Full Text
EXTRAORDINARY
PART II —Section 3 —Sub-section ( i)
PUBLISHED BY AUTHORITY
No. 475] NEW DELHI, WEDNES DAY, AUGUST, 16, 2023/ SHRAVANA 25, 194 5
CG-DL-E-29082023-248408
CG-DL-E-29082023-248408
1 1700
2 1000
3 500
जोन 1 1000 1700
जोन 2 600 1000
जोन 3 300 500
ए = 0.75 (0.7 + 0.035 l) वगग मीटर
2 15˚ < φ max < 30˚ φmax ≤ φ f 0.035 + 0.001 (30 - φmax) [जमजल रेजडयन ]
3 15˚ < φ f < 30˚ φmax > φf 0.035 + 0.001 (30 - φf) [जमजल रेजडयन ] φf क े
4 φmax ≥ 30˚ और
𝑇
𝑝𝑤 = 0.25 [kN/m²];
%
(क) GZ≥0.03[ मी]
[फा.सं. IWT-11011/91/2021 -IWT]
1.2
1 N /mm2 or Mpa = 0.102 kgf/m m2
1 N /mm2 or Mpa = 0.0647 tonf/in2
1 N /mm2 or Mpa = 0.145 x 103 lbf/in2
1 J = 0.102 Kgf m
1 J = 0.738 ft Ibs
1 Kgf/m m 2 = 9.81 N/mm2 or MPa
1 tonf/in2 = 15.45 N/mm2 or MPa
1 Ibf/in2 = 6.89 x 10-3 MPa
1 kgf m = 9.81 J
1 ft bf = 1.36 J
0.5 tonf/in2
1 x 103 lbf.in2
10N/mm2
0.2 tonf/in2
0.5 x 103 lbf/in2
5 N/mm2
0.05 tonf/in2
0.1 x 103 lbf/in2
1 N/mm2
1 ft lbf
1 J
-
a = t
Lc 212.5 [ जममी]
a = t
Lo = 5.65 So
Lc Lo + 2 So
R =25 [mm]
Lc Lo + d/2 [ जममी]
a = t
Lc =Lo + 50 [ जममी].
Lo =5d;
Lc =Lo + d:
Lo = 5.65 So
Lc Lo + D/2
b 12 [mm]
Lo = 5.65 So
Lc = Lo + 2b
0.4
oo
s oLSA x 2 A
िर [N/mm2]
< 150 000 2 20
150 000 6 60
DtCC)(1tH
≥ 3 to < 5 -0.3
5 to < 8 -0.4
8 to < 15 -0.5
15 to < 25 -0.6
25 to < 40 -0.7
40 to < 80 -0.9
≥ 80 to < 150 -1.1
≥ 150 to < 250 -1.2
≥ 250 -1.3
B1 B2 B3
C1 C2 C3
A 1 A 2 A 3
B 1 B 2 B 3
C 1 C 2 C 3
A 1 A 2 A 3
B 1 B 2 B 3
C 1 C 2 C 3
(ii)
5/6
% 0.803 0.60 0.70
10 12.5 20 25 30 35 40 50 100
ए(-)
(50), एआर*(50)
ए(-) ए(50) एन (50)
ए(50) एन(50)
50)
(50)
(50)
5)
ReH
[N/mm2
Rm
5.65
oS
t 50 लििी 50 < t 70
लििी 70 < t 100
(3)
ए 235 400/520 22(2) +20 - - 34(5) 24(5) 41(5) 27(5)
बी (1) 0 27(4) 20(4) 34 24 41 27
डी -20 27 20 34 24 41 27
ई -40 27 20 34 24 41 27
िोटाई [लििी] > 5 > 10 > 15 > 20 > 25 > 30 > 40
5 10 15 20 25 30 40 50
एिोंगेशन 14 16 17 18 19 20 21 22
2.14.3.4 ऊपर 2.14.3.2 औ र 2.14.3.3 क े
5 V Mo Cr
6 Mn C eq. काब ि न
Mn
S अधि . 0.18
0.90 - 1.602)
0.50
0.035
0.035 0.16
0.90 - 1.60
0.50
0.025
0.025
0.18
0.9 – 2.00
0.55
0.020
0.020
न् य ू. 0.0153),4)
Nb
V
V + Ti) 0.02 - 0.054)
0.05 - 0.104)
0.02
N अधि . 0.35
0.20
0.40
0.08
- 0.35
0.20
0.80
0.08
0.009 (0.012
0.25
1.0
0.08
-
t 50 50 < t
100 एच32,
एफए च32 0.36 0.38
36, एफए च36 0.38 0.40
40, एफए च40 0.40 0.42
%15Cu Ni
5V Mo Cr
6Mn C eq. Carbon
5B
10V
15Mo
20Cr
60Ni
20Cu
20Mn
30Si
CcmP
> 12.5 सममी ≤ 50
E32
F32
F36
10 12.5 20 25 30 35 40 50 100
औ र/ य ा V प्लेट A(50) N(50) CR(50),TM(50) N(50),CR(
25),
TM(50)
िेक्शन A(50) N(50) CR(50),TM(50)
N(50), CR(50)
TM(50) N(50),
CR(25)
TM(50)
िेक्शन A(50) N(50) CR(50) TM(50)
N(50)
CR(50)
TM(50) N(50)
TM(50)
िेक्शन A(50) N(50) CR(50)
औ र/ य ा V प्लेट A(50) N(50) CR(50),TM(50) N(50),CR(
25),TM(50)
N(50), CR(50)
TM(50) N(50),
CR(25)
TM(50)
िेक्शन A(50) N(50) CR(50) T M(50)
CR(50)
TM(50) N(50)
TM(50)
CR(50)
AR*(15)
10 12.5 20 25 30 35 40 50 100
ReH
[N/mm2]
Rm
5.65
So A5
t 50 mm 50 < t 70
mm 70 < t
100 mm
(2)
एफएच 32 315 440/570 22(1) 0
-20
-40
-60 31(3)
31 23(3)
22 38
38 26
26 46
46 31
ईएच36 355 490/630 21(1) 0
-20
-40 34(3)
34 24(3)
24 41
41 27
27 50
50 34
एफएच 36 -60 34 24 41 27 50 34
एएच40 390 510/660 20(1) 0 39 27 46 31 55 37
डीएच 40 -20 39 27 46 31 55 37
ईएच40 -40 39 27 46 31 55 37
एफएच 40 -60 39 27 46 31 55 37
िे > 5 > 10 > 15 > 20 > 25 > 30 > 40
5 10 15 20 25 30 40 50
एव िं एफए च32 14 16 17 18 19 20 21 22
एव िं एफए च36 13 15 16 17 18 19 20 21
एव िं एफए च40 12 14 15 16 17 18 19 20
[N/mm2]
50<t≤
70 70<t≤
85 85<t≤
टीएमि ीपी ई एच47 460 570/720 17 -40oC 53 64 75
5/6.
2/3.
स्ट ील को 420, 460, 500, 550, 620,
𝑪𝒆𝒒 =𝑪+𝑴𝒏
𝟔+𝑪𝒓+𝑴𝒐 +𝑽
+𝑵𝒊+𝑪𝒖
𝟏𝟓 (%)
𝑪𝑬𝑻 =𝑪+(𝑴𝒏 +𝑴𝒐)
𝟏𝟎+(𝑪𝒓+𝑪𝒖)
+𝑵𝒊
𝟒𝟎 (%)
5B10V
15Mo
20Cr
60Ni
20Cu
20Mn
30SiC Pcm
काब ि न % अधि . 0.20 0.18 0.16 0.14 0.18
म ैं गन ीज % 1.0~1.70 1.0~1.70 1.70
फास्फ ोअि ि % अध ि.3) 0.030 0.025 0.025 0.020 0.025 0.020
िल्फर % अधि .3) 0.025 0.020 0.015 0.010 0.015 0.010
तनक े ल % अध ि.6) 0.80 2.006) 2.006)
Ceq CET Pcm
t≤50
(लममी) 100<t≤250
d≤250
एच420 एन/ एनआ र 0.46 0.48 0.52 0.47 0.53 0.47 एन. ए. एन. ए.
एच460N/NR 0.50 0.52 0.54 0.51 0.55 0.51 0.25 एन. ए.
एच460 टी एम 0.45 0.47 0.48 0.46 एन. ए. एन. ए. 0.30 0.23
एच460 क् य ूट ी 0.47 0.48 0.50 एन. ए. एन. ए. 0.48 0.32 0.24
एच500 क् य ूट ी 0.48 0.50 0.54 एन. ए. एन. ए. 0.50 0.34 0.25
एच550 क् य ूट ी 0.56 0.60 0.64 एन. ए. एन. ए. 0.56 0.36 0.28
एच620 क् य ूट ी 0.56 0.60 0.64 एन. ए. एन. ए. 0.58 0.38 0.30
एच690 क् य ूट ी 0.64 0.66 0.70 एन. ए. एन. ए. 0.68 0.40 0.33
0.
75 -
-
-
-
0.
32 - 0.75
0.3
एन 2502) 50 250 65
ReH1)
(N/mm2)
Rm
(N/mm2)
≥3
≤50 >50
≤ 100 >100
≤250 ≥3
≤100 >100
≤250 T L3)
T L
D
E
F 420 390 365 520~680 470~650 19 21 0
-20
-40
-60 28 42
D
E
F 460 430 390 540~720 500~710 17 19 0
-20
-40
-60 31 46
D
E 500 480 440 590~770 540~720 17 19 0
-20
-40 33 50
F -60
D
E
F 550 530 490 640~820 590~770 16 18 0
-20
-40
-60 37 55
D
E
F 620 580 560 700~890 650~830 15 17 0
-20
-40
-60 41 62
D
E
F 690 650 630 770~940 710~900 14 16 0
-20
-40
-60 46 69
D
E 890 830 ल ा ग ू
-20
-40 46 69
D
-20
-40 46 69
10 > 10
15 > 15
20 > 20
25 > 25
40 > 40
50 > 50
एच420 11 13 14 15 16 17 18
एच460 11 12 13 14 15 16 17
एच500 10 11 12 13 14 15 16
एच550 10 11 12 13 14 15 16
एच620 9 11 12 12 13 14 15
एच690 92) 102) 112) 11 12 13 14
िी अधि . 0.18 0.15 0.12 0.10
एि आ ई 0.10 - 0.35 0.10 - 0.35 0.10 - 0.35 0.10 - 0.35
एमएन 0.30 - 1.50 0.30 - 0.90 0.30 - 0.90 0.30 - 0.90
एन आ ई 1.30 - 1.70 3.20 - 3.80 4.70 - 5.30 8.50 - 10.0
पी अधि . 0.025 0.025 0.025 0.025
एि अधि . 0.020 0.020 0.020 0.020
घ ु ल न श ी ल )1) 0.015 0.015 0.015 0.015
िीआ र अ धि . 0.25 0.25 0.25 0.25
ि ी य ू अ ध ि . 0.35 0.35 0.35 0.35
एम ओ अ धि . 0.08 0.08 0.08 0.08
य ोग अधि . 0.60 0.60 0.60 0.60
[N/mm2]
[N/mm2] 5.65So
40 315
390 440 - 590
490 - 620
510 - 650 22
20 0
40 315
390 440 - 590
490 - 620
510 - 650 22
20 -20
40 315
390 440 - 590
490 - 620
510 - 650 22
20 -40
40 315
390 440 - 590
490 - 620
510 - 650 22
20 -60
1.5 एन आ ई 275 490 - 640 22 -80
3.5 एन आ ई 285 450 - 610 21 -95
5 एन आ ई 390 540 - 740 21 -110
9 एन आ ई 490 640 - 790 18 -196
अचि. Si Mn P
360 AR
410 AR
0.21
0.23 0.50
max.
0.50
max.
0.50
max. 0.40-
1.30
0.40-
1.30
0.80-
1.50 0.040
0.040
0.040 0.04
0.040
0.040 -
-
-
Cr 0.25
Cu 0.30
Mo 0.10
Ni 0.30
0.20
0.201
0.201 0.35
max.
0.35
max.
0.40
max.
0.10-
0.50 0.40-
1.20
0.50-
1.30
0.80-
1.40
0.90-
1.60 0.035
0.035
0.035
0.035 0.035
0.035
0.035
0.035 -
-
-
360 FG
410 FG
460 FG
0.20
0.201
0.201 0.35
max.
0.35
max.
0.40
max.
0.10-
0.50 0.40-
1.20
0.50-
1.30
0.80-
1.50
0.90-
1.60 0.035
0.035
0.035
0.035 0.035
0.035
0.035
0.035 See
note 2
See
note 2
See
note 2
See
note 2
शन C Si Mn P
1 Cr 1/2
Mo 470
0.18 0.15-
0.35 0.4-
0.8 0.03
5 0.03
5 See
note
3 0.70
-
1.30 0.40-
0.60 Cu 0.30
max. Ni
0.30
max. 2 1/4 Cr
1 Mo 480 0.08-
0.18 0.15-
0.50 0.4-
0.8 0.03
5 0.03
5 See
note
3 2.00
-
2.50 0.90-
1.10
5.65So %
360 AR 40 190 360-480 24
410 AR 40 215 410-530 22
460 AR 40 240 460-580 21
5.65So %
360 > 3 16
> 16 40
> 40 63 205
185 360 - 480 26
410 > 3 16
> 16 40
> 40 63 235
215 410 - 530 24
460 > 3 16
> 16 40
> 40 63 285
245 460 - 580 22
490 > 3 16
> 16 40
> 40 63 305
265 490 - 610 21
360 FG > 3 16
> 16 40
> 40 63 235
195 360 - 480 26
410 FG > 3 16
> 16 40
> 40 63 265
235 410 - 530 24
460 FG > 3 16
> 16 40
> 40 63 295
275 460 - 580 22
490 FG > 3 16
> 16 40
> 40 63 315
305 490 - 610 21
5.65So %
1 CR 1/2 Mo
470 > 3 16
> 16 40
> 40 63 305
305 470 - 620 20
2 1/4 Cr 1 Mo
480 > 3 16
> 16 40
> 40 63 275
265 480 - 630 18
[mm]
50 10 150 200 250 300 350
एआ र 40 154
218 153
213 152
210 145
203 128
182 108
161 102
[mm]
50 100 150 200 250 300 350 400 450
360 > 3 16
> 16
> 40
63 183
166 175
162 172
158 168
152 150
141 128
124 117
117 115
115 113
410 > 3 16
> 16
40 220
204 211
201 208
198 201
191 180
171 150
150 142
142 138
138 136
> 40
63 196 192 188 181 168 150 142 138 136
460 > 3 16
> 16
> 40
63 260
227 248
222 243
218 235
210 210
194 176
176 168
168 162
162 158
490 > 3 16
> 16
> 40
63 280
245 270
240 264
236 255
227 228
210 192
192 183
183 177
177 172
> 16
> 40
63 214
183 204
179 185
172 165
159 145
145 127
127 116
116 110
110 106
> 16
> 40
63 248
222 235
215 216
204 194
188 171
171 152
152 141
141 134
134 130
> 16
> 40
63 276
262 262
251 247
236 223
217 198
198 177
177 167
167 158
158 153
490 > 3 16 297 284 265 240 213 192 182 173 168
> 40
63 293
286 279
272 260
256 237
234 213
213 192
192 182
182 173
173 168
[mm]
50 100 200 300 350 400 450 500 550 600
1 Cr 1/2 Mo
470 3 63 284 270 248 216 203 199 194 188 181 174
2 1/4 Cr 1
Mo 480 3 63 255 249 233 219 212 207 194 180 160 137
460 490
510 एफजी 1 Cr 1/2 M o
470 2 1/4 Cr 1 Mo
380 171 219 227 - -
390 155 196 203 - -
400 141 173 179 - -
410 127 151 157 - -
420 114 129 136 - -
430 102 109 117 - -
440 90 92 100 - -
450 78 78 85 - 221
460 67 67 73 - 204
470 57 57 63 - 186
480 47 48 55 210 170
490 36 - 47 177 153
500 - - - 146 137
510 - - - 121 122
520 - - - 99 107
530 - - - 81 93
540 - - - 67 79
550 - - - 54 69
560 - - - 43 59
570 - - - 35 51
580 - - - - 44
C
धि . Si
. Mn
. Cr Ni Mo N अन्य
347 0.0
“
“
“
“
“
0.0
0.0
6 }
}
}
1.0
}
}
}
} }
}
}
2.0
}
}
}
} }
}
}
0.04
}
}
}
} }
}
}
0.0
}
}
}
} 17.0-
20.0
17.0-
20.0
16.0-
18.5
16.0-
18.5
18.0-
20.0
18.0-
20.0
17.0-
19.0
17.0-
19.0 8.0-
13.0
3.0-
12.0
10.0-
15.0
10.0-
14.5
11.0-
15.0
12.5-
15.0
9.0-
12.0
9.0-
13.0 -
-
2.0-
3.0
2.0-
3.0
3.0-
4.0
3.0-
4.0
-
- 0.10
0.10-
0.22
0.10
0.10-
0.22
0.10
0.10-
0.22
0.10
0.10
-
-
-
-
-
-
5xCTi0
.7
10xCNb
1.0
0.0
0.0
1.0
0.8
2.0
1.2
0.03
0.03
0.0
0.0
21.0-
23.0
24.0-
26.0
4.5-
6.5
6.0-
8.0
2.5-
3.5
3.0-
5.0
0.08-
0.20
0.24-
0.32
-
Cu 0.50
max.
[N/mm2]
31803
32750
-
-
(अचि.) Cu Cr Ni Mo
C,
0.40 0.60 0.50 –
1.60 0.040 0.040 0.30 0.30 0.40 0,15 0.80
अ धि. 0.040 0.040 0.30 0.30 0.40 0.15 0.80
400 200 25 40
440 220 22 30
480 240 20 27
520 260 18 25
560 300 15 20
600 320 13 20
म ैं गन ीज 0.25 0.60 0.70-1.60 0.030 0.030 0.80
max.
0.25 0.60 0.50-0.80 0.025 0.030 2.00-3.00 Cr 0.25
Cu 0.30
Mo 0.15
V 0.03
य ोग 0.60 0.15 0.60 0.50-0.80 0.020 0.025 3.00-4.00
[N/mm2]
[N/mm2] 5.65So%
%
Test
temp.o
430 200
215 400 -
430 - 25
23 40
35 -60
(see
Note) 27
Ni241
Ni321
450 230 580
460 -
610 22 30
490 275 490 -
640 20 35 -70 34
490 275 490 -
640 20 35 -95 34
Ni241
Ni321
(%) Mn अधि .
(%) Cr (%) Mo1) अध ि.
(%) Ni (%)
Ni) 0.15 2.0 11.5 - 17.0 0.5 Max. 2.0
Ni) 0.06 2.0 11.5 - 17.0 1.0 3.5 - 5.0
Ni) 0.06 2.0 15.0 - 17.5 1.5 3.5 - 6.0
11 Ni) 0.12 1.6 16.0 - 21.0 4.0 8.0 - 13.0
(12 Cr 1
Ni) 440 590 15 30 20
(13 Cr 4
Ni) 550 750 15 35 30
(16 Cr 5
Ni) 540 760 15 35 30
(19 Cr 11
Ni) 1802) 440 30 40 -
2) Rp1.0 मान 205 [N/mm2] ह ै ।
156 THE GAZETT E OF INDIA : EXTRAORDINARY [PART II—SEC. 3(i)]
Fig.4.15.3.1 : Weld test assembly
t>30 0.5t िे 2t या 200
C अचि. Si Mn S P Cr Mo Ni अन्य
304L 0.03
0.20-
1.5 0.50-
2.0 0.40 अधि . 17.0-
21.0 - 8.0-
12.0 -
304 0.08 - 8.0-
12.0 -
316L 0.03 2.0-3.0 9.0-
13.0 -
316 0.08 2.0-3.0 9.0-
13.0 -
317 0.08 3.0-4.0 9.0-
12.0 -
12.0 Nb
8xC0.90
[N/mm2]
[N/mm2]
304L 430 215
26 40 -196 41
304 480 220
316L 430 215
26 40 -196 41
317 480 240
347 480 215 22 35 -196 41
प्रक र C Si Mn P S Cr Mo Ni Cu 4) कुल
C, C-
Mn 0.23 2),
3) 0.45 0.20-
1.50 0.035 0.035 0.30
4) 0.15
4) 0.40
4) 0.30 0.85
एल ॉय 5) 0.45 5) 0.035 0.035 5) 5) 5) 0.30 -
(%)
15Cu Ni
5V Mo Cr
6MnC Ceq
प्रक र C Si Mn P S Cr Mo Ni Cu 3) कुल
C, C-
Mn 0.65 2) 0.45 0.30-
1.50 0.035 0.035 0.30
3) 0.15
3) 0.40
3) 0.30 0.85
एल ॉय 4) 0.45 0.45 0.30-
1.00 0.035 0.035 न् य ू .
0.40
0.15
0.40
5) 0.30 -
C-Mn 400 200 26 19 50 35
440 220 24 18 50 35
480 240 22 16 45 30
520 260 21 15 45 30
560 280 20 14 40 27
600 300 18 13 40 27
एल ॉय 550 350 20 14 50 35
600 400 18 13 50 35
650 450 17 12 50 35
Mn 400 200 26 19 50 35 110-150
440 220 24 18 50 35 125-160
480 240 22 16 45 30 135-175
520 260 21 15 45 30 150-185
560 280 20 14 40 27 160-200
600 300 18 13 40 27 175-215
640 320 17 12 40 27 185-230
680 340 16 12 35 24 200-240
720 360 15 11 35 24 210-250
760 380 14 10 35 24 225-265
एल ॉय 600 360 18 14 50 35 175-215
700 420 16 12 45 30 205-245
800 480 14 10 40 27 235-275
900 630 13 9 40 27 260-320
1000 700 12 8 35 24 290-365
1100 770 11 7 35 24 320-385
C 150
C 200
C 250
C 300
C 350
C 400
C 450
C 500
C 550
C 600
C 650
C 700
C
304L 168 150 137 128 122 116 110 108 106 102 100 96 93
316L 177 161 149 139 133 127 123 119 115 112 110 107 105
316L
N 238 208 192 180 172 166 161 157 152 149 144 142 138
321 192 180 172 164 158 152 148 144 140 138 135 130 124
347 204 192 182 172 166 162 159 157 155 153 151 - -
D2st P
1 Cr
41Cr 1 Mo
Cr
21 Mo
C Si Mn S
0.16 - 0.4
0-
0.7
0 0.05
0 0.0
Ni 0.30 अध ि .,
Cr 0.25 अध ि .,
Mo 0.10 अधि .,
Cu 0.30 अधि .
Total 0.70 अधि . 36
0
0.17
0.35 0.4
0-
0.8
0 0.04
5 0.0
0.21
0.35 0.4
0-
1.2
0 0.04
5 0.0
0.22
0.35 0.8
0-
1.4
0 0.04
5 0.0
0.23
0.35 0.8
0-
1.5
0 0.04
5 0.0
Ni Cr Mo Cu Sn V Al
1 Cr
Mo 44
0.10
-
0.18 0.10
-
0.35 0.40
-
0.70 0.0
40 0.0
40 0.3
. 0.70
-
1.10 0.45
-0.65 0.2
धि . 0.0
धि . -
0.
41 Cr
1 Mo 41
0.08
-
0.15 0.10
-
0.50 0.40
-
0.70 0.0
40 0.0
40 0.3
धि ., 2.0-
2.5 0.90
-
1.20 0.2
धि . 0.0
धि . -
0.
21 Cr
Mo
41 V 46
0.10
-
0.18 0.10
-
0.35 0.40
-
0.70 0.0
40 0.0
40 0.3
धि . 0.30
-
0.60 0.50
-
0.70 0.2
धि . 0.0
.
-
.
2
0.
[N/mm2]
[N/mm2] 5.65So%
490 195
285 320-440
360-480
410-530
460-580
490-610 25
21 0.10
0.10
0.08
0.07
0.07 4t
4t
4t
4t
4t
1 Cr
Mo 440 275 440-590 22 0.07 4t
41 Cr
1 Mo 410 1
490 2 135
275 410-560
490-640 20
16 0.07
0.07 4t
4t
Cr
21 Mo
V 460 275 460-610 15 0.07 4t
50 100 150 200 250 300 350 400 450 500 550 600
490 172
256 168
249 158
237 147
226 125
210 100
193 91
177 88
174 87
171 -
-
-
-
- -
-
-
-
- -
-
-
-
-
1 Cr
Mo 440 254 240 230 220 210 183 169 164 161 156 151 -
41Cr 1
Mo 410 1
490 2 121
268 108
261 99
253 92
245 85
236 80
230 76
224 72
218 69
205 66
189 64
167 62
21 Cr
Mo
41 V 460 266 259 248 235 218 192 184 177 168 155 148 -
Mo 2
41Cr 1 Mo
21 Cr
Mo
41 V
िे 320,
360, 410 िे 460,
490 िे 440 िे 410
380 171 227 - - - -
390 155 203 - - - -
400 141 179 - - - -
410 127 157 - - - -
420 114 136 - - - -
430 102 117 - - - -
440 90 100 - - - -
450 78 85 - 196 221 -
460 67 73 - 182 204 -
470 57 63 - 168 186 -
480 47 55 210 154 170 218
490 36 47 177 141 153 191
500 - 41 146 127 137 170
510 - - 121 115 122 150
520 - - 99 102 107 131
530 - - 81 90 93 116
540 - - 67 78 79 100
550 - - 54 69 69 85
560 - - 43 59 59 72
570 - - 35 51 51 59
580 - - - 44 44 46
C Si Mn S
0.16 - 0.30
-
0.70 0.05
0 0.05
Ni 0.30 अध ि .
Cr 0.25 अध ि .
Mo 0.10 अधि .,
Cu 0.30 अधि .
Total 0.70 अधि . 360
0.17
0.35 0.40
-
1.00 0.04
5 0.04
0.21
0.35 0.40
-
1.20 0.04
5 0.04
0.22
0.35 0.80
-
1.40 0.04
5 0.04
Ni Cr Mo Cu Sn Al
1 Cr
0.18 0.10
-
0.35 0.40
-
0.70 0.04
0 0.04
0 0.3
धि . 0.70
-
1.10 0.45
-0.65 0.2
धि . 0.0
0.02
1 Cr
3.5.1. ग्रेड 320 [ N/mm 2] िे 460 [ N/mm 2]
5.65So%
460 195
265 320 - 440
360 - 480
410 - 530
460 - 580 25
21 0.10
0.10
0.08
0.07
1 Cr
21 Mo 440 275 440 - 590 22 0.07
21 Mo
4.5.1 ग्रेड 320 [N/mm2] िे 460 [N/mm2], 1
Cr
21Mo औ र 2 Cr Mo औ र 2
41Cr 1 Mo
[N/mm2] 5.65S
0.6 > 0.6
0.8 > 0.8
Carbo
n and
carbon
- man-
ganes
e 320
460 195
265 320-
360-
410-
460-
580 25
21 0.10
0.10
0.08
0.07 4t
4t
4t
4t 12
8 15
10 19
1 Cr
Mo 440 275 440-
590 22 0.07 4t 8 10 15
41Cr
1 Mo 410 1
490 2 135
275 410-
490-
640 20
16 0.07
0.07 4t
4t 8
8 10
10 15
C
अचि. Si Mn P
-
0.35 0.40-
1.00 0.045 0.045 -
0.015
Cu 0.30
Mo 0.10
Ni 0.30
&
460 0.2 0.10
-
0.35 0.60-
1.40 0.045 0.045 -
0.015
3.5 Ni 440 0.15 0.15
-
0.35 0.30-
0.90 0.040 0.040 3.25
-
3.75 - Cr 0.25
Cu 0.30
Mo 0.10
य ोग 0.60 9 Ni 690 0.3 0.15
-
0.30 0.30-
0.90 0.040 0.040 8.50
-
9.50 -
[N/mm2] 5.65 पर
काब ि न 360 210 360-
480 24 0.10 4t -40 27
530 22 0.08
4t -50 27
460 260 460-
580 21 0.07 -50 27
3.5 Ni 440 245 440-
590 16 0.08 4t -100 27
9 Ni 690 510 690-
840 15 0.08 4t -196 39
C
अचि. Si Mn P
304L 490 0.03 <1.00 <2.00 0.045 0.030 17.0-
19.0 - 9.0-
13.0 -
316L 490 0.03 <1.00 <2.00 0.045 0.030 16.0-
18.5 2.0-
3.0 11.0-
14.5 -
321 510 0.08 <1.00 <2.00 0.045 0.030 17.0-
19.0 - 9.0-
13.0 Ti 5 xC
0.80
347 510 0.08 <1.00 <2.00 0.045 0.030 17.0-
19.0 - 9.0-
13.0 Nb10 x
C1.00
[N/mm2]
[N/mm2] 5.65 पर
So %
304L 490 175 205 490-690 30 0.09 3t
316L 490 185 215 490-690 30 0.09 3t
321 510 195 235 510-710 30 0.09 3t
347 510 205 245 510-710 30 0.09 3t
जान ा ह ै । 350 [N/mm2] औ र 400 [N/mm2]
200 [N/mm2] िे कम औ र 350 [N/mm2] िे
[N/mm2] 5.65So
C J
Min.2
800 230
480 17
2 120 -
140 -
170 -
190 -
230 -
250 -
350 -
-
-
-
-
- -
-
-
-
-
400 220
250 223
183 110 -
140 -
200 20
20 17
(14)
11. 0 0.5
6. 0 2.0
11. 0 2.0
88/10/2
11. 0 1. 0 -
3. 0 1.5
8. 0 1. 5 -
3. 0 2. 5 -
3. 5 2.0
6. 0 4. 0 -
6. 0 4. 0 -
6. 0 2.0
70 / 30 ि ी य ू -
32. 0 0. 5 -
1. 50 - 0. 4 -
1. 0 -
90 / 10 ि ी य ू -
11. 0 0. 5 -
1. 0 - 1. 0 -
1. 8 -
6. 0 0. 5 -
4. 0 - 2. 0 -
6. 0 7. 0 -
11. 0
88/10/2 गन मेटल 130 270 13
1 x%Sn
5 x% Al
- 0.5 x % Mn
- 0.1 x% Fe
- 2.3 x% Ni.
62 1.5
40 0.5
2.5 0.5-
3.0 0.5-
4.0
57 1.5
38 0.5
8.0 0.5-
2.5 0.5-
2.0 1.0-
4.0
A 100%Cu x 100 - 100 equivalent Zinc
82 0.1
6.0 2.0-
6.0 7.0-
11.0 0.5-
4.0
80 1.0
3.0 2.0-
5.0 6.5-
9.0 8.0-
20.0
2 4
4 6
6 8
एमए न - िॉन्ज 150 300 350 - 500 500 - 800
िॉन्ज 150 300 350 - 550 500 - 800
िॉन्ज 50 250 450 - 500 700 - 900
िॉन्ज 100 300 450 - 600 700 - 850
350 5 15 - -
400 1 5 - -
450 1/2 2 5 15
500 1/4 1 1 5
550 1/4 1.2 1/2 1) 2 1)
600 - - 1/4 1) 1 1)
100%
100%
समन ट. - - - - - - 0.013
-
0.050 -
समन ट. - - - 0.30-
0.50 - 0.013
-
0.050 - -
0.06 1.8-
2.3 - - -
1.8 9.0-
11.0 - - - 0.5-
1.0 - -
1.0 30.0-
32.0 - - - 0.5-
1.5 - -
515:2017 य ा ANSI H35.1:2 017 म ें
[mm] w 1500 1500 < w 2000
2000 < w 3500
3.0 t < 4.0 0.10 0.15 0.15
4.0 t < 8.0 0.20 0.20 0.25
8.0 t < 12.0 0.25 0.25 0.25
12.0 t < 20.0 0.35 0.40 0.50
20.0 t < 50.0 0.45 0.50 0.65
3 िे 6 तक 0.25 0.35 0.40
6 िे 50 तक 0.30 0.40 0.45
3 िे 6 तक 0.25
6 िे 50 तक 0.30
िे Al Si Fe Cu Mn Mg Cr Zn Ti Oth-
ers
(2) Oth-
ers
%
5059 अवश े ष 0.45 0.50 0.25 0.6-
1.2 5.0-
6.0 0.25 0.40
-
0.90
0.20 0.05
3) 0.15
4)
0.40
0.40
0.10 0.4-
1.0 4.0-
4.9 0.05
-
0.25
0.25
0.15
0.05
0.15
0.40
0.50
0.10 0.20
-0.7 3.5-
4.5 0.05
-
0.25
0.25
0.15
0.05
0.15
0.25 0.25 0.20 0.7-
1.0 4.0-
5.2
0.25 0.40 0.15 0.05
3) 0.15
3)
0.40
0.40
0.10
0.50 2.6-
3.6
0.30
0.20
0.15
0.05
0.15 0.10
Mn
+
Cr
0.60
0.25 0.40 0.10 0.50
–
1.0 4.7
–
5.5 0.05
–
0.20 0.25 0.20 0.05 0.15
6005-
0.50
-0.9
0.35
0.30
0.50 0.04
0-
0.7
0.30
0.20
0.10
0.05
0.15 0.12
Mn
+
Cr
0.50
0.40
-0.8
0.7 0.15
-
0.40
0.15 0.8-
1.2 0.04
-
0.35
0.25
0.15
0.05
0.15
1.3
0.50
0.10 0.40
-1.0 0.6-
1.2
0.25
0.20
0.10
0.05
0.15
50 [mm] की
5083 O 3 t 50
mm 125 275-350 16 14
H111 3 t 50
mm 125 275-350 16 14
H112 3 t 50
mm 125 275 12 10
H116 3 t 50
mm 215 305 10 10
H321 3 t 50
mm 215-295 305-385 12 10
5383 O 3 t 50
mm 145 290 - 17
H111 3 t 50
mm 145 290 - 17
H116 3 t 50
mm 220 305 10 10
H321 3 t 50
mm 220 305 10 10
5059 O 3 t 50
mm 160 330 24 24
H111 3 t 50
mm 160 330 24 24
H116 3 t 20
mm 270 370 10 10
20 < t 50
mm 260 360 - 10
H321 3 t 20
mm 270 370 10 10
20 < t 50
mm 260 360 - 10
5086 O 3 t 50
mm 95 240-305 16 14
H111 3 t 50
mm 95 240-305 16 14
H112 3 t 12.5
mm 125 250 8
12.5 < t 50
mm 105 240 9
H116 3 t 50
mm 195 275 10 2) 9
5754 O 3 t 50
mm 80 190-240 18 17
H111 3 t 50
mm 80 190-240 18 17
50 [mm] की
5456 O 3 t 6.3
mm 130-205 290-365 16
6.3 < t 50
mm 125-205 285-360 16 14
H116 3 t 30
mm 230 315 10 10
30 < t 40
mm 215 305 10
40 < t 50
mm 200 285 10
H321 3 t 12.5
mm 230-315 315-405 12
12.5 < t 40
mm 215-305 305-385 10
40 < t 50
mm 200-295 285-370 10
50 [mm] की
5083 O 3 t 50
mm 110 270-350 14 12
H/111 3 t 50
mm 165 275 12 10
H112 3 t 50
mm 110 270 12 10
5383 O 3 t 50
mm 145 290 17 17
H111 3 t 50
mm 145 290 17 17
H112 3 t 50
mm 190 310 13
5059 H112 3 t 50
mm 200 330 10
5086 O 3 t 50
mm 95 240-315 14 12
H111 3 t 50
mm 145 250 12 10
H112 3 t 50
mm 95 240 12 10
A T5 3 t 50
mm 215 260 9 8
T6 3 t 10
mm 215 260 8 6
10 t 50
mm 200 250 8 6
6061 T6 3 t 50
mm 240 260 10 8
6082 T5 3 t 50
mm 230 270 8 6
T6 3 t 50
mm 250 290 6
3 t 50
mm 260 310 10 8
6061 T5/T6 205 245 4
6005A T5/T6 215 250 5
6082 T5/T6 240 290 5
5083, 5383, 5059, 5086 औ र 5456 क े
ASTM G66: 2018 औ र G67: 2018 के
क े सलए 5083 H321 M .
