mounted through the tank wall.
21.2.6 Structural temperature

21.2.6.1 Temperature sensors installed on the supporting structure① of cargo tanks containing cooled or
heated cargo, are at least to have an operational range that covers the temperature of the cargo and the
temperature in the structure when the cargo hold is empty.
Section 3 DATA PROCESSING AND STORAGE

21.3.1.1 The parameters given in 21.4.3 are to be processed and made available for the hull monitoring
display.
21.3.1.2 The measured signals are to be split into given time intervals for data processing. The results
from the data processing for each time interval are to be stored. The time interval selected is to be set
during the initial configuration of the software.
21.3.1.3 The type of processing each individual sensor signal is subjected to is to be defined during the
initial configuration of the system. The configuration is to be included in the documentation.
① For liquid tanks provided with the independent tank, the supporting structure means the saddle supporting the liquid tank;
for the integral tank, the supporting structure mainly means the inner side of bulkhead.
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21.3.2 Data filtering

21.3.2.1 The software is to include high-pass and low-pass time domain digital filters. The cut-off
frequency of the filters is to be configurable through the software.
21.3.2.2 The filters are to be designed to have a stop-band attenuation of at least 40 dB.
21.3.2.3 The filters are to be initiated at the start-up of the hull monitoring software, and be continuously
active as long as the software is running during normal operation. The part of the filtered signal that is
corrupted by the settling of the filter during start-up is not to be used in the subsequent data analyses.
21.3.2.4 The system is to have the capability to simultaneously perform filtering on all the measured time
series of hull responses. The time series subjected to filtering are to be configurable through the software.
21.3.2.5 The system is to be able to put the time signal from all sensors measuring the ship responses
through the following filtering processes, giving four different time series:
(1) no filtering (static value and both wave and vibrations responses are maintained);
(2) high-pass filtering (static value and low cycle temperature fluctuation are removed, the wave response
and vibration responses of the signal are maintained);
(3) low-pass filtering (static value and the wave response is maintained);
(4) high-pass filtering (only the vibration response is maintained).
21.3.2.6 The software is to be able to display each of the four different time series described in 21.3.2.5.
21.3.2.7 The software is to be able to perform the data analyses described in 21.3.3 through 21.3.6 on
each of the four different time series described in 21.3.2.5.
21.3.3 Statistical calculations

21.3.3.1 The software is to be able to perform the statistical calculations on the time series described in
21.3.1.2 and 21.3.2.5. The sensors selected for statistical calculations and statistical operation to be
performed are to be configurable in the initial set-up of the software.
21.3.3.2 The following statistical parameters are to be calculated for each of the selected ship response
parameters:
(1) maximum value;
(2) minimum value;
(3) mean value;
(4) standard deviation;
(5) skewness;
(6) kurtosis;
(7) mean zero crossing period.
21.3.3.3 For each of the ship responses, a histogram of all the peaks in the time history is to be
established. The amplitude for each response is to be divided into pre-set intervals, and the number of peaks
within each interval is to be counted. Hence, the histogram will contain the number of peak occurrences
within each interval. The intervals are to be set during configuration of the software.
21.3.3.4 Similar histograms of the ship responses as described for the peaks in 21.3.3.3 are also to be
established for the troughs.
21.3.3.5 For transient phenomena, such as liquid impacts (slamming and sloshing), the integrated energy
of each impact is to be calculated.
21.3.3.6 For transient phenomena, such as liquid impacts (slamming and sloshing), the rise time of each
impact is to be calculated. The limits for the calculation are to be configurable.
21.3.3.7 Based on assumptions of statistical distribution of the parameters derived in 21.3.3.2 to 21.3.3.5,
a curve for the probability of exceeding a certain value within a given time period is to be estimated. The
time period is to be configurable through the software.
21.3.3.8 Based on the probability curve, the probability of exceeding a predefined threshold value is to be
found. The threshold value is to be configurable through the software.
21.3.4 Fatigue life estimation

21.3.4.1 The fatigue life of the structural elements equipped with strain sensors is to be estimated based
on the measured time history.
21.3.4.2 The stress response histograms are to be established for each strain sensor using a type of cycle
count method.
21.3.5 Loads due to transient sea pressure (slamming)
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21.3.5.1 The number of transient peaks recorded by the sensor installed for the recording of slamming
incidents exceeding the threshold level, is to be counted. The number count for a pre-defined time period is
to be made available for the display. The threshold value and the time period are to be configurable through
the software.
21.3.6 Hull stress