AlMg3 AlSi12 AlSi10Mg AlSi7 High
purity
म ै ग्न ीसशयम 2.5 - 4.5 0.1 अधि . 0.15 - 0.4 0.25 - 0.45
13.5 9.0 - 11.0 6.5 - 7.5
क ु ल 0.15 अध ि. 0.15 max. 0.15 अध ि. 0.15 अध ि.
AlMg3 M 150 5
AlSi12 M 150 3
AlSi10Mg M 150 2
AlSi10Mg TF 220 1
AlSi7Mg TF 230 5
AlMg3 M 150 5
AlSi12 M 170 3
AlSi10Mg M 170 3
AlSi10Mg TF 240 1.5
AlSi7Mg TF 250 5
[kg]
[kN]
[kN]
(2)
50 23.2 2000 349.0 7000 804.0
55 25.2 2100 362.0 7200 818.0
60 27.1 2200 376.0 7400 832.0
65 28.9 2300 388.0 7600 845.0
70 30.7 2400 401.0 7800 861.0
75 32.4 2500 414.0 8000 877.0
80 33.9 2600 427.0 8200 892.0
90 36.3 2700 438.0 8400 908.0
100 39.1 2800 450.0 8600 922.0
120 44.3 2900 462.0 8800 936.0
140 49.0 3000 474.0 9000 949.0
160 53.3 3100 484.0 9200 961.0
180 57.4 3200 495.0 9400 975.0
200 61.3 3300 506.0 9600 987.0
225 65.8 3400 517.0 9800 998.0
250 70.4 3500 528.0 10000 1010.0
275 74.9 3600 537.0 10500 1040.0
300 79.5 3700 547.0 11000 1070.0
325 84.1 3800 557.0 11500 1090.0
350 88.8 3900 567.0 12000 1110.0
375 93.4 4000 577.0 12500 1130.0
400 97.9 4100 586.0 13000 1160.0
425 103.0 4200 595.0 13500 1180.0
450 107.0 4300 604.0 14000 1210.0
475 112.0 4400 613.0 14500 1230.0
500 116.0 4500 622.0 15000 1260.0
550 125.0 4600 631.0 15500 1270.0
600 132.0 4700 638.0 16000 1300.0
650 140.0 4800 645.0 16500 1330.0
700 149.0 4900 653.0 17000 1360.0
750 158.0 5000 661.0 17500 1390.0
800 166.0 5100 669.0 18000 1410.0
850 175.0 5200 677.0 18500 1440.0
900 182.0 5300 685.0 19000 1470.0
950 191.0 5400 691.0 19500 1490.0
1000 199.0 5500 699.0 20000 1520.0
1050 208.0 5600 706.0 21000 1570.0
1100 216.0 5700 713.0 22000 1620.0
1150 224.0 5800 721.0 23000 1670.0
1200 231.0 5900 728.0 24000 1720.0
1250 239.0 6000 735.0 25000 1770.0
1300 247.0 6100 740.0 26000 1800.0
1350 255.0 6200 747.0 27000 1850.0
1400 262.0 6300 754.0 28000 1900.0
1450 270.0 6400 760.0 29000 1940.0
1500 278.0 6500 767.0 30000 1990.0
1600 292.0 6600 773.0 31000 2030.0
1700 307.0 6700 779.0 32000 2070.0
1800 321.0 6800 786.0 34000 2160.0
1900 335.0 6900 794.0 36000 2250.0
[kg]
[kN]
[kN]
(2)
38000 2330.0 42000 2490.0 46000 2650.0
40000 2410.0 44000 2570.0 48000 2730.0
CC1, CC2 औ र CC3 .
______ ___________________________
40 [mm] तक 1 [mm]
84 [mm] तक 2 [mm]
122 [mm] तक 3 [mm]
152 [mm] तक 4 [mm]
184 [mm] तक 6 [mm]
222 [mm] तक 7.5 [mm]
"" 4
______ ___________________________
___
[N/mm2]
min. 5.65 पर
ग्रेड CC1 370 - 490 - 25 - - -
ग्रेड CC2 490 - 690 295 22 - 0 271
ग्रेड CC3 न् य ू . 690 410 17 40 02 60
-20 35
C
अचि. Si Mn P
ग्रेड CC1 0.20 0.15 -
0.35 min. 0.40 0.040 0.040 -
ग्रेड CC22 0.24 0.15 -
0.55 max. 1.60 0.035 0.035 0.020
b)
25 िे कम -0 + 1.0 0.6
25 – 35 -0 +1.2 0.8
36 – 50 -0 + 1.6 1.1
51 – 80 -0 + 2.0 1.5
81 – 100 -0 +2.6 1.95
101 – 120 -0 + 3.0 2.25
121 – 160 -0 + 4.0 3.0
161 – 210 -0 + 5.0 4.0
______________________________________________________________
प्र ू फ ल ो ड (kN) 0.00686d2 (44 – 0.08d) 0.00981d2 (44 – 0.08d) 0.01373d2 (44 – 0.08d)
ि ेक क िं ग ल ो ड (kN) 0.00981d2 (44 – 0.08d) 0.01373d2 (44 – 0.08d) 0.01961d2 (44 – 0.08d)
(mm) िे CC1 िे CC2 िे CC3
(kN)
1 2 3 4 5 6 7
12.5
17.5
20.5 36
123 51
175 51
175 72
244 72
244 102
22 140 200 200 280 280 401
24 167 237 237 332 332 476
26 194 278 278 389 389 556
28 225 321 321 449 449 642
30 257 368 368 514 514 735
32 291 417 417 583 583 833
34 328 468 468 655 655 937
36 366 523 523 732 732 1050
38 406 581 581 812 812 1160
(mm) िे CC1 िे CC2 िे CC3
(kN)
1 2 3 4 5 6 7
40 448 640 640 896 896 1280
42 492 703 703 981 981 1400
44 583 769 769 1080 1080 1540
46 585 837 837 1170 1170 1680
48 635 908 908 1270 1270 1810
50 686 981 981 1370 1370 1960
52 739 1060 1060 1480 1480 2110
54 794 1140 1140 1590 1590 2270
56 851 1220 1220 1710 1710 2430
58 909 1290 1290 1810 1810 2600
60 969 1380 1380 1940 1940 2770
62 1030 1470 1470 2060 2060 2940
64 1100 1560 1560 2190 2190 3130
66 1160 1660 1660 2310 2310 3300
68 1230 1750 1750 2450 2450 3500
70 1290 1840 1840 2580 2580 3690
73 1390 1990 1990 2790 2790 3990
76 1500 2150 2150 3010 3010 4300
78 1580 2260 2260 3160 3160 4500
81 1690 2410 2410 3380 3380 4820
84 1800 2580 2580 3610 3610 5160
87 1920 2750 2750 3850 3850 5500
______________________
(mm) िे CC1 िे CC2 िे CC3
(kN)
1 2 3 4 5 6 7
90 2050 2920 2920 4090 4090 5840
92 2130 3040 3040 4260 4260 6080
95 2260 3230 3230 4510 4510 6440
97 2340 3340 3340 4680 4680 6690
100 2470 3530 3530 4940 4940 7060
102 2560 3660 3660 5120 5120 7320
105 2700 3850 3850 5390 5390 7700
107 2790 3980 3980 5570 5570 7960
111 2970 4250 4250 5940 5940 8480
114 3110 4440 4440 6230 6230 8890
117 3260 4650 4650 6510 6510 9300
120 3400 4850 4850 6810 6810 9720
122 3500 5000 5000 7000 7000 9990
124 3600 5140 5140 7200 7200 10280
127 3750 5350 5350 7490 7490 10710
130 3900 5570 5570 7800 7800 11140
132 4000 5720 5720 8000 8000 11420
137 4260 6080 6080 8510 8510 12160
142 4520 6450 6450 9030 9030 12910
147 4790 6840 6840 9560 9560 13660
152 5050 7220 7220 10100 10100 14430
157 5320 7600 7600 10640 10640 15200
(mm) िे CC1 िे CC2 िे CC3
(kN)
1 2 3 4 5 6 7
162 5590 7990 7990 11170 11170 15970
N NR NR NR
----------------
N 1
------------------
NR 3
------------------
NR 3
------------------
NR
NT
QT 1 3 3
NT
QT 1 3 NA
[N/mm2]
[N/mm2]
So %
CC1 NR NR NR NR NR NR NR
CC2 295 490 – 690 22 NR 0 27 27
CC3 410 690 min. 17 40 0 1) 60 50
-20 35 27
b)
d)
e)
________________________________________
[kN]
5 - - 7.9 15.8
6 9 18 - -
6.3 - - 12.5 25
7.1 - - 15.9 31.8
8 16 32 20.2 40.4
9 - - 25.5 51
10 25 50 31.5 63
11.2 - - 39.5 79
12 35.5 71 - -
12.5 - - 49.1 98.2
14 - - 63 126
16 - - 81 162
18 - - 102 204
20 - - 126 252
22.4 - - 158 316
25 - - 197 394
28 - - 247 494
32 - - 322 644
36 - - 408 816
40 - - 503 1006
45 - - 637 1274
< 1.5 90
1.5 < 3.0 60
3.0 < 4.0 30
[N/mm2]; 1570 िे 1770 [N/mm2] अथ वा
< 1.3 15 13 27 24
1.3 < 2.3 15 13 26 23
2.3 < 3.0 14 12 23 20
3.0 < 4.0 12 10 21 18
0.40 < 0.50 75 40
0.50 < 0.6 90 50
0.6 < 0.8 110 60
0.8 < 1.0 130 70
1.0 < 1.2 150 80
1.2 < 1.5 165 90
1.5 < 1.9 180 100
1.9 < 2.5 205 110
2.5 < 3.2 230 125
3.2 < 4.0 250 135
1.5 4
1.5 2
32/
32/
2 वी X X X
2 वाई40 वी 2) 2) 2) X X X X
3 वी X X X X X
3 वाई वी X X X X X X X X
3 वाई40 वी 2) 2) 2) 2) X X X X X X X
4 वाई वी X X X X X X X X
4 वाई40 वी 2) 2) 2) 2) X X X X X X X X
5 वाई40 वी 2) 2) 2) 2) X X X X X X X X
a = thickness of plate ‘t’
b = 12 fo r t 2 [mm]
= 25 for t > 2 [mm]
Lc = width of weld + 60 [mm]
R > 25 [mm].
[N/mm2]
[N/mm2] Minimum 50
3 305 400 - 560 22 20
-20 47
4 वाई 375 490 - 660 22 0
-20
-40 47
5 वाई40 400 510 - 690 22 0
-20
-40
-60 47
[N/mm2]
3 400 20
-20 47 34
-20
-40 47 34
5 वाई40 510 0
-20
-40
-60 47 39
EH 40
EH 40,
EH 40,
150 6
20 C औ र 760 [mm] Hg तक िह ी
Thickness of plate twice core
of electrode plus 2 mm
Discard
Fig. 3.2.1 : Deep penetration butt weldFace bend
35 mm
Charpy V-notch
30 mm 30 mmRoot bend
50 mmTransverse tensile
Transverse tensile
50 mm 35 mmDiscard
0.25 mm
max.
100 mm min. 100 mm min.
test assembly
%
J
min.
3 305 400 - 560 22 20
-20 34
4वाई 375 490 - 660 22 20
-20
-40 34
5वाई40 400 510 - 690 22 0
-20
-40
-60 39
Fig. 4.3.1 : Deposited metal test assemblyAll dimensions in mm unless otherwise indicated
20200
10°
50Tack weld
30 1010101010
30TensileLine of cutImpactTensile
12 -
15 5 1 ए -
20 -
6 1 ए -
2 A,B or D
3 A,B,D or
E
30 -
7 2 A, B or
D
3 400 20
-20 34
4 वा ई 490 20
-20
-40 34
5 वाई40 510 0
-20
-40
-60 39
CO2 O2 H2 Ar
एम1 1
4 > 0 िे 5
> 0 िे 5
-
> 0 िे 5 -
-
> 0 िे 3
> 0 िे 3 > 0 िे 5
-
-
- Rest 1) 2)
एम1 1
3 > 5 िे 25
-
> 5 िे 25 -
> 0 िे 3 -
-
- Rest 1) 2)
एम1 1
3 > 25 िे 50
-
> 5 िे 50 -
> 10 िे 15
> 8 िे 15 -
-
- Rest 1) 2)
िी 1
2 100
Rest -
> 0 िे 30 -
- Rest 1) 2)
Fig. 6.2.1 : Butt weld test assembly250 mm min.1500 mm minLongitudinal tensile
test specimen
(centre of weld)
Macrography
1 set of 3 charpy
V-notch test specimen
(centre line)
1 set of 3 charpy
V-notch test specimen
(2 mm from fusion line)
Longitudinal tensile
test specimen
(centre of weld)
MacrographyTransverse tensile
test specimen
Side bend
test specimen
Transverse tensile
test specimen
Side bend
test specimen250 mm min.
3 - 20C
4 - 40C
5 - 60C
3 - 20 वाई42: 47
4 - 40 वाई50: 50
5 - 60 वाई62: 62
वाई89: 692)
वाई96: 692)
वाई42 420 520 - 680 20
वाई46 460 540 - 720 20
वाई50 500 590 - 770 18
वाई55 550 640 – 820 18
वाई62 620 700 - 890 18
वाई69 690 770 - 940 17
वाई89 890 940 - 1100 14
वाई96 960 980 - 1150 13
[N/mm2] समन ट [N/mm2] [oC]
460 570 - 720 19 -20 64
D/t 2)
7.2.1 क े
570-720
(oC)
-20 64
आ ई ए ि ओ 4 0 6 3 : 2 0 0 9 क े अ न ु ि ा र 1 3 1 ),
5059 AlMg4.5 Mn0.7
AlMg4.5 Mn0.9
AlMg5
-
6005 ए
6061 AlSi1MgMn
AlSiMg(A)
AlMg1SiCu
m - manual multi -run weldi ng (GTAW);
S - semi-automatic multi -run welding
(GMAW);
M - automatic multi -run welding (GTAW
or GMAW);
T - automatic two -run welding (GMAW).
I - 1 100 -
I - 2 - 100
I - 3 Rest > 0 to 33
I - 4 Rest > 33 to 66
I - 5 Rest > 66 to 95
5383 या 5456
5059 275
330 6 टी
170 6 टी
336 THE GAZ ETTE OF INDIA : EXTRAORDINARY [PART II—SEC. 3(i)]
LBTT draughtat][mnt displaceme mouldedC3
b
ak
a235ka
[N/mm2].
] [cm1000)h0.3 (bhtZ3 w f w c
c
[mm]t 10xps15.8tc3
be = c . b
a/b 0.5 1.0 2.0 3.0 4.0 5.0 6.0 7.0
c1 0.19 0.38 0.67 0.84 0.93 0.97 0.99 1.00
c2 0.11 0.22 0.40 0.52 0.65 0.73 0.78 0.80
] [cmZml.p.sZ3
c2
] [cmZm10..Sp.bZ3
c3 2
i) a, b 0.8 lb
ii) a+b 2.0 lb.
lb = 24 Z + 75 [mm]
t = (4.0 + 0.3 Z) + t c [mm]
t = (3.0 + 0.25 Z) + t c [mm]
a = 83
(Z/t) [mm];
Af = 0.001 l f t [cm2]
c
cr
/il10.7
cr = E जब E 0.5 y
y E
Ey
y 5.0 when41
] N/mm[ / 9.02 2
E sttEKc
1.18.4K
1.11.2
x 1000s1C22
l
E = 0.001 C E (i/l m)2 [N/mm2]
=
/a)(
ख (0.375 L2B [kN-m]
m] [kNBLC M2
w
1 0.30 क े सलए L 20 m
0.3 + 0.0 05 (L-20) क े सलए
20 < L < 60
0.5 क े सलए L 60 m
2 0.3
3 0.15
Z = I n / (100.z) [cm3]
z = z n [0.9 + 0.2 y/B]
] [cm 10xM MZ3 3 w s
L
L = 175/k [N/mm2] 0.4L एसमड सशप क े
In = 3 L . Z [cm4]
A = 2.5 b.t. [cm2]
a = 0.15b [m]
r = 0.05 b [m], न् य ू न त म 0.3 [m]
a = 0.05 b [m], न् य ू न त म 0.3 [m]
1 1.793a 0.0
2 1.381a 0.002a
3 0.987a 0.021a
4 0.802a 0.044a
5 0.631a 0.079a
6 0.467a 0.131a
7 0.339a 0.201a
8 0.224a 0.293a
9 0.132a 0.408a
10 0.065a 0.548a
11 0.022a 0.712a
12 0.002a 0.899a
13 0.0 1.000a
t = ( 0.08 एल + 5.0 ) [ सममी]
ए = (8 + 0.4L) T [cm2] for L < 60 [m]
= 32 T [cm2] for L > 60 [m]
( ख))
l = 150 T [mm]
w = 100 T [mm]
r = 18 T [mm]
t1 = 11 T [mm]
tw = 5 T [mm]
( ग))
l = 125 T [mm]
w = 85 T [mm]
r = 20 T [mm]
t1 = 12 T [mm]
t2 = 14 T [mm]
tw = 7 T [mm].
tb = 0.25 d ts + 12 [mm]
] [cmbxFc
901Z3 r
T
] [cm2ZZ3 T
v
] [cmbF.c.54001A2 r
s
t = 0.4 d ts [mm]
ए = 4.5 d ts2 . 10-3 [cm2]
ज़ेडT = 30 d ts3 . 10-6 [cm3]
BR
BZZf
p = 10 T 1 [kN/m2]
1 T+1.0 [m] क े सलए L > 60
[m]
T+0.6 [m] क े सलए L < 20
[m]
2 T+0.6 [m]
3 T+0.3 [m]
p = 6.7 h p [kN/m2]
p = 10 (h s + 1) [kN/m2]
p = 12.5 H [kN/m2]
t = (t o+0.04L) k + t c [mm]
t = (t o+0.03L) k + t c [mm] प र िं त ु 6.0
𝑡1=0.62√𝑠.𝑘(𝑀𝐺𝑅𝐴𝐵
20)0.25
+𝑡𝑐 [𝑚𝑚 ]
= 0.0072 s.l f2 . T1 [cm3] मशीन री औ र
] [cmZσ12lpsZ3
c2
= (215 - 140 f B)/k, अधि .160/k [N/mm2]
] [cmZmpb10Z3
c2 3
S
= (190 - 130 f B)/k, max160/k [N/mm2]
= 160/k [N/mm2]
d = 250 + 20B + 50T [mm],
t = (0.007d + 3) k [mm].
] [cmZ10lpsZ3
c2
= (210 - 130 f B)/k, अध ि . 160/k
[N/mm2]
= 160/k [N/mm2]
] [cmZ 01x1.6klpsZ3
c32
A = c . k . l . s . T . [cm2]
I = 2.5 A . d2 x 10-6 [cm4]
] [cmZ12lpsZ3
c2
= (210 - 140 f B)/k [N/mm2], अधि कतम
= (210 - 100 f B)/k [N/mm2], एसमड सशप् ि
RP
[cm2]
Cb, k.
DR
DZZf
BR
BZZf
[cm3].
pi = 10 (h s + 1) [kN/m2], अथ वा
= 6.7 h p [kN/m2]
1 L 60 [m]
Th5 15 h10o
o 15 - 10 ho
L 20 [m]
b)
Th39 h10o
o 9 - 10 ho
Th39 h10o
o 9 - 10 ho
Th25 h10o
o 5
[m]
t = (4 + 0.04L) k + t c [ सममी]
] [cmZ12σlpsZ3
c2
fS)/k, अधि कतम 160/k [N/mm2]
160/k [N/mm2].
.
𝑍=𝑠𝑝𝑙2𝑘
2400+𝑍𝑐 [𝑐𝑚3] 𝑎𝑛𝑑
=5.5√𝐿𝑘 [𝑐𝑚3]
392 THE GAZETTE OF IN DIA : EXTRAORDINARY [PART II—SEC. 3(i)]
Z = 0.005 s l2 k [cm3]
and ] [cmZ1600klpsZ3
c2
] [cm (L.k) 5.53
] [cmZm10.SpbZ3
c3 2
= (190 - 145 f S)/k, अध ि . 160/k
ए = 0.06 Sbpk + 0.01 h t c [cm2] वेब
= 0.08 Sbpk + 0.01 h t c [cm2] वेब फ्र े म् ि
DR
DZZf
𝑓𝑧=𝑧
𝑧𝑛
p = H 1 - 10 ho [kN/m2], न् य ू न त म 5
[kN/m2]
1 9 for L 20 [m]
9 + 0.15 (L -20) क े सलए 20 < L
< 60
15 for L 60 [m]
2 9
3 5
p = 12.5 q [kN/m2]
p = 4.5 [kN/m2]
p = 6.7 h p [kN/m2] अथ वा
= 10 (h s + 1) [kN/m2]
t = (t o+0.02L) k + t c [mm]
] [cmZ12lpsZ3
c2
= (215 - 145fD.fz)/k, अधि . 160/k
= (225 - 145fD.fz)/k, अ धि . 160/k [N/mm2]
𝑍=𝑠𝑝𝑙2𝑘
1600+𝑍𝑐 [𝑐𝑚3]
] [cmZm10.pbZ3
c3 2
S
= (190 - 145fDfz)/k, अधि . 160/k
A = 0.07 . S.b.p k + 0.01h t c [cm2]
t = 4.5 + 0.015 d for d < 300 [mm]
= 0.03d for d 300 [mm]
A = 0.07. A L.p [cm2]
610xn.a.b12.5Wp
W381.9n.a.bWp
106 [kN/m2]
] [mmtm10.kpsbcfctc3
a1
fa = (1.1 - 0.25 s/l) क े सलए s l, तथावप
6.2.1)
,
1.8) (a/s4.21.3c2 2
sbfor
6.5 4.7(b/s) (b/s)38m2
] [cmZm10 .a.b.l.pcZ3
c6
3
c3 = (1.15 - 0.25 b/s) क े सलए b s,
6.5 a/l4.7 (a/l)rm2
ह बार (225 - 90 fD.fz)/k
DR
DZZf
DR
DZZf
p = 10 h [kN/m2]
p = 12.5 C hc [kN/m2]
C = Sin2 Tan2(45 - /2)+Cos2
p = 12.5 h s [kN/m2]
= 6.7 h p [kN/m2]
= 10 (h s + 1) [kN/m2]
[mm]t 10xp/ 15.8stc3
t = (4.0 + 0.01L) + t c [mm]
भीत र 160/k 160/k 160/k
[mm]t)t (t2p.stc2
c a2
] [cmZmsplZ3
c2
m = 12
= (215 - 145 f s)/k, max. 160/k
] [cm2000c/3) t.d(bZ3
actual
] [cmZmsplZ3
c2
[kN/m2] ।
t = 0.0395 [(l - 0.0005s) s.p.k] + t c
[mm]
msplZ2
= 220/k
] [cmZm10x b.p.SZ3
c3 2
= (190 - 45fS), max 160/k [N/mm2],
A = CkSbp + 0.01 d w tc [cm2]
t = (0.003 s + 1.5) k [ सममी]
Z = 0.003 sl2 k [ ि ें मी3]
Z = (33 + 0.44 L) h2 s [ िे . मी.3]
p = H 1 - 10 h o [kN/m2], न् य ू न त म 3
[kN/m2]
1 9 for L 20 [m]
9 + 0.15 (L -20) क े सलए 20
< l < 60
15 क े सलए L 60 m
2 0
3 5
p = 12.5 q [kN/m2] जह ािं,
[t/m2].
or [mm],t 10x p/s15.8c3 t
= 160/k [N/mm2]
c 1.15 b [N/mm2]
] [cmmspl6.25Z32
I = 2.1 Zl [cm4]
Fr = 132 . K 1 . K2 . K3 .A . V2 [N]
Vastern = 0.5V
Qr= Fr . r [N-m];
Qr = Qrii = 1,2,3,..... क े सलए
Fri = Fr. Ai/A
m] [N8b.FBMr
m] [N7b.Fr
SF = 0.6 F r [N]
= 0.1 F r [N]
R = 0.6 F r [N]
= 0.7 F r [N]
= 0.1 F r [N]
m] [NAb.A.FBM1 1 r
[N]AA.FSF1 r
m] [NF.bb bRr
33 2
[N].bb
rF
𝑡=5.5𝑠𝑓𝑎√𝑘(𝑇+𝐹𝑟
𝐴10−4) 10−3+2.5 [𝑚𝑚 ]
00.1.max;). 1000/(5.01.1 f2
a l s
t = 1.5 . y. V √𝑘. 10-3 + 2.5 [ समलीम ीटर ]
Z = 0.5 .y . x2 V2 k. 10-3 [cm3]
] N/mm[138 32 2 2
e t
][mm)(Q0.4 d3
r u
] [mm
QBM.341. d 62
r2
s
ud
dp = 0.35 R [mm]
सलए 0.001 d p + 1.0 [mm]
𝑑𝑏=0.62[𝑑𝑠3𝑘𝑏
𝑛𝑒𝑚𝑘𝑠]12⁄
[𝑚𝑚 ]
𝑑𝑏=0.81[𝑑𝑠3𝑘𝑏
𝑛 𝑘𝑠]12⁄
[𝑚𝑚 ]
m = 0.00043
sd [cm3]
+ 2; 10)
— t0 ह े त ु≥ 10 समली .; t = t0
8)1.875
4.32)1.875
8)0.5
4.32)0.5
𝑃=𝑘𝐵𝑇
8𝐵)0.5
𝐵= ∑𝐵𝑖
≤ 400 45
> 400 ≤ 650 55
> 650 ≤ 1000 65
> 1000 70
𝑃𝑖=𝑃+4 𝐴𝑓
प ू ल 1 ( ह ो ल ) 35%
≤ 500 0.35 P’
> 500 और≤ 2000 𝑹= (𝟎.𝟑𝟓− 𝑷′−𝟓𝟎𝟎
𝟏𝟓𝟎𝟎𝟎) 𝑷′
> 2000 0.25P’
< 30 40 Loa + 10 40 ( मी) की
> 50 60
l1 = Loa + 20
l2 = lmax1
1. lmax = 100 [ मी]
Loa *B * T Rs [kN]
≤ 1000 [m3] 𝑅𝑠=60+ 𝐿𝑜𝑎 ∗𝐵∗𝑇
> 1000 [m3] 𝑅𝑠=150 + 𝐿𝑜𝑎 ∗𝐵∗𝑇
न ह ो ( 0.13 *
सलए 0.30 *
_____
_____
1 बार = 0.1 [N/mm2] = 1.02 [kgf/cm2]
ईं िन त े ल P > 16 or T > 150 P 16 and T
150 P 7 and T 60
अन्य म ाध् य म P > 49 or T > 300 P 40 and T
300 P 16 and T
1.5.2);
1.5.3);
[N/mm2] में.
476 THE GAZETTE OF INDI A : EXTRAORDINARY [PART II—SEC. 3(i)]
1.6Sor2.7R
1.6EtR 20 or
[N/mm2]
[N/mm2]
320 360 410 460 490
50 107 120 136 151 160
100 105 117 131 146 156
150 99 110 124 139 148
200 92 103 117 132 141
250 78 91 106 122 131
300 62 76 93 111 121
[mm]a 100100
P e2PDt
c
[mm]a 100100
P e2PDtb
cb
[mm]2PD
2.5RDb
Pe
10.2 - 12 1.6 -
13.5 - 19.3 1.8 -
20 2 -
21.3 - 25 2 -
26.9 - 33.7 2 -
38 - 44.5 2 4.5
48.3 2.3 4.5
51 - 63.5 2.3 4.5
70 2.6 4.5
76.1 - 82.5 2.6 4.5
88.9 - 108 2.9 4.5
114.3 -
127 3.2 4.5
133 -
139.7 3.6 4.5
152.4 -
168.3 4 4.5
177.8 4.5 5
193.7 4.5 5.4
219.1 4.5 5.9
244.5 -
273 5 6.3 298.5 -
368 5.6 6.3
406.4 -
457.2 6.3 6.3
II A - B - C > 250 250 A - B - C
A - B - C - D - E
III A - B - C - E A - B - C -D - E
25 1.2 260
> 25 40 1.0 260
> 40 80 0.85 260
> 80
100 0.7 260
[mm]a 100100
P e2PDt
c
50 75 100 125 150 175
कॉपर एन ील्ड 220 41.2 41.2 40.2 40.2 34.3 27.5
320 78.5 78.5 78.5 78.5 78.5 51.0
270 68.6 68.6 67.7 65.7 63.7 61.8
360 81.4 79.4 77.5 75.5 73.5 71.6
200 225 250 275 300
320 24.5 - - - -
270 58.8 55.9 52.0 48.1 44.1
360 69.6 67.7 65.7 63.7 61.8
[mm]a 100100cbP e2PDtb
[mm]2PD
2.5RDb
Pe
8 to 10 1.0 0.8
12 to 20 1.2 1.0
25 to 44.5 1.5 1.2
50 to 76.1 2.0 1.5
88.9 to 108 2.5 2.0
133 to 159 3.0 2.5
193.7 to
267 3.5 3.0
273 to
457.2 4.0 3.5
508 4.5 4.0
2.8.1 220 [kW] (300 shp) त क क े म ु ख् य
400- 600 [N/mm 2]
3 ]mm[R 160) (UP410ak 103.5d
3 ]mm[R 160) (UP410ak 103.5 dp
k = 1.15, जब k = 1.22 or 1.26 जैिाकक
k = 1.18, जब k = 1.25 or 1.29 जैिाकक
3]mm[
dd -11d d4
oio
[mm]UDN155) (Ud 0.427d
B3
b
[mm] है;
औ र ि ा थ ही U UB 1.7U;
][mm28d 168
tp
[mm] ।
d2.6d [mm2]
[mm].
P 0. 35 [m];
L 0. 25, [mm];
[mm]CCCKB 0.024
NRCCAP1003 t
ns
n0.25
[mm]CCCKB 0.015
NRCCAP805 t
ns
n0.25
fo
TLUl
[mm4];
TLas
DP4.3
pD6.01.0A0.25
0.7
3 2
20 100 Naw 4300B
D R
Bf LDP1.51 C0.250.25
DP3.0
pD6.01.0A0.35
0.7
3 2
20 100 Naw 4900B
D R
Bf LDP1.51 C0.350.35
[N/mm2] f w
Cu 1 440 22.
6 8.3
9 8.0
7 7.5
6 7.5
77 7.2
0 7.9
क् लाि 1 p > 3.5 Di >
1p15 1000 P > 50 or t > 38
क् लाि 2 p 3.5 Di <
1p15 1000 P 50 or D i >
1p20 1000
and 16 < t 38 or material
temperature > 150 C
1p20 1000 and t 16
and material temperature
150C
[N/mm 2];
[N/mm 2].
460 [N/mm 2];
[N/mm 2] .
] N/mm[ 138 32 2 2e
] [cmRx1Q 0.012Z3
r
] [cm 10xRQ2.0A2 4 r
[mm]
nd.600 du
b
] [cmdQ0.18A2
mr
s
Ab 0.5 A s
RQr [ N ]
3.2.2
( ग) आ ई ई िी 61701:2020 -
( घ) आ ई ई िी 61730-1:2016 -
( ङ) आ ई ई िी 62716:2016 -
3 य 4
[mm2]
1 8 7 6
1.5 12 10 8
2.5 17 14 12
4 22 19 15
6 29 25 20
10 40 34 28
16 54 46 38
25 71 60 50
35 87 74 61
50 105 89 74 70 135 115 95
95 165 140 116
120 190 162 133
150 220 187 154
185 250 213 175
240 290 247 203
300 335 285 235
400 390
380 332
323 273
500 450
430 383
365 315
630 520
470 442
400 364
1 13 11 9
1.5 17 14 12
2.5 24 20 17
4 32 27 22
6 41 35 29
10 57 48 40
16 76 65 53
25 100 85 70
35 125 106 88
50 150 128 105
70 190 162 133
95 230 196 161
120 270 230 189
150 310 264 215
185 350 298 245
240 415 353 291
300 475 404 333
400 570
560 485
475 400
500 650
620 550
530 455
630 740
670 630
570 520
1 15 13 11
1.5 19 16 13
2.5 26 22 18
4 35 30 25 6 45 38 32
10 63 54 44
16 84 71 59
25 110 94 77
35 140 119 98
50 165 140 116
70 215 183 151
95 260 221 182
120 300 255 210
150 340 289 238
185 390 332 273
240 460 391 322
300 530 450 371
400 610
590 519
502 427
500 690
640 587
544 483
630 790
690 672
587 553
1 16 14 11
1.5 20 17 14
2.5 28 24 20
4 38 32 27
6 48 41 34
10 67 57 47
16 90 77 63
25 120 102 84
35 145 123 102
50 180 153 126
70 225 191 158
95 275 234 193
120 320 272 224
150 365 310 256
185 415 353 291
240 490 417 343
300 560 476 392
400 650
630 553
536 445
500 740
680 629
578 518
630 840
740 714
629 588
3 य 4
1 20 17 14
1.5 24 20 17
2.5 32 27 22
4 42 36 29
6 55 47 39
10 75 64 53
16 100 85 70
25 135 115 95
35 165 140 116
50 200 175 140
70 255 217 179
95 310 264 217
120 360 306 252
150 410 349 287
185 470 400 329
240 570 485 400
300 660 560 460
25 30 35 40 45 50 55
( ि ा म ा न्य प्रयो जन) 1.53 1.41 1.29 1.15 1.00 0.82 0.58
प्र त त र ो ि ग ुण व ि ा ) 1.29 1.22 1.15 1.08 1.00 0.91 0.82
ब्ल य ूट ा इ ल र ब ड़ 1.25 1.2 1.13 1.07 1.pp 0.93 0.85
पॉ ल ी थ ी न 1.22 1.17 1.12 1.06 1.00 0.94 0.87
रब ड़ - - - 1.05 1.00 0.95 0.89
[mm2]
1.10 21 - 40 76 - 125 68 - 170 231 - 400
1.15 41 - 65 126 - 180 171 - 290 401 - 600
1.20 66 - 95 181 - 250 291 - 430 -
1.25 96 - 120 251 - 320 431 - 600 -
1.30 131 - 170 321 - 400 - -
1.35 171 - 220 401 - 500 - -
1.40 221 - 270 - - -
- 8 200 250
8 13 250 300
13 20 300 350
20 30 350 400
( क)
आर 50 65 70
टी 40 55 60
टी 40 55 60
टी 40 55 60
क े सलए 0.8 [t/m3].
- /2) + Cos2α
q = f . H [t/m2], अथ वा
जैड = 0.006 s le2 (f . एच – 0.3T) [ िेम ी3]
जैड = 0.006 s l e2 (1.25f . एच – 0.3T)
https://www.unece.org/trans/danger/publi/ad
n/adn_e.html
(द े ख ें 4. 8. 11. 2)
(4.8. 12. 3 द े ख ें )
13237: 201 1) ;
13237: 20 11) ;
5.4.2.2.2.3 3.12.2.2.2.3 5.4.2.6.4.1,
5.4.3.2.3, 5.4.3.2.4.2, 5.4.3.2.4.3, 5.4.8.4,
5.4.2.6 5.4.3.1.13 औ र 5.4.3.1.14 के अ न ु ि ा र
Loa x Boa x D,
≤ 600 Loa x Boa x D x 0.3
600 – 3750 180 + (Loa x Boa x D – 600) x
0.0635
> 3750 380
𝑫′=𝑫+(𝒉𝒕×𝒃𝒕
𝑩×𝒍𝒕
𝑳)
5 . 4 . 5 . 9 . 2 ि े 5 . 4 . 5 . 9 . 5 क े अ न ु ि ा र अ ल ा म ि
5 . 4 . 5 . 9 . 2 ि े 5 . 4 . 5 . 9 . 5 क े अ न ु ि ा र अ ल ा म ि
GZ≥0.03[m]
Range of positive GZ: 5 ˚
व ा य ु: +45˚ C जल: +32˚ C
5.4.7.15.5. 5.4.7.15.2 औ र 5.4.7.15.4 म ें
5.4.9.3.7.1 औ र 5.4.9.3.8 द े ख ें ।
जो 0.1 [kPa ] (0.001 बार ) का
5.4.9.5.6. 5.5.9.3.2 और 5.5.9.3.3 म ें
632 THE GAZETT E OF INDIA : EXTRAORDINARY [PART II—SEC. 3(i)]
5.5.2.2.7. 5.5.2.6.4, 5.5.3.2.5,
5.5.3.2.6, 5.5.3.2.7, 5.5.8.4, 5.5.8.5,
5.5.3.1.17, 5.5.3.1.18 और 5.5.3.1.19
5.5.2.4.5.6. 5.5.3.1.14 क े ब ा व ज ूद,
634 THE GAZETT E OF INDIA : EXTRAORDINARY [PART II—SEC. 3(i)]
5.5.2.6.1 5.5.3.1.16, 5.5.3.1.17,
5.5.3.1.18 और 5.5.3.1.19 क े अ न ु ि ा र
636 THE GAZETT E OF INDIA : EXTRAORDINARY [PART II—SEC. 3(i)]
Loa x Boa x D,
in m3
Loa x Boa x D, m3 Maximum permissible capacity
of a cargo tank (m3)
≤ 600 Loa x Boa x D x 0.3
600 – 3750 180 + (Loa x Boa x D – 600) x 0.0635
> 3750 380
LOA X BOA X D : Product of the tank vessel main dimensions, in [m3]
5.5.3.1.18 ऊप र दद ए ग ए 5.5.3.1.16 क े
उ पकर ण को 5.5.5.8.1, 5.5.5.8.2
5.5.4.2.3. 5.5.4.2.1 और 5.5.4.2.2 की
95%
GZ≥0.03[m]
Range of positive GZ: 5 ˚
Air: +45° C;
Water: +32° C
इ िे 5.5.8.3, 5.5.8.4, 5.5.8.5, 5.5.8.6
जान ा ह ै । 5.5.9.3.7 और 5.5.9.3.8
5.5.9.5.6 5.5.9.3.2 और 5.5.9.3.3 म ें
6.4 Requirements for Type G Vessel
6.4.3.1.15, 6.4.3.1.16 औ र 6.4.3.1.17
< 600 LOA x BOA x H x 0.3
600 to 3750 600 िे
3750 180 + (LOA x BOA x H – 600) x
0.0635
> 3750 380
𝑯′=𝑯+(𝒉𝒕×𝒃𝒕
𝑩×𝒍𝒕
𝑳)
6. 4. 3. 1. 17 ऊप र दद ए ग ए 6.4.3.1.15 म ें
6. 4. 4. 2. 3 6.4.4.2.1 औ र 6.4.4.2.2 की
95%
GZ≥0.03[m]
Range of positive GZ: 5 ˚
ISO 1751 : 2012,
ISO 3903 : 2012,
x)
z)
cc)
त नय िंत्रण क ें ि - A0 A0/B151) A30 A60 A60 A0/A605)
स्ट े यरवॉ ल - A0 A0 A60 A0 A0/A305)
आ वा ि स्था न -/A0/B03) A60 A30 A0/A305)
इ िं ज न क क्ष A60/A04) A60 A60
56)
1) A0 A60 A30 A0/A305)
क्षे त्र - A0/B152) A60 A0 A0/A305)
आ वाि स्थ ान -/B15/B03) A60 A0 A0
[N/mm2]
2 23
= 120/k [N/mm2].
MINISTRY OF PORTS, SHIPPING AND WATERWAYS
NOTIFICATION
New Delhi , the 16th August , 2023
G.S.R . 605 (E).—The draft of the Inland Vessels (Design and Construction) Rules 2023, which the Central
Government proposes to make, in the exercise of the powers conferred by sub -section (1) of section 106 of the
Inland Vessels Act of 2021 (24 of 2021), is hereby publish ed for the information of all persons likely to be affected
thereby; and notice is hereby given that the said draft shall be taken into consideration after thirty days from the date
on which the copies of this notification as published in the Official Gaz ette are made available to the public;
Objections or suggestions, if any, to these draft rules may be sent to the Director (IWT), Ministry of Ports, Shipping
& Waterways, Room No. 251, Transport Bhawan, 1 -Parliament Street, New Delhi -110001, or by email a t
[email protected] and [email protected] within the period specified above;
The objections or suggestions which may be received from any person concerning the said draft rules, within the
period so specified will be considered by the Central Governm ent.
CHAPTER I
PRELIMINARY
1. Short title and commencement. – (1) These rules may be called the Inland Vessels (Design and Construction)
Rules 2023.
(2) They shall come into force on the date of their publication in the Official Gazette.
2. Scope and application. - Unless otherwise specified in these rules, these rules shall be applicable to inland
vessels, which are obligated to be registered under the Inland Vessels Act, 2021or those vessels that are operating in
the inland waters of India.
3. Definitions. - (1) In these rules, unless the context otherwise requires,
(a) “act “means the Inland Vessels Act, 2021(24 of 2021);
(b) “cargo vessel” means any mechanically propelled inland vessel which is not a passenger vessel;
(c) “decked vessel” means vessel with a continuous watertight weather deck that extends from stem to stern;
(d) “existing vessel ” or “existing inland vessel” means any inland vessel which is not any new inland vessel that falls
within the ambit of the definition provided under clause (l);
(e) “freeboard” means the distance measured vertically downwards from the lowest point of the upper edge of the
weather deck to the waterline in still water or, for an open boat, the distance measured vertically downwards from
the lowest point of the gunwale to the waterline;
(f) “freeboard deck” is the uppermost complete deck exposed to weather and waves, which has permanent means of
closing all openings in the weather part thereof, and below which all openings in the sides of the vessel are fitted
with permanent means of watertight closing:
Explanation : In an inland vessel having a discontinuous freeboard deck, the lowest line of the exposed deck and
the continuation of that line parallel to the upper part of the deck is taken as the freeboard deck.
(g) “high -speed vessels” are vessels capable of reaching speeds over 21 Nautical miles per hour in relation to
water;
(h) “load water line” means the load line defined under section 3 (u) of the Act;
(i) ‘length’ or ‘𝐿’is the maximum length of the hull in metres;
(j) ‘length’ of waterline’ or ‘𝐿wl’is the length of the hull in metres, measured at the maximum draught;
(k) “major conversion or modification” means any of the following -
(i) change in Gross Tonnage of the vessel by more than ten per centum;
(ii) change of vessel type;
(iii) change of propulsion system or main engines or type of fuel.
(l) “new inland vessel” means any inland vessel whose keel is laid or which is at a similar stage of construction on
or after the date of coming into force of the rules;
(m) “open vessel/boat” means a vessel which within its length is: -
(i) not fitted with a watertight weather deck; or
(ii) is fitted with a watertight weather deck over part of its length; or
(iii) is fitted with a watertight weather deck over the whole of its length but the freeboard to the deck does not meet
the minimum requirement for freeboard;
(n) ‘residual freeboard’ is the vertical clearance available, in the event of the vessel heeling over, between the water
level and the upper surface of the deck at the lowest point of the immersed side or, if there is no deck, the lowest
point of the upper surface of the fixed vessel's side;
(o) “the standards for design, construction of Inland vessels will be the standards as prescribed under the Rules and
Regulations for the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule. “Sister vessel”
is a vessel built from the same plans;
(p) “Gross Tonnage of a vessel” is the Gross tonnage calculated as per the International Tonnage
Convention,1969;
(q) “Classification societies” are all those organizations which are. Member of International Association of
Classification Societies.
(2) Words and expressions used and not defined in these rules but defined in the Act, shall have the meanings
respectively assigned to them in the Act.
CHAPTER II
CATEGORISATION AND COMPLIANCE
4. Categorisation of inland vessels . - For the purpose of these rules, Inland vessels shall be classified as per the
following categories: -
(1) Category ‘A’ vessels which are decked vessels of any of the following types and are operating in Zone 1 -
(a) vessels, other than houseboats, that are more than 24 metres in length and houseboats that are more than
30 metres in length;
(b) vessels that carry more than 50 passengers on board;
(c) all vessels equipped for towing other vessels, having a bollard pull capacity exceeding 10 tonnes;
(d) vessels designed and constructed to carry petroleum goods, chemicals or liquefied gases bulk as cargo;
(e)vessels carrying dangerous goods; and
(f) vessels of 300 GT and above.
(2) Category ‘A’ vessels shall be designed, constructed under the Rules and Regulations for the Design and
Construction of Steel Inland Vessels given at Annex -1 of this Rule
(3) Category ‘B’: Vessels not covered under Category ‘A’ or Category ‘C’.
(4) Category ‘B’ vessels shall be designed and constructed under the survey of classification society, which is a
member of the International Association of Classification Societies and or designed, constructed and maintained
under the survey of the designated authority.
(5) Category ‘C’: Vessels of length less than 10 metres.
(6) Category ‘C’ vessels shall be designed, constructed and maintained according to the standards prescribed by the
designated authority and maintained under the survey of the designated authority.
(7) Open Vessels operating in Zones 1 and 2, provided that due regard is paid by the master towards any
operational restrictions imposed by the local authorities.
5. Threshold of compliance. – (1) All existing inland vessels shall comply with the requirements existing prior to
coming into force of Inland Vessels Design and Construction Rules 2022;
Provided that the existing inland vessels that undergo major conversion or modification shall comply with the
requirements specified in these rules, as far as it is considered reasonable and practicable by the Designated
authority, and provided that in the case of change of propulsion system or main engines or type of fuel etc, the new
rules shall apply to that equipment and systems only.
(2) Notwithstanding anything contained in sub rule (1), existing inland vessels have to comply with the
requirements of stability information and calculation of freeboard mentioned in rules 13 and 15 within two years
of coming into force of these rules.
(3) Subject to sub -rule (1), the owner or operator and master of the new vessel, shall ensure that the vessel is
constructed, maintained and operated under the requirements of these rules and the vessel is suitable for its intended
service.
(4) No new inland vessel shall be issued with the certificate of survey under the Act, unless such vessel complies
with the standards of design and construction requirements.
6. Materials. - (1) For Category ‘A’ and Category ‘B’ vessels, all materials used for construction shall conform to
the requirements and testing standards as prescribed under the Rules and Regulations for the Design and
Construction of Steel Inland Vessels given at Annex -1 of this Rule
(2) Materials used for the construction of Category ‘C’ vessels shall conform to the standards considered
appropriate by the designated authority.
7. Equipment standards and guidance. - Equipment and types of machinery are required to be carried on board,
shall be under Bureau of Indian Standards or International Standards Organization norms.
CHAPTER III
SHIPBUILDING , FITTING OUT AND EQUIPMENT
8. General applicability. - (1) The requirements in this Chapter include minimum requirements related to
Structure, Strength, Freeboard, Subdivision and Stability, Machinery, Bilge Systems, and Electrical Installations.
(2) notwithstanding anything contained in sub -rule (1) above, additional requirements which are applicable to
specific types of vessels are included in Part B of these Rules.
(3) This Chapter specifies minimum requirements, which the vessels shall satisfy, and for Category ‘A’ vessels,
they are not an alternative to full compliance of the requirements as prescribed under the Rules and Regulations for
the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule.
9. Design, strength and structural arrangements. – (1) The structural strength of mechanically propelled inland
vessel shall be suitable for the intended service and area of operation and Category ‘A’ vessels shall comply with
the structural requirements of prescribed under the Rules and Reg ulations for the Design and Construction of Steel
Inland Vessels given at Annex -1 of this Rule
(2) The structural strength and scantlings of Category ‘C’ vessels of fibre reinforced plastic and wood material shall
be under the requirements of a Class Society which is a member of International Association of Classification
Societies or International Standards such as International Standards Organisation acceptable to the designated
authority.
(3) The general structure, scantlings and construction of the main structural elements of the hull shall be constructed
in conformity with the following criteria -
(a) the nature and characteristics of the materials used, their application and method of assembly;
(b) the type of vessel, its dimensions, its internal arrangements, and the permitted maximum operational
draught;
(c) the conditions under which it is operated and any particular distribution of weight on board and the
category of navigation;
(4) The maximum permitted draught corresponding to the strength of the vessel, shall remain compatible with
the freeboard assigned to the vessel.
10. Watertight sub-division and general arrangement. – (1) Subdivision bulkheads terminating at the freeboard
deck or, where there is no deck, up to the gunwale, shall be installed at the following instance:
(a) a collision bulkhead shall be installed at a distance of between 0.04 L and 0.1 L m measured from the
forward perpendicular in the plane of maximum draught and, if the bulkhead is fitted aft of the limits prescribed
above, it shall be proved by calculation that in case of flooding of the space forward of the collision bulkhead, the
vessel will continue to be buoyant with a residual freeboard of at least 100 millimeters
(b) an aft -peak bulkhead shall be installed at a distance of between 1.4 m and 0.04 L + 2 m measured from
the aft point of the intersection of the hull with the maximum draught line and, if the bulkhead is fitted forward
of the limits prescribed above, it shall be proved by calculation that in case of fl ooding of the space aft of the
aft-peak bulkhead, the vessel will continue to be buoyant with a residual freeboard of at least 100 millimeters.
(2) No accommodation spaces or installations needed for vessel safety or operation, except anchoring and steering
equipment, shall be located ahead of the plane of the collision bulkhead or aft of the aft -peak bulkhead.
(3) Accommodation spaces, engine rooms, boiler rooms and the workspaces forming part of these shall be
separated from cargo holds by watertight transverse bulkheads that extend up to the freeboard deck.
(4) Accommodation spaces shall be separated from engine rooms; boiler rooms and holds and shall be directly
accessible from the deck.
(5) If such arrangement is not provided, an emergency exit that leads directly to the open deck shall be provided in
addition to the normal means of access.
(6) The bulkheads mentioned in sub -rule (1) and for the separation of areas specified in sub -rule (3) shall not
contain any openings subject to -
(a) the number of pipes piercing the collision bulkhead shall be as small as possible and shall be fitted with
suitable valves operable from above the freeboard deck and the valve chest shall be secured at the bulkhead
inside the forepeak:
Provided that the designated authority may permit the fitting of suitable valves on the rear of the collision bulkhead
if such valves are readily accessible and the space in which they are located is not cargo space;
(b) doors in the aft -peak bulkhead and penetrations, in particular for shafts, ventilation trunks and pipe work,
shall be permitted where they are so designed that the effectiveness of those bulkheads and the separation of
areas is not impaired and doors in the aft -peak bulkhead shall be permitted only if it can be determined by
remote monitoring in the wheelhouse whether they are open or closed and shall bear the following readily
legible instruction on both sides ‘Door to be closed immediately after use’.
(7) Each watertight subdivision bulkhead, whether transverse or longitudin al, shall be constructed in such a
manner that it shall be capable of supporting, with a proper margin of resistance, the pressure due to a head of water up
to the freeboard deck.
(8) Steps and recesses in subdivision bulkheads shall be watertight and as strong as the bulkhead at the place
where they are located .
(9) Where frames or beams pass through a watertight deck or bulkhead, such deck or bulkhead shall be made
structurally watertight.
(10) Watertight decks, trunks, tunnels, duct keels and ventilation trunks shall be of a type equivalent to the
watertight bulkheads located at the same level and the method of construction used to ensure that such elements are
watertight, and the arrangements adopted to allow closing of the openings, shall be to the satisfaction of the
designated authority.
(11) Watertight ventilation ducts and trunks shall extend at least to the level of the freeboard deck.
(12) The flooding test of main compartments is not compulsory and when a flooding test is not carried out, a
hose test shall be done.
(13) The tests provided in sub-rule (12), shall be carried out at an advanced stage of fitting out of the vessel and, a
detailed inspection of the watertight bulkhead shall, in any case, be carried out.
(14) The forepeak, double bottom including duct keels and double hulls, where fitted, shall be tested to a
pressure corresponding to the requirements provided under sub -rule (6) above.
(15) Tanks intended to hold liquids and form part of the watertight subdivision of the vessel, shall be tested for
tightness and structural strength with water to a head corresponding to its design pressure and the water head shall in
no case be less than the top of the air pipes or to a level of 1 m above the top of the tank, whichever is the greater.
11. Stability. - (1) The stability particulars of inland vessels shall be adequate to ensure the safe operation of
vessels by minimising the risk to the vessel, to the personnel on board and the environment, due regard being given
to the vessel’s intended service and area of opera tion.
(2) The requirements for stability as contained in this Chapter apply to all vessels, and shall be subject to those
requirements as provided in Chapter IV of these Rules.
(3) When voyage commences, care should be taken to ensure that cargo and sizeable p ieces of equipment have been
properly stowed and lashed to minimize the possibility of both longitudinal and lateral shifting, under the effect of
acceleration caused by rolling and pitching.
(4) The number of partially filled or slack tanks should be kept to a minimum to avoid adverse effect on stability.
12. General intact stability criteria for non-passenger vessels. - (1) For non-passenger vessels, proof shall be
furnished that the following stability requirements have been complied with: -
a) in the positive area of the righting lever curve up to the first non -weathertight opening there shall be a
righting lever (GZ) of not less than 0.10 m;
b) the area of the righting lever curve up to immersion of the first non -weathertight opening and in any event
up to an angle of heel of 27 degrees shall not be less than 0.024 m.rad;
c) the meta centric height (GM) shall not be less than 0.15 m.
(2) the conditions provided under this rule shall be met, bearing in mind the influence of all free surfaces in tanks
for all stages of loading and unloading.
(3) for Category ‘C’ vessels of less than six metres in length, alternatively, the requirements in International
Standards Organisation 12217 -3 may be applied instead of the criteria mentioned in sub-rule (1).
13. Stability information. - (1) Stability data and associated plans are to be drawn up in the working language of
the vessels and any other language as may be required by the designated authority of the State Government in which
the vessel is intended to be registered.
(2) All translations of the stability booklet should be approved by the designated authority; and for Category ‘A’
vessels, the English version of the booklet shall be approved by a Classification society, which is a member of
International Association of Classification Societies and versions in any other language shall be approved by
designated authority.
(3) The approved stability booklet shall contain sufficient information to enable the master to operate the vessel in
compliance with the applicable stability requirements of these rules.
(4) In case of Category ‘A’ vessels with unusual or non-uniform weight or cargo distribution; and for all vessels of
L ≥ 60m vessels.
(5) The stability booklet shall also include loading guidance information, and information on longitudinal strength.
(6) The information provided in sub -rules (3) to (5) shall be made available to the master to assist in loading the
vessel within its structural design limits and such information shall comprise of:
(a) the longitudinal strength analysis of the most onerous loading conditions anticipated;
(b) maximum permissible still water bending moments, in both hogging and sagging conditions; and
(c) such other details as may be required by the respective designated authority of the State Government
in which the vessel is intended to be registered.
(7) The format of stability booklet and the information shall vary depending on the vessel type and operational
profile and in general, the following information should be included, as a minimum:
(a) principal particulars of the vessel;
(b) instructions on the use of the booklet;
(c) general arrangement plans showing watertight compartments, closures, vents, down -flooding angles,
permanent ballast, allowable deck loadings and free board diagrams;
(d) hydrostatic curves or tables and cross curves of stability calculated on a free-trimming basis, for the
ranges of displacement and trim anticipated in normal operating conditions;
(e) capacity plan or tables showing capacities and centres of gravity for each cargo stowage space;
(f) tank sounding tables showing capacities, centres of gravity, and free surface data for each tank;
(g) information on loading restrictions, such as maximum KG or minimum GM curve or table that can be used to
determine compliance with the applicable stability criteria, taking into account damage stability, where applicable
and such information should be supplemented by the loading guidance information provided in sub -rules (3) to (5);
(h) standard operating conditions and examples for developing other acceptable loading conditions using the
information contained in the stability booklet;
(i) a brief description of the stability calculations done including assumptions;
(j) general precautions for preventing unintentional flooding;
(k) general precautions against capsizing and the responsibility of the master;
(l) vessels required to comply with damage stability criteria, information concerning the use of special cross -
flooding fittings with descriptions of damage conditions which may require cross -flooding;
(m) other necessary guidance for the safe operation of the vessel under normal and emergency conditions;
(n) a table of contents and index for each booklet;
(o) inclining test report for the vessel, or:
(i) where the stability data is based on sister vessel, the inclining test report of that sister vessel along with
the lightship measurement report for the vessel; or
(ii) where lightship particulars are determined by other methods than from inclining of the vessel or its
sister, a summary of the method used to determine those particulars;
(p) recommendations for determination of the vessel’s stability employing an in-service inclining test;
(q) in permanent ballast , location and weight of the vessel should be noted in the vessel's stability booklet, located
such that it does not shift during the normal operation of the vessel and permanent ballast should not be removed
from the vessel or relocated within the vessel without the approval of the designated authority.
(8) The alterations affecting stability are made, revised stability calculations shall be prepared and submitted for
approval and such revised stability information shall be re -approved by the designated authority.
(9) For Category ‘B’ and Category ‘C’ vessels, the provisions contained in sub -rules (1) to (8) shall apply only in so
far as it is deemed reasonable, by the designated authority, considering the type, size and intended operational
profile of the vessel.
14. Damage stability. - (1) Inland vessels may be required to show compliance with damage stability contained in
these rules.
(2) Inland vessel to which the requirements of damage stability apply, there shall be permanently exhibited for the
information of the officer in charge of the vessel, plans showing clearly for each deck and hold, the boundaries of
the watertight compartments, the openings therein, the means of closing such openings, the position of the controls
and the arrangements for the correction of any list due to flooding.
15. Calculation of freeboard. – (1) For all vessels, the assigned freeboard shall be the freeboard of the deepest
approved loading condition recorded in the intact or damage stability information booklets;
(2) Notwithstanding anything contained in sub-rule (1) the freeboard assigned shall in no case be less than 150 mm
for cargo vessels and 300 mm for passenger vessels.
16. Cargo hatches and conditions of assignment of freeboard. - (1) The height of cargo hatch coamings above
decks shall not less than:
(a) 300 [mm] for Zones 1 and 2; and
(b) 200 [mm] for Zone 3;
(2) In addition, the height of hatch coaming above load water line is to be not less than given in the Table below:
TABLE
Height of Hatch coamings above load waterline
Zone 1 Zone 2 Zone 3
With weathertight
hatch cover 1000 600 300
Without
weathertight hatch cover 1700 1000 500
(3) For Category ‘A’ vessels, the type and strength of hatch -covers, where fitted, shall comply with the requirements
prescribed under the Rules and Regulations for the Design and Construction of Steel Inland Vessels given at Annex -
1 of this Rule for the vessels intended service and area of operation.
17. Manholes. - (1) Manholes on the weather decks are to be closed by substantial covers capable of closing them
watertight.
(2) The strength and construction of manholes shall be commensurate with their location, and surrounding
structure.
18. Companionways, doors and accesses on weather decks. - (1) Companionways on exposed deck are to be
equivalent in strength and weather tightness to a deckhouse in the same portion and the height of the doorway sills
above deck is not to be less than 100 [mm] for Zone 3 and 150 [mm] for Zone 1 and 2 on exposed locations.
(2) For doorways directly leading to the engine room the sill height above deck shall not be less than 400 [mm].
(3) In addition, the sill heights above load waterline should not be less than the values mentioned below:
(a) Zone 1 - 1000 [mm];
(b) Zone 2 - 600 [mm];
(c) Zone 3 - 300 [mm].
19. Openings on engine casing. - (1) Machinery space openings shall have efficient closing appliances and the
openings and coamings for fiddley, funnel and machinery space ventilators in the casing shall be provided with
strong covers of steel and other equivalent material permanently attached in their proper positions and capable of
being secured weathertight.
(2) Skylights shall be of substantial construction and secured firmly to the deck and the following standards shall
be complied with, namely:
(a) for skylights the coaming height is not to be less than the required height for hatch coamings;
(b) efficient means are to be provided for closing and securing the hinged scuttles;
(c) the thickness of glasses in fixed or opening skylights is to be appropriate to their position and size as
required for side scuttles.
(d) glasses are to be protected against mechanical damage and shall be fitted with deadlights or storm
covers permanently attached unless they are fitted at a height above waterline specified in sub -rule (2) of
rule 16.
(3) Side scuttles in the engine casings shall be fitted with fireproof glass.
20. Windows and side scuttles. - (1) Side scuttles and windows shall be made and tested according to acceptable
standards of Bureau of Indian Standards/ o r International Standards Organization .
(2) Side scuttles in the shell below freeboard deck are to be non-opening type with deadlights and the lower edge of
glass is to be at least 500 [mm] above the load waterline in any condition of list or trim and such scuttles are to be
adequately protected against damage by direct contact.
(3) However, heavy duty type windows or side scuttles conforming to Bureau of Indian Standards or International
Standards Organization standards may be accepted without deadlights.
(4) Side scuttles and windows above deck may be fitted without deadlight or portable covers provided the height
of lower edge of glass above waterline is not less than specified in Table below provided under this sub-rule:
TABLE
Height of Side Scuttles [mm]
Zone Height [mm]
1 1700
2 1000
3 500
(5) However, heavy duty type windows or side scuttles conforming to Bureau of Indian Standards or International
Standards Organization standards need not comply with the height requirement mentioned in sub - rule (4)
21. Ventilators – general. - (1) The scantlings of exposed ventilator coamings are to be equivalent to the scantlings of
deckhouses in the same position .
(2) The ventilator trunks are to be well protected in cargo spaces and other areas where mechanical damage is likely
to happen.
22. Coaming heights. - (1) Ventilators on exposed decks are to have the lower edge of openings at a height of not
less than 300 [mm] above deck.
(2) In addition, the heights of lower edge of openings above waterline are to be not less than specified in Table
below :
TABLE
Ventilator Coaming Heights [mm]
With closing appliances Without closing appliances
Zone 1 1000 1700
Zone 2 600 1000
Zone 3 300 500
23. Closing appliances. - (1) Ventilator openings are to be fitted with efficient weathertight closing appliances, if
applicable as specified in Table
provided under sub-rule (2) of rule 22.
(2) Ventilators not provided with weathertight closing appliances, or which are required to remain open for the
continuous operation of machinery, are to be taken as down -flooding points in stability calculations.
24. Air and sounding pipes. - (1) Arrangements shall be made to allow for ventilation and sounding of spaces
intended to hold liquids, and any spaces not easily accessible at all times .
(2) Sounding pipes shall lead above the freeboard deck to easily accessible places and shall have efficient means of
closure and short sounding pipes are to be fitted with self-closing cocks.
(3) Notwithstanding anything contained in sub -rule (2), in machinery spaces and tunnels, when it is not possible
to implement the requirement provided in sub -rule (2), the sounding pipes may lead above the deck into easily
accessible places and when such sounding pipes serve tanks containing fuel or lubricating oil, they shall not lead
near boiler s, generators, electric motors or switchboards and shall be provided with automatic closing appliances.
(4) Sounding pipes may be replaced by a system of liquid filling level indicators.
(5) For tank spaces, air pipes shall also be provided to act as overflows leading above the freeboard deck.
(6) Sounding pipes shall be suitably protected throughout their length against damage and accidental shocks.
(7) Those sounding pipes passing through refrigerated spaces shall also be appropriately lagged.
(8) Precautions shall be taken to ensure that repeated soundings do not give rise to excessive local deterioration of
plating.
(9) Striking plates of suitable thickness, or their equivalent, are to be fitted under all sounding pipes.
(10) The division, number and position of air pipes shall be arranged to avoid air locks and overpressure during
filling operations and shall be arranged to avoid any accidental admission of water to the fuel tanks.
(11) The provision in sub -rule (10) shall apply to compartments situated outside the double bottom if they can be
filled by a pumping system.
(12) Air and sounding pipes leading through cargo containment areas or other spaces where mechanical damage is
likely to occur, are to be well protected.
25. Height of air pipes. - (1) The height of air pipes from the upper surface of decks exposed to the weather, to
the point from where water may have access below, is not normally to be less than 300 [mm].
(2) The heights above load waterline of air pipes with and without closing appliances are not to be less than as
specified in Table under sub-rule (2) of rule 22 for ventilators.
(3) Lower heights may be approved in cases where these are essential for the working of the vessel, provided
closing appliances are of an approved automatic type.
(4) Air pipes not provided with weather tight closing appliances are to be taken as down -flooding points in
stability calculations.
26. Closing appliances for Sounding Pipes. - (1) Permanently attached closing appliances are to be fitted in
sounding pipes to prevent free entry of water.
(2) In case the closing appliances are not of an automatic type, provision is to be made for relieving vacuum when
the tanks are being pumped out.
27. Scuppers and sanitary discharges. - (1) Scuppers sufficient in number and size to provide effective drainage
are to be fitted in all-weather decks.
(2) Scuppers draining weather decks and spaces within superstructures or deckhouses not fitted with efficient
weather tight doors are to be led overboard.
(3) Scuppers and discharges which drain spaces below the freeboard deck, or spaces within intact superstructures or
deckhouses on the freeboard deck fitted with efficient weather tight doors, may be led to the bilges in the case of
scuppers or suitable sanitary tanks in the case of sanitary discharges and alternatively, they may be led overboard :
Provided that the spaces drained are above the load waterline, and the pipes are fitted with efficient and accessible
means of preventing water from passing inboard as required in sub -rule (1) of rule 26.
(4) Scuppers and discharge pipes should not pass-through fuel oil or cargo oil tanks and where scuppers and
discharge pipes pass, unavoidably, through fuel oil or cargo oil tanks and should be led through the shell within the
tanks, the thickness of the piping should be as thick as shell plating.
(5) All piping shall be adequately supported.
28. Closing appliances for scupper and discharges. - (1) Where the inboard end of scuppers and discharges are
below main deck, normally a screw down non-return value in an accessible location is to be fitted to prevent water
from passing inboard.
(2) Where the inboard end is above the main deck, a non-return valve is to be fitted at the shell, if the height of the
inboard end above waterline is lower than the following:
(a) Zone 1 - 1000 [millimeters];
(b) Zone 2 - 600 [millimeters]; and
(c) Zone 3 - 300 [millimeters].
29. Materials for valves, fittings and pipes. - (1) All shell fittings and valves required under rule 2 6 & 28 are
to be of steel, bronze or other approved ductile material; ordinary cast iron or similar material is not acceptable.
(2) Metals mentioned in sub-rule (1) made of steel or other approved material with low corrosion resistance, are
to be suitably protected against wastage.
(3) The lengths of pipe attached to the shell fittings, elbow pieces or valves are to be of galvanized steel or other
equivalent approved material.
30. Freeing ports for vessels operating in Zone -1.- (1) For Vessels operating in Zone 1:-
(a) the minimum freeing port area on each side of the freeboard deck shall be given by the formula:
A = 0.75 (0.7 + 0.035 l ) square metres:
Explanation : Where ‘l’ is the length of the bulwark in the well or the length of the superstructure.
(b) the designated authority may consider it necessary to increase the freeing port area for any vessel.
(c) the lower edges of the freeing ports shall be at deck level or as near the deck as possible.
(2) Freeing ports over 300 millimeters in height shall be fitted with bars spaced not more than 230 millimeters
apart or other appropriate protective appliances.
(3) If freeing ports are fitted with hinged shutters, ample clearance shall be provided to prevent jamming and
hinge pins or bearings shall be of non-corrodible material and such shutters shall not have locking appliances.
31. Draught marks. - (1) All Category ‘A’ vessels shall show on the bow and the stern, on each side, a draught
scale, with 10 centimeter intervals, with figures of a height such that their complete submersion means an increase in
draught of 10 centimeter and the accuracy of the draught marks shall be witnessed and confirmed by the designated
authority .
(2) Draught marks on Category ‘B’ vessels shall be to the satisfaction of the designated authority.
32. Freeboard marking. - (1) Every vessel, to which a freeboard is assigned, shall be marked on each side of the
vessel at amidships with its assigned freeboard and the marks shall consist of horizontal lines 25 millimeters in
breadth and 300 millimeters in length.
(2) The location and accuracy of the freeboard mark shall be witnessed and confirmed by the designated authority
and the freeboard mark shall be centered at amidships.
(3) In the event, the freeboard mark cannot be done as provided in sub -rule (2), for any reason it shall be placed as
near to that point as possible, and the distance of any deviation recorded.
(4) The freeboard marks shall be affixed under the control of the designated authority.
33. Equipment of vessels - anchors, chain cables, mooring equipment and associated deck machinery. -
(1) Every inland vessel shall be provided with anchors and chain cables as are sufficient in number and strength
having regard to the size and intended service of the vessel.
(2) For Category ‘A’ vessels, the provision and testing of anchors, chain cables, chain lockers, mooring equipment,
all associated deck fittings and deck machinery shall meet the requirements as prescribed under the Rules and
Regulations for the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule. of
(3) Category ‘B’ and ‘C’ vessels shall be provided with anchoring and mooring equipment following Bureau of
Indian Standards or International Standards Organization and conform to industry best practice and such equipment
shall commensurate with the size and type of vessel, and area of operation.
(4) In general, windlasses, capstans, winches, bollards, mooring posts and other means necessary for anchoring,
mooring, towing or lifting the vessel shall be:
(a) designed to meet operating requirements and conditions that it may encounter;
(b) properly fitted; and
(c) fixed to a part of its structure with adequate strength.
(5) Inland vessels fitted with towing equipment shall meet the additional requirements specified in Chapter IV of
these rules.
34. Standards of fire protection .- (1) The requirements shall apply to Category ‘A’ vessels and these provisions
shall apply to Category ‘B’ and Category ‘C’ vessels, in so far as deemed reasonable by the designated authority,
giving due considerat ion to their size and intended service.
Explanation: For the provisions on fire protection and escape as provided under these rules; wherever the words
"steel or other equivalent material" occur, "equivalent material" means any non -combustible material wh ich, by itself or
due to insulation provided, has structural and integrity properties equivalent to steel at the end of the applicable
exposure to the standard fire test.