21.3.6.1 The hull girder strain (stress) may often be influenced by strain induced by temperature
differences in the hull structure. This strain may be caused by temperature differences between the cargo
and the environments or by partial heating of the hull structure due to sunshine. These effects may be
reflected as low cycle variations of the measured strain. The strain due to these temperature differences is
normally not to be included in the analyses performed by the hull monitoring system. The hull monitoring
system is to have the capability to optionally remove the strain due to temperature differences in the hull
girder.
21.3.6.2 The hull monitoring system is to have the capability to read the still water bending/torsion
moments calculated by the loading instrument (if applicable). This information could either be typed
manually into the hull monitoring system or be transferred electronically by disk or data link. Based on this
information, the hull monitoring system is to be capable of computing the strain (stress) due to the still
water bending moments at each position where a sensor measuring global hull strain (stress) is positioned.
In the case when the sensor position does not correspond to a section for where the still water bending
moments are computed, a linear interpolation between the moments on each side of the sensor position may
be applied.
21.3.6.3 The hull monitoring system is to have the following three options for each individual strain
sensor, to be selected independently, for input to the statistical analyses and the alarm handler. The option
is to be selected during the initial installation of the hull monitoring system.
(1) measured strain as recorded (including possible effects due to temperature differences in the hull
structure);
(2) measured strain high-passed filtered in order to remove low cycle temperature effects;
(3) measured strain high-passed filtered in order to remove low cycle temperature effects, and then have a
strain offset added to the filtered strain signal, corresponding to the strain calculated by the loading
instrument at each sensor position.
21.3.7 Threshold values and alarms

21.3.7.1 The hull monitoring software is to be designed to allow input of a minimum and a maximum
threshold value for each sensor.
21.3.7.2 The measured values are to be compared to the given threshold values for each sensor. In the
case that the computed value exceeds 80% of a threshold value, an alarm is to be given.
21.3.7.3 The cause of the alarm is to be automatically written to an alarm log that is to be stored on an
electronic device.
21.3.8 Trend predictions

21.3.8.1 The results from the calculations for each time interval are to be arranged in such way that a
sequence of the latest data from each individual sensor can be displayed as a trend.
21.3.8.2 A 4-hour data sequence from each individual sensors is to form the basis for a forecast trend
prediction of the expected response from each individual sensor for at least the next hour. The measured
and the predicted data is to be made available for the display.
21.3.8.3 When the signal from an individual sensor exceeds 80% of the specified threshold value for that
sensor, the expected time to reach the threshold value is to be predicted based on trend analyses. The
measured and the predicted data is to be made available for the display.
21.3.9 Data storage

21.3.9.1 The system is to have capacity to store at least one year of statistical data and 24 h of time series
from all sensors. For sensors dedicated to slamming and sloshing measurements, it is sufficient to store the
time sequences where the transients are exceeding a given threshold value.
21.3.9.2 The system is to have the capability to back-up the recorded data on a medium suitable to be
read on a personal computer (PC).
21.3.9.3 The data back-up files are to include all the recorded data presented on a suitable text format.
The files are to include sufficient information to clearly describe the content of the files.
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21.3.9.4 For each time interval, the system is to store the results from all the calculations for all the
individual parameters recorded. The data is to be labelled with a time stamp (date and time) corresponding
to the beginning of the time interval.
21.3.9.5 The system is to automatically store time series for all the measured parameters for a number of
time intervals corresponding to at least a period of the last 4 h of recording. Time series older than this
period is to automatically be deleted from the storage device.
21.3.9.6 The system is to have the functionality to permanently store the data specified in 21.3.9.5. The
system is to have the storage capacity to permanently store at least 12 such periods.
Section 4 DISPLAY AND MONITORING
21.4.1 Display
21.4.1.1 The hull monitoring system is to have a display suitable for presentation of screen images.
21.4.1.2 The system is to have at least screens that display the following information:
(1) clearly visualise the position of each individual sensor;
(2) the status of each individual sensor, i.e. whether the sensor is operational or faulty;
(3) real time information of the measured time series of each individual sensor;
(4) signal level from each individual sensor compared to the threshold values;
(5) trends of the statistical parameters for each individual sensor, including forecast predictions;
(6) alarm status.
21.4.2 Manual input

21.4.2.1 The system is to be provided with means for manual input.
21.4.3 Extent of monitoring

21.4.3.1 For the class notation HMS, sensors monitoring the global longitudinal stress amidships are to be
installed port and starboard.
21.4.3.2 For the class notation HMS(×), in addition to sensors monitoring the global longitudinal stress
amidships which are installed port and starboard, other parameters may also be monitored. Recommended
parameters to be monitored for the various types of ships and available sensors/components are given in
Table 21.4.3.2.
Recommended Parameters to be Monitored for Types of Ships and
Available Sensors/Components Table 21.4.3.2
Available
Applicable
No. Parameter sensors/ Remarks
ship type
components
Vertical accelerations at
① L is length of ship as defined in 1.1.2.1,
1 forward perpendicular (0.01L )
①
a, b, c, d A
Chapter 1, PART TWO of the Rules
at centerline
To monitor inertia loading on sensitive cargo.
Transverse acceleration in the Sudden change in response may indicate
2 b, c, d A
0.4L mid ship area irregular situations such as ingress of water in
holds or at vehicle decks
Global longitudinal stress at the ② For ships with length L>180 m
3 quarter length L/4 from mid a ,b ,c ,d
② ② ② ③
G ③ For ships with hull girder sectional
ship (port and starboard) modulus < 1.5Wrule and with length L>180 m
④ Longitudinal stresses (L/2) amidships
Longitudinal stress close to below the neutral axis, e.g. at bilge area. Only
4 bottom (L/2) amidships (port b ,c
④ ⑤
G for ships with large openings in deck
and starboard) ⑤ Longitudinal stresses (L/2) amidships
below the neutral axis, e.g. at bilge area
⑥ For Bulk Carriers with class notation BC-B
5 Double bottom bending b
⑥
D and BC-A, one strain sensor in inner bottom of
each hold
Bending/shear stress in pillar ⑦ For ships with operational limits with
6 c
⑦
D
bulkheads respect to draught with empty holds
Lateral loads at bottom near
7 a, b, c, d P
forward perpendicular
8 Lateral loads at side a, b, c, d P
9 Lateral loads at the bow door d
⑧
P ⑧ For Ro-Ro Ships only
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Available
Applicable
No. Parameter sensors/ Remarks
ship type
components
Ship provided with a loading instrument may
10 Loading instrument a, b, c, d C choose whether to establish an online link to
the hull monitoring system
11 Position, speed/course a, b, c, d N
Power output and revolutions of
12 a, b, c, d O
propulsor (s)
13 Wave condition a, b, c, d B
14 Wind condition a, b, c, d W
15 Structural temperature a T
Sloshing response of liquid in
16 a S
tanks
17 Ship’s attitude a, b, c, d M
In the Table, a: oil tankers, petroleum asphalt tankers, chemical tanker, liquefied gas carriers;
b: bulk carriers and ore carriers;
c: container ships;
d: general cargo ships, ro-ro ships, passenger ships and other ships.
21.4.3.3 For the class notation HMS-HSC, the parameters to be monitored and corresponding types of
sensors are given in Table 21.4.3.3.
Parameters to be Monitored for High Speed Craft and Corresponding Types of Sensors
Table 21.4.3.3
Available
No. Parameter Remarks
sensors
Vertical, transverse and longitudinal acceleration at the
1 centerline of each hull in the fore body (fore of A Must be installed
forward perpendicular)
2 A Must be installed
longitudinal center of gravity (LCG)
3 centerline of each hull aft body (aft of aft A Must be installed
perpendicular)
4 Global longitudinal stress amidships G Recommended to be installed
Global transverse stress in wet deck in center between Recommended to be installed (for
5 D
each hull multi-hull ships with length L>50 m)
6 Lateral loads at bottom near forward perpendicular P Recommended to be installed
Section 5 COMPONENT REQUIREMENTS