(2) For the provisions on fire protection and escape as provided under these rules; ‘Class A’ - divisions are those
divisions formed by bulkheads and decks shall comply with the following:
(a) they shall be constructed of steel or other equivalent material;
(b) they shall be suitably stiffened;
(c) they shall be constructed as to be capable of preventing the passage of smoke and flame to the end of the
one- hour standard fire test;
(d) they shall be insulated with an approved non -combustible material such that the average temperature on the
side facing away from the fire rises to not more than 140 °Celsius above the initial temperature and at no point,
including the gaps at the joints, does a temperature increase of more than 180 °Celsius above the initial
temperature occur within the following specified periods:
(i) Class A 60 - 60 minutes;
(ii) Class A 30 - 30 minutes; and
(iii) Class A 0 - 0 minutes.
(3) Type ‘B’ partitions are bulkheads, walls, decks, ceilings that meet the following requirements:
(a) they are made of approved non -combustible material.
(b) furthermore, all materials used in the manufacture and assembly of partitions shall be non-combustible,
except for the facing, which shall be at least flame retardant;
(c) they demonstrate an insulation value such that the average temperature on the side facing away from the fire
rises to not more than 140 °Celsius above the initial temperature and at no point, including the gaps at the joints,
does a temperature increase of more than 225 °Celsius above the initial temperature occur within the following
specified periods:
(i) Class B15 -15 minutes
(ii) Class B 0 - 0 minutes;
(d) they are constructed in such a way as to prevent the transmission of flames until the end of the first half -
hour of the standard fire test.
(4) "F" class divisions are those divisions formed by bulkheads, decks, ceilings and linings which comply with the
following:
(a)they shall be constructed as to be capable of preventing the passage of flame to the end of the first half -hour of
the standard fire test; and
(b)they shall have an insulation value such that the average temperature of the unexposed side will not rise more
than 140°Celsius above the original temperature, nor will the temperature, at any one point, including any joint, rise
more than 225°Celsius above the original temperature, to the end of the first half-hour of the standard fire test.
35. Fire protection of machinery spaces. - (1) All machinery spaces located under -deck or remote from the control
position shall be fitted with a fire detection system comprising of smoke or heat detectors which will produce an
audible alarm at the control position and consideration shall be given for waiver of this requirement in continuously
manned machinery spaces.
(2) Decks and bulkheads divisions that separate machinery spaces from cargo spaces, accommodation, service
areas, control stations vessel, shall be:
(a) of Class A-30 class for vessels constructed of steel or equivalent material;
(b) specially considered for vessels constructed of aluminium alloys;
(c) of F class for vessels constructed of combustible materials.
(3) In the case of passenger vessels, boundary bulkheads of propulsion machinery spaces are to be of Class A - 60
standard.
(4) A sub division may be accepted as equivalent to an ‘F’ class division if it consists of a combustible wall
coated with a layer of 100 mm or two separate layers of 50 mm of mineral wool.
Explanation1 : The mineral wool shall have a density of at least 96 kg/m3.
Explanation 2: The external surface of the mineral wool shall be suitably protected against splashes of oil and
other flammable liquids.
(5) Doors and hatches of other openings in bulkheads shall be constructed such as to maintain the integrity of the
bulkheads in which they are located.
(6) Pipes, ducts and controls which pass through a fire-resistant bulkhead shall not reduce its resistance to fire.
36. Fire protection of accommodation areas. - (1) In all enclosed accommodation the bulkheads, linings, ceilings
and their associated grounds shall be constructed of non-combustible materials and their exposed surfaces shall
have low flame spread.
(2) All vessels with passenger sleeping accommodation shall be fitted with a fixed fire detection system installed
and arranged to detect the presence of fire in such spaces, as well as corridors, stairways and escape routes within
accommodation areas.
(3) Appliances with naked flames or unprotected resistors for lighting and heating of accommodation shall not be
used.
37. Fire protection of galleys . - (1) For cargo vessels, all galleys shall be enclosed by a Type A -0 standard steel
boundary or equivalent, with self-closing steel doors and for passenger vessels, bulkheads around galleys shall be of
steel or equivalent material, and meeting a Class A -30 standard; or of F class.
(2) Any serving hatches must be fitted with steel shutters.
(3) A readily accessible fire blanket is to be provided in the galley.
38. Arrangements for combustible fuel, lubricating oil and other flammable oils. - (1) In general, combustible
liquid used as fuel shall have a flashpoint, determined by an approved test, more than 55°Celsius through Closed
Crucible test, except in emergency generators, in which case the flashpoint shall be not less than 43°Celsius.
(2) Where oil fuel having a flashpoint of less than 55°C but not less than 43°C are used the conditions for use of
such fuel as specified prescribed under the Rules and Regulations for the Design and Construction of Steel Inland
Vessels given at Annex -1 of this Rule or by the Classification Society are to be complied with .
(3) When low flashpoint fuels are used , such vessels shall be considered as special category vessels, and are to
comply with the requirements prescribed under the Rules and Regulations for the Design and Construction of Steel
Inland Vessels given at Annex -1 of this Rule or of a Classification Society, which is a Member of International
Association of Classification Societies and any additional provisions applicable to such vessels as prescribed by the
Central Government.
(4) Safe and efficient means of ascertaining the amount of fuel contained in any tank shall be provided.
(5) If such means consist of sounding pipes, their upper ends shall be located in safe positions and fitted with
appropriate shutoff devices.
(6) Prec autions shall be taken to prevent overpressure on fuel tanks including filling pipes and outlet valves and air
or overflow pipes shall discharge the fuel into a safe place to avoid peril.
(7) Pumps of the oil fuel lines shall be separate from any other lines.
(8) No oil fuel tank shall be situated where spillage or leakage therefrom can constitute a hazard by falling on
heated surfaces and precautions shall be taken to prevent any oil that may escape under pressure from any pump,
filter or heater from coming into contact with heated surfaces.
(9) Oil fuel pipes and connected valves and fittings shall be of steel or other approved material, except that the
restricted use of flexible pipes may be permitted by the designated authority and such flexible pipes and end
attac hments shall be of approved fire-resisting materials or layered with fire -resisting coatings.
(10) Oil fuel lines shall be suitably protected to avoid oil spray or oil leakages onto hot surfaces or into machinery
air intakes and the number of joints in such piping systems shall be kept in minimum.
(11) The arrangements for the storage, distribution and utilization of oil used in the pressure lubrication systems and
other flammable oils, shall be in accordance with the requirements as prescribed under the Rules and Regulations for
the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule or of the classification society.
(12) Oil fuels, lubricating oils and other flammable oils shall not be carried in forepeak tanks and oil fuels sha ll not
be stored forward of the collision bulkhead or its extension.
(13) Compartments intended to contain oil fuels with a flashpoint less than or equal to 55°Celsius but not less than
43°Celsius shall be insulated from continuous compartments intended fo r oil fuels with different flashpoints by
cofferdams with air pipes and sounding pipes.
39. Means of escape. - (1) There should be at least two means of escape, as widely separated, from each section of
normally occupied spaces and the designated authority may dispense with one of the means of escape for service
spaces that are entered only occasionally, provided that the escape route does not pass through the galley,
machinery space or watertight door.
(2) All escape routes are to be marked for effortless identification.
(3) In a passenger vessel, the sum of the width of all doors and passageways used as means of escape from a space
shall not be less than 5 millimeters multiplied by the number of passengers for which the space is designed with a
minimum clear opening of not less than 800 millimetres and the doors of small passenger cabins shall have a clear
opening not less than 700 millimeters.
40. Bilge pumping arrangements. - (1) The requirements of these rules generally apply to vessels of Category
‘A’, and the provisions shall apply to Category ‘B’ vessels, in so far as deemed reasonable by the designated
authority, giving due consideration to their size and operational profile of the vessels.
(2) Inland vessels shall be provided with appliances for draining water from all compartments and bilges.
(3) Arrangements shall be made such that the water in the compartment concerned can flow freely to the suction
outlet or outlets.
(4) Drainage from particular compartment considered undesirable may be omitted, provided it can be shown by
calculations that the safety of the vessel will not be impaired.
(5) Category ‘A’ vessels shall comply with the bilge pumping standards prescribed under the Rules and
Regulations for the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule or of
Classification Societ ies appropriate for the type of service.
41. Bilge pumps. - (1) Category ‘A’ vessels with engine power exceeding 220 kilo Watts and passenger vessels
shall be fitted with at least two power -driven bilge pumps, each powered by a different power source, one of which
may be driven by the propulsion machinery .
(2) At least one power driven pump shall be provided in vessels with engine power up to 220 kilowatts driven by
the main engine and in addition, hand pump suctions are to be fitted.
(3) In passenger vessels, the bilge pumps are to be placed in separate watertight compartments and suction pipes
shall be arranged so that any compartment can be effectively drained.
Explanation : One bilge pump may be the fire pump complying with the relevant firefighting requirements.
(4) Bilge pumps provided for peak spaces and chain lockers shall be hand pumps, operated from a point located
above the freeboard deck.
(5) Each bilge pump shall be placed aft of the collision bulkhead and placed to pump water from any compartment
except as specified in sub-rule (4) and special appliances shall be installed to start the pumps.
(6) Bilge pump installed shall be of self-priming type.
42. Bilge pipes. - (1) The arrangement of the bilge and ballast pumping systems shall be such as to prevent the
possibility of water passing into the compartments of the vessel or from one compartment to another.
(2) In machinery spaces, bilge pipes and accessories shall be of steel or any other material the characteristics of
which are accepted as equivalent for the intended application.
(3) The pumping systems in machinery spaces or cargo holds shall be completely separate from sea inle t pipes or
from pipes normally used for filling or emptying compartments intended to hold water or liquid fuel.
(4) Bilge suction piping up to the connection to the pumps shall be independent of other piping and all bilge pipes
shall be of steel or equivalent material.
(5) Bilge suction pipes shall not be led through oil tanks except in the case of double bottom tanks, and in case of
bilge suction pipes passing through freshwater tanks, such pipes shall be of heavy gauge and pipe joints shall be of
the fully welded type and the number of pipe joints shall be kept to a minimum.
(6) The diameter of the bilge main shall satisfy the requirements of the rules prescribed under the Rules and
Regulations for the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule or the
requirements acceptable to the designated authority in the case of category ‘C’ vessels .
43. Direct suction by pumps. - (1) In the machinery compartment, a suction duct shall be directly connected to a
bilge pump.
(2) The diameter of the duct shall be atleast equal to that of the bilge main.
(3) Direct suction shall be through fixed pipe or reinforced flexible hose, in case, the suction is through a fixed pipe, it
shall be placed as low as possible; in a way accessible for cleaning and fitted with a non-return valve.
(4) In the case of passenger vessels, each independent power bilge pump shall have a direct suction from the space
where it is situated:
Provided that not more than two direct suctions shall be required in one space and where two or more such suctions
are provided in a single space, they shall be positioned on either side of the vessel or space.
44. Bilge system accessories. - (1) In passenger vessels, all distribution boxes and valves fitted in connection with
the bilge pumping arrangements shall be in positions which are accessible at all times in ordinary circumstances and
if in any such vessel there is only one system of pipes common to all such pumps, the necessary valves for
controlling the bilge sucti ons shall be capable of being operated from above the vessel’s freeboard deck.
(2) In passenger vessels, every valve which is required by these rules to be operated from above the freeboard deck
shall have its control, at its place of operation, clearly marked to show the purpose it serves and how it may be
opened and closed and it shall be provided with a means to indicate whether it is open or closed.
(3) Suction ducts shall, as far as possible, be placed at the lowest points in the corresponding compartments and they
shall be fitted with grills of substantial construction, placed in a readily visible location and cleaned, without it
being necessary to first dismantle the connections in the suction ducting.
45. Plan of the bilge -pump and water drainage system. - (1) A detailed plan of the bilge pump system shall be
clearly exhibited in a place where personnel can read it easily.
(2) The graphic symbols used shall conform to standards in force unless the meaning of the symbols used is clearly
indicated.
(3) Scuppers or appropriate arrangements shall be provided in areas of the vessel where water is likely to accumulate
dangerously during fire-fighting operations.
46. Alternative arrangements for small vessels. - For inland vessels of less than 24 metres in length, where the
fitting of a bilge main is not practical, the requirements of this rule may be satisfied by the use of individual
submersible pumps.
47. General Rules of Machinery. - (1) The inland vessel must comply with the relevant machinery standards of
the requirements prescribed under the Rules and Regulations for the Design and Construction of Steel Inland
Vessels given at Annex -1 of this Rule or the requirements acceptable to t he designated authority in the case of
Category ‘C’ vessels, suitable for the vessel type and its operational profile; and the minimum requirements for
machinery specified in this rule shall not be construed as an alternative to full compliance with the requirements
prescribed under the Rules and Regulations for the Design and Construction of Steel Inland Vessels given at
Annex -1 of this Rule .
(2) The ambient reference conditions shall be of that the rating of the main and auxiliary machinery is to be suitable
for the temperature conditions associated with the geographical limits of the restricted service.
(3) Machinery installations are to be designed such as to ensure proper operations under the conditions as under:
(a) list of 10°;
(b) trim of 5°.
48. Machinery requirements. - (1) The machinery, boilers and other pressure vessels, associated piping systems
and fittings shall be of a design and construction adequate for the service for which they are intended and shall be so
installed and protected as to reduce to a minimum any danger to persons on board, with due regard being paid to
moving parts, hot surfaces and other hazards and the design shall have regard to the materials used in construction,
the purpose for which the equipment is intended, the work ing conditions to which it will be subjected and the
environmental conditions on board .
(2) All boilers, all parts of machinery, all steam, hydraulic, pneumatic and other systems and their associated fittings
which are under pressure shall be subjected to appropriate tests including a pressure test before being put into
service for the first time.
(3) Means shall be provided to ensure that the machinery can be brought into operation from the dead vessel
condition without external aid.
(4) Provision shall be made to facilitate cleaning, inspection and maintenance of main propulsion and auxiliary
machinery including boilers and pressure vessels.
(5) Where risk from over speeding of machinery exists, means shall be provided to ensure that the safe speed is not
exceeded.
(6) Where main or auxiliary machinery, including pressure vessels or any parts of such machinery, are subject to
internal pressure and may be subject to dangerous overpressure, means shall be provided where practicable to
protect against such excessive pressure.
(7) All gearing and every shaft and coupling used for transmission of power to machinery essential for the propulsion and
safety of the vessel or the safety of persons on board shall be so designed and constructed that they shall withstand
the maximum working stresses to which they may be subjected in all service conditions.
(8) Main propulsion machinery and auxiliary machinery shall be provided with automatic shut -off arrangements in
the case of failures such as lubricating oil supply failure which could rapidly lead to complete breakdown, serious
damage or explosion.
(9) Internal combustion engines of a cylinder diameter more than 200 millimeters or a crankcase volume of at least
0.6 cubic metres shall be provided with crankcase explosion relief valves of a suitable type with a sufficient relief
area and the relief valves shall be arranged or provided with means to ensure that the discharge from them is so
directed as to minimize the possibility of injury to personnel.
49. Machinery controls. - Main and auxiliary machinery essential for the propulsion and safety of the vessel shall
be provided with effective means for its operation and control.
50. Remote control of propulsion machinery. - Where remote control of propulsion machinery from the
navigation bridge is provided, the speed, direction of thrust and if applicable, the pitch of the propeller shall be fully
controllable from the navigation bridge under all sailing conditions, including manoeuverings.
51. Ventilating systems in machinery spaces. - (1) All machinery spaces shall be adequately ventilated, ensure
that when the machinery or boilers therein are operating at full power in all weather conditions, under adequate
supply of air is maintained to the spaces for the safety and comfort of personnel and the operation of the machinery.
(2) In addition, the ventilation of machinery spaces shall be adequate, under normal conditions, to prevent the
accumulation of hydrocarbon vapour.
52. Protection against noise. - (1) Measures shall be taken to reduce machinery noise in machinery spaces to
acceptable levels and if this noise cannot be sufficiently reduced, the source of the excessive noise shall be suitably
insulated or isolated, or a refuge from noise shall be provided if the spaces are required to be manned.
(2) Ear protectors shall be provided for personnel required to enter such spaces.
53. Means of manoeuvring and going astern. - (1) Sufficient power for going astern shall be provided to secure
proper control of the vessel in all normal circumstances.
(2) The ability of the machinery to reverse the direction of thrust of the propeller within sufficient time and so to
bring the vessel to rest within a reasonable distance from maximum ahead service speed, shall be d emonstrated and
recorded.
(3) The stopping times, vessel headings and distances recorded on trials, shall be available onboard for the use of
the master or designated personnel.
(4) The effective operation of any supplementary means of stopping or manoeuverings the vessel shall be
demonstrated and recorded
54. Steering gear. - (1) Every inland vessel of Category ‘A’ shall be provided with a main steering gear and an
auxiliary steering gear and the main steering gear and the auxiliary steering gear shall be so arranged that the failure
of one of them will not render the other one inoperative.
(2) The auxiliary steering gear shall be capable of being rapidly brought into action and shall be of adequate
strength and of sufficient power to enable the ve ssel to be steered at navigable speed.
(3) Category ‘B’ and Category ‘C’ vessels are to be provided with reliable steering systems. In the case of Category
‘C’ vessels, only a hand tiller may be provided for steering, if acceptable to the designated author ity. If a fully
powered steering gear is fitted in Category ‘B’ and Category ‘C’ vessels, an independent secondary means of
steering is to be provided.
(4) Communication devices shall be provided to enable orders to be transmitted from the bridge to any al ternative
steering position.
(5) Steering systems shall comply with the following requirements:
(a) for manually controlled steering systems, a single turn of the wheel shall correspond to a rudder angle of at
least 3°;
(b) for powered steering systems, when the rudder is at maximum immersion, it shall be possible to achieve an
average angular velocity of 4°/s over the rudder’s entire turning range.
(6) This requirement shall also be checked, with the vessel at full speed, for moving the rudder over a range from
35° port to 35° starboard.
(7) In addition, it shall be checked whether the rudder keeps the position of the maximum angle at maximum
propulsion power.
(8) For other types of steering systems, these requirements are to be correspondingly applied.
55. Engineers' alarm. - In case of vessels with periodically unattended engine rooms, an engineer’s alarm shall be
operated from the engine control room or at the manoeuvring platform as appropriate, and shall be clearly audible in
the engineers accommodation:
Provided that the designated authority may exempt any vessel of less than 1000 GT and carrying less than hundred
passengers from this requirement if it considers that such an alarm is not necessary taking into account the
proximity of the engine control room or station to the engineers' accommodation.
56. Means for stopping machinery, shutting off flammable oil supply pipes, pumps and closing of
openings. - (1) Means shall be provided -
(a) for stopping ventilating fans serving machinery and accommodation spaces;
(b) for closing all doorways, ventilators, and other openings to such spaces; and
(c) to permit the release of smoke from machinery spaces.
(2) Means provided under sub-rule (1) shall be capable of being operated from positions outside the spaces and
which would not be made inaccessible by a fire within such spaces.
(3) Means shall be provided for shutting off fuel, lubricating oil, hydraulic oil supplies, and associated pumps and
shall be readily accessible, situated outside the machinery space and shall be clearly labelled.
(4) The means of stopping machinery, shutting off flammable oil supply pipes, pumps and closing of openings, for
other types of propulsion shall be considered.
57. Fuel and associated pipework. - (1) Oil fuel lines shall not be located immediately above or near units of high
temperature, including boilers, steam pipelines, exhaust manifolds, silencers and as far as practicable, oil fuel lines
shall be arranged apart from hot surfaces, electrical installations or other sources of ignition and shall be screened or
otherwise suitably protected to avoid oil spray or oil leakage onto the sources of ignition.
(2) Components of a diesel engine fuel system shall be designed considering the maximum peak pressure which
shall be experienced in service, including any high-pressure pulses which are generated and transmitted back into the
fuel supply and spill lines by the action of fuel line injection pumps and the connections within the fuel supply and
spill lines shall be constructed having regard to their ability to prevent pressurised oil fuel leaks while in service and
after maintenance.
58. Flexible fuel pipes. - (1) Minimum length of flexible hoses may be used where necessary to allow for relative
movements and vibration between machinery and fixed piping systems and the hoses and any couplings shall be
suitable for the intended purpose.
(2) Documentary evidence shall be provided to show that the pipework complies with the Bureau of Indian
Standards or International Standards Organization standards .
(3) Flexible fuel pipework shall be installed in accordance with the manufacturer's instruction and correctly
supported.
(4) The pipework shall be provided with sufficient free movement to accommodate vibration and to avoid contact
with any structure and where protective sleeves are fitted, the sleeve shall be extended beyond the length of the pipe,
with appropriate leak proof end connections.
(5) Flexible fuel pipework shall be renewed according to the pipe manufacturer’s instructions and records of the
most recent pipe renewal shall be kept onboard and ashore.
59. Electrical equipment and installations. - (1) Electrical equipment and installations of all mechanically
propelled inland vessels shall comply with the relevant electrical standards prescribed under the Rules and
Regulations for the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule or of the
Classification Society or other National or International Standards which provide an equivalent level of safety; and
the standards included in these rules specify minimum requirements that shall be satisfied.
(2) The electrical equipment and installations (including any electrical means of propulsion) shall be such that the
vessel and all persons onboard are protected against electrical hazards.
(3) The electrical equipment and installations shall be maintained to ensure the vessel is in an operational and
habitable condition.
(4) The main source of electrical power shall be capable of illuminating any part of the vessel normally accessible
to and used by the passengers or crew.
(5) Electrical services essential for safety shall be ensured under various emergency conditions.
(6) All exposed metal parts of electrical machines or equipment which are not intended to be live but which are
liable under fault conditions to become live shall be earthed unless the machines or equipment are:
(a) supplied at a voltage not exceeding 55 V direct current or 55 V root mean square between conductors.
Auto - transformers shall not be used for the purpose of achieving this voltage; or
(b) supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only consuming
device; or
(c)constructed in accordance with the principle of double insulation.
(7) Electrical circuits shall be provided with adequate protection against short circuit and overload.
(8) Accumulator batteries shall be suitably housed, and compartments used primarily for their storage shall be
properly constructed and efficiently ventilated and they shall not be stored in sleeping quarters.
(9) No electrical equipment shall be installed in any space where flammable mixtures are liable to collect including
those on-board tankers or barges carrying flammable liquids in bulk or in compartments assigned primarily to
accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the designated authority is satisfied
that such equipment is—
(a) essential for operational purposes;
(b) of a type which will not ignite the mixture concerned;
(c) appropriate to the space concerned; and
(d) appropriately certified for safe usage in the dusts, vapour or gases likely to be encountered.
(10) Lightning conductors shall be installed on masts and mastheads constructed with non -conducting materials.
(11) If the vessel is constructed with non-conducting materials, the lightning conductors shall be connected to copper
plates fitted to the vessel's hull and running well below the water line.
60. Electrical cables. - (1) All electric cables and external wiring to the equipment shall be at least of flame -
retardant type.
(2) Cables and wiring which is serving essential or emergency power, lighting, internal communications or signals
shall be routed clear of galleys, laundries, machinery spaces and their housings and other high fire risk areas.
(3) Where cables which are installed in hazardous areas introduce the risk of fire or explosion in the event of an
electrical fault in such areas, special precautions against such risks shall be taken such as are considered necessary
by designated authorities.
(4) Cables and wiring shall be installed and supported in such a manner so as to avoid chafing or other damage.
(5) Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical, flame -
retarding and, where necessary, fire -resisting properties of the cable.
61. Stores, spare Gear and Tools. - Every inland vessel shall be provided with stores, spare gear and tools as may be
necessary and sufficient for the intended service of the vessel.
CHAPTER IV
SPECIAL PROVISIONS APPLICABLE TO PASSENGER VESSELS
62. Application and stability rules. - (1) The requirements under this rule shall apply to decked Category ‘A’
passenger vessels, which carries more than 50 passengers and these provisions shall be applied to vessels of
Category ‘B’ and Category ‘C’, in so far as they are considered reasonable and practicable, by the designated
authority.
(2) Alternatively, vessels of Category ‘B’ may comply with the requirements of ISO 12217 -1 and vessels of
Category ‘C’ of less than 6 metres in length may comply with the requirements of ISO 12217 -3 for stability and
buoyancy.
(3) The intact stability shall be proven for the following standard loading conditions —
(a) at the start of the voyage:100 % passengers, 98 % fuel and fresh water, 10 % waste water;
(b) during the voyage:100 % passengers, 50 % fuel and fresh water, 50 % waste water;
(c) at the end of the voyage:100 % passengers, 10 % fuel and fresh water, 98 % waste water;
(d) unladen vessel: no passengers, 10 % fuel and fresh water, no waste water.
Explanation: For all standard loading conditions, the ballast tanks shall be considered as either empty or full
in accordance with normal operational conditions.
(4) In addition, the requirements of clause (d) of sub -rule (3) of this rule are to be proved for the loading condition
involving 100% Passengers, 50% fuel and fresh water, 50% waste water, all other liquid (including ballast) tanks
are considered filled to 50%.
(5) Stability calculations for additional loading conditions may need to be submitted, in case it is necessary to verify
the safety of the vessel.
(6) The proof of adequate intact stability by means of a calculation is to be produced using the following definitions
for the intact stability and for the standard loading conditions mentioned in sub-rule (3) and sub -rule (4):
(a) the maximum righting lever ℎ𝑚𝑎𝑥 is to occur at a heeling angle of 𝜑𝑚𝑎𝑥 ≥(𝜑𝑚𝑜𝑚+3°) and is not to be less
than 0.2 [m]. However, in case 𝜑𝑓<𝜑𝑚𝑎𝑥 the righting lever at the down flooding angle 𝜑𝑓 is not to be less than 0.2
[m];
(b) the down flooding angle 𝜑𝑓 is not to be less than ( 𝜑𝑚𝑜𝑚+3°);
(c) the area 𝐴 under the curve of the righting levers is to, depending on the position of 𝜑𝑓 and 𝜑𝑚𝑎𝑥, reach at
least the following values mentioned in the table below:
TABLE
Intact Stability Criteria
Case Area
1 φmax ≤ 15˚ or φf ≤ 15˚ 0.05 [m.rad] up to the smaller of the
angles φmaxor φ f
2 15˚ <φmax< 30˚ φmax≤ φf 0.035 + 0.001 (30 - φmax) [m.rad] up to
the angle φmax
3 15˚ <φf< 30˚ φmax> φf 0.035 + 0.001 (30 - φf) [m.rad] up to
the angle φ f
4 φmax≥ 30˚ and
φf≥ 15˚ 0.035 [m.rad] up to the angle φ=30˚
Explanation. —
Where,
hmax: is the maximum lever φ : the heeling angle;
φf : the down flooding angle, that is the heeling angle, at which openings in the hull, in the superstructure or deck
houses which cannot be closed so as to be weathertight , submerge;
φmom : the maximum heeling angle according to e);
φmax : the heeling angle at which the maximum righting lever occurs;
A: the area under the curve of the righting levers.
(d) the initial metacentric height, 𝐺𝑀𝑜, corrected by the free surface effect in liquid tanks, is not to be less than
0.15 [m];
(e)in each of the following two cases the heeling angle 𝜑𝑚𝑜𝑚 is not to exceed 12°:
(i) in application of the heeling moment due to persons and wind according to Rules 63 and 64;
(ii) in application of the heeling moment due to persons and turning according to Rules 63 and 65
(f) for a heeling moment resulting from moments due to persons, wind and turning according to Rules 63, 64 and
65, the residual freeboard is to be not less than 0.2 [m];
(g) for vessels with windows or other openings in the hull located below the bulkhead decks and not closed
watertight, the residual safety clearance is to be at least 0.1 [m] on the application of the three heeling moments
resulting from (f) above.
63. Heeling moment due to accumulation of persons. - (1) The heeling moment Mp [kN -m], caused by
accumulation of persons on one side of the vessel, is the sum of individual heeling moments on various decks
occupied by passengers, and, is to be calculated according to the following formula:
(a) 𝑀𝑝 = 𝑔 𝑃 𝑦 = 𝑔 ∑ 𝑃𝑖 𝑦𝑖 [𝑘𝑁𝑚]
Explanation 1.—
P = total mass of persons on board in [t], calculated by adding up the maximum permitted number of passengers
and the maximum number of shipboard personnel and crew under normal operating conditions, assuming an average
mass per person of 0.075 [t]
y = lateral distance of center of gravity of total mass of persons P from Centre line in [m] g = acceleration of gravity
( g = 9.81 [m/s2])
Pi = mass of persons accumulated on area Ai ;
(b) 𝑃𝑖 = 𝑛𝑖 0.075 𝐴𝑖 [𝑡]
Explanation 2.— Where,
Ai = area occupied by the persons in [m2] ni = number of persons per square meter:
ni = 3.75 for free deck areas; for deck areas with fixed seating furniture such as benched, ni is to be calculated
by assuming as area of 0.5 [m] in width and 0.75 [m] in seat depth per person.
yi = lateral distance of geometrical Centre of area Ai from Centre line in [m]
(2) The calculation is to be carried out for accumulation of persons both to starboard and to the port.
(3) The distribution of persons shall correspond to the most unfavourable one from the point of view of stability
and cabins are to be assumed unoccupied for the calculation of the persons' moment.
(4) For the calculation of the loading cases, the Centre of gravity of a person is to be taken as 1 [m] above the lowest
point of the deck at 0.5 Lwl, ignoring any deck curvature and assuming a mass of 0.075 [t] per person.
(5) A detailed calculation and plan of deck areas which are occupied by persons may be dispensed with, if the value of
y is considered as 0.45 of the breadth.
64. Heeling moment due to Wind. - (1) The heeling moment due to wind pressure Mw is to be calculated as
follows:
𝑇
𝑀𝑤 = 𝑝𝑤𝐴𝑤 (𝐿𝑤 + 2) [𝑘𝑁𝑚]
Explanation:
Where:
𝑝𝑤 = 0.25 [kN/m²];
However, the value for pw may be taken as per actual prevailing wind conditions in the relevant service area of the
vessel and not less than 0.1 [kN/m2]. Any operating restrictions are to be indicated in the Stability Booklet and the
Certificate of Survey.”
𝐴𝑤= lateral plane of the vessel above the plane of draught according to the considered loading condition in [m²];
L𝑤 = distance of the Centre of gravity of the lateral plane 𝐴𝑤 from the plane of draught according to the considered
loading condition in [m].
(2)In calculating the lateral plane, account is to be taken of the intended enclosure of the deck by awnings and
similar mobile installations.
65. Heeling moment due to turning. - (1) The moment due to centrifugal force 𝑀𝑑𝑟, caused by the turning of the
vessel, is to be calculated as follows:
𝑀𝑑𝑟=𝑐𝑑𝑟𝐶𝐵𝑣2𝐷
𝐿𝑊𝐿(𝐾𝐺−𝑇
2) [𝑘𝑁𝑚 ]
Explanation. — Where,
𝐶𝑑𝑟 = a coefficient of 0.045;
𝐶𝐵 = block coefficient (if not known, taken as 1.0);
𝑣 = maximum speed of the vessel in [m/s];
𝐾𝐺 = distance between the Centre of gravity and the keel line in [m].
(2) For passenger vessels with rudder -propeller, water -jet, cycloidal -propeller and bow-thruster propulsion systems,
𝑀𝑑𝑟 is to be derived from full -scale or model tests or else from corresponding calculations.
66. Damage stability. - (1) It is to be proved by calculation that the damage stability of the vessel is appropriate and
the calculation of the final stage of flooding shall be based on the method of “lost buoyancy” and the interim states
of flooding should be calculated on the basis of the method of “added mass”.
Explanation. — All calculations are to be carried out free to trim and sinkage.
(2) Buoyancy of the vessel in the event of flooding is to be proven for the standard loading conditions specified in
sub-rule (3) of rule 62 and accordingly, mathematical proof of sufficient stability is to be determined for the three
intermediate stages of flooding (25, 50 and 75 % of flood build -up) and for the final stage of flooding.
(3) Passenger vessels are to comply with the one -compartm ent status and the two -compartment status.
(4) The following assumptions in table below concerning the extent of damage are to be taken into account in the
event of flooding —
TABLE
Extent of damage
One-Compartment Status Two-Compartment Status2
Dimension of the side damage
Longitudinal l [m] 0.10 LWL , however not less than
4 [m]3 0.05 LWL , however not less than
2.25 [m]
Transverse b [m] B/5 0.59
Vertical h [m] From vessel bottom to top without delimitation
Dimension of the bottom damage
Longitudinal l [m] 0.10 LWL , however not less than
4 [m]3 0.05 LWL , however not less than
2.25 [m]
Transverse b [m] B/5
Vertical h [m] 0.59; pipework are to be deemed intact1
1) Where a pipework system has no open outlet in a compartment, the pipework shall be regarded as intact in the
event of this compartment being damaged, if it runs within the safe area and is more than 0.50 [m] off the
bottom of the vessel.
2) Passenger vessels with a length 𝐿 of not more than 45 [m] and authorized to carry up to a maximum of 250
passengers do not need to have 2 compartment status.
3) For vessels less than 24 m in length, this value may be taken as“0.10 LWL”
(a) for One -compartment status the bulkheads can be assumed to be intact if the distance between two
adjacent bulkheads is greater than the damage length and longitudinal bulkheads at a distance of less than B/3
to the hull, measured perpendicular to the Centre line from the shell plating at the maximum draft are not to be
taken into account for calculation purposes.
Explanation : A bulkhead recess in a transverse bulkhead that is longer than 2.5 [m], is considered a
longitudinal bulkhead.
(b) for Two-compartment status each bulkhead within the extent of damage will be assumed to be damaged
and this means that the position of the bulkheads is to be selected in such a way as to ensure that the passenger
vessel remains buoyant after flooding of two or more adjacent compartments in the longitudinal direction.
(c ) the lowest point of every non-watertight opening (e.g. doors, windows, access hatchways) is to lie at least 0.1
[m] above the damaged waterline and the bulkhead deck is not to be immersed in the final stage of flooding.
(d) permeability is assumed to be 95 %. If it is proven by a calculation that the average permeability of any
compartment is less than 95 %, the calculated value can be used instead. The values to be adopted are not to be less
than those indicated in the below Table: -
TABLE
Permeability Values
Lounges 95%
Engine and boiler room 85%
Luggage and store room 75%
Double bottoms, fuel bunkers, ballast and other tanks, depending on whether, according to their
intended purpose, they are to be assumed to be full or empty for the vessel floating at the plane of
maximum
draught 0% or
95%
(e) if damage of a smaller dimension than specified above produces more detrimental effects with respect to heeling
or loss of metacentric height, such damage is to be taken into account for calculation purposes.
(5) For all intermediate stages of flooding referred to in sub rule (2) , the following criteria shall be met:
(a) the heeling angle 𝜑 at the equilibrium position of the intermediate stage in question is to not exceed 15°.
(b) beyond the heel in the equilibrium position of the intermediate stage in question, the positive part of the
righting lever curve is to display a righting lever value of 𝐺𝑍 ≥0.02 [ 𝑚] before the first unprotected opening
becomes immersed or a heeling angle 𝜑 of 25° is reached.
(c ) non-watertight openings are not to be immersed before the heel in the equilibrium position of the intermediate
stage in question has been reached.