21.5.1.1 All components are to be replaceable and designed for easy maintenance.
21.5.1.2 Electrical equipment and installation in hazardous areas are to be in accordance with PART
FOUR of the Rules.
21.5.1.3 All equipment located at the navigation bridge is to be fitted with dimmers and has displays
which do not interfere undue with the night vision of the officer of the watch.
21.5.2 Sensors
21.5.2.1 Strain sensors are to be designed in such way that the measured value is not influenced by
changes in temperature.
21.5.2.2 Sensors for measuring global hull strain are to be mounted in such way that influence of local
strain is minimised.
21.5.2.3 Sensors that are part of other systems, can be utilised in the hull monitoring system. Connections
to such sensors are to be made in such way that they do not influence performance of the other systems.
Failure of the hull monitoring system is not to influence the performance of other systems.
21.5.2.4 Accelerations are to be measured over a range of -20 m/s2 to +20 m/s2. The measurement
uncertainty of the acceleration is to be less than 2% of the measured value, or 0.10 m/s2, whichever is the
greater.
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21.5.2.5 The rigid body ship motions is to be measured by a device with integrated sensors, giving the 6º
of freedom (3 translations and 3 rotations). The translations (accelerations) are to be measured over a range
of -20 m/s2 to +20 m/s2. The angles are to be measured over a range of -90º to +90º, -45º to +45º and -180º
to +180º, for the roll, pitch and yaw motions respectively. The measurement uncertainty is to be less than
2% of the measured value, or 0.10 m/s2 for translations and 0.5º for angles, whichever is the greater.
21.5.2.6 The sea pressure acting on the hull is to be measured over a range of 0 MPa (atmospheric
pressure) ~ 2 MPa. The measurement uncertainty of the pressure is to be less than 2% of the measured
value, or 0.01 MPa, whichever is the greater.
21.5.2.7 The liquid motion pressures in tanks (sloshing) is to be measured over a range of 0 MPa
(atmospheric pressure) ~ 4 MPa. The measurement uncertainty of the pressure is to be less than 4% of the
measured value, or 0.02 MPa, whichever is the greater.
21.5.2.8 The structural strain is to be measured in a range related to the yielding strain of the material.
The measurement uncertainty is to be less than 3% of the measured value or 20 micro strain, whichever is
the greater. For ships made of steel or aluminium, a range from -2 000 micro strain to +2 000 micro strain
can be assumed. For ships constructed using special material qualities or different types of materials, i.e.
composite materials, the strain range is to be specially considered by CCS.
21.5.2.9 The sensors installations designed for low frequency responses, i. e. motions and wave loading
are to record the physical quantities within the specified uncertainties within the frequency range 0.01 ~ 3
Hz. Installations designed to measure slamming responses are to record the physical quantity within the
specified uncertainties in the frequency range 5 ~ 100 Hz. Installations designed to measure sloshing
responses are to record the physical quantity within the specified uncertainties in the frequency range 30 ~
1200 Hz. For the physical quantity recorded above, the uncertainty is to be within the specified range.
21.5.2.10 The data processing unit is to be capable of handling information supplied by all sensors
including navigational instruments at the actual transfer rate.
21.5.2.11 The information from the sea-state parameters is at least to be updated and submitted every 10
minutes.
21.5.3 Signal conditioning units

21.5.3.1 The signal conditioning units are to be matched to the connected sensor.
21.5.3.2 The signals from analogue sensors are to be low-pass filtered prior to digitising to avoid signal
noise. The filters are to be matched to the frequency range for the different sensors.
21.5.3.3 The sensors installations designed for low frequency responses, i.e. motions and wave loading
are to be digitised with at least 20 Hz. Installations designed to measure slamming responses are to be
digitised with at least 500 Hz. Installations designed to measure sloshing responses in tanks are to be
digitised with at least 3 kHz.
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ADDITIONAL REQUIREMENTS FOR ERGONOMIC CONTAINER LASHING
CHAPTER 22
22.1.1 Application
22.1.1.1 The provisions of this Chapter are voluntary and the aim of this Chapter is to ensure that persons
engaged in carrying out container securing operations on deck have safe working conditions. This Chapter
applies to container ships and ships which are specifically designed and fitted for the purpose of carrying
containers on deck.

22.1.2.1 The following class notation may be assigned to those complying with the requirements
specified in this Chapter:
(1) Ergonomic Container Lashing: ECL
22.1.3 Definitions
22.1.3.1 Fencing is a generic term for guardrails, safety rails, safety barriers and similar structures that
provide protection against the falls of persons.
22.1.3.2 Lashing positions include positions:
(1) in between container stows on hatch covers;
(2) at the end of hatches;
(3) on outboard lashing stanchions/pedestals;
(4) outboard lashing positions on hatch covers; and
(5) any other position where people work with container securing.
22.1.3.3 Stringers are the uprights or sides of a ladder.
22.1.3.4 Turnbuckles and lashing rods specified in this Chapter include similar cargo securing devices.
22.1.4 Plans and information

22.1.4.1 The following information is to be submitted:
(1) Details of container stowage arrangements;
(2) Details of working areas including means of access, fall protection arrangements and anti-slip surfaces;
(3) Details of lashing bridges including stowage arrangements for lashing bars, means of access and fall
protection arrangements;
(4) Details of walkways and transit areas including fall protection and anti-slip surfaces;
(5) Details of access openings, ramps, ladders, steps, hatchways and coamings;
(6) Details of container securing fittings including fixed and loose fittings;
(7) Details of deck lighting;
(8) Details of reefer power outlets.
Section 2 SAFE ACCESS DESIGN
22.2.1 General provisions

22.2.1.1 The minimum clearance for transit areas is to be at least 2 m high and 600 mm wide. See
dimensions “B” in Figure 22.2.1, “J” in Figure 22.2.4, “K1” in Figure 22.2.2 and Table 22.2.1.
22.2.1.2 All relevant deck surfaces used for movement about the ship and all passageways and stairs are
to have non-slip surfaces.
22.2.1.3 Where necessary for safety, walkways on deck are to be delineated by painted lines or otherwise
marked by pictorial signs.
22.2.1.4 All protrusions in access ways, such as cleats, ribs and brackets that may give rise to a trip
hazard are to be highlighted in a contrasting colour.
22.2.2 Lashing position design (platforms, bridges and other lashing positions)
22.2.2.1 Lashing positions are to be designed to eliminate the use of three high lashing bars and be
positioned in close proximity to lashing equipment stowage areas. Lashing positions are to be designed to
provide a clear work area which is unencumbered by deck piping and other obstructions and take into
consideration:
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(1) the need for containers to be stowed within safe reach of the personnel using the lashing position so that
the horizontal operating distance from the securing point to the container does not exceed 1,100 mm and
not less than 220 mm for lashing bridges and 130 mm for other positions, see dimensions “C1” and “C2” in
Figure 22.2.2, “C3” in Figure 22.2.1 and Table 22.2.1;
(2) the size of the working area and the movement of lashing personnel; and
(3) the length and weight of lashing gear and securing components used.
22.2.2.2 The width of the lashing positions is preferably to be 1,000 mm, but not less than 750 mm. See
dimensions “A” in Figure 22.2.1, “GL” and “GT” in Figure 22.2.3, “I” in Figure 22.2.4, “K” in Figure
22.2.2 and Table 22.2.1.
22.2.2.3 The width of permanent lashing bridges is to be:
(1) 750 mm between top rails of fencing, see dimension “F” in Figure 22.2.2 and Table 22.2.1; and
(2) a clear minimum of 600 mm between storage racks, lashing cleats and any other obstruction, see
dimension “F1” in Figure 22.2.2 and Table 22.2.1.
22.2.2.4 Platforms on the end of hatches and outboard lashing stations are preferably to be at the same
level as the top of the hatch covers.
22.2.2.5 Toe boards (or kick plates) are to be provided around the sides of elevated lashing bridges and
platforms to prevent securing equipment from falling and injuring people. Toe boards are preferably to be
150 mm high, however, where this is not possible they are to be at least 100 mm high.
22.2.2.6 Any openings in the lashing positions through which people can fall are to be possible to be
closed.
22.2.2.7 Lashing positions are not to contain obstructions, such as storage bins or guides to reposition
hatch covers.
22.2.2.8 Lashing positions which contain removable sections are to be capable of being temporarily
secured.
Figure 22.2.1
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Figure 22.2.2
Figure 22.2.3
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Figure 22.2.4
Container securing dimensions as shown in Figures 22.2.1 to 22.2.4 are listed in Table 22.2.1:
Table 22.2.1
Dimension Description Requirement (mm)
A Width of work area between container stacks 750 minimum
B Distance between lashing plates on deck or on hatch covers 600 minimum
C1 Distance from lashing bridge fencing to container stack 1100 maximum
C2 Distance from lashing plate to container stack (lashing bridge) 220 minimum
C3 Distance from lashing plate to container stack (elsewhere) 130 minimum
F Width of lashing bridge between top rails of fencing 750 minimum
F1 Width of lashing bridge between storage racks, lashing cleats and any other 600 minimum
obstruction
GL Width of working platform for outboard lashing – fore/aft 750 minimum
GT Width of working platform for outboard lashing – transverse 750 minimum
I Width of work platform at end of hatch cover or adjacent to superstructure 750 minimum
J Distance from edge of hatch cover to fencing 600 minimum
K Width of lashing bridge between top rails of fencing 750 minimum
K1 Width of lashing bridge between the pillars of the lashing bridge 600 minimum
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Notes:
B ― Measured between the centres of the lashing plates.
C1 ― Measured from inside of fencing.
C2, C3 ― Measured from centre of lashing plate to end of container.
F, K ― Measured to inside of fencing.
GL ― Measured from end of container to inside of fencing.
GT ― Measured to inside of fencing.
I ― Measured to inside of fencing.
J ― Measured to inside of fencing.
22.2.3 Fencing design