(d) the calculation of the free surface effect in all intermediate stages of flooding is to be based on the gross surface
area of the damaged compartments.
(6) During the final stage of flooding, the following criteria are to be met taking into account the heeling moment
in accordance with Rule 62
(a) the heeling angle 𝜑𝐸 is to not exceed 10°.
(b) beyond the equilibrium position the positive part of the righting lever curve is to display a righting lever
value of 𝐺𝑍𝑅 ≥0.02 [ 𝑚] with an area 𝐴 ≥0.0025 [ 𝑚 ∙𝑟𝑎𝑑] and these minimum values for stability are to be met
until the immersion of the first unprotected opening or in any case before reaching a heeling angle of 25°.
(c) non -watertight openings are not to be immersed before the equilibrium position has been reached and if such
openings are immersed before this point, the rooms affording access are deemed to be flooded for damage stability
calculation purposes.
(d) the shut-off devices which are to be able to be closed watertight are to be marked accordingly.
Figure Damage Stability
(7) Passenger vessels authorised to carry up to a maximum of 50 passengers and with a length of not more than 25
(m) are to prove adequate stability after damage as per sub -rules (1) to (5) or, as an alternative, prove that they
comply with the following criteria after symmetrical flooding of the entire vessel —
(a) the immersion of the vessel is not to exceed the margin line (notional line drawn on the shell 100 [mm] below
the top of the bulkhead deck at side. Where, in a part of the ship, the bulkhead deck is stepped below or not
fitted, the margin line is to be drawn 100 [mm] below the level up to which both the transverse bulkheads and
side shell are watertight); and
(b) the residual metacentric height 𝐺𝑀𝑅 is not to be less than 0.10 [m].
(8) The necessary residual buoyancy is to be assured through the appropriate choice of material used for the
construction of the hull or by means of highly cellular foam floats, solidly attached to the hull.
(9) In the case of vessels with a length of more than 15 [m], residual buoyancy can be ensured by a combination of
floats and subdivision complying with the One- compartment status.
67. Cross flooding arrangements. - (1) If cross -flood openings to reduce asymmetrical flooding are provided, they
have to meet the following conditions, namely:
(a) for the calculation of cross -flooding, IMO Resolution MSC.245(83) is to be applied;
(b) they are to be self-activating;
(c) they are not to be equipped with shut -off devices;
(d) the total time allowed for compensation is not to exceed 15 minutes.
68. Watertight integrity. - (1) Watertight doors in bulkheads which normally remain open are to be fitted with local
controls on either side of the bulkhead and remote control in an accessible place above the bulkhead deck and the
following requirements are also to be complied with:
(a) the remote control is to be fitted with an indicator showing whether the door is open or closed;
(b) in addition, indicators are to be fitted in the wheelhouse, showing whether these doors are open or closed;
(c) an automatic audible alarm is to be fitted at the door, sounding during the closing of the door;
(d) the operation of watertight doors and automatic alarms is to be possible independent from the vessel’s
normal electrical system; and
(e) the closing time of the doors is to be not less than 30 seconds and not more than 60 seconds.
(2) Watertight doors, which are not remotely operated are permitted, only in those spaces which are not accessible
to passengers.
(3) Such doors are to be kept closed and may only be opened for passage and are to be closed again immediately.
(4) All watertight doors with their local and remote controls as well as alarm arrangements are to be located inboard
of the assumed transverse extent of damage.
(5) Piping systems and ventilation ducts with open ends are to be so arranged that flooding of the compartment
under consideration shall not result in the flooding of any other space or tank.
(6) Where several compartments are in open connection through pipe lines or ventilation ducts, the pipes and ducts
are to be led through the watertight bulkheads, above the water line in the most unfavourable conditions of
flooding.
(7) Where this is not possible, valves which are remotely controlled from above the bulkhead deck are to be fitted at
the watertight bulkheads.
(8) When a pipe system has no open end in a compartment, this pipe line shall be considered undamaged in the case
of flooding of that compartment provided it is situated inboard of the assumed transverse extent of damage and 0.5
[m] above the vessels bottom.
(9) Cables which are to pass through watertight bulkheads are to be so arranged that the watertight integrity of the
bulkheads is not impaired.
(10) All watertight portlights to be fitted below the damaged waterline are to be of the non -opening type and of
adequate strength and fitted with deadlights.
(11) No window is to be fitted below the damaged waterline.
69. Emergency power. - (1) Every inland passenger vessel shall be provided with an emergency power supply for
the following things:
(a) navigation lights;
(b) audible warning devices;
(c) emergency lighting;
(d) fixed Very High Frequency installations;
(e) alarm and public address systems;
(f) searchlights;
(g) fire alarm system;
(h) other safety equipment such as automatic pressurised sprinkler systems or fire pumps;
(i) emergency bilge pumping systems;
(j) electronically powered signage where fitted; and
(k) survival craft launching system, where appropriate.
(2) The following are admissible for use as an emergency power source —
(a) auxiliary generator sets with their own independent fuel supply and independent cooling system which,
in the event of a power failure, start and take over the supply of power within 45 seconds automatically or, if they
are located in the immediate vicinity of the wheelhouse or any other location permanently manned by crew
members, can be brought into operation within 45 seconds; or
(b) accumulator batteries, which, in the event of a power failure, connect automatically or, if they are located
in the immediate vicinity of the wheelhouse or any other location permanently manned by crew members, can
be connected manually;
(c) they shall be c apable of powering the items listed in sub -rule (1) above, without recharging and without
an unacceptable voltage reduction throughout the projected operating period; and
(d) the projected operating period for the emergency power supply shall not be less than 60 minutes.
(3) In the case of vessels of length 24 m and above, the emergency power source and any associated switchboard
plant shall be in a separate space to the main power supply and cables feeding the electrical installations in the
event of an emergency shall be installed and routed in such a way as to maintain the continuity of supply of these
installations in the event of fire or flooding;
(4) Such cables shall never be routed through the main engine room, galleys or space where the main power source
and connected equipment is installed, except where necessary to provide emergency equipment in such areas.
(5) The emergency power source shall be installed above the line of the bulkhead deck of sub divided vessels and as
high as possible in open vessels.
(6) For the following rooms and locations, emergency lighting shall be provided:
(a) locations where life-saving equipment is stored and where such equipment is normally prepared for use;
(b) escape routes, access for passengers, including gangways, entrances and exits, connecting corridors,
lifts and accommodation areas companionways, cabin areas and accommodation areas;
(c) markings on the escape routes and emergency exits;
(d) in other areas intended for use by persons with reduced mobility;
(e) operation rooms, engine rooms, steering equipment rooms and their exits;
(f) wheelhouse;
(g) spaces containing the emergency power supply source other than battery lockers;
(h) points at which extinguishers and fire extinguishing equipment controls are located; and
(i) areas in which passengers, shipboard personnel and crew muster in the event of danger.
CHAPTER V
SPECIAL PROVISIONS APPLICABLE TO TANKERS
70. General rules. – (1) These rules apply to vessels which are intended to carry the following liquid cargoes
having flash point above 60° Celsius;
(a) Non-petroleum, non-hazardous liquid cargoes having flash point of above 60 degrees Celsius;
(b) Petroleum products having flash point of above 60 degrees Celsius;
(c) Vegetable oils of the following types —
(i) Castor oil;
(ii) Coconut oil;
(iii) Corn oil;
(iv) Cotton seed oil;
(v) Groundnut oil;
(vi) Illipe oil;
(vii) Linseed oil;
(viii) Mango kernel oil;
(ix) Palm kernel oil;
(x) Palm kernel olein;
(xi) Palm mid fraction;
(xii) Palm oil;
(xiii) Palmolein;
(xiv) Palm stearin;
(xv) Rapeseed oil;
(xvi) Rice bran oil;
(xvii) Safflower oil;
(xviii) Soyabean oil;
(xix) Sunflower seed oil;
(xx) Tallow; and
(xxi) Tung oil.
(2) Tankers carrying liquid cargoes with a flashpoint below 60° shall be specially considered by the
designated authority and such vessels shall as a minimum meet the requirements prescribed under the Rules and
Regulations for the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule or of a
classification society.
71. Configuration of cargo tanks, longitudinal bulkheads. - (1) Where the cargo tank breadth exceeds 0.7B, cargo
tanks are normally to be provided with Centre longitudinal bulkheads and where the tank breadth is greater than the
0.7B and Centre longitudinal bulkheads are not fitted, proof of sufficient stability need to be documented .
(2) Tankers carrying petroleum oils and vegetable oils are to be provided with a double bottom having height a
minimum height of 500 mm.
(3) For tankers carrying petroleum oils and vegetable oils, wing tanks of minimum width 600 mm shall be provided
on the sides of the cargo area and wing tanks or spaces shall extend either for the full depth of the vessel's side or
from the top of the double bottom to the uppermost deck, disregarding a rounded gunwale where fitted.
(4) Cargo tanks are to be fitted with a visual and audible high -level alarm which indicates when the liquid level in
the cargo tank approaches the normal full condition.
(5) The alarm is to be capable of being tested prior to loading.
72. Hull Scantlings, strength. - Hull scantlings and strength of tankers shall comply with the requirements prescribed
under the Rules and Regulations for the Design and Construction of Steel Inland Vessels given at Annex -1 of
this Rule, for the intended service of the vessel.
73. Therma l stresses. - (1) When liquids carried in tanks require heating and the temperature is more than 90°C,
calculations of thermal stresses are required.
(2) The calculations are to give the resultant stresses in the hull structure based on a water temperature of 5°C and
an air temperature of 10°C
74. Access and Ventilation. - All cargo zone areas are well ventilated and accessible for surveys and maintenance.
75. Damage Stability. - (1) For vessels with independent cargo tanks and for double hull constructions with cargo
tanks integrated in the frames of the vessel, the following assumptions are to be taken into consideration for the
damaged condition:
(a) extent of side damage as given in the table below:
TABLE
Longitudinal extent : At least 0.10 LOA, but not less
than 5 [m]
Transverse extent: 0.59 [m] inboard from the vessel’s side at right angles to the centerline at the level
corresponding to the maximum draught , or when applicable, the distance allowed
by 5.4.3.1.2,
reduced by 0.01[m]
Vertical extent : From the base line upwards
without limit
(b) extent of bottom damage as given in the table below:
TABLE
Longitudinal extent: At least 0.10 LOA, but not less
than 5 [m]
Transverse extent: 3 [m]
Vertical extent: From the base 0.49[m] upwards,
the sump excepted
(c) any bulkhead within the damaged area is to be assumed damaged, which means that the location of
bulkheads is to be chosen to ensure that the vessel remains afloat after the flooding of two or more adjacent
compartments in the longitudinal direction.
(2) The following shall be applicable:
(a) for bottom damage, adjacent athwartship compartments are also to be assumed flooded;
(b) the lower edge of any non -watertight opening (e.g. windows, doors and access hatchways), at the final
stage of flooding, is to be not less than 0.10 [m] above the damage waterline;
(c) permeability is to be assumed to be 95 percent. Where an average permeability of less than 95 percent is
calculated for any compartment, this calculated value obtained may be used;
(d) however, minimum values of permeability, μ, given in the following Table are to be used; and
(e) For the main engine room, only the one-compartment standard need be taken into account, i.e. the end
bulkheads of the engine room are to be assumed as not damaged.
TABLE
Engine Room 85%
Accommodation 95%
Double Bottom, Oil Fuel Tanks, Ballast Tanks etc. depending on whether according
to their function they have to be assumed as full or empty for vessel floating
at the maximum permissible draft 0% or 95%
(3) For the intermediate stage of flooding the following criteria have to be fulfilled —
(a) GZ≥0.03[m]
(b) range of positive GZ: 5˚
(4) At the stage of equilibrium (in the final stage of flooding), the angle of heel is not to exceed 12° and non -
watertight openings are not to be flooded before reaching the stage of equilibrium; and if such openings are
immersed before the stage of equilibrium, the corresponding spaces are to be considered flooded for the purpose of
stability calculation.
(5) The positive range of the righting lever curve beyond the stage of equilibrium as per below graph is to have a
righting lever of ≥ 0.05[m] in association with an area under the curve of ≥ 0.0065 [m.rad] and the minimum values
of stability are to be satisfied up to immersion of the first non-weathertight openings and in any event up to an angle
of heel ≤ 27°.
Explanation:
If non-weathertight openings are immersed before that stage, the corresponding spaces are to be considered flooded
for the purpose of stability calculation.
(6) If openings through which undamaged compartments may additionally become flooded are capable of being
closed watertight, the closing appliances are to be marked accordingly.
(7) Where cross - or down -flooding openings are provided for reduction of unsymmetrical flooding, the time of
equalization is not to exceed 15 minutes, provided during the intermediate stages of flooding sufficient stability has
been proved.
76. Cargo pump rooms. - (1) Separate pump rooms are not required for cargo pumps.
(2) They shall have direct access from open deck and be adequately ventilated to prevent accumulation of oil
vapour.
77. Piping systems for bilge, ballast, oil fuel etc.- (1) Cofferdams and void spaces located within the cargo area
and not intended to be filled with water ballast are to be fitted with suitable means of drainage.
(2) Ballast piping is not to pass through cargo tanks as far as possible and is not to be connected to cargo oil piping
and facilities may, however, be made for emergency discharge of water ballast by means of a portable spool
connection to a cargo oil pump and where this is arranged, a non -return valve is to be fitted in the ballast suction to
the cargo oil pump.
(3) For the purpose of sub-rule (2), the portable spool piece is to be mounted in a conspicuous position in the pump
room and a permanent notice restricting its use is to be prominently displayed adjacent to it and the shut -off valves
shall be provided to shut-off the cargo and ballast lines before the spool piece is removed.
78. Separation of fuel oil and cargo systems. - (1) The system of storage, transfer, combustion and air pipes for fuel
oil for vessel’s use shall be entirely separate from system of loading, un-loading and air pipes for cargo oil.
(2) Cargo pumping and piping systems shall comply with the requirements prescribed under the Rules and
Regulations for the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule
79. Special Requirements for vessels carrying vegetable oil.- (1) Vessels carrying vegetable oils are to comply
with the requirements prescribed under the Rules and Regulations for the Design and Construction of Steel Inland
Vessels given at Annex -1 of this Rule for this vessel type.
(2) The entire cargo length shall be protected by ballast tanks or spaces other than that for carrying oil as follows —
(a)wing tanks or spaces shall be arranged such that cargo tanks are located inboard of the moulded line of the side
shell plating nowhere less than 600 mm; and
(b) double bottom tanks or spaces shall be arranged such that the distance between the bottom of the cargo tanks
and the moulded line of the bottom shell plating is not less than 500 mm.
CHAPTER VI
SPECIAL PROVISIONS APPLICABLE TO VESSELS CARRYING DANGEROUS GOODS
80. Special provisions for vessels carrying dangerous goods. - Inland vessels carrying dangerous goods shall,
comply with the requirements prescribed under the Rules and Regulations for the Design and Construction of Steel
Inland Vessels given at Annex -1 of this Rule , as applicable to such vessels.
CHAPTER VII
SPECIAL PROVISIONS APPLICABLE TO CRAFT INTENDED TO FORM PART OF A PUSHED OR
TOWED CONVOY OR OF A SIDE -BY-SIDE FORMATION
81. Pushed Convoys. - (1) Craft intended to be propelled in convoys shall be equipped with coupling devices,
bollards or equivalent devices which, as a result of their number and arrangement, ensure a safe connection toother
craft in the convoy:
Provided that it shall not apply to crafts solely giving pushing assistance to crafts for berthing.
(2) Category ‘A’ vessels, which are engaged in towing or pushing operations shall, in addition to these rules, shall
comply with the detailed rule requirements prescribed under the Rules and Regulations for the Design and
Construction of Steel Inland Vessels given at Annex -1 of this Rule for these types of vessels.
82. Craft suitable for pushing. - (1) Craft which are to be used for pushing purposes shall incorporate a suitable
pushing device and they shall be designed and equipped in such a way as to prevent relative movement between the
crafts themselves.
(2) If the craft are joined together with cables the pusher craft shall be equipped with at least two special winches or
equivalent coupling devices for tensioning the cables.
(3) The coupling devices shall enable a rigid assembly to be formed with the pushed craft.
(4) Where convoys consist of a pusher craft and a single pushed craft the coupling devices may permit controlled
articulation and the necessary drive units shall easily absorb the forces to be transmitted and shall be capable of being
controlled easily and safely.
(5) The collision bulkhead referred to in clause (a) of sub-rule (1) of Rule 10 shall be dispensed with for vessels
being used dedicatedly as pusher crafts.
83. Craft suitable for being pushed. - (1) If steering systems, accommodation, engine or boiler rooms are present
the relevant requirements of these rules shall apply to them.
(2) The pushed craft shall comply with the collision bulkhead requirements of clause (a) of sub -rule (1) of Rule 10;
(3) Craft intended for being pushed shall be fitted with coupling devices ensuring a safe connection to other craft.
84. Craft suitable for operating in towed convoys. - Craft intended for towing shall meet the following
requirements: —
(1) The towing devices shall be arranged in such a way that their use does not compromise the safety of the
craft, crew or cargo.
(2) Tugging and towing craft shall be fitted with a tow hook which shall be capable of being released safely
from the wheelhouse; this shall not apply if the design or other fittings prevent capsizing.
(3) Towing devices shall consist of winches or a tow hook.
(4) The towing devices shall be located ahead of the propeller plane.
(5) This requirement shall not apply to craft that are steered by their propulsion units such as rudder propellers
or cycloidal propellers.
(6) For craft solely giving towing assistance to motorised craft for berthing, a towing device such as a bollard
or an equivalen t device shall suffice.
(7) Where the towing cables could snag on the stern of the vessel, deflector hoops with cable catchers shall be
provided.
85. Craft suitable for propelling side -by-side formations. - The requirements for crafts propelled in a side-by-
side formation shall be specially considered by the vessel on case-to-case basis.
86. Navigation tests on convoys. - (1) Navigability and manoeuvrability shall be checked by means of navigation
tests and in order to authorise a pusher or motor vessel to propel a rigid convoy, and to enter this on the Certificate of
Survey, the designated authority shall decide which formations are to be presented and shall conduct navigation
tests with the convoy in the formations applied for, which the designated authority body regards to be the least
favourable ones.
(2) For the purposes of sub -rule (1), the designated authority shall check that the rigid connection of all craft in the
convoy is maintained during the manoeuvres.
CHAPTER VIII
SPECIAL PROVISIONS APPLICABLE TO VESSELS CARRYING DECK CARGOES
87. Stability. - (1) Stability documents shall provide the master with comprehensible information on:
(a) vessel stability for each loading condition. Stability documents shall additionally include a template for
calculation of the vessels Longitudinal Centre of Gravity and KG based on the weights and configuration of cargo
loaded on deck.
(b) permissible heights for the Centre of gravity of the deck cargo, at which all stability requirements for the craft
are satisfied.
(2) The master is to be additionally provided with details regarding the securing arrangements for cargoes,
commensurate for the area of operation of the vessel and the strength of such securing arrangements shall be in
accordance with the requirements of the designated authority or any classification society.
CHAPTER IX
SPECIAL PROVISIONS APPLICABLE TO HIGH -SPEED VESSELS
88. Construction of High Speed Vessels. – (1) High -speed vessels shall not be constructed with sleeping
accommodation for passengers.
(2) High -speed vessels shall be constructed and maintained under the supervision and in accordance with the
applicable rules of the classification society which has special rules for high-speed vessels and as applicable to
inland vessels.
89. Seats and safety belts. - Seats shall be available for the maximum number of passengers permitted on board
and seats shall be fitted with safety belts.
90. Freeboard. - Freeboard of high-speed vessels shall be at least 500 mm.
91. Buoyancy, stability and subdivision. - For high-speed vessels, sufficient proof shall be provided, by
calculations or trials, for:-
(1) buoyancy and stability characteristics adequate for safety where the craft is operated in the displacement mode,
both when intact and when damaged. The intact and damage stability criteria shall be as applicable to a conventional
vessel as per the rules;
(2) stability characteristics and stabilising systems adequate for safety where the craft is operated in the dynamic
buoyancy phase and the transition phase; and
(3) stability characteristics adequate for safety where the craft is operated in the dynamic buoyancy phase and the
transitional phase, and allow to transfer the craft safely to displacement mode in case of any system malfunction.
92. Wheelhouse. - (1) The area of obstructed vision for the helmsman in a seated position ahead of the vessel shall
not exceed two vessel lengths, irrespective of the loading conditions.
(2) The sum of the blind sector arcs from dead ahead to 22.5° abaft the beam, on either side, shall not exceed 20° and
each individual blind sector shall not exceed 5°. The sector of visibility between two blind sectors shall not be less
than 10°.
93. Windows. - Reflections shall be avoided and a means for avoiding dazzle by sunlight shall be provided.
94. Surface materials. - The use of reflective surface materials in the wheelhouse shall be avoided.
95. Enclosed areas. - (1) Public rooms and accommodation and the equipment they contain shall be designed so
that any person making proper use of those facilities shall not suffer injury during a normal and emergency start or
stop, or during manoeuvring in normal cruise and in failure or malfunction conditions.
(2) For the purpose of informing passengers of safety measures, all passenger vessels shall be fitted with optic and
acoustic installations visible and audible to everyone on board.
(3) The installations described under sub rule (2) above shall enable the master to give instructions to passengers.
(4) Every passenger shall have access to instructions for emergency situations close to their seat, including a plan of
the vessel showing all exits, escape routes, emergency equipment, life -saving equipment and instructions for the use
of life jackets.
96. Exits and escape routes. - (1) Exits and escape routes shall satisfy the following requirements: -
(a) there shall be easy, safe and quick access from the steering position to rooms and accommodation
accessible to the public.
(b) escape routes leading to emergency exits shall be clearly and permanently marked.
(c) all exits shall be properly marked. The operation of the opening mechanism shall be obvious from the
outside and the inside.
(d) the escape routes and emergency exits shall have a suitable safety guidance system.
(e) sufficient space for a member of the crew shall be left next to exits.
CHAPTER X
SPECIAL PROVISIONS APPLICABLE TO ROLL -ON ROLL -OFF VESSELS
97. Requirement of Roll On -Roll Off Vessels. - (1) The requirements of this rule shall apply to mechanically
propelled inland vessels which are equipped to ferry passengers and vehicles on open decks.
(2) Vessels which carry vehicles in spaces other than open decks shall be specially considered by the Designated
authority on a case -by-case basis
(3) These requirements only address the transportation of vehicles with fuel in their tanks for their own propulsion,
and do not cover the carriage of vehicles fitted with cargo tanks for the transportation of flammable liquids or
dangerous goods.
(4) In addition to the requirements in this rule, all Crafts are to comply with the relevant requirements of the
classification society’s Rules.
Explanation : For the purpose of this rule, ‘vehicle’ means an automobile powered by internal combustion engines
burning petrol or diesel and the carriage of vehicles powered by electric cells, hydrogen or natural gas shall be
specially considered.
98. Documentation. - The vessel is to carry sufficient documentation onboard to guide the master regarding : -
(1) Maximum vehicle loading and number of passengers that the vessel can carry.
(2) Stowage and securing arrangements for vehicles on deck.
(3) Accommodation areas and other areas considered safe for passenger access during voyage.
(4) Safety instructions and fire safety or evacuation or life-saving and other emergency plans.
(5) Operational instructions for vehicle doors and ramps.
(6) Arrangement of fire detectors and call points unless shown on other drawings.
99. Accommodation arrangements for passengers. - Crafts carrying passengers are to be provided with seating or
sleeping accommodation, in accordance with Inland Waterways (Crew and Passenger Accommodation) Rules
2022.
100. General safety requirements for crafts equipped for the carriage of vehicles. - (1) Vehicle decks shall be
structurally separated from the Control stations, passenger accommodation or seating spaces and evacuation routes
as effectively as practical and if the adjacent arrangement of these spaces is permitted, provision shall be made for
easy evacuation of the passenger accommodation away from the vehicle stowage area.
(2) Ramps used for embarkation or disembarkation of passengers to be fitted with suitable portable handrails.
(3) No Smoking signs shall be posted at all entries to vehicle stowage area.
(4) No Smoking signs are to be prominently displayed in the vehicle space.
(5) Any equipment which may constitute a source of ignition of flammable vapours shall not be permitted to be
stowed close to the vehicle stowage area
(6) Scuppers from vehicle decks shall not be led to machinery or other spaces where sources of ignition may be
present.
101. Wheel loadings and car deck structure. - Decks intended to carry vehicles have sufficient strength to
withstand the loads that they will be subjected to, in the worst anticipated operating conditions of the craft.
102. Stability . - In the calculation of stability, it is to be demonstrated that the vessel has adequate intact stability in
the worst anticipated environmental conditions, considering all anticipated stowage arrangement of vehicles.
103. Drainage. - Vehicle stowage spaces above bulkhead deck to be fitted with adequate freeing arrangements
(scuppers in addition to freeing ports, in areas where the stowage of vehicles may form a temporary well) that shall
ensure that the water is rapidly discharged directly overboard.
104. Fire Safety and access to open vehicle decks and escape. - (1) In open vehicle decks to which any
passengers carried can have access, the number and locations of the means of escape both below and above the
bulkhead deck shall provide safe access to the embarkation deck and the parking arrangements for the vehicles shall
maintain the escape routes clear at all times.
(2) One of the escape routes from the machinery spaces where the crew is normally employed shall avoid direct
access to the vehicle stowage area.
105. Structural fire protection. - (1) Boundaries between vehicle stowage areas and control stations or
machinery spaces shall be of C l a s s A-60 fire integrity.
(2) Boundaries between vehicle spaces and spaces meant for accommodation, escape, stores, and other cargo spaces
shall be insulated to Class A-30 fire integrity.
106. Fire fighting. - (1) For all vessels with vehicle spaces, fire monitors (water cannons) effectively covering the full
area of the weather deck where vehicles are stowed, are to be fitted and these devices may be either manually or
remotely operated.
(2) Arrangements shall be made to ensure immediate availability of a supply of water from the fire main at the
required pressure either by permanent pressurization or by suitably placed remote arrangements for the fire pumps.
(3) Adequate freeing arrangements, including scuppers where necessary, shall be fitted so as to ensure that such
water is rapidly discharged directly overboard.
(4) The number of nozzles, their size and water pressures shall be in accordance with the prescribed under the
Rules and Regulations for the Design and Construction of Steel Inland Vessels given at Annex -1 of this Rule.
107. Portable fire extinguishers. - An adequate number of portable fire extinguishers shall be carried onboard
commensurate with the size of the vessel and the size of the vehicle stowage area.
108. Certification. - Upon compliance with these Rules, the designated authority shall issue the certificate of survey
under the Act (Form 5 & 6 of the Inland Vessels Survey and Certification Rules, 2022).
[F. No. IWT -11011/91/2021 -IWT]
R. LAKSHMANAN, Jt. Secy. (IWT, Admn & Coord)
Annex 1
Requirements for inspection and testing of materials
Contents
Chapter 1 General Requirements
Chapter 2 Mechanical Testing Procedures
Chapter 3 Rolled Steel Plates, Strips, Sections and Bars
Chapter 4 Steel Castings
Chapter 5 Steel Forgings
Chapter 6 Steel Pipes and Tubes
Chapter 7 Iron Castings
Chapter 8 Copper Alloys
Chapter 9 Aluminium Alloys
Chapter 10 Equipment
Chapter 11 Approval of Welding Consumables for use in
Ship Construction
Annex 1
Contents
Chapter 1 : General Requirements
Section 1 : Conditions for Manufacture, Survey
and Certification
1.1 Scope 1.2 Information to be supplied to the manufac -turer
1.3 Manufacture
1.4 Survey procedure
1.5 Chemical composition
1.6 Heat treatment
1.7 Test material
1.8 Mechanical tests
1.9 Definitions 1.10 Retest procedures
1.11 Visual and non -destructive examination
1.12 Rectification of defective mat erial
1.13 Identification of materials
Chapter 2 : Mechanical Testing Procedures
Section 1 : General Requirements
1.1 General
1.2 Selection of test samples
1.3 Preparation of test specimens
1.4 Discarding of tes t specimens
Section 2 : Tensile Testing
2.1 Dimensions of tensile test specimens
2.2 Fracture elongation
2.3 Definition of yield stress
2.4 Procedure for tensile testing at ambient
temperature
2.5 Procedure for tensile testing at elevated
temperatures
Section 3 : Impact Tests
3.1 Dimensions of test pieces
3.2 Testing procedure
Section 4 : Ductility Testing of Pipes and Tubes
4.1 Bend tests
4.2 Flattening tests
4.3 Drift expanding test
4.4 Flanging tests
4.5 Ring expanding test
4.6 Ring tensile test
Section 5 : The Brittle Crack Arrest Toughness
Test
5.1 Scope
5.2 Symbols
5.3 Testing Equipment
5.4 Test Specimens
5.5 Test Methods
5.6 Test Procedures
5.7 Determination of arrest toughness
5.8 Reporting
Appendix A : Method for obtaining Kca at a specific
temperature and the evaluation
Appendix B : Double Tension Type Arrest Test
Section 6 : Isothermal Crack Arrest Temperature
(CAT) Test
6.1 Scope
6.2 Symbols
6.3 Testing equipment
a) 6.4 Test specimens
6.5 Test Method
6.6 Measurements after test and test validation
judgement
6.7 Judgement of ‘arrest’ or ‘propagate’
b) 6.8 T test, Tarrest and CAT determination
6.9 Reporting
6.10 Use of test for material qualification testing
Chapter 3 : Rolled Steel Plates, Strips, Sections and Bars
Section 1 : General Requirements
1.1 Scope
1.2 Manufacture
1.3 Quality of materials
1.4 Thickness tolerance of plates and wide flats with
width 600 [mm]
1.5 Heat treatment, condition of supply 1.6 Test material
1.7 Mechanical test specimens
1.8 Surface inspection and dimensions
1.9 Freedom from defects
1.10 Special quality plate material (‘z’ quality)
1.11 Branding of materials
1.12 Test certificates or other documentation
Section 2 : Normal Strength Steels for Ship
Structures
2.1 General
2.2 Approval
2.3 Method of manufacture
2.4 Chemical composition
2.5 Condition of supply
2.6 Mechanical properties
2.7 Surface quality
2.8 Internal soundness
2.9 Tolerances
2.10 Identification of mate rials
2.11 Testing and inspection
2.12 Test material
2.13 Mechanical test specimens
2.14 Number of test specimens
2.15 Retest procedures
Section 3 : Higher Strength Steels for Ship
Structures
3.1 General
3.2 Approval
3.3 Method of manufacture
3.4 Chemica l composition
3.5 Condition of supply
3.6 Mechanical properties
3.7 Surface quality
3.8 Internal Soundness
3.9 Tolerances
3.10 Identification of Materials
3.11 Testing and Inspection
3.12 Test Material
3.13 Mechanical tests specimens
3.14 Number of Test Specimens
3.15 Manufacturing approval scheme for EH47 steels
3.16 Retest Procedures
Section 4 : High Strength Steels for Welded
Structures
4.1 General
4.2 Approval
4.3 Method of manufacture
4.4 Chemical composition 4.5 Delivery condition – Rolling proc ess and heat
treatment
4.6 Mechanical properties
4.7 Tolerances
4.8 Surface quality
4.9 Internal soundness
4.10 Stress relieving heat treatment and other heat
treatments
4.11 Facilities for inspection
4.12 Identification of materials
4.13 Branding
4.14 Doc umentation of inspection tests
Section 5 : Steel for Low Temperature Service
5.1 General
5.2 Deoxidation and chemical composition
5.3 Heat treatment
5.4 Mechanical tests
Section 6 : Steels for Boilers and Pressure Vessels
6.1 General
6.2 Deoxidation and chemical composition
6.3 Heat treatment, condition of supply
6.4 Mechanical tests
6.5 Mechanical properties for design purposes at
elevated temperatures
Section 7 : Steels for Machinery Structures
7.1 General
Section 8 : Plates wi th Specified minimum
through Thickness Properties (‘Z’ Quality)
8.1 General
8.2 Manufacture
8.3 Test material
8.4 Dimensions of through thickness tensile test
specimens
8.5 Mechanical tests
8.6 Non -destructive examination
Section 9 : Austenitic and Dupl ex Stainless Steels
9.1 Scope
9.2 Chemical composition
9.3 Heat treatment
9.4 Mechanical tests
9.5 Through thickness tests
9.6 Intergranular corrosion tests
9.7 Dimensional tolerances
9.8 Clad plates
9.9 Identification of materials 9.10 Certification of materials
Section 10 : Brittle Crack Arrest Steels
10.1 General
10.2 Manufacturing Approval Scheme
Chapter 4 : Steel Castings
Section 1 : General Requirements
1.1 Scope
1.2 Manufacture
1.3 Quality of castings
1.4 Chemical composition
1.5 Inspection
1.6 Hydraulic pressure testing
1.7 Rectification of defective castings
1.8 Identification of castings
1.9 Certification
Section 2 : Hull and Machinery Steel Castings for
General Applications
2.1 Scope
2.2 Chemical co mposition
2.3 Heat treatment
2.4 Mechanical tests
2.5 Mechanical properties
Section 3 : Ferritic Steel Castings for Low
Temperature Services
3.1 General
3.2 Chemical composition
3.3 Heat treatment
3.4 Mechanical tests
3.5 Non -destructive testing
Section 4 : Steel Castings for Propellers
4.1 Scope 4.2 Foundry Approval
4.3 Quality of castings
4.4 Dimensions, dimensional and geometrical
tolerances
4.5 Chemical Composition
4.6 Heat treatment
4.7 Mechanical properties
4.8 Definition of skew, severity zones
4.9 N on-destructive examination
4.10 Acceptance criteria for liquid penetrant testing
and magnetic particle testing
4.11 Repair of defects
4.12 Welding repair procedure
4.13 Identification and marking
4.14 Document and Certification
4.15 Welding procedure quali fication test for repair
of cast steel propeller
Section 5 : Austenitic Stainless Steel Castings
5.1 Scope
5.2 Chemical composition
5.3 Heat treatment
5.4 Mechanical tests
5.5 Intergranular corrosion tests
5.6 Non -destructive examination
Section 6 : Castings for other Applications
6.1 General
Chapter 5 : Steel Forgings
Section 1 : General Requirements
1.1 Scope
1.2 Manufacture
1.3 Quality of forgings
1.4 Chemical composition
1.5 Heat treatment (includin g surface hardening and
straightening)
1.6 Mechanical tests 1.7 Inspection
1.8 Rectification of defective forgings
1.9 Identification of forgings
1.10 Certification
Section 2 : Hull and Machinery Steel Forgings for
General Applications
2.1 Scope
2.2 Chemi cal composition
2.3 Mechanical tests
2.4 Mechanical properties
Section 3 : Ferritic Steel Forgings for Low
Temperature Service
3.1 Scope
3.2 Chemical composition 3.3 Heat treatment
3.4 Mechanical tests
3.5 Pressure tests
Section 4 : Austenitic Stainless Steel Forgings
4.1 General
4.2 Mechanical properties for design purposes
4.3 Non -destructive testing
4.4 Intergranular corrosion tests
Chapter 6 : Steel Pipes and Tubes
Section 1 : General Requirements
1.1 Sc ope
1.2 Manufacture
1.3 Quality
1.4 Chemical composition
1.5 Heat treatment
1.6 Test material
1.7 Test specimens and testing procedures
1.8 Visual and non -destructive testing
1.9 Hydraulic tests
1.10 Rectification of defects
1.11 Identification
1.12 Certification
Section 2 : Seamless Pressure Pipes
2.1 General
2.2 Manufacture and chemical composition
2.3 Heat treatment
2.4 Mechanical tests
2.5 Mechanical properties for design
Section 3 : Welded Pressure Pipes
3.1 General
3.2 Manufacture and chemical composition
3.3 Heat treatment 3.4 Mechanical tests
3.5 Mechanical properties for design
Section 4 : Boiler and Superheater Tubes
4.1 General
4.2 Manufacture and chemical composition
4.3 Heat treatment
4.4 Mechanical tests
4.5 Mechanical properties for des ign
Section 5 : Tubes and Pipes for Low Temperature
Services
5.1 Scope
5.2 Manufacture
5.3 Chemical composition
5.4 Heat treatment
5.5 Mechanical tests
Section 6 : Austenitic Stainless Steel Pressure
Pipes
6.1 Scope
6.2 Manufacture and chemical composition
6.3 Heat treatment
6.4 Mechanical tests
6.5 Intergranular corrosion tests
6.6 Fabricated pipework
Chapter 7 : Iron Castings
Section 1 : General Requirements
1.1 Scope
1.2 Manufacture
1.3 Quality of castings
1.4 Chemical composition
1.5 Heat treatment
1.6 Mechanical tests 1.7 Mechanical properties
1.8 Visual and non -destructive examination
1.9 Metallographic examination
1.10 Rectification of defective castings
1.11 Identification of castings
1.12 C ertification
Chapter 8 : Copper Alloys
Section 1 : General Requirements
1.1 Scope
Section 2 : Castings for Valves and Fittings
2.1 Scope
2.2 Manufacture
2.3 Quality of castings
2.4 Chemical composition
2.5 Heat treatment
2.6 Mechanical tests
2.7 Visual examination
2.8 Pressure testing
2.9 Rectification of defective castings
2.10 Identification
2.11 Certification
Section 3 : Castings for Propellers
3.1 Scope
3.2 Foundry approval
3.3 Moulding and casting
3.4 Quality of castings
3.5 Dimensions, dimensional and geometrical
tolerances
3.6 Chemical composition and metallurgical
characteristics 3.7 Mechanical properties and tests
3.8 Definition of skew, severity zones
3.9 Non-destructive testing
3.10 Acceptance criteria for liquid penetrant testing
3.11 Repair of defects
3.12 Welding repair procedure
3.13 Straightening
3.14 Identification and marking
3.15 Manufacturer’s Certificates
3.16 Welding procedure qualification tests for repair
of cast copper alloy propel ler
Section 4 : Tubes
4.1 Scope
4.2 Manufacture
4.3 Quality
4.4 Chemical composition
4.5 Heat treatment
4.6 Mechanical tests
4.7 Visual examination
4.8 Stress cracking test
4.9 Hydraulic test
4.10 Identification
4.11 Certification
Chapter 9 : Aluminium Alloys
Section 1 : General
1.1 Scope
Section 2 : Wrought Aluminium Alloys
2.1 Scope
2.2 Manufacture
2.3 Quality of materials
2.4 Dimensional tolerances
2.5 Chemical composition
2.6 Heat treatment
2.7 Test material
2.8 Testing and inspection
2.9 Freedom from defects
2.10 Corrosion testing
2.11 Test materials
2.12 Mechanical test specimens 2.13 Number of test specimens
2.14 Retest procedures
2.15 Visual and non -destructive examination
2.16 Rectification of defects
2.17 Identification
2.18 Certification
Section 3 : Aluminium Alloy Castings
3.1 Scope
3.2 Manufacture
3.3 Quality of castings
3.4 Chemical composition
3.5 Heat treatment
3.6 Mechanical tests
3.7 Visual examination
3.8 Rectification of defective castings
3.9 Pressure testing
3.10 Identification
3.11 Certification
Section 4 : Aluminium/Steel Transition Joints
4.1 Scope 4.2 Manufacture
4.3 Visual and non -destructive examination
4.4 Mechanical tests
4.5 Identification
4.6 Certification
Chapter 10 : Equipment
Section 1 : Anchors
1.1 Scope
1.2 Manufacture
1.3 Dimensions and tolerances
1.4 Proof test of anchors
1.5 Inspections and other tests
1.6 Identification
1.7 Painting
Section 2 : Stud Link Chain Cables
2.1 Scope
2.2 Manufacture
2.3 Design and tolerances
2.4 Material for welded chain cables and accessories
2.5 Material for cast chain cables and accessories
2.6 Material for forged chain cables and accessories
2.7 Heat treatment of completed chain cables
2.8 Ma terials and welding of studs
2.9 Testing of completed chain cables
2.10 Accessories for chain cables
2.11 Identification
Section 3 : Short Link Chain Cables
3.1 General
3.2 Testing and inspection of chain cables
Section 4 : Steel Wire Ropes
4.1 General
4.2 Materials
4.3 Zinc coating tests
4.4 Test on completed ropes
4.5 Identification
Section 5 : Offshore Mooring Chains
5.1 Scope
5.2 Chain grades
5.3 Approval of chain manufacturers
5.4 Approval of quality system at chain and
accessory manufacturers
5.5 Approval of steel mills - rolled bar
5.6 Approval of forge shops and foundries -
accessories
5.7 Rolled steel bars
5.8 Forged steel
5.9 Cast steel
5.10 Materials for studs
5.11 Design and manufacture
5.12 Chain cable manufacturing process
5.13 Testing and i nspection of finished chain
5.14 Testing and inspection of accessories
5.15 Chafing chain for single point mooring
arrangements
Chapter 11 : Approval of Welding Consumables for Use in
Ship Construction
Section 1 : General
1.1 Scope
1.2 Manufacture
1.3 Grading
1.4 Approval procedure 1.5 Test assemblies
1.6 Annual inspection and tests
1.7 Upgrading and uprating
1.8 Dimensions of test specimens
1.9 Testing procedures
1.10 Re -test procedures
1.11 Chemical composition
Section 2 : Electrodes for Normal Penetra -tion
Manual Welding
2.1 General
2.2 Deposited metal tests
2.3 Butt weld tests
2.4 Fillet weld tests
2.5 Hydrogen test
2.6 Covered electrodes for gravity or contact welding
2.7 Annual tests
2.8 Upgrading and uprating
2.9 Certification
Section 3 : Deep Penetration Electrodes for
Manual Welding
3.1 General
3.2 Deep penetration butt weld tests
3.3 Deep penetration fillet weld test
3.4 Electrodes designed for gravity or contact
welding
3.5 Annual tests
3.6 Ce rtification
Section 4 : Wire -flux Combinations for
Submerged Arc Automatic Welding
4.1 General
4.2 Multi -run technique
4.3 Deposited metal tests
4.4 Butt weld test (two -run technique)
4.5 Butt weld test (multi -run technique)
4.6 Annual tests
4.7 Upgrading and uprating
Section 5 : Wires and Wire -gas Combina -tions for
Semi -automatic and Automatic Welding
5.1 General
5.2 Approval tests for two -run automatic welding
5.3 Approval tests for semi -automatic multi -run
welding 5.4 Approval tests for multi -run automa tic welding
5.5 Annual tests
5.6 Upgrading and uprating
Section 6 : Consumables for use in Electro -slag
and Electro -gas Vertical Welding
6.1 General
6.2 Butt weld tests
6.3 Annual tests
6.4 Upgrading and uprating
Section 7 : Welding Consumables for High
Strength Steels for Welded Structures
7.1 General
7.2 Testing of the weld metal
7.3 Testing on welded joints
7.4 Hydrogen test
7.5 Annual tests
Section 8 : Consumables for Welding of
Aluminium Alloys
8.1 General
8.2 Initial approval tests for manual, semi -automatic
and automatic multi -run techniques
8.3 Deposited metal test assemblies
8.4 Butt weld test assemblies
8.5 Fillet weld test assemblies
8.6 Initial approval tests for two -run technique
8.7 Annual tests
Chapter 1
General Requirements
Contents
Section
1 Conditions for Manufacture, Survey and Certification
2 Certification of Materials Based on Alternative Certification Scheme
Section 1
Conditions for Manufacture, Survey and Certification
1.1 Scope
1.1.1 Materials, used for the construction or repair of
the hull and machinery are to be manufactured, tested
and inspected in accordance with the requirements of
this annex.
1.1.2 Materials complying with recognized national
or international standards wi th specifications
equivalent to the requirements of this annex may be
accepted.
1.2 Information to be supplied to the
manufacturer
1.2.1 The ship or machinery builder is to provide the
manufacturer with such information as is necessary
to ensure that ins pection and testing can be carried
out in accordance with these requirements.
1.3 Manufacture
1.3.1 Materials used for the construction or repair of
the hull and machinery of ships are to be made at
works which have been approved by Designated
Authority/ Classification Society the type of the
product being supplied.
1.3.3 The manufacturer should demonstrate to the
satisfaction of Designated Authority/Classification
Society the necessary manufacturing and testing
facilities are available and are supervised by qualified
personnel.
1.3.4 Approval of manufacturers with respect to the
materials and grades covered by this annex will be
considered by Designated Authority/Classification
Society the basis of a detailed description of the
manufacturing process and i nspection routines,
results from testing of materials and a report made by
Surveyors confirming the information given by the
works and results.
1.3.5 Where the manufacturer has more than one
works, approval for individual works would be
required.
1.4 Surv ey procedure
1.4.1 The Surveyors are to be allowed access to all
the relevant parts of the works and are to be provided
with necessary facilities and information to enable
them to verify that manufacture is being carried out
in accordance with the approved procedure.
Adequate facilities are also to be provided for the
selection of test materials, the witnessing of
mechanical tests and the examination of materials, as
required by these Requirements.
1.4.2 Prior to the submission of material for
acceptance, m anufacturers are to provide the Surveyors with details of the order specification and
any special conditions additional to the requirements.
1.4.3 Before final acceptance, all materials are to be
submitted to specified tests and examinations under
conditi ons acceptable to the Surveyors. The results
are to comply with the requirements and all materials
are to be to the satisfaction of the Surveyors.
1.4.4 The specified tests and examinations are to be
carried out prior to the dispatch of all finished
materi als from the manufacturer's works. Where
materials are supplied in the rough or unfinished
condition, as many as possible of the specified tests
are to be carried out by the manufacturer and any
tests or examinations not completed are to be carried
out in consultation with the Surveyors, at a
subsequent stage of manufacture.
1.4.5 In the event of any material proving
unsatisfactory, during subsequent working,
machining or fabrication, it is to be rejected, not
withstanding any previous certification.
1.5 Chemical composition
1.5.1 The chemical composition of the ladle samples
is to be determined by the manufacturer in an
adequately equipped and competently staffed
laboratory. The manufacturer's analysis will be
accepted, but may be subject to occasion al
independent checks if required by the Surveyors.
1.5.2 At the discretion of the Surveyors, a check
chemical analysis of suitable samples from products
may also be required. These samples are to be taken
from the material used for mechanical tests, but
where this is not practicable an alternative procedure
for obtaining a representative sample is to be agreed
with the manufacturer.
1.6 Heat treatment
1.6.1 Materials are to be supplied in the condition
specified in, or permitted by the requirements. Hea t
treatment is to be carried out in properly constructed
furnaces which are efficiently maintained and have
adequate means for control and recording of
temperature. The furnace dimensions are to be such
as to allow the whole item to be uniformly heated to
the necessary temperature. In the case of very large
components which require heat treatment, alternative
methods will be specially considered.
1.7 Test material
1.7.1 Sufficient test material is to be provided for the
preparation of the tests detailed i n the specific
requirements. It is, however, in the interests of
manufacturers to provide additional material for any
retests which may be necessary, as insufficient or
unacceptable test material may be a cause for
rejection.
1.7.2 The test material is to be representative of the
item or batch and is not to be separated until all the
specified heat treatment has been completed, except
where provision for an alternative procedure is made
in the subsequent chapters of this Annex.
In case of castings where s eparately cast test samples
are accepted, the test samples are to be cooled down
under the same conditions as the castings.
1.7.3 All test material is to be selected by the
surveyor and identified by suitable markings which
are to be maintained during the preparation of the test
specimen. 1.8 Mechanical tests
1.8.1 The number and direction of test specimens and
their dimensions are to be in accordance with the
requirements of subsequent chapters of this Annex
and the specific requirements for the product .
1.8.2 Where Charpy impact tests are required, a set
of three test specimens are to be prepared and the
average energy value is to comply with the
requirements of subsequent Chapters of this annex.
One individual value may be less than the required
avera ge value provided that it is not less than 70 per
cent of that value.
1.8.3 Where metric or imperial units are to be used
for acceptance testing, the specified values are to be
converted in accordance with the appropriate
conversions given in Table 1.8.1.
Table 1.8.1 : Conversion of SI units to metric
and imperial units
1 N/mm2 or Mpa = 0.102 kgf/mm2
1 N/mm2 or Mpa = 0.0647 tonf/in2
1 N/mm2 or Mpa = 0.145 x 103 lbf/in2
1 J = 0.102 Kgf m
1 J = 0.738 ft Ibs
1 Kgf/mm2 = 9.81 N/mm2 or MPa
1 tonf/in2 = 15.45 N/mm2 or MPa
1 Ibf/in2 = 6.89 x 10-3 MPa
1 kgf m = 9.81 J
1 ft lbf = 1.36 J
Notes :
The conversions may be rounded to the nearest multiples as follows :
1 For tensile strength values at ambient temperature 1 Kgf/mm2
0.5 tonf/in2
1 x 103 lbf.in2
10N/mm2
2 For yield and proof stress values at ambient temperature 0.5 kgf/mm2
0.2 tonf/in2
0.5 x 103 lbf/in2
5 N/mm2
3 For lower yield or proof stress values at elevated
temperatures and stress to rupture. 0.1 kgf/mm2
0.05 tonf/in2
0.1 x 103 lbf/in2
1 N/mm2
4 For impact energy values 0.1 kgf m
1 ft lbf
1 J
1.9 Definitions
1.9.1 The following definitions are applicable to this
Part:
Item A single forging, casting, plate, tube or
other rolled product as delivered.
Piece The rolled product from a single slab or
billet or from a single ingot if this is rolled directly
into plates, strips, sections or bars.
Batch A number of similar items or pieces
presented as a group for acceptance testing.
1.10 Retest procedures
1.10.1 Wher e the result of any test, other than an
impact test, does not comply with the requirements,
two additional tests of the same type may be taken.
For acceptance of the material satisfactory results are
to be obtained from both of these tests.
1.10.2 Where th e results from a set of three impact
test specimens do not comply with the requirements,
an additional set of three impact test specimens may
be tested provided that not more than two individual
values are less than the required average value and,
of these , not more than one is less than 70 per cent of
this average value. The results obtained are to be
combined with the original results to form a new
average which, for acceptance, is not to be less than
the required average value. Additionally, for these
combined results, not more than two individual
values are to be less than the required average value
and, of these, not more than one is to be less than 70
per cent of this average value.
1.10.3 The additional tests detailed in 1.10.1 and
1.10.2 are, where possible, to be taken from material
adjacent to the original tests. For castings, however,
where insufficient material remains in the original
test samples, the additional tests may be prepared
from other test samples representative of the castings.
1.10.4 When unsatisfactory results are obtained from
tests representative of a batch of material, the item or
piece from which the tests were taken is to be
rejected. The remainder of the batch may be accepted
provided that two further items or pieces are select ed
and tested with satisfactory results. If the tests from
one or both of these additional items or pieces give
unsatisfactory results, the batch is to be rejected. 1.10.5 When a batch is rejected, the remaining items
or pieces in the batch may be re-submitted
individually for test, and those which give
satisfactory results may be considered for acceptance
by the Surveyors.
1.10.6 At the option of the manufacturer, rejected
material may be re -submitted as another grade and
may then be considered for acceptance by the
Surveyors, provided that the test results comply with
the appropriate requirements.
1.10.7 When material which is intended to be
supplied in the ''as rolled" or "hot finished" condition
fails test, it may be suitably heat treated and re -
submitted for test, with the prior concurrence of the
ship or machinery builder. Similarly materials
supplied in the heat -treated condition may be re -heat
treated and re -submitted for test.
1.11 Visual and non -destructive examination
1.11.1 Prior to the final acceptance of materials,
surface inspection, verification of dimensions and
non-destructive examination are to be carried out in
accordance with the requirements detailed in
subsequent chapters of this annex.
1.11.2 When there is visible evidence to doubt the
soundness of any material or component, such as
flaws in test specimens or suspicious surface marks,
the manufacturer is expected to prove the quality of
the material by any acceptable method.
1.12 Rectification of defective material
1.12.1 Smal l surface imperfections may be removed
by mechanical means provided that, after such
treatment, the dimensions are acceptable, the area is
proved free from defects and the rectification has
been completed in accordance with applicable
requirements of subse quent chapters of this annex
and to the satisfaction of Surveyors.
1.12.2 The repair of defects by welding can be
accepted only when permitted by the appropriate
specific requirements and provided that the
agreement of the Surveyor is obtained before the
work is commenced. When a repair has been agreed,
it is necessary in all cases to prove by suitable
methods of non -destructive examination that the
defects have been completely removed before
welding is commenced. Welding procedures and
inspection on comple tion of the repair are to be in
accordance with the appropriate specific requirement
and are to be to the satisfaction of the Surveyor.
1.13 Identification of materials
1.13.1 The manufacturer is to adopt a system of
identification which will enable all finished material
to be traced to the original cast, and the Surveyors are
to be given all facilities for so tracing the material
when required. When any item has been identified by
the personal mark of a Surveyor, or his deputy, this is
not to be removed until an acceptable new
identification mark has been made. Failure to comply
with this condition will render the item liable to
rejection.
1.13.2 Before any item is finally accepted it is to be
clearly marked by the manufacturer in at least one place with the particulars detailed in the appropriate
specific requirements.
1.13.3 Hard stamping is to be used except where this
may be detrimental to the material, in which case
stenciling, painting or electric etching is to be used.
Paints used to identify alloy steels are to be free from
lead, copper, zinc or tin, i.e., the dried film is not to
contain any of these elements in quantities more than
250 ppm.
1.13.4 Where a number of identical items are
securely fastened together in bundles, the
manufacturer need on ly brand the top of each bundle.
Alternatively a durable label giving the required
particulars may be attached to each bundle.
Chapter 2
Mechanical Testing Procedures
Contents
Section
1 General Requirements
2 Tensile Testing
3 Impact Tests
4 Ductility Testing of Pipes and Tubes
Section 1
General Requirements
1.1 General
1.1.1 All tests are to be carried out by competent
personnel. The machines are to be maintained in
satisfactory and accurate condition and are to be
recalibrated at appr oximately annual intervals. This
calibration is to be carried out by a nationally
recognized Authority or other organization of
standing and is to be carried out to the satisfaction of
Surveyors. The accuracy of test machines is to be
within one per cent. A record of all calibrations is
to be kept available in the test house.
Testing machines are to be calibrated in accordance
with the following or other equivalent recognized
standards:
a) Tensile / compression testing : ISO 7500 -1
b) Impact testing : ISO 148 -2
1.2 Selection of test samples
1.2.1 Test samples are to be selected by the Surveyor
unless otherwise agreed.
1.2.2 All materials in a batch presented for testing are
to be of the same product form (e.g. plates, sections,
bars). Normally, the materials are to be from the
same cast and in the same condition of heat
treatment.
1.3 Preparation of test specimens
1.3.1 If test samples are cut from material by flame
cutting or shearing, a reasonable margin is required
to enable suffic ient material to be removed from the
cut edges during final machining.
1.3.2 Test specimens are to be cut and prepared in a
manner which does not affect their properties, i.e. not
subjected to any significant cold straining or heating.
1.3.3 Where possibl e, test specimens from rolled
materials are to retain their rolled surface on both
sides.
1.4 Discarding of test specimens 1.4.1 If a test specimen fails because of faulty
manufacture, visible defects, or incorrect operation of
the testing machine, it may be discarded at the
Surveyor's discretion and replaced by a new test
specimen prepared from material adjacent to the
original test.
Section 2
Tensile Testing
2.1 Dimensions of tensile test specimens
2.1.1 Generally, proportional test specimens with a
gauge length of 5.65 So (where S o is the cross -
sectional area of the test length) are to be used.
Where it is not possible to use such specimens, non -
proportional specimens may be considered. 2.1.2 For the purpose of determining the different
parameters related to tensile testing, three different
types of test specimens may be used :
- Round test specimens;
- Flat test specimens; and
- Full cross -section test specimens.
See also Fig.2.1.1.
2.1.2.1 The following symbols have been used in the
figure and in subsequent paragraphs: -
d =diameter
a =thickness of specimen
b =width
Lo = Original gauge length
Lc = Parallel length
So = Original cross -sectional area R = Transition radius
D =External tube diameter
t = plate thickness
2.1.2.2 The gauge length may be rounded off to the
nearest 5 [mm] provided that the difference between
this length and Lo is less than 10% of Lo.
2.1.2.3 For plates with thickness equal to and greater
than 3 [mm], test specimen according to alternatives
A or B given below are to be used. Where the
capacity of the available testing machine is
insufficient to allow the use of a test specimen of full
thick ness, this may be reduced by machining one of
the rolled surfaces.
Alternatively for materials over 40 [mm] thick,
proportional round test specimens with dimensions as
specified in C below may be used.
Alternative A, Non -proportional flat test specimen
a = t
b =25 [mm]
Lo =200 [mm]
Lc 212.5 [mm]
R =25 [mm]
Alternative B, Proportional flat test specimen
a = t
b =25 [mm]
Lo = 5.65 So
Lc Lo + 2 So
R =25 [mm]
Alternative C, round test specimen
d =14 [mm] in general, but in no case less than 10
mm nor more than 20 [mm].
Lo = 5d [mm
Lc Lo + d/2 [mm]
R =10 [mm], in general
1.5 d [mm], for nodular cast iron and materials
with a specified elongation of less than 10%.
2.1.2.4 The round test specimen is to be located with
its center t/4 from the plate surface or as close to this
position as possible.
2.1.2.5 For sheets and strips with thickness less than
3 [mm]
a = t
b =12.5 [mm]
Lo =50 [mm]
Lc 75 [mm]
R =25 [mm]
2.1.2.6 Wires: Full cross sectional test specimen with
the following dimensions is to be used:
Lo =200 [mm]
Lc =Lo + 50 [mm].
2.1.2.7 For forgings, castings (excluding grey cast
iron) and bars round test specimens with dimensions
as specified in alternativ e C of 2.1.2.3 are usually to
be used. 2.1.2.8 If for special reasons, other dimensions are to
be used, they will have to conform with the following
geometric relationship:
Lo =5d;
Lc =Lo + d:
R=10 [mm], except for materials with a specified
minimum elongation A 10 per cent, where R is to
be 1.5 x d.
2.1.2.9 For tubes, test specimen according to
alternative A or B below are to be used:
Alternative A :- Full cross -section test specimens
with plugged ends -
Lo = 5.65 So
Lc Lo + D/2
Lc is the distance between the grips or the plugs,
whichever is smaller.
Alternative B :- Strip
a =wall thickness of tube
b 12 [mm]
Lo = 5.65 So
Lc = Lo + 2b
The parallel test length is not to be flattened. but the
enlarged ends may be flattened for gripping in the
testing machine.
Round test specimens may also be used provided that
the wall thickness is sufficient to allow the
machining of such specimens to the dimensions in
alternative C in 2.1.2 .3 above with their axes located
at the midwall thickness.
2.1.2.10 The above is subject to any specific
dimensions or minimum cross -sectional area
requirements, with respect to test specimens, given in
any subsequent Chapters of this Part.
2.1.2.11 Tensi le test specimens for grey cast iron are
to be machined to the dimensions shown in Fig.2.1.2.
Usually test specimens are machined from separately
cast standard test coupons with 30 [mm] diameter.
2.1.2.12 The tolerances on specimen dimensions are
to be i n accordance with ISO 6892 -98 or other
recognised standards as appropriate.
2.2 Fracture elongation
2.2.1 Unless otherwise specified, the elongation
values in this part correspond to those required for
proportional test specimens over a gauge length 5.65
So.
If any part of the fracture takes place outside of the
middle one -third of the original gauge length, the
elongation value obtained may not be representative
of the material. In such cases if the elongation
measured is less than the minimum requiremen ts, the
test result may be discarded and a retest carried out.
2.2.2 If the material is ferritic steel of low or medium
strength and not cold worked the elongation may also
be measured on a non - proportional gauge length
after agreement with Designated
Authority/Classification Society.
In that case the elongation required is to be calculated
from the following formula:
where,
Ao = Required elongation for the non -
proportional test specimen
As = Specified elongation on a gauge length of
5.65So
So = Cross -sectional area of test specimen
Lo = Gauge length of test specimen.
2.3 Definition of yield stress
2.3.1 The yield phenomenon is not exhibited by all
the steels detailed in this Part but, for simplification
the term "Yield Stress" is used throughout when
requirements are specified for acceptance testing at
ambient temperature.
2.3.2 Where reference is made to "Yield Stress" in
the requirements for carbon, carbon -manganese and
alloy steel products and in the requirements for the
approval of welding consumables, either the upper
yield stress or the 0.2 per cent proof stress unde r load
is to be determined.
2.3.3 For austenitic and duplex stainless steel
products and welding consumables, both the 0.2 per
cent and 1.0 per cent proof stresses are to be
determined. 2.4 Procedure for tensile testing at ambient
temperature
2.4.1 Unle ss otherwise specified, the test is to be
carried out at ambient temperature between 100C and
350C.
2.4.2 Yield stress (Yield point) is to be taken as the
value of stress measured at the commencement of
plastic deformation at yield or the value of the str ess
measured at the first peak obtained during yielding
even when the peak is equal to or less than any
subsequent peaks observed during plastic
deformation at yield. The tensile test is to be carried
out with an elastic stress rate within the limits
indic ated in Table 2.4.2.
Table 2.4.2
Modulus of
elasticity of the
material (E)
[N/mm2] Rate of stressing
[N/mm2] per second
Min. Max.
< 150 000 2 20
150 000 6 60
2.4.3 After reaching the yield or proof load, the
straining rate may be increased to a maximum of
0.008 per second for the determination of tensile
strength.
2.4.4 For steel, the upper yield stress is to be
calculated from :
a) the load immediately prior to a distinct drop in
the testing machine lever; or
b) the load immediately prior to a fall back in the
movement of the pointer or the load at a marked
hesitation of this pointer; or
c) a load/extension diagram using the value of load
measured either at the comm encement of plastic
deformation or yield or at the first peak obtained
during yielding even when that peak is equal to
or less than any subsequent peaks observed.
2.4.5 The 0.2 or 1.0 per cent proof stress (non -
proportional elongation) is to be determine d from an
accurate load/extension diagram by drawing a line
parallel to the straight elastic portion and distant from
it by an amount representing 0.2 or 1.0 per cent of
extensometer gauge length. The point of intersection
of this line with the plastic por tion of the diagram
represents the proof load, from which 0.2 or 1.0 per
cent proof stress can be calculated.
2.5 Procedure for tensile testing at elevated
temperatures
2.5.1 The test specimens used for the determination
of lower yield or 0.2 per cent pro of stress at elevated
0.4
oo
s oLSA x 2 A
temperatures are to have an extensometer gauge
length of not less than 50 [mm] and a cross sectional
area of not less than 65 [mm2]. Where, however, this
is precluded by the dimensions of the product or by
the test equipment available , the test specimen is to
be of the largest practical dimensions.
2.5.2 The heating apparatus is to be such that the
temperature of the specimen during testing does not
deviate from that specified by more than 5°C. 2.5.3 The straining rate when approaching the lower
yield or proof load is to be controlled within the
range 0.1 to 0.3 per cent of the extensometer gauge
length per minute.
2.5.4 The time intervals used for estimation of strain
rate from measurements of strain are not to exceed 6
seconds.
Section 3
Impact Tests
3.1 Dimensions of test pieces
3.1.1 Impact tests are to be of either the charpy V -
notch or the charpy U -notch type as required by the
subsequent Chapters. The test specimens are to be
machined to the dimensions and tolerances given in
Table 3.1.1 and Table 3.1.2 and are to be carefully
checked for dimensional accuracy. 3.1.2 For material under 10 [mm] in thickness the
largest possible size of standard subsidiary charpy V -
notch is to be prepared with the notch cut in the
narrow face. Generally, impact tests are not required
when the thi ckness of material is less than 5 [mm]
(less than 6 [mm] for pipes and tubes).
Table 3.1.1 : Dimensions and tolerances for charpy V -notch impact test specimens
Dimensions Nominal Tolerance
Length [mm] 55 0.60
Width [mm]
- standard specimen 10 0.11
- subsize specimen 7.5 0.11
- subsize specimen 5 0.06
Thickness [mm] 10 0.06
Angle of notch 45o 2
Depth below notch [mm] 8 0.06
Root radius [mm] 0.25 0.025
Distance of notch from end of specimen [mm] 27.5 0.42
Angle between plane of symmetry of notch and longitudinal axis
of test specimen 90o 2
Ref. Fig.3.1.1
Fig.3.1.1
Table 3.1.2 : Dimensions and tolerances for charpy U -notch impact test specimens
Dimensions Nominal Tolerance
Length [mm] 55 0.60
Width [mm] 10 0.11
Thickness [mm] 10 0.11
Depth of notch [mm] 5 0.09
Root radius [mm] 1 0.07
Distance of notch from end of test specimen [mm] 27.5 0.42
Angle between plane of symmetry of notch and longitudinal axis of test
specimen 90 2
Ref. Fig.3.1.1
3.2 Testing procedure
3.2.1 All impact tests are to be carried out on Charpy
machines having a striking energy of not less than
150J and complying with following requirements: -
a) Distance between supports 40 + 5 [mm]
- 0
b) Radius of curvature of
supports 1 -1.5 [mm]
c) Taper of supports 1 in 5
d) Angle at tip of hammer 30 1°
e) Radius of curvature of 1.0 -2.5 [mm]
hammer
f) Speed of hammer at the
instant of striking 4.5 - 7 [m/sec].
3.2.2 Charpy U -notch impact tests are generally to be
carried out at ambient temperature. Charpy V - notch
impact tests may be carried out at ambient or lower
temperatures in accordanc e with specific
requirements given in subsequent Chapters. Where
the test temperature is other than ambient, the
temperature of the test specimen is to be controlled to
within 2°C for sufficient time to ensure uniformity
throughout the cross section of t he test specimen, and
suitable precautions are to be taken to prevent any
significant change in temperature during the actual
test. In cases of dispute, ambient temperature is to be
considered as 18°C -27°C.
3.2.3 When reporting results, the units used for
expressing the energy absorbed and the testing
temperature are to be clearly stated. It is preferred
that energy values for both charpy V -notch and
charpy U -notch impact tests be expressed in Joules
and not [J/cm2].
3.2.4 The minimum average values for specimens are
as given in Table 3.2.4.
Table 3.2.4
Charpy V -notch specimen size Minimum energy, average of 3 -specimens
10 mm x 10 mm E
10 mm x 7.5 mm 5E/6
10 mm x 5.0 mm 2E/3
Notes:
E = the values of energy specified for full thickness 10 mm x 10 mm specimens
All other dimensions and tolerances are to be as specified in Table 3.1.1.
Only one individual value may be below the specified average value provided it is not less than 70% of that value.
In all cases, the largest s ize Charpy specimens possible for the material thickness shall be machined
Section 4
Ductility Testing of Pipes and Tubes
4.1 Bend tests
4.1.1 The test specimens are to be cut as circum -
ferential strips of full wall thickness and with a width
of not less than 40 [mm]. For thick walled pipes, the
thickness of the test specimens may be reduced to 20
[mm] by machining. The edges of specimen m ay be
rounded to a radius of 1.6 [mm].
4.1.2 Testing is to be carried out at ambient
temperature, and the specimens are to be doubled
over, in the direction of the original curvature,
around a former. The diameter of the former is to be
in accordance with the specific requirements for the
material. The test is to be considered satisfactory if,
after bending, the specimens are free from cracks and
laminations. Small cracks at the edges of the test
specimen are to be disregarded.
4.2 Flattening tests
4.2.1 The test specimens are to be cut with the ends
perpendicular to the axis of the pipe or tube. The
length of the specimen is to be not less than 10 [mm]
or greater than 100 [mm].
4.2.2 Testing is to be carried out at ambient
temperature and is to consist o f flattening the
specimens in a direction perpendicular to the
longitudinal axis of the pipe. (Reference is made to
ISO 8492). Flattening is to be carried out between
two plain parallel and rigid platens which extend
over both the full length and width aft er flattening of
the test specimen. Flattening is to be continued until
the distance between the platens, measured under
load, is not greater than the value given by the
formula: -
where,
H = distance between platens [mm];
t = specified thickness of the pipe [mm];
D = Specified outside diameter [mm];
C = a constant dependent on the steel type and
detailed in the specific requirements.
After flattening, the specimens are to be free from
cracks or other flaws. Small cracks at the ends of the
test specimens may be disregarded.
4.2.3 For welded pipes or tubes, the weld is to be
placed at an angle of 90° to the direction of the
pressure.
4.3 Drift expanding test
4.3.1 The test specimens are to be cut with the ends
perpendicular to the axis of the tube. The edges of the
end to be tested may be rounded by filing.
Metallic tubes: The length 'L' equal to twice the
external diameter 'D' of the tube if the angle of the
drift is 30° and L equal to 1.5D if the angle of the
drift is 45° or 60°. (Reference ISO 8493). The test
piece may be shorter if after testing the remaining
cylindrical portion is not less than 0.5D.
The rate of penetration of the mandrel is not to
exceed 50 [mm]/minute.
4.3.2 Testing is to be carried out at ambient
temperature and is to consist of expanding the end of
the tube symmetrically by means of a hardened
conical steel mandrel having a total included angle of
45° or 60°. The mandrel is to be for ced into the test
specimen until the percentage increase in the outside
diameter of the end of the test specimen is not less
than the value given in the specific requirements for
boiler and superheater tubes. The mandrel is to be
lubricated, but there is t o be no rotation of the tube or
mandrel during the test. The expanded portion of the
tube is to be free from cracks or other flaws.
4.4 Flanging tests
4.4.1 The test specimens are to be cut with the ends
perpendicular to the axis of the tube. The length of
the specimens is to be approximately 1.5D. The
length may be shorter provided that after testing the
remaining cylindrical portion is not less than O.5D
(Reference ISO 8494). The edges of the end to be
tested may be rounded by filing. The rate of
penetr ation shall not exceed 50 [mm]/minute.
4.4.2 Testing is to be carried out at ambient
temperature and is to consist of flanging the end of
the tube symmetrically by means of hardened conical
steel mandrels.
4.4.3 The first stage of flanging is to be carrie d out
with a conical angled mandrel having an included
angle of approximately 90° (See Fig.4.4.3(a)) The
completion of the test is achieved with a second
forming tool as shown in Fig.4.4.3(b). The mandrels
are to be lubricated and there is to be no rotatio n of
the tube or mandrels during the test. The test is to
continue until the drifted portion has formed a flange
perpendicular to the axis of the test specimens. The
percentage increase in the external diameter of the
end of specimens is not to be less tha n the value
given in the specific requirements for boiler and
superheater tubes. The cylindrical and flanged
portion of the tube is to be free from cracks or other
flaws.