22.2.3.1 Bridges and platforms, where appropriate, are to be fenced. As a minimum, fencing design is to
take into consideration:
(1) the strength and height of the rails are to be designed to prevent workers from falling;
(2) flexibility in positioning the fencing of gaps. A horizontal unfenced gap is not to be greater than 300
mm;
(3) provisions for locking and removal of fencing as operational situations change based on stowage
anticipated for that area;
(4) damage to fencing and how to prevent failure due to that damage; and
(5) adequate strength of any temporary fittings. These are to be capable of being safely and securely
installed.
22.2.3.2 The top rail of fencing is to be 1 m high from the base, with two intermediate rails. The opening
below the lowest course of the guard rails is not to exceed 230 mm. The other courses are to be not more
than 380 mm apart.
22.2.3.3 Where possible fences and handrails are to be highlighted with a contrasting colour to the
background.
22.2.3.4 Athwartships cargo securing walkways are to be protected by adequate fencing if an unguarded
edge exists when the hatch cover is removed.
22.2.4 Ladder and manhole design

22.2.4.1 Where a fixed ladder gives access to the outside of a lashing position, the stringers are to be
connected at their extremities to the guardrails of the lashing position, irrespective of whether the ladder is
sloping or vertical.
22.2.4.2 Where a fixed ladder gives access to a lashing position through an opening in the platform, the
opening shall be protected with either a fixed grate with a lock back mechanism, which can be closed after
access, or fencing. Grabrails are to be provided to ensure safe access through the opening.
22.2.4.3 Where a fixed ladder gives access to a lashing position from the outside of the platform, the
stringers of the ladder are to be opened above the platform level to give a clear width of 700 to 750 mm to
enable a person to pass through the stringers.
22.2.4.4 A fixed ladder is not to slope at an angle greater than 25° from the vertical. Where the slope of a
ladder exceeds 15° from the vertical, the ladder is to be provided with suitable handrails not less than 540
mm apart, measured horizontally.
22.2.4.5 A fixed vertical ladder of a height exceeding 3 m, and any fixed vertical ladder, from which a
person may fall into a hold, is to be fitted with guard hoops, which are to be constructed in accordance with
paragraphs 22.2.4.6 and 22.2.4.7.
22.2.4.6 The ladder hoops are to be uniformly spaced at intervals not exceeding 900 mm and are to have a
clearance of 750 mm from the rung to the back of the hoop and be connected by longitudinal strips secured
to the inside of the hoops, each equally spaced round the circumference of the hoop.
22.2.4.7 The stringers are to be carried above the floor level of the platform by at least 1 m and the ends
of the stringers are to be given lateral support and the top step or rung is to be level with the floor of the
platform unless the steps or rungs are fitted to the ends of the stringers.
22.2.4.8 As far as practicable, access ladders and walkways, and work platforms are to be designed so
that workers do not have to climb over piping or work in areas with permanent obstructions.
22.2.4.9 There are to be no unprotected openings in any part of the workplace. Access opening must be
protected with handrails or access covers that can be locked back during access.
22.2.4.10 As far as practicable, manholes are not to be situated in transit areas, however, if they are,
proper fencing is to protect them.
22.2.4.11 Access ladders and manholes are to be large enough for persons to safely enter and leave.
22.2.4.12 A foothold at least 150 mm deep is to be provided.
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22.2.4.13 Handholds are to be provided at the top of the ladder to enable safe access to the platform to be
gained.
22.2.4.14 Manhole openings that may present a fall hazard are to be highlighted in contrasting colour
around the rim of the opening.
22.2.4.15 Manhole openings at different levels of the lashing bridge are not to be located directly below
one another, as far as practicable.
Section 3 LASHING SYSTEMS
22.3.1 General provisions

Lashing systems, including tensioning devices, are to:
(1) conform to international standards (ISO 3874), where applicable;
(2) be compatible with the planned container stowages;
(3) be compatible with the physical ability of persons to safely hold, deploy and use such equipment;
(4) be uniform and compatible, e.g. twistlocks and lashing rod heads are not to interfere with each other;
(5) be subject to a periodic inspection and maintenance regime. Non-conforming items are to be segregated
for repair or disposal; and
(6) be according to the CSM.
22.3.2 Twistlock design

22.3.2.1 Shipowners are to ensure that the number of different types of twistlocks provided for cargo
securing is kept to a minimum and clear instructions are provided for their operation. The use of too many
different types of twistlocks may lead to confusion as to whether the twistlocks are locked.
22.3.2.2 The design of twistlocks is to ensure the following:
(1) positive locking with easy up and down side identification;
(2) dislodging from corner fitting is not possible even when grazing a surface;
(3) access and visibility of the unlocking device is effective in operational situations;
(4) unlocked positions are easily identifiable and do not relock inadvertently due to jolting or vibration; and
(5) unlocking poles are as light as possible, of a simple design for ease of use.
22.3.2.3 Where it is not feasible to entirely eliminate working on the tops of container stows, the
twistlock designs used are to minimize the need for such working, e.g. use of SATLs, fully automatic
twistlocks or similar design.
22.3.3 Lashing rod design