DtCC)(1tH
4.5 Ring expanding test
4.5.1 The test piece consists of a ring having a length
of between 10 to 16 [mm]. (Reference ISO 8495).
The rate of penetration of the mandrel is not to
exceed 30 [mm]/second.
4.6 Ring tensile test 4.6.1 The ring is to have a length of about 15 [mm]
with plain and smoothed ends cut perpendicular to
the tube axis. The ring is to be drawn to fracture by
means of two mandrels placed inside the ring and
pulled in tensile testing machine. The rate shall not
exceed 5 [mm]/second. (Reference ISO 8496).
Chapter 3
Rolled Steel Plates, Strips, Sections and Bars
Contents
Section
1 General Requirements
2 Normal Strength Steels for Ship Structures
3 Higher Strength Steels for Ship Structures
4 High Strength Steels for Welded Structures
5 Steel for Low Temperature Service
6 Steels for Boilers and Pressure Vessels
7 Steels for Machinery Structures
8 Plates with Specified minimum through Thickness Properties (‘Z’ quality)
9 Austenitic and Duplex Stainless Steels
Section 1
General Requirements
1.1 Scope
1.1.1 This Chapter gives general requirements for hot
rolled plates, wide flats, strips and sections intended
for use in the construction of ships, boilers, pressure vessels and machinery structures. These requirements
are also applicable to hot rolled bar s, except where
such materials are intended for the manufacture of
bolts, shafts, etc. by machining operations only.
When used for this purpose hot rolled bars are to
comply with the requirements of Ch. 5.
1.2 Manufacture
1.2.1 The steel is to be manufactured at the approved
works by the open hearth, electric furnace or one of
the basic oxygen processes or by other processes
specially approved by Designated
Authority/Classification Society.
1.2.2 The suitability of each g rade of steel for
forming and welding is to be demonstrated during the
initial approval tests at the steel works. The type and
the extent of testing required is at the discretion of
Designated Authority/Classification Society.
1.2.3 It is the manufacturer 's responsibility to assure
that effective process and production controls in
operation are adhered to in accordance with the
manufacturing specifications. Where control
imperfection that may lead to inferior quality of
product occurs, the manufacturer is to identify the
cause and establish counter measure to prevent its
occurrence. Also the complete investigation report is
to be submitted to the Surveyor. Each affected piece
considered for further usage is to be tested to the
Surveyor's satisfaction.
The frequency of testing may be increased to gain
confidence for subsequent products as considered
necessary.
1.3 Quality of materials
1.3.1 Defects not prejudicial to the proper
application of steel are not, except by special
agreement, to be gr ounds for rejection. Where
necessary, suitable methods of non -destructive
examination may be used for the detection of harmful
surface and internal defects. The extent of this
examination, together with appropriate acceptance
standards, is to be agreed bet ween the purchaser,
manufacturer and Surveyors.
1.4 Thickness tolerance of plates and wide flats
with width 600 [mm]
1.4.1 Following requirements are applicable to the
tolerance on thickness of steel plates and wide flats
with widths of 600 [mm] or great er (herein after
referred to as: product or products) with thickness of
5 [mm] and over, covering the following :
(i) Normal and higher strength hull structural
steels (Refer Sec 2, and Sec 3)
(ii) High strength steels for welded structure (
Refer Sec 4)
(iii) Steel for machinery structures (Refer Sec 7)
These requirements do not apply to products intended
for the construction of boilers, pressure vessels and
independent tanks, e.g. for the transportation of
liquefied gases or chemicals. These requirements do not apply to products intended
for the construction of lifting appliances.
1.4.2 The tolerance on thickness of a given product
are defined as follows:
a) Minus tolerance is the lower limit of the
acceptable range below the nominal thickness.
b) Plus tolerance is the upper limit of the acceptable
range above the nominal thickness.
Note : Nominal thickness is stated by the purchaser at
the time of enquiry and order.
1.4.3 The minus tolerance for products for normal
strength, higher stren gth and high strength quenched
and tempered steels is 0.3 [mm] irrespective of
nominal thickness.
1.4.4 The minus tolerance for products intended for
machinery structures are to be in accordance with
Table 1.4.4.
1.4.5 The tolerance for thickness below 5 [ mm] is to
be in accordance with a national or international
standard, e.g. Class B of ISO 7452:2013. However,
the minus tolerance is not to exceed 0.3 [mm].
Table 1.4.4
Nominal thickness
[mm] Minus tolerance on
nominal thickness
[mm]
≥ 3 to < 5 -0.3
5 to < 8 -0.4
8 to < 15 -0.5
15 to < 25 -0.6
25 to < 40 -0.7
40 to < 80 -0.9
≥ 80 to < 150 -1.1
≥ 150 to < 250 -1.2
≥ 250 -1.3
1.4.6 The plus tolerance on nominal thickness is to be
in accordance with a recognized national or
international standard or as specified.
1.4.7 The tolerance on sections (except for wide
flats) are to be in accordance with the requirements
of recognized international or national standard.
1.4.8 The tolerances on nominal thickness are not
applicable to areas repaired by grinding. For areas
repaired by grinding, the requirements of Sec.2,
2.7.4.1 are to be applied, unless stricter requirements
as per a recognized standard are specified by the
purchaser.
1.4.9 For materials intended for applications as
detailed in Sec. 5 and 6, no minus tolerance is
permitted in the thickness of plates and strip.
1.4.10 The responsibility for verification and
maintenance of the production within the required
tolerance rests with the manufacturer. The Surveyor
may require to witness some measurements.
1.4.11 The responsibility for storage and
maintenance of the delivered products with
acceptable level of surface conditions rests with the
shipyard before the products are used in fabrication.
1.4.12 Where zero minus tolerance is applied in
accordance with Class C of ISO 7452 -2013 or
equivalent national or international standards, the
requirements of 1.4.13 to 1.4.15 need not be applied.
Additionally, if Class C of ISO 7452 -2013 is applied,
it is required that the steel mi ll demonstrates to the
satisfaction of Designated Authority/Classification
Society that the number of measurements and
measurement distribution is appropriate to establish
that the mother plates produced are at or above the
specified nominal thickness.
1.4.13 Average thickness
1.4.13.1 The average thickness of products is defined
as the arithmetic mean of the measurements made in
accordance with the requirements of 1.4.14.
1.4.13.2 The average thickness of products for hull
structural steels is not to be le ss than the nominal
thickness.
1.4.14 Thickness measurements
1.4.14.1 The thickness is to be measured at locations
of products as defined in 1.4.15.
1.4.14.2 Automated method or manual method may
be applied to the thickness measurements. 1.4.14.3 The proce dure and the records of
measurements are to be made available to the
Surveyor and copies provided on request.
1.4.15 Thickness measuring locations
1.4.15.1 The requirements of 1.4.15.2 are to be
applied to the thickness measuring locations for the
thicknes s tolerance and the average thickness of the
product.
1.4.15.2 At least two lines among Line 1, Line 2 or
Line 3 as shown in Fig.1.4.15.2 are to be selected for
the thickness measurements and at least three points
on each selected line are to be selected f or thickness
measurement. If more than three points are taken on
each line the number of points are to be equal on
each line.
Note : The measurement locations apply to a product
rolled directly from one slab or steel ingot even if the
product is to be late r cut by the manufacturer.
Examples of the original measurements relative to
later cut products are shown in Fig.1.4.15.2b), It is to
be noted that the examples shown are not
representative of all possible cutting scenarios.
For automated methods, the meas uring points at sides
are to be located not less than 10 [mm] but not
greater than 300 [mm] from the transverse or
longitudinal edges of the product.
For manual methods, the measuring points at sides
are to be located not less than 10 [mm] but not
greater than 100 [mm] from the transverse or
longitudinal edges of the product.
Fig. 1.4.15.2a) : Locations of Thickness Measuring Points for the Original Steel Plates
: Measurement points Line 1
Line 2
Line 3
Rolling direction A1 A2 A3
B1 B2 B3
C1 C2 C3
Fig. 1.4.15.2b) : Locations of Thickness Measuring Points for the Cut Steel Products
A
A
A
B
B
B
C
C
C
A
A
A
B
B
B
C
C
C
Rolling direction Line 1
Line 2
Line 3
Rolling direction : Measurement points
Line 1
Line 2
Line 3
: Measurement points (i)
(ii)
Line 1
Line 2
Line 3
Rolling direction
: Measurement points
1.5 Heat treatment, condition of supply
1.5.1 All materials are to be supplied in the heat
treated conditions described in the subsequent
sections of this chapter unless supply in the as -rolled
condition is allowed.
1.5.2 Where the material is supplied in the as rolled
condition and intended fo r subsequent hot forming,
the manufacturer is to carry out any heat treatment
which may be necessary to prevent hydrogen
cracking or make the material in a safe condition for
transit and Surveyors are to be advised of any such
heat treatment carried out. T his requirement is
applicable mainly to carbon and carbon -manganese
steel products over 50 [mm] thick and to alloy steel
products.
1.5.3 Where controlled rolling or thermo -mechanical
processing is permitted as an alternative to
normalising, these procedur es may be used subject to
full details being submitted and a test program being
carried out under the supervision of the Surveyors
and the test results being found satisfactory by
Designated Authority/Classification Society. These
rolling processes are defined as follows:
(See Fig.1.5. 3).
a) As Rolled, AR - this procedure involves steel
being cooled as it is rolled with no further heat
treatment. The rolling and finishing temperatures
are typically in the austenite recrystalisation
region and above the normalising temperature.
The strength and toughness properties of steel
produced by this process are generally less than
steel heat treated after rolling or than steel
produced by advanced processes.
b) Normalising, N - normalising involves heating
rolled steel above the critical temperature, A c3
and in the lower end of the austenite
recrystalisation region for a specific period of
time, followed by air -cooling. The process
improves the mechanical properties of as rolled
steel by refining the grain size and
homogenizing the microstructure.
c) Contr olled rolling, CR (Normalizing Rolling,
NR) - A rolling procedure in which the final
deformation is carried out in the normalising
temperature range, allowed to cool in air,
resulting in a material condition generally
equivalent to that obtained by normali sing.
d) Quenching and Tempering, QT – Quenching
involves a heat treatment process in which
steel is heated to an appropriate temperature
above the Ac3, held for specific period of time
and then cooled with an appropriate coolant for
the purpose of hardening the microstructure. Tempering subsequent to quenching is a process
in which the steel is reheated to an appropriate
temperature not higher than the Ac1, maintained
at that temperature for a specific period of time
to restore toughness properties by improving the
microstructure and reduce the residual stress
caused by the quenching process.
e) Thermo-mechanical Rolling, TM – Thermo -
mechanical controlled processing - this is a
procedure which involves the strict control of
both the steel temperature and the rolling
reduction. Generally, a high proportion of the
rolling reduction is carried out close to or below
the AR3 transition temperature and may involve
rolling towards the lower end of the temperature
range of the inter critical duplex phase region
thus permitting little if any recrystallisation of
the austenite. Unlike controlled rolled
(normali sed rolling) the properties conferred by
TM (TMCP) cannot be reproduced by
subsequent normalising or other heat treatment.
The use of accelerated cooling on completion of
TM-rolling may also be accepted subject to the
special approval of Designated
Authori ty/Classification Society. The same
applies for use of tempering after completion of
the TM -rolling.
f) Accelerated cooling AcC - accelerated cooling is
a process, which aims to improve mechanical
properties by controlled cooling with rates
higher than air co oling immediately after the
final TM -rolling operation. Direct quenching is
excluded from the accelerated cooling.
The material properties conferred by TM and
AcC cannot be reproduced by subsequent
normalising or other heat treatment.
1.5.3.1 Where NR (CR) and TM with/without AcC
are applied, the programmed rolling schedules are to
be verified by Designated Authority/Classification
Society at the steel works and are to be made
available when required by the attending Surveyor.
On the manufacturer's responsi bility, the
programmed rolling schedules are to be adhered to
during the rolling operation. (Refer 1.2.3). To this
effect, all the records of actual rolling are to be
reviewed by the manufacturer and occasionally by
the Surveyor.
When deviation from the pr ogrammed rolling
schedules or normalizing or quenching and
tempering procedures occurs, the manufacturer shall
take further measures required in 1.2.3 to the
Surveyor's satisfaction.
Notes:
AR: As Rolled
N: Normalizing
CR(NR): Controlled Rolling (Normalizing Rolling)
QT: Quenching and Tempering
TM: Thermo -Mechanical Rolling (Thermo -Mechanical Controlled Process)
R: Reduction
(*): Sometimes rolling in the dual -phase temperature region of austenite and ferrite
AcC: Accelerated Cooling
Fig.1.5.3 : Schematic Diagrams of Thermo -Mechanical and Conventional Processes
1.5.3.2 The conditions of supply and the impact test
requirements are detailed in subsequent sections of
the Chapter.
1.6 Test material
1.6.1 All material in a batch presented for acceptance
tests are to be of the same product form e.g. plates,
flats, sections. etc., from the same cast and in the
same condition of supply.
1.6.2 Test samples
a) The test samples are to be f ully representative
of the material and, where appropriate, are not
to be cut from the material until heat treatment
has been completed.
b) The test specimens are not to be separately heat
treated in any way.
1.6.3 Unless otherwise agreed, the test samples are to
be taken from the following position :
1.6.3.1 Plates and flats with a width 600 [mm] :
The test samples are to be taken from one end at a
position approximately midway between the axis in
the direction of the rolling and the edge of the rolled
product (See Fig.1.6.1 a). Unless otherwise agreed
the tensile test specimens are to be prepared with
their longitudinal axis transverse to the final direction
of rolling.
1.6.3.2 Flats with a width < 600 [mm], bulb flats
and other sections : For flats havin g a width of 600
[mm] or less, bulb flats and other sections the test specimens are to be taken from one end at a position
approximately one third from the outer edge (See
Figs.1.6.1 b,c,d), or in the case of small sections as
near as possible to this posi tion. In the case of
channels, beams or bulb angles the test samples may
alternatively be taken from a position approximately
one quarter of the width from the web centreline or
axis (See Fig.1.6.1 c). The tensile test specimens may
be prepared with their longitudinal axis either parallel
or transverse to the final direction of rolling.
1.6.3.3 Bars and other similar products : The test
specimens are to be taken so that the axis of
the test specimen is parallel to the direction of
rolling. For small sizes, t he test specimen may
consist of a suitable length of the full cross section of
the product (the impact test specimen receiving
nevertheless the necessary machining). For larger
sizes, the test samples are to be taken so that the axis
of the test specimen l ies as near as possible to the
following :
a) for non -cylindrical sections, at one third of the
half diagonal from the outside.
b) for cylindrical sections, at one third of the radius
from outside (See Fig.1.6.1 e).
1.6.3.4 For plates and flats with thicknesses in excess
of 40 [mm], full thickness specimens may be
prepared, but when instead a machined round
specimen is used then the axis is to be located at a
position lying one -quarter of the product thickness
from the surface as shown in Fig.1.6.1.f.
1.7 Mechanical test specimens
1.7.1 The tensile test specimens are to be machined
to the dimensions detailed in Ch. 2.
1.7.2 Impact test specimens: The impact test
specimens are to be of the charpy V -notch type
machined to the dimensions detailed in Ch. 2 and cut
with their longitudinal axis either parallel or
transverse to the final direction of rolling of the
material. T hey are to be taken from a position close
to one of the rolled surfaces, except that for plates
and sections over 40 [mm] thick the axis of test
specimens are to be one quarter of the thickness from
one of the rolled surfaces. For bars and other similar
products the axis of the test specimens are to be as
specified in 1.6.3.3. The notch is to be cut in a face of
the test specimen which was originally perpen -
dicular to the rolled surface. The position of the
notch is to be not nearer than 25 [mm] to a flame -cut
or sheared edge.
1.8 Surface inspection and dimensions
1.8.1 Surface inspection and verification of
dimensions are the responsibility of the steel -maker,
and acceptance by the Surveyors of material later
found to be defective shall not absolve the s teel
maker from this responsibility. The manufacturer is
also responsible for compliance with the general
requirements concerning freedom from harmful
internal defects.
1.9 Freedom from defects
1.9.1 All products must have a workmanlike finish
and must b e free from defects and imperfections
which may impair their proper workability and use.
This may however, include some discontinuties of a
harmless nature, minor imperfections e.g. pittings,
rolling in scale, indentations, roll marks, scratches
and groove s which cannot be avoided completely
despite proper manufacturing and which will not be
objected to provided they do not exceed the
acceptable limits contained herein.
Fig.1.6.1 : Samples for testing
1.9.2 Imperfections : Notwithstanding this, the
products may have imperfections exceedi ng the
discontinuities inherent to the manufacturing process,
as defined under 1.9.1. In such cases, limits for their
acceptability are to be agreed with Designated
Authority/Classification Society, taking the end use
of the product into consideration.
1.9.3 Defects : Cracks, shells, sand patches and sharp
edged seams are always considered defects which
would impair the end use of the product and which
require rejection or repair, irrespective of their size
and number. The same applies to other imperfectio n
exceeding the acceptable limits.
1.10 Special quality plate material (‘z’ quality)
1.10.1 When plate material, intended for welded
construction, will be subject to significant strains in a
direction perpendicular to the rolled surfaces, it is
recommende d that consideration be given to the use
of special plate material with specified through
thickness properties. These strains are usually
associated with thermal contraction and restraint
during welding, particularly for full penetration "T" -
butt welds, b ut may also be associated with loads
applied in service or during construction.
Requirements for these materials are detailed in Sec.
8 and it is the responsibility of shipbuilder or
fabricator to make provision for the use of this
material.
1.11 Branding of materials
1.11.1 Every finished item is to be clearly marked by
the manufacturer in at least one place with and the
following particulars:
a) The manufacturer's name or trade mark;
b) Identification mark for the grade of steel,
(material supplied in the thermo -mechanically
controlled process condition is to have the letter
TM added after the identification mark) ;
c) Cast or identification number and/or initials
which enable the full history of the item to be
traced;
d) If required by the purchaser, his order number or
other identification marks.
e) Steels, which have been specially approved and
which differ from the requirements given in this
Chapter are to have the letter "S" marked after
the agreed identification mark.
f) Steel plates that have complied with the
requirements for corrosion resistant steel will be
identified by adding a corrosion designation to
the unified identification mark for the grade of
steel. The corrosion resistant steel is to be
designated according to its area of application as
follows:
- Lower surface of strength deck and
surrounding structures; RCU - Upper surface of inner bottom plating and
surrounding structures; RCB
- For both strength deck and inner bottom
plating; RCW
1.11.2 Products complying with the requirements of
Sec. 8 are to be mar ked "Z 25" or ‘Z 35’ as
appropriate, in addition to the material grade
designation e.g. ‘EH36Z25’ or ‘EH36Z35’.
1.11.3 The above particulars, but excluding the
manufacturer's name or trade mark where this is
embossed on finished products, are to be encircl ed
with paint or otherwise marked so as to be easily
recognizable.
1.11.4 In the event of any material failing to comply
with the test requirements, the mark is to be
unmistakably defaced.
1.12 Test certificates or other documentation
1.12.1 The Surveyor is to be supplied, in duplicate,
copies of the test certificates or other documentation
for all accepted materials, Designated
Authority/Classification Society may require separate
documents for each grade of steel. These documents
are to contain, in addit ion to the description,
dimensions, etc. of the material at least the following
particulars:
a) Purchaser's order number and if known the ship
number for which the material is intended;
b) Identification number and/or initials;
c) Identification of steel works;
d) Identification of the grade of steel;
e) Cast number and ladle analysis;
f) For steel with a corrosion resistant steel
designation the weight percentage of each
element added or intentionally controlled for
improving corrosion resistance.
g) Condition of supply w hen other than as rolled
e.g. normalized or controlled rolled;
h) If the material is of rimming quality, this should
be stated;
i) Test results.
In the case of ‘Z’ quality steel, notation ‘Z25’ or
‘Z35’ as appropriate, is to be indicated with the steel
grade and test results are to include through thickness
reduction in area (%).
1.12.2 Before the test certificates or shipping
statements are signed by the Surveyor, the
manufacturer is required to furnish him with a
written declaration stating that the material has been
made by an approved process and that it has been
subjected to and has withstood satisfactorily the
required tests in the presence of the Surveyor or his
authorized deputy. The following form of declaration
will be accepted if stamped or printed o n each test
certificate or shipping statement with the name of
steelworks and initialed by the makers or an
authorized deputy:
"We hereby certify that the material has been made
by an approved process and has been tested
satisfactorily in the presence of t he surveyors of
Designated Authority/Classification Society".
1.12.3 When steel is not produced at the works at
which it is rolled a certificate is to be supplied to the Surveyor at the rolling mill stating the process by
which it was manufactured and the name of the
manufacturer, the number of cast from which it was
made and the ladle analysis. The Surveyors are to
have access to the works at which the steel was
produced and the works must be approved by
Designated Authority/Classification Society. Also
refer Chapter 1, Section1, Cl. 1.3.2.
Section 2
Normal Strength Steels for Ship Structures
2.1 General
2.1.1 Requirements of this section are applicable to
weldable normal strength hot -rolled steel plates, wide
flats, sections and bars intended for use in hull
construction. Steel differing in chemical composition,
deoxidation practice, heat treatment or mechanical
properties may be accepted, subject to special
agreement by Designated Authority/Classi fication
Society.
2.1.2 These requirements are primarily intended to
apply to steel plates and wide flats not exceeding 100
[mm] in thickness and sections and bars not
exceeding 50 [mm] in thickness. For greater
thickness, certain variations in the require ments may
be allowed or required in particular cases after
consideration of the technical circumstances
involved.
2.2 Approval
2.2.1 Normal strength steel for ship hull structure is
to be approved in accordance with requirements
given in Section 1.
2.3 Method of Manufacture
2.3.1 Steel is to be manufactured by the basic
oxygen, electric furnace or open hearth processes or
by other processes specially approved.
2.3.2 The definitions of applicable rolling procedures
and the schematic diagrams are given in Sec 1.
2.3.3 The de -oxidation practice used for each grade is
to comply with the appropriate requirements of Table
2.4.1.
2.3.4 The rolling practice applied for each grade is to
comply with the appropriate condition of supply of
Table 2.5.1
2.4 Chemical co mposition
2.4.1 The chemical composition of samples taken
from each ladle of each cast is to be determined by
the manufacturer in an adequately equipped and
competently staffed laboratory and is to comply with
appropriate requirements of Table 2.4.1. For steel
plates and wide flats over 50 [mm] thick, slight
deviations in the chemical composition may be allowed as approved by Designated
Authority/Classification Society.
2.4.2 The manufacturer’s declared analysis will be
accepted subject to occasional check s if required by
the surveyor.
2.5 Condition of supply
2.5.1 All materials are to be supplied in a condition
complying with Table 2.5.1 and Table 2.5.2. Where
alternative arrangements are permitted these are at
the option of the steelmaker, unless otherwi se
expressly stated in the order for the material.
2.6 Mechanical Properties
2.6.1 For tensile test either the upper yield stress
(ReH) or where ReH cannot be determined, the 0.2
percent proof stress (Rp 0.2) is to be determined and
the material is consid ered to comply with the
requirements if either value meets or exceeds the
specified minimum value for yield strength (Re).
2.6.2 Results obtained from tensile tests are to
comply with the appropriate requirements of Table
2.6.1.
2.6.3 Minimum average energ y values are specified
for Charpy V -notch impact test specimens taken in
either the longitudinal or transverse directions.
Generally, only longitudinal test specimens need be
prepared and tested except for special applications
where transverse test specime ns may be required.
Transverse test results are to be guaranteed by the
manufacturer. The tabulated values are for standard
specimens 10 [mm] x 10 [mm]. For plate thicknesses
lower than 10 [mm], sub -size specimens may be used
with reduced requirements as f ollows:
Specimen 10 x 7.5 [mm] : 5/6 of tabulated energy
Specimen 10 x 5 [mm] : 2/3 of tabulated energy.
2.6.4 For impact tests, the average value obtained
from one set of three impact tests is to comply with
the requirements given in Table 2.6.1. One individual
value may be less than the required average value
provided that it is not less than 70 per cent of this
average value. See also Chapter 1.
2.6.5 Generally, impact tests are not required when
the nominal plate thickness is less than 6 [mm].
Table 2.4.1 : Deoxidation and chemical composition
Grade A B D E
Deoxidation practice For t ≤ 50 mm
Any method
except rimmed
steel1 For t ≤ 50 mm
Any method
except rimmed
steel For t 25 [mm] killed,
Killed and fine
grain treated
For t > 50 mm
Killed For t > 50 mm
Killed For t > 25 mm
Killed and fine grain
treated
Chemical composition per cent 4,7,8 (ladle samples)
Carbon max. 0.212 0.21 0.21 0.18
Manganese min 2.5 x Carbon % 0.803 0.60 0.70
Silicon max 0.50 0.35 0.35 0.10 - 0.35
Phosphorus max 0.035 0.035 0.035 0.035
Sulphur max 0.035 0.035 0.035 0.035
Aluminium
(acid soluble min) - - 0.0155,6 0.0156
Carbon + 1/6 of the manganese content is not to exceed 0.40 per cent
Notes :
1 Grade A sections up to thickness of 12.5 mm may be accepted in rimmed steel subject to the special approval of
Designated Authority/Classification Society.
2 Max. 0.23% for sections.
3 When Grade B steel is impact tested the minimum manganese content may be reduced to 0.60%
4 When any grade of steel is supplied in the thermo -mechanically rolled condition variations in th e specified
chemical composition may be allowed or required by Designated Authority/Classification Society.
5 Aluminium is required for thickness above 25 [mm].
6 The total aluminium content may be determined instead of the acid soluble content. In such cases the total
aluminium content is to be not less than 0.020 per cent.
7 Designated Authority/Classification Society may limit the amount of residual/trace elements which may have
an adverse effect on the working and use of the steel, e.g. copper and tin.
8 Where additions of any other element have been made as part of the steelmaking practice, the content is to be
specified.
Table 2.5.1 : Condition of supply for normal strength steel (1)
Grades Thickness Condition of supply
A 50 mm Any
> 50 mm 100 mm Normalized, controlled rolled or thermo -
mechanically rolled (2)
B 50 mm Any
> 50 mm 100 mm Normalized, controlled rolled or thermo -
mechanically rolled (2)
D 35 mm Any
> 35 mm 100 mm Normalized, controlled rolled or thermo -
mechanically rolled (3)
E 100 mm Normalized or thermo -mechanically rolled (3)
Notes:
1) These conditions of supply and the impact test requirements are summarised in Table 2.5.2
2) Subject to the special approval of Designated Authority/Classification Society, Grades A and B steel plates may
be supplied in the as rolled condition. See 2.14.2.2.
3) Subject to the special approval of Designated Authority/Classification Society, sections in Grade D steel may
be supplied in the as rolled condition provided satisfactory results are co nsistently obtained from Charpy V -
notch impact tests. Similarly sections in Grade E steel may be supplied in the as rolled or controlled rolled
condition. For the frequency of impact tests see 2.14.3.2 and 2.14.3.3.
Table 2.5.2 : Required condition of supply and number of impact tests for normal strength steels
Grade Deoxidation Practice Pro-
ducts Condition of supply (batch for impact tests) (1)(2)
Thickness [mm]
10 12.5 20 25 30 35 40 50 100
A Rimmed Sections A(-) Not applicable
For t 50 mm
Any method except rimmed
For t > 50 mm
Killed Plates A(-)
N(-)
TM(-)3
CR(50), AR*(50)
Sections A(-) Not applicable
B For t 50 mm
Any method except rimmed
For t > 50 mm
Killed Plates A(-) A(50) N(50)
TM(50)
CR(25), AR*(25)
Sections A(-) A(50) Not applicable
D Killed Plates
Sections A(50) Not applicable
D Plates
Killed and fine grain treated Plates A(50) N(50)
CR(50)
TM(50) N(50)
TM(50)
CR(25)
D Sections A(50)
N(50)
CR(50)
TM(50)
AR*(25) Not applicable
E Killed and fine grain treated Plates N(Each piece)
TM(Each piece)
Sections N(25)
TM(25)
AR*(15), CR*(15) Not applicable
Remarks:
1. Condition of Supply
A - Any (Not Specified)
N - Normalised Condition
CR - Controlled Rolled Condition
TM - Thermo -Mechanical Rolling
AR* - As Rolled Condition subject to special approval of Designated Authority/Classification Society
CR* - Controlled Rolled Condition subject to special approval of Designated Authority/Classification Society.
2. Number of Impact Tests
One set of impact tests is to be taken from each batch of the specified weight in ( ) in tones or fraction thereof.
3. See Note 5 of Table 2.6.1
Table 2.6.1 : Mechanical properties for normal strength steels
Gra-
de Yield
strength
ReH
[N/mm2]
min. Tensile
strength
Rm
[N/mm2] Elon -gation
5.65
oS
A5 (%) Impact Test
Test
Temp.
C Average impact energy (J) min.
t 50 mm 50 < t 70 mm 70 < t 100 mm
Long
(3) Trans
(3) Long
(3) Trans
(3) Long
(3) Trans
(3)
A
235 400/520 (1) 22(2) +20 - - 34(5) 24(5) 41(5) 27(5)
B 0 27(4) 20(4) 34 24 41 27
D -20 27 20 34 24 41 27
E -40 27 20 34 24 41 27
Notes:
4) For all thicknesses of Grade A sections the upper limit for the specified tensile strength range may be exceeded at the
discretion of Designated Authority/Classification Society.
5) For full thickness flat tensile test specimens with a width of 25 mm and a gauge length of 200 mm the elongation is to
comply with the following minimum values:
Thick ness [mm] > 5 > 10 > 15 > 20 > 25 > 30 > 40
5 10 15 20 25 30 40 50
Elongation 14 16 17 18 19 20 21 22
6) See 2.6.3.
7) Charpy V -notch impact tests are generally not required for Grade B steel with thickness of 25 mm or less.
8) Impact tests for Grade A over 50 mm thick are not required when the material is produced using fine grain practice and
furnished normalised. TM rolling may be accepted without impact testing at the discretion of Designated
Authority/Classification Society.
2.7 Surface Quality
2.7.1 The steel is to be free from surface defects
prejudicial to the use of the material for the intended application. The finished material is to have a surface
quality in accordance with a recognized sta ndard
such as EN 10163 parts 1, 2 and 3, or an equivalent
standard accepted by Designated
Authority/Classification Society, unless otherwise
specified in this section.
2.7.2 The responsibility for meeting the surface finish
requirements rests with the manu facturer of the
material, who is to take the necessary manufacturing
precautions and is to inspect the products prior to
delivery. At that stage, however, rolling or heat
treatment scale may conceal surface discontinuities
and defects. If, during the subse quent descaling or
working operations, the material is found to be
defective, Designated Authority/Classification
Society may require materials to be repaired or
rejected.
2.7.2.1 The surface quality inspection method is to be
in accordance with recognized national or
international standards agreed between purchaser and
manufacturer, accepted by Designated
Authority/Classification Society.
2.7.2.2 If agreed between the manufacturer and
purchaser, steel may be ordered with improved
surface finish over and ab ove these requirements.
2.7.3 Acceptance Criteria
2.7.3.1 Imperfections
2.7.3.1.1 Imperfections of a harmless nature, for
example pitting, rolled -in scale, indentations, roll
marks, scratches and grooves, regarded as being
inherent of the manufacturing pro cess, are
permissible irrespective of their number, provided
the maximum permissible limits of Class A of EN
10163 -2 or limits specified in a recognized
equivalent standard accepted by Designated
Authority/Classification Society, are not exceeded
and the r emaining plate or wide flat thickness
remains within the average allowable minus
thickness tolerance specified in Sec 1, 1.4. Total
affected area with imperfection not exceeding the
specified limits are not to exceed 15 % of the total
surface in question.
2.7.3.2 Defects
2.7.3.2.1 Affected areas with imperfections with a
depth exceeding the limits of Class A of EN 10163 -2
or the maximum permissible limits specified in a
recognized equivalent standard accepted by
Designated Authority/Classification Society, are to
be repaired irrespective of their number. Cracks,
injurious surface flaws, shells (over lapping material
with non -metallic inclusion), sand patches,
laminations and sharp edged seams (elongated
defects) visually evident on surface and/or edge of
plate are considered defects, which would impair the
end use of the product and which require rejection or
repair, irrespective of their size and number.
2.7.4 Repair
2.7.4.1 Grinding repair 2.7.4.1.1 Grinding may be applied provided all the
conditions below are adhered to:
(a) The nominal product thickness will not
be reduced by more than 7% or 3 mm,
whichever is the less.
(b) Each single ground area does not exceed
0.25 [m2].
(c) All ground areas do not exceed 2% of
the total surface in question.
(d) Ground areas lying in a distance less
than their average breadth to each other are
to be regarded as one single area.
(e) Ground areas lying opposite each other
on both surfaces are not to decrease the
product thickness by values exceeding the
limits as indicated in (a).
Defects or unacceptable imperfections are to be
completely removed by grinding and the remaining
plate or wide flat thickness is to remain within the
average allowable minus thickness tolerance
specified in Sec.1, 1.4. The ground areas are to be a
smooth transition to the surrounding surface of the
product. Complete elimination of the defect is to be
verified by magnetic particle or by liquid penetrant
testing.
2.7.4.2 Welding repair
2.7.4.2.1 Weld repair procedures and the method are
to be reporte d and be approved by the Designated
Authority/Classification Society. Repair of defects
such as unacceptable imperfections, cracks, shells or
seams are to be followed by magnetic particle or
liquid penetrant testing. Local defects which cannot
be repaired by grinding as stated in 2.7.4.1 may be
repaired by welding with the agreement of
Designated Authority/Classification Society subject
to the following conditions:
(a) Any single welded area is not to exceed
0.125 [m2] and the sum of all areas is not to
exceed 2% of the surface side in question.
(b) The distance between two welded areas
is not to be less than their average width.
(c) The weld preparation is not to reduce the
thickness of the product below 80% of the
nominal thickness. For occasional defects
with depths exceeding the 80% limit, special
consideration at the Surveyor’s discretion
will be necessary.
(d) If weld repair depth exceeds 3 [mm], UT
may be requested by Designated
Authority/Classification Society. If required,
UT is to be carried out in accordance with
an approved procedure.
(e) The repair is to be carried out by
qualified welders using an approved
procedure for the appropriate steel grade.
The electrodes are to be of low hydrogen
type and are to be dried in accordance with
the manufactur er’s requirements and
protected against re -humidification before
and during welding.
2.7.5 The surface quality and condition requirement
herein are not applied to products in forms of bars
and tubulars, which will be subject to manufacturers’
conformance s tandards.
2.8 Internal soundness
2.8.1 If plates and wide flats are ordered with
ultrasonic inspection, this is to be made in
accordance with an accepted standard at the
discretion of Designated Authority/Classification
Society.
2.8.2 Verification of internal soundness is the
responsibility of the manufacturer. The acceptance of
internal soundness by surveyor does not absolve the
manufacturer from this responsibility.
2.9 Tolerances
2.9.1 Unless otherwise agreed or specially required
the thickness tole rances as per Sec.1, 1.4 are
applicable.