22.3.3.1 The design of containership securing systems is to take into account the practical abilities of the
workers to lift, reach, hold, control and connect the components called for in all situations anticipated in the
cargo securing plan.
22.3.3.2 The maximum length of a lashing rod is to be sufficient to reach the bottom corner fitting of a
container on top of two high cube containers and be used in accordance with the instructions provided by
the manufacturers.
22.3.3.3 The weight of lashing rods is to be minimized as low as possible consistent with the necessary
mechanical strength.
22.3.3.4 The head of the lashing rod that is inserted in the corner fitting is to be designed with a
pivot/hinge or other appropriate device so that the rod does not come out of the corner fitting accidentally.
22.3.3.5 The rod's length in conjunction with the length and design of the turnbuckle is to be such that the
need of extensions is eliminated when lashing high cube (9'6") containers.
22.3.3.6 Lightweight rods are to be provided where special tools are needed to lash high cube containers.
22.3.4 Turnbuckle design

22.3.4.1 Turnbuckle end fittings are to be designed to harmonize with the design of lashing rods.
22.3.4.2 Turnbuckles are to be designed to minimize the work in operating them.
22.3.4.3 Anchor points for turnbuckles are to be positioned to provide safe handling and to prevent the
bending of rods.
22.3.4.4 To prevent hand injury during tightening or loosening motions, there is to be a minimum
distance of 70 mm between turnbuckles.
22.3.4.5 The turnbuckle is to incorporate a locking mechanism which will ensure that the lashing does not
work loose during the voyage.
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22.3.4.6 The weight of turnbuckles is to be minimized as low as possible consistent with the necessary
mechanical strength.
22.3.5 Storage bins and lashing equipment stowage design

22.3.5.1 Bins or stowage places for lashing materials are to be provided.
22.3.5.2 All lashing gear are to be stowed as close to its intended place of use as possible.
22.3.5.3 The stowage of securing devices is to be arranged so they can easily be retrieved from their
stowage location.
22.3.5.4 Bins for faulty or damaged gear are also to be provided and appropriately marked.
22.3.5.5 Bins are to be of sufficient strength.
22.3.5.6 Bins and their carriers are to be designed to be lifted off the vessel and restowed.
Section 4 LIGHTING DESIGN
22.4.1 A lighting plan is to be developed to provide for:

22.4.1.1 the proper illumination of access ways, not less than 10 lux (1 foot candle), taking into account
the shadows created by containers that may be stowed in the area to be lit, for example different length
containers in or over the work area;
22.4.1.2 a separate fixed or temporary (where necessary) lighting system for each working space between
the container bays, which is bright enough, not less than 50 lux (5 foot candle), for the work to be done, but
minimizes glare to the deck workers;
22.4.1.3 such illumination is, where possible, to be designed as a permanent installation and adequately
guarded against breakage; and
22.4.1.4 the illumination intensity is to take into consideration the distance to the uppermost reaches
where cargo securing equipment is utilized.
Section 5 SPECIALIZED CONTAINER SAFETY DESIGN
22.5.1 Temperature controlled unit power outlets are to provide a safe, watertight electrical connection.
22.5.2 Temperature controlled unit power outlets are to feature a heavy duty, interlocked and circuit
breaker protected electrical power outlet. This is to ensure the outlet can not be switched "live" until a plug
is fully engaged and the actuator rod is pushed to the "On" position. Pulling the actuator rod to the "Off"
position is to manually de-energize the circuit.
22.5.3 The temperature controlled unit power circuit is to de-energize automatically if the plug is
accidentally withdrawn while in the "On" position. Also, the interlock mechanism is to break the circuit
while the pin and sleeve contacts are still engaged. This provides total operator safety and protection
against shock hazard while eliminating arcing damage to the plug and receptacle.
22.5.4 Temperature controlled unit power outlets are to be designed to ensure that the worker is not
standing directly in front of the socket when switching takes place.
22.5.5 The positioning of the temperature controlled unit feed outlets is not to be such that the flexible
cabling needs to be laid out in such a way as to cause a tripping hazard.
22.5.6 Stevedores or ship's crew who are required to handle temperature controlled unit cables and/or
connect and disconnect reefer units are to be given training in recognizing defective wires and plugs.
22.5.7 Means or provisions are to be provided to lay the temperature controlled unit cables in and protect
them from lashing equipment falling on them during lashing operations.
22.5.8 Defective or inoperative temperature controlled unit plugs/electrical banks are to be identified and
confirmed as "locked out/tagged out" by the vessel.
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Part 8 Rules For Classification of Sea-Going Ships

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CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION

PART EIGHT ADDITIONAL REQUIREMENTS

Effective from July 1 2015

Add ：CCS Mansion,9 Dongzhimen Nan Da Jie,

CHAPTER 1 ADDITIONAL REQUIREMENTS FOR FIRE-FIGHTING SHIPS................................8-1

CHAPTER 3 ADDITIONAL REQUIREMENTS FOR OIL RECOVERY SHIPS..................................8-7

CHAPTER 4 ADDITIONAL REQUIREMENTS FOR ONE MAN BRIDGE OPERATED

CHAPTER 5 ADDITIONAL REQUIREMENTS FOR FISHING VESSELS.......................................8-23

CHAPTER 6 ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS................8-28

CHAPTER 7 ADDITIONAL REQUIREMENTS FOR PUSHER TUG-BARGE

CHAPTER 8 ADDITIONAL REQUIREMENTS FOR SHIPS WITH REGARD TO

CHAPTER 9 ADDITIONAL REQUIREMENTS FOR SHIPS HAVING INDEPENDENT

Section 2 ENGINE OUTPUT.................................................................................................................8-48

CHAPTER 10 ADDITIONAL REQUIREMENTS FOR PETROLEUM ASPHALT CARRIERS........8-51

CHAPTER 11 DYNAMIC POSITIONING SYSTEMS.............................................................................8-55

CHAPTER 12 IN-WATER SURVEY ARRANGEMENTS OF SHIPS.....................................................8-67

CHAPTER 13 ADDITIONAL REQUIREMENTS FOR POLAR CLASS SHIPS..................................8-68

CHAPTER 14 REDUNDANT PROPULSION SYSTEMS........................................................................8-92

CHAPTER 15 ADDITIONAL REQUIREMENTS FOR ELECTRICALLY PROPELLED SHIPS.....8-96

CHAPTER 16 COMFORT ON BOARD...................................................................................................8-104

CHAPTER 17 ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS....................................8-109

CHAPTER 18 ADDITIONAL REQUIREMENTS FOR HEAVY EQUIPMENT CARRIER.............8-111

CHAPTER 19 AC HIGH VOLTAGE SHORE CONNECTION SYSTEMS..........................................8-115

CHAPTER 20 ADDITIONAL REQUIREMENTS FOR ANCHOR HANDLING................................8-121

CHAPTER 21 HULL MONITORING SYSTEMS...................................................................................8-124

CHAPTER 22 ADDITIONAL REQUIREMENTS FOR ERGONOMIC CONTAINER LASHING.....8-132

CHAPTER 1 ADDITIONAL REQUIREMENTS FOR FIRE-FIGHTING SHIPS

Section 1 GENERAL PROVISIONS

1.1.1 General requirements

List of Minimum Requirements for Fire-Fighting Ships Table 1.1.1.4

1.1.3 Plans and documents to be submitted

Section 2 BASIC REQUIREMENTS

1.2.1 Hull structure

1.2.5 Fuel capacity and replenishment

1.2.6 Operation manual

Section 3 PROTECTION AND FIRE-FIGHTING EQUIPMENT

1.3.1 Water spray systems

1.3.2 Water monitor systems

1.3.2.5 Pumps and piping systems

1.3.3 Fixed foam monitor system

1.3.4 Pumps and piping systems for water and foam

1.3.5 Mobile fire-fighting equipment

1.3.6 Fire Hoses

1.3.7 Fireman’s outfit

CHAPTER 3 ADDITIONAL REQUIREMENTS FOR OIL RECOVERY SHIPS

Section 1 GENERAL PROVISIONS

3.1.1 General requirements

3.1.2 Class notations

3.1.4 Division of gas-hazardous zones and safe areas

3.1.5 Plans and documents

Section 2 CONSTRUCTION AND FIRE SAFETY

3.2.1 Hull structures

3.2.2 Arrangement of recovered oil tanks

3.2.3 Access and other openings

3.2.4 Fire protection and extinction

3.2.5 Mechanical ventilation

3.2.6 Gas detection and alarm system

Section 3 MACHINERY INSTALLATIONS

3.3.1 General requirements

3.3.2 Transfer system for recovered oil

3.3.3 Venting arrangements of tanks for recovered oil

Section 4 ELECTRICAL INSTALLATIONS