2.10 Identification of Materials
2.10.1 The steelmaker is to adopt a system for the
identification of ingots, slabs and finished pieces
which will enable the material to be traced to its
original cast.
2.10.2 The S urveyor is to be given full facilities for
so tracing the material when required.
2.11 Testing and Inspection
2.11.1 Facilities for Inspection
2.11.1.1 The manufacturer is to afford the Surveyor
all necessary facilities and access to all relevant parts
of the works to enable him to verify that the
approved process is adhered to, for the selection of
test materials, and the witnessing of tests, as required
by the requirementss, and for verifying the accuracy
of the testing equipment.
2.11.2 Testing Procedure s
2.11.2.1 The prescribed tests and inspections are to
be carried out at the place of manufacture before
dispatch. The test specimens and procedures are to be
in accordance with Ch.2. All the test specimens are to
be selected and stamped by the Surveyor and tested
in his presence, unless otherwise agreed.
2.11.3 Through Thickness Tensile Tests
2.11.3.1 If plates and wide flats with thickness of 15
[mm] and over are ordered with through thickness
properties, the through thickness tensile test in
accordance with Sec.8 is to be carried out.
2.11.4 Dimensions
2.11.4.1 Verification of dimensions are the
responsibility of the steel maker. The acceptance by Surveyor does not absolve the steel maker from this
responsibility.
2.12 Test Material
2.12.1 Definitions
2.12.1.1 Refer to Ch1 for the definitions of piece and
batch.
2.12.2 Test Samples
2.12.2.1 Refer to Sec 1, for the requirements related
to test samples.
2.13 Mechanical Test specimens
2.13.1 Tensile Test Specimens. The dimensions of
the tensile test specimens are to be in accordance
with Ch.2. Generally, for plates, wide flats and
sections flat test specimens of full product thickness
are to be used. Round test specimens may be used
when the product thickness exceeds 40 [mm] or for
bars and other simi lar products. Alternatively, for
small sizes of bars, etc. test specimens may consist of
a suitable length of the full cross section of the
product.
2.13.2 Impact Test Specimens. The impact test
specimens are to be of the Charpy V -notch type cut
with their edge within 2 [mm] from the “as rolled”
surface with their longitudinal axes either parallel
(indicated “Long” in Table 2.6.1) or transverse
(indicated "Trans" in Tables 2.6.1) to the final
direction of rolling of the material. The notch is to be
cut in a face of the test specimen which was
originally perpendicular to the rolled surface. The
position of the notch is not to be nearer than 25 [mm]
to a flame cut or sheared edge (see also 2.6.3). Where
the product thickness exceeds 40 [mm], the impact
test sp ecimens are to be taken with their longitudinal
axis at a quarter thickness position.
2.14 Number of Test Specimens
2.14.1 Number of Tensile Tests
2.14.1.1 For each batch presented. except where
specially agreed by Designated
Authority/Classification Soci ety. one tensile test is to
be made from one piece unless the weight of finished
material is greater than 50 tonnes in which case one
extra test piece is to be made from a different piece
from each 50 tonnes or fraction thereof. Additional
tests are to be made for every variation of 10 [mm] in
thickness of plate or diameter of products from the
same cast. For sections the thickness to be considered
is the thickness of the product at the point at which
samples are taken for mechanical tests.
2.14.2 Number o f Impact Tests (except for Grade E)
2.14.2.1 For each batch presented, except where
specially agreed by Designated Authority/
Classification Society at least one set of three
Charpy V -notch test specimens is to be made from
one piece unless the weight of f inished material is
greater than 50 tonnes in which case one extra set of
three test specimens is to be made from a different
piece from each 50 tonnes or fraction thereof. The
piece selected for the preparation of test specimen is
to be the thickest of ea ch batch. Where steel plates
except for Grade 'A' steel over 50 [mm] in thickness
is supplied in the controlled rolled condition, the
frequency of impact test is to be made from a
different piece from each 25 tonnes or fraction
thereof.
2.14.2.2 When subj ect to the special approval of
Designated Authority/Classification Society, material
is supplied in the as rolled condition the frequency of
impact tests is to be increased to one set from each
batch of 25 tonnes or fraction thereof. However, for
Grade 'A' steel over 50 [mm] thickness when
supplied in the "as rolled" condition, one set of three
charpy V -notch test specimens may be taken from
each batch of 50 tonnes or fraction thereof.
2.14.2.3 The piece selected for the preparation of the
test specimens i s to be the thickest in each batch. 2.14.3 Number of Impact Tests (for Grade E)
2.14.3.1 For steel plates supplied in the normalized or
TM condition, one set of impact test specimens is to
be taken from each piece.
2.14.3.2 For sections, one set of impact tests is to be
taken from each batch of 25 tonnes or fraction
thereof.
2.14.3.3 When, subject to the special approval of
Designated Authority/Classification Society, sections
are supplied in the as -rolled or controlled rolled
condition.one set of impact t ests is to be taken from
each batch of 15 tonnes or fraction thereof.
2.14.3.4 For 2.14.3.2 and 2.14.3.3 above the piece
selected for the preparation of the test specimens is to
be the thickest in each batch.
2.15 Retest Procedures
2.15.1 Retest procedures are to be as per the
requirements provided in Chapter 1.
Section 3
Higher Strength Steels for Ship Structures
3.1 General
3.1.1 Requirements of this section is applicable to
weldable higher strength hot-rolled steel plates, wide
flats, sections and bars intended for use in hull
construction.
3.1.2 The requirements of this section are primarily
intended to apply to plates and wide flats not
exceeding 100 [mm] in thickness in general, and
sections and bars not exceeding 50 [mm] in
thickness. For greater thickness, these requirements
may be applied with certain variations, as may be
agreed by Designated Authority/Classification
Society .
3.1.3 Steel differing in chemical composition,
deoxidation practice , heat treatment or mechanical
properties may be accepted, subject to special
approval by Designated Authority/Classification
Society. Such steel is to be given special designation.
3.1.4 Provision is made for three strength levels (315,
355 and 390 N/mm2) each subdivided into four
grades, AH, DH, EH and FH based on impact test
temperature.
The additional requirements for high strength plates
having specified minimum yield point of 460
[N/mm2] with thickness over 50 [mm] and not
greater than 100 [mm] for use in longitudinal
structural members in the upper deck region of
container ships (such as hatch side coaming, hatch
coaming, hatch coaming top and attached
longitudinals) and denoted by Grad e EH47 are also
given in this section.
3.2 Approval
3.2.1 Higher strength steel for ship hull structure is to
be approved in accordance with requirements given
in Section 1.
3.2.2 It should be noted that when fatigue loading is
present, the effective fa tigue strength of a welded
construction of higher strength steels may not be
greater than that of a construction fabricated from the
normal strength steels. Precautions against corrosion
fatigue may also be necessary.
Note: Before subjecting steels produc ed by thermo -
mechanical rolling to further heating for forming or
stress relieving or using high heat -input welding,
special consideration must be given to the possibility
of a consequent reduction in mechanical properties.
3.3 Method of Manufacture
3.3.1 Steel is to be manufactured by the basic
oxygen, electric furnace or open hearth processes or
by other processes specially approved by Designated
Authority/Classification Society.
3.3.2 The definitions of applicable rolling procedures
and the schematic di agrams are given in Sec 1.
3.3.3 The deoxidation practice used for each grade is
to comply with the appropriate requirements of Table
3.4.1.
3.3.4 The rolling practice applied for each grade is to
comply with the appropriate condition of supply of
Table 3. 5.1
3.4 Chemical composition
3.4.1 The chemical composition of samples taken
from each ladle of each cast is to be determined by
the manufacturer in an adequately equipped and
competently staffed laboratory and is to comply with
appropriate requirements o f Table 3.4.1. For steel
plates and wide flats over 50 [mm] thick, slight
deviations in the chemical composition may be
allowed as approved by Designated
Authority/Classification Society.
The chemical composition of EH 47 steel plates
would be specially co nsidered.
3.4.2 The manufacturer’s declared analysis will be
accepted subject to occasional checks if required by
the surveyor. 3.4.3 When required, the carbon equivalent value is
to be calculated from the ladle analysis using the
following formula.
Note: This formula is applicable only to steels which
are basically of the carbon manganese type and gives
a general indication of the weldability of the steel.
Table 3.4.1 : Chemical composition and deoxidation practice for higher strength steels
Grade1) AH32/DH32/EH32
AH36/DH36/EH36
AH40/DH40/EH40 FH32
FH36
FH40 EH47
Deoxidation
practice Fully killed and fine grain refined
Chemical Composition per cent (Ladle sample)5),6)
C max.
Mn
Si max.
P max.
S max. 0.18
0.90 - 1.602)
0.50
0.035
0.035 0.16
0.90 - 1.60
0.50
0.025
0.025
0.18
0.9 – 2.00
0.55
0.020
0.020
Grain refining elements5)
Al (acid
soluble) min. 0.0153),4)
Nb
V
Ti max.
Total (Nb +
V + Ti) 0.02 - 0.054)
0.05 - 0.104)
0.02
0.12 max.
Residual elements
Cu max.
Cr max.
Ni max.
Mo max.
N max. 0.35
0.20
0.40
0.08
- 0.35
0.20
0.80
0.08
0.009 (0.012 if Al is
present) 0.35
0.25
1.0
0.08
-
Notes:
1) The number following the grade designation indicates the yield point to which the steel is ordered or produced
in [Kg/mm2].
%
Cu
Ni
V
Mo
Cr
Mn
C
eq.
Carbon
2) For thickness upto and including 12.5 [mm] the minimum manganese content may be reduced to 0.70 percent.
3) The total aluminium content may be determined instead of the acid soluble content. In such cases the total
aluminium content is to be not les s than 0.020 percent
4) The steel is to contain aluminium, niobium, vanadium or other suitable grain refining elements, either single or
in combination. When used singly the steel is to contain the specified minimum content of the grain refining
element. When used in combination, the specified minimum content of a fine graining element is not
applicable.
5) When any grade of higher strength steel is supplied in the thermo -mechanically rolled condition variations in
the specified chemical composition may be allowed or required by Designated Authority/Classification Society
6) Where additions of any other element have been made as part of the steel making practice, the content is to be
indicated.
3.4.4 For TM (TMCP) steels the following special
requirements apply:
i) The carbon equivalent value is to be calculated
from the ladle an alysis using the following formula
and to comply with the requirements of the following
table:
Carbon equivalent for higher strength steels upto
100 mm in thickness produced by TM
Grade Carbon equivalent
Max. (%)1)
t 50 50 < t 100
AH32, DH32,
EH32, FH32 0.36 0.38
AH36, DH36,
EH36, FH36 0.38 0.40
AH40, DH40,
EH40, FH40 0.40 0.42
EH47 NA 0.49
t = thickness [mm] Note:
1) It is a matter for the manufacturer and shipbuilder
to mutually agree in individual cases as to whether
they wish to specify a more stringent carbon
equivalent.
%15Cu Ni
5V Mo Cr
6Mn C eq. Carbon
ii) Other means such as cold cracking susceptibility
Pcm (in %), may be considered instead of the carbon
equivalent for evaluating the weldability.
5B
10V
15Mo
20Cr
60Ni
20Cu
20Mn
30Si
CcmP
3.4.5 The carbon equivalent of EH47 grade steel
calculated as per 3.4.3 is not to exceed 0.49%. The
cold cracking susceptibility P cm calculated using the
formula mentioned in 3.4.4.(ii) is not to exceed
0.22%.
3.5 Condition of supply
3.5.1 All materials are to be supplied in a condition
complying with the requirements given in Table
3.5.1.
Table 3.5.1 : Condition of supply for Higher strength steel 1)
Grades Grain Refining
Elements Used Thickness Condition of supply
A32
A36 Nb and/or V ≤ 12.5 mm Any
> 12.5 mm ≤ 100 mm Normalized, controlled rolled or thermo -
mechanically rolled (3)
Al alone
or with Ti ≤ 20 mm Any
> 20 mm ≤ 35 mm Any, as rolled subject to special approval of
Designated Authority/Classification Society (2)
> 35 mm ≤ 100 mm Normalized, controlled rolled or thermo -
mechanically rolled (3)
A40 Any ≤ 12.5 mm Any
> 12.5 mm ≤ 50 mm Normalized, controlled rolled or thermo -
mechanically rolled
> 50 mm ≤ 100 mm Normalized, thermo -mechanically rolled or
quenched and tempered
D32
D36 Nb and/or V ≤ 12.5 mm Any
> 12.5 mm ≤ 100 mm Normalized, controlled rolled or thermo -
mechanically rolled (3)
Al alone
or with Ti ≤ 20 mm Any
> 20 mm ≤ 25 mm Any, as rolled subject to special approval of
Designated Authority/Classification Society (2)
> 25 mm ≤ 100 mm Normalized, controlled rolled or thermo -
mechanically rolled (3)
Table 3.5.1 : (Contd.)
Grades Grain Refining
Elements Used Thickness Condition of supply
D40 Any ≤ 50 mm Normalized, controlled rolled or thermo -
mechanically rolled
> 50 mm ≤ 100 mm Normalized, thermo -mechanically rolled or
quenched and tempered
E32
E36 Any ≤ 50 mm Normalized or thermo -mechanically rolled (3)
> 50 mm ≤ 100 mm Normalized, thermo -mechanically rolled
E40 Any ≤ 50 mm Normalized, thermo -mechanically rolled or
quenched and tempered
> 50 mm ≤ 100 mm Normalized, thermo -mechanically rolled or
quenched and tempered
F32
F36
F40 Any ≤ 50 mm Normalized, thermo -mechanically rolled or
quenched and tempered (4)
> 50 mm ≤ 100 mm Normalized, thermo -mechanically rolled or
quenched and tempered
Notes:
(1) These conditions of supply and the requirements for impact tests are summarised in Table 3.5.2.
(2) The frequency of impact tests is to be in accordance with 3.14.2 (ii).
(3) Subject to the special approval of Designated Authority/Classification Society , sections in Grades AH32,
AH36, DH32 and DH36 steels may be supplied in the as rolled con dition provided satisfactory results are
consistently obtained from Charpy V -notch impact tests. Similarly sections in Grades EH32 and EH36 steels
maybe supplied in the as rolled or controlled rolled condition. The frequency of impact tests is to be in
accordance with 3.14.2 (ii) and 3.14.2 (iii) respectively.
(4) Subject to the special approval of Designated Authority/Classification Society , sections in Grades FH32 and
FH36 steels may be supplied in the controlled rolled condition. The frequency of impact tests is to be in
accordance with 3.14.3 (iii).
Table 3.5.2 : Required condition of supply and number of impact tests for higher strength steels
Grade Deoxi -
dation
Practice Grain
Refining
Elements Pro-
ducts Condition of supply (batch for impact tests) (1)(2)
Thickness [mm]
10 12.5 20 25 30 35 40 50 100
AH32
AH36
Killed
and fine
grain
treated Nb and/or
V Plates A(50) N(50)
CR(50),TM(50) N(50),CR(25),
TM(50)
Sections A(50) N(50)
CR(50),TM(50)
AR*(25) Not applicable
Al alone
or with Ti Plates A(50)
AR*(25) Not applicable
N(50), CR(50)
TM(50) N(50), CR(25)
TM(50)
Sections A(50) N(50)
CR(50)
TM(50)
AR*(25) Not applicable
AH40 Killed
and fine
grain
treated Any Plates A(50)
N(50)
CR(50)
TM(50) N(50)
TM(50)
QT (Each length as
heat treated)
Sections A(50) N(50)
CR(50)
TM(50) Not applicable
DH32
DH36 Killed
and fine
grain
treated Nb and/or
V Plates A(50) N(50)
CR(50),TM(50) N(50),CR(25),TM(50)
Sections A(50) N(50)
CR(50),TM(50)
AR*(25) Not applicable
Al alone
or with Ti Plates A(50) AR*(25) Not applicable
N(50), CR(50)
TM(50) N(50), CR(25)
TM(50)
Sections A(50) N(50)
CR(50)
TM(50)
AR*(25) Not applicable
DH40 Killed
and fine
grain
treated Any Plates N(50)
CR(50)
TM(50) N(50)
TM(50)
QT (Each length as
heat treated)
Sections N(50)
CR(50)
TM(50) Not applicable
EH32
EH36 Killed
and fine
grain Any Plates N(Each piece)
TM(Each piece)
treated Sections N(25)
TM(25)
AR*(15)
CR*(15) Not applicable
EH40 Killed
and fine
grain
treated Any Plates N(Each piece)
TM(Each piece)
QT(Each length as heat treated)
Sections N(25)
TM(25)
QT(25) Not applicable
Table 3.5.2 : (Contd.)
Grade Deoxi -
dation
practice Grain
refining
elements Products Condition of supply (Batch for impact tests (1)(2)
Thickness [mm]
10 12.5 20 25 30 35 40 50 100
FH32
FH36 Killed and
fine grain
treated Any Plates N(Each piece)
TM(Each piece)
QT(Each length as heat treated) Not applicable
Section N(25)
TM(25)
QT(25)
CR*(15) Not applicable
FH40 Killed and
fine grain
treated Any Plates N(Each piece)
TM(Each piece)
QT(Each length as heat treated) Not applicable
Sections N(25)
TM(25)
QT(25) Not applicable
Remarks
1. Condition of Supply
A - Any (Not Specified)
N - Normalised Condition
CR - Controlled Rolled Condition
TM - Thermo -Mechanical Rolling
QT - Quenched and Tempered Condition
AR* - As Rolled Condition subject to special approval of Designated Authority/Classification Society
CR* - Controlled Rolled Condition subject to special approval of Designated Au thority/Classification Society.
2. Number of Impact Tests
One set of impact tests is to be taken from each batch of the "specified weight" in ( ) in tones or fraction thereof.
For Grades A32 and A36 steels charpy impact tests are not generally required provided that satisfactory results are
obtained from occasional check tests selected by the Surveyor.
3.6 Mechanical Properties
3.6.1 For tensile test either the upper yield stress
(ReH) or where ReH cannot be determined, the 0.2
percent proof stress (Rp 0.2) is to be determined and
the material is considered to comply with the requirements if either value meets or exceeds the
specified minimum value for yield strength (Re).
3.6.2 Results obtained from tensile tests are to
comply with the appropriate requirements of Table
3.6.1.
Table 3.6.1 : Mechanical properties for higher strength steels
Grade Yield
stren -gth
ReH
[N/mm2]
min. Tensile
strength
Rm
[N/mm2] Elon -
gation 5.65
So A5 (%) Impact Test
Test
Temp.
C Average impact energy (J) min.
t 50 mm 50 < t 70 mm 70 < t 100 mm
Long
(2) Trans
(2) Long
(2) Trans
(2) Long
(2) Trans
(2)
AH32
DH32
EH32
FH32 315 440/570 22(1) 0
-20
-40
-60 31(3)
31 23(3)
22 38
38 26
26 46
46 31
AH36
DH36
EH36 355 490/630 21(1) 0
-20
-40 34(3)
34 24(3)
24 41
41 27
27 50
50 34
FH36 -60 34 24 41 27 50 34
AH40 390 510/660 20(1) 0 39 27 46 31 55 37
DH40 -20 39 27 46 31 55 37
EH40 -40 39 27 46 31 55 37
FH40 -60 39 27 46 31 55 37
t = thickness [mm]
NOTES:
1) For full thickness flat tensile test specimens with a width of 25 [mm] and a gauge length of 200 [mm] the elongation [%]
is to comply with the following minimum values:
Thickness [mm]
Grade > 5 > 10 > 15 > 20 > 25 > 30 > 40
5 10 15 20 25 30 40 50
AH32, DH32, EH32 & FH32 14 16 17 18 19 20 21 22
AH36, DH36, EH36 & FH36 13 15 16 17 18 19 20 21
AH40, DH40, EH40 & FH40 12 14 15 16 17 18 19 20
2) See 3.6.3.
3) For Grades AH32 and AH36 steels a relaxation in the number of impact tests for acceptance purposes may be permitted
by special agreement with Designated Authority/Classification Society provided that satisfactory results are obtained
from occasional check tests.
3.6.3 Minimum average energy values are specified
for Charpy V -notch impact test specimens taken in
either the longitudinal or transverse directions.
Generally, only longitudinal test specimens need be
prepared and tested except for special applications
where transverse test specimens may be required.
Transverse test results are to be guaranteed by the
manufacture r. The tabulated values are for standard
specimens 10 [mm] x 10 [mm]. For plate thicknesses
lower than 10 [mm], sub -size specimens may be used
with reduced requirements as follows :
Specimen 10 x 7.5 [mm] : 5/6 of tabulated energy
Specimen 10 x 5 [mm] : 2/3 of tabulated energy.
3.6.4 For impact tests, the average value obtained
from one set of three impact tests is to comply with
the requirements given in Table 3.6.1. One individual
value may be less than the required average value
provided that it is n ot less than 70 per cent of this
average value. See also Chapter 1.
3.6.5 Generally, impact tests are not required when
the nominal plate thickness is less than 6 [mm].
3.7 Surface Quality
3.7.1 Requirements of 2.7 are applicable.
3.8 Internal Soundness
3.8.1 Requirements of 2.8 are applicable.
3.9 Tolerances
3.9.1 Requirements of 2.9 are applicable.
3.10 Identification of Materials
3.10.1 Requirements of 2.10 are applicable 3.11 Testing and Inspection
3.10.1 Requirements of 2.11 are applicable
3.12 Test M aterial
3.12.1 Requirements of 2.12 are applicable
3.13 Mechanical tests specimens
3.13.1 Tensile Test Specimens. The dimensions of
the tensile test specimens are to be in accordance
Ch.2. Generally for plates, wide flats and sections flat
test specimens of full product thickness are to be
used. Round test specimens may be used when the
product thickness exceeds 40 [mm] or for bards and
other similar products. Alternatively for small sizes
of bars, etc. test specimens may consist of a suitable
length of th e full cross section of the product.
3.13.2 Impact Test Specimens. The impact test
specimens are to be of the Charpy V -notch type cut
with their edge within 2 [mm] from the “as rolled”
surface with their longitudinal axes either parallel
(indicated “Long” in Table 3.6.1) or transverse
(indicated "Trans" in Table 3.6.1) to
the final direction of rolling of the material. The
notch is to be cut in a face of the test specimen which
was originally perpendicular to the rolled surface.
The position of the not ch is not to be nearer than 25
[mm] to a flame cut or sheared edge (see also 3.6.3).
Where the product thickness exceeds 40 [mm], the
impact test specimens are to be taken with their
longitudinal axis at a quarter thickness position.
3.14 Number of Test Sp ecimens
3.14.1 Number of Tensile Tests. For each batch
presented, except where specially agreed by
Designated Authority/Classification Society, one
tensile test is to be made from one piece unless the
weight of finished material is greater than 50 tonnes Table 3.6.2 : Conditions of supply, grade and mechanical properties for EH47 steel plates
Supply
Condition Grade Mechanical Properties Impact Test
Yield
Strength
[N/mm2]min Tensile
Strength
[N/mm2] Elongation
(%) min. Test
Temp.
(oC) Average Impact Energy [J] min.
50<t≤
70 70<t≤85 85<t≤
TMCP EH 47 460 570/720 17 -40oC 53 64 75
Note : t: Thickness [mm]
1). The additional requirements for EH47 steel with brittle crack arrest properties are specified in
Section 10.
c)
in which case one extra test piece is to be made from
a different piece from each 50 tonnes or fraction
thereof. Additional tests are to be made for every
variation of 10 [mm] in thickness of plate or diameter
of products from the same cast. For sections, t he
thickness to be considered is the thickness of the
product at the point at which samples are taken for
mechanical tests.
3.14.2 Number of Impact Tests (except for Grades
EH32, EH36, EH40, EH47, FH32, FH36 and FH40):
i) Except where otherwise specified or specially
agreed by Designated Authority/Classification
Society, for each batch presented, at least one set of
three Charpy V -notch impact test specimen is to be
made from one piece unless the weight of finished
material is greater than 50 tonnes, in wh ich case one
extra set of three test specimens is to be made from a
different piece from each 50 tonnes or fraction
thereof. When steel plates over 50 [mm] in thickness
is supplied in the controlled rolled condition, the
frequency of impact test is to be m ade from a
different piece from each 25 tonnes or fraction therof.
ii) For steel plates of Grades AH40 and DH40 with
thickness over 50 [mm] in normalized or TM
condition, one set of impact test specimens is to be
taken from each batch of 50 tonnes or fract ion
thereof. For those in QT condition, one set of impact
test specimens is to be taken from each length as heat
treated.
iii) When, subject to special approval of Designated
Authority/Classification Society, material is supplied
in the as rolled condition , the frequency of impact tests is to be increased to one set from each batch of
25 tonnes or fraction thereof.
iv) The piece selected for the preparation of test
specimens is to be the thickest in each batch.
3.14.3 Number of Impact Tests (Grades EH32,
EH36, EH40, FH32, FH36 and FH40):
i) For plates supplied in the normalized or TM
condition one set of three Charpy V -notch impact test
specimens is to be taken from each piece. For
quenched and tempered steel plates one set of impact
test specimens is to be taken from each length as heat
treated.
ii) For sections one set of impact tests is to be taken
from each batch of 25 tonnes or fraction thereof.
iii) When, subject to special approval of Designated
Authority/Classification Society, sections other than
Grades EH40 and FH40 are supplied in the as -rolled
or controlled rolled condition, one set of impact tests
is to be taken from each batch of 15 tonnes or
fraction thereof.
iv) For (ii) and (iii) above the piece selected for the
preparation of test specimens is to be the thickest in
each batch.
3.16 Retest Procedures
3.16.1 Retest procedures are to be as per the
requirements provided in Chapter 1.
Section 4
High Strength Steels for Welded Structures
4.1 General
4.1.1 These requirements apply to hot -rolled, fine -
grain, weldable high strength structural steels,
intended for use in marine and offshore structural
applications. These requirements do not apply to
steels intended for hull structure of comme rcial ships
whose requirements are specified in previous
sections.
4.1.2 The steel covered by the scope of these
requirements are specified in yield strength levels of
420, 460, 500, 550, 620, 690,890 and 960 [N/mm2].
For each yield strength level grades AH, DH, EH and
FH are specified, based on the impact test
temperature, except for yield strength level of 890
and 960 [N/mm2] for which grade F is not applicable.
The full list of grades are:
AH420 DH420 EH420 FH420
AH460 DH460 EH460 FH460
AH500 DH500 EH500 FH500
AH550 DH550 EH550 FH550 AH620 DH620 EH620 FH620
AH690 DH690 EH690 FH690
AH890 DH890 EH890
AH960 DH960 EH960
4.1.3 Steels covered by the scope may be delivered in
Normalized (N)/Normalized rolled (NR); Thermo -
mechanical controlled rolled (TM) or Quenched and
Tempered (QT) condition.
Note: TM is a generic delivery condition that may
not include accelerated cooling, and may or may not
include direct quenching followed by tempering after
TM-rolling.
4.1.4 Product forms include plates, wide flats,
sections bars and seamless tubulars.
4.1.5 Steels with a thickness beyond the maximum
thicknesses as given in Table 4.5.3 may be approved
at the discretion of the Designated Authority/
Classification Society .
4.1.6 Steels differing in chemical composition,
deoxidation practice, delivery condition and
mechanical properties may be accepted, subject to
the special approval of the Designated
Authority/Classification Society . Such steels are to
be given a special de signation.
4.2 Approval
4.2.1 All steels are to be manufactured at steel works
which have been approved by Designated
Authority/Classification Society for the type and
grade of steel which is being supplied. R efer Chapter
1, Section 1, Cl. 1.3.2.
4.2.2 It is the steelmaker’s responsibility to assure
that effective quality, process and production controls
during manufacturing are adhered to within the
manufacturing specification. The manufacturing
specification is to be submitted to Designated
Autho rity/Classification Society at the time of initial
approval.
4.2.3 Where non -conformities arise, the manufacturer
is to identify the root cause and establish
countermeasures to prevent its recurrence. The non -
conformities and the countermeasures are to be
documented and reported to Designated
Authority/Classification Society .
4.2.4 When the semi -finished products were not
manufactured by the approved manufacturer of the
finish rolled and heat treated products, the
manufacturer of the semi -finished product i s also to
be subject to approval by Designated
Authority/Classification Society .
Note 1: The attention of the users must be drawn to
the fact that when fatigue loading is present, the
effective fatigue strength of a welded joint of high
strength steel may not be greater than that of a
welded joint in normal strength steels.
Note 2: Before subjecting steels produced by
thermos -mechanical rolling or quenched and
tempered after rolling to further heating for forming
or stress relieving, or using high heat-input welding,
special consideration must be given to the possibility
of a consequent reduction in mechanical properties
4.3 Method of manufacture
4.3.1 Steel making process
4.3.1.1 The steel is to be manufactured by the basic
oxygen, basic electric a rc furnace or by processes
specially approved by Designated Authority/
Classification Society.
4.3.1.2 Vacuum degassing is to be used for any of the
following:
a) all steels with enhanced through -thickness
properties, and
b) all steels of grade H690, H890 and H9 60.
4.3.2 Deoxidation
4.3.2.1 The steel shall be fully killed .
4.3.3 Grain size 4.3.3.1 The steel is to be fine grain treated, and is to
have a fine grain structure. The fine grain practice is
to be as detailed in the manufacturing specification.
Note: A fine grain structure has an equivalent index ≥
6 determined by micrographic examination in
accordance with ISO 643 or alternative test method.
4.3.4 Nitrogen control
4.3.4.1 The steels are to contain nitrogen binding
elements as detailed in the manufactu ring
specification. Also see note 4 in Table 4.4.1.
4.4 Chemical composition
4.4.1 The chemical composition is to be determined
by the steel maker, in an adequately equipped
competently staffed laboratory. The method of
sampling is to follow that carried out for the initial
approval tests, either from the ladle, the tundish or
the mould in the case of continuous casting. The aim
analysis is to be in accordance with the
manufacturing specification. All the elements listed
in the Table 4.4.1 are to be report ed.
4.4.2 Elements used for alloying, nitrogen binding,
and fine grain treatment, and as well as the residual
elements are to be as detailed in the manufacturing
specification, e.g. When boron is deliberately added
for enhancement of hardenability of the s teels, the
maximum content of the boron content is not to be
higher than 0.005%; and the analysis result is to be
reported.
4.4.3 The carbon equivalent value is to be calculated
from the ladle analysis. Maximum values are
specified in Table 4.4.2.
a) For all steel grades the following formula of
IIW may be used:
𝐶𝑒𝑞 =𝐶+𝑀𝑛
6+𝐶𝑟+𝑀𝑜+𝑉
5+𝑁𝑖+𝐶𝑢
15 (%)
b) For steel grades H460 and higher, CET may
be used instead of Ceq at the discretion of
the manufacturer, and is to be calculated
according to the following formula:
𝐶𝐸𝑇 =𝐶+(𝑀𝑛 +𝑀𝑜)
10+(𝐶𝑟+𝐶𝑢)
20+𝑁𝑖
40 (%)
Note: The CET is included in the standard
EN 10011 -2:2001 used as one of the
parameters for pre -heating temperature
determination which is necessary for
avoiding cold cracking.
c) For TM and QT steels with carbon content
not more than 0.12%, the cold cracking
susceptibility Pcm for evaluating
weldability may be used instead of carbon
equivalent of Ceq or CET at manufacturer’s
discretion and is to be calculated using the
following formula:
5B10V
15Mo
20Cr
60Ni
20Cu
20Mn
30SiC Pcm
Table 4.4.1 : Chemical composition
Delivery condition1) N/NR TM QT
Steel grade
Chemical
Composition2) AH420
DH420
AH460
DH460 EH420
EH460
AH420
DH420
AH460
DH460
AH500
DH500
AH550
DH550
AH620
DH620
AH690
DH690
AH890 EH420
FH420
EH460
FH460
EH500
FH500
EH550
FH550
EH620
FH620
EH690
FH690
DH890
EH890 AH420
DH420
AH460
DH460
AH500
DH500
AH550
DH550
AH620
DH620
AH690
DH690
AH890
AH960 EH420
FH420
EH460
FH460
EH500
FH500
EH550
FH550
EH620
FH620
EH690
FH690
DH890
EH890
DH960
EH960
Carbon % max 0.20 0.18 0.16 0.14 0.18
Manganese % 1.0~1.70 1.0~1.70 1.70
Silicon % max 0.60 0.60 0.80
Phosphorus % max3) 0.030 0.025 0.025 0.020 0.025 0.020
Sulphur % max3) 0.025 0.020 0.015 0.010 0.015 0.010
Aluminium total % min4) 0.02 0.02 0.018
Niobium % max5) 0.05 0.05 0.06
Vanadium % max5) 0.20 0.12 0.12
Titanium % max5) 0.05 0.05 0.05
Nickel % max6) 0.80 2.006) 2.006)
Copper % max 0.55 0.55 0.50
Chromium % max5) 0.30 0.50 1.50
Molybdenum % max5) 0.10 0.50 0.70
Nitrogen % max 0.025 0.025 0.015
Oxygen ppm max7) Not applicable Not
applicable 50 Not
applicable 30
Note 1 See section 4.5 for definition of delivery conditions
Note 2 The chemical composition is to be determined by ladle analysis and is to meet the approved
manufacturing specification at the time of approval.
Note 3 For sections the P and S content can be 0.005 % higher than the value specified in the table.
Note 4 The total aluminium to nitrogen ratio shall be a minimum of 2:1. When other nitrogen binding elements
are used, the minimum Al value and Al/N ratio do not apply.
Note 5 Total Nb+V+Ti ≤ 0.26 % and Mo+Cr ≤0.65%, not applicable for QT steels.
Note 6 Higher Ni content may be approved at the discretion of Designated Authority/Classification Society .
Note 7 The requirement on maximum Oxygen content is only applicable to DH890; EH890; DH960 and
EH960.
Table 4.4.2 : Maximum Ceq, CET and Pcm values
Steel grade &
delivery
condition Carbon Equivalent (%)
Ceq CET Pcm
Plates Sections Bars Tubulars all all
t≤50
(mm) 50<t≤100
(mm) 100<t≤250
(mm) t≤50
(mm) t≤250
or d≤250
(mm) t≤65
(mm) all all
H420N/NR 0.46 0.48 0.52 0.47 0.53 0.47 N.A N.A
H420TM 0.43 0.45 0.47 0.44 N.A N.A N.A N.A
H420QT 0.45 0.47 0.49 N.A N.A 0.46 N.A N.A
H460N/NR 0.50 0.52 0.54 0.51 0.55 0.51 0.25 N.A
H460TM 0.45 0.47 0.48 0.46 N.A N.A 0.30 0.23
H460QT 0.47 0.48 0.50 N.A N.A 0.48 0.32 0.24
H500TM 0.46 0.48 0.50 N.A N.A N.A 0.32 0.24
H500QT 0.48 0.50 0.54 N.A N.A 0.50 0.34 0.25
H550TM 0.48 0.50 0.54 N.A N.A N.A 0.34 0.25
H550QT 0.56 0.60 0.64 N.A N.A 0.56 0.36 0.28
H620TM 0.50 0.52 N.A N.A N.A N.A 0.34 0.26
H620QT 0.56 0.60 0.64 N.A N.A 0.58 0.38 0.30
H690TM 0.56 N.A N.A N.A N.A N.A 0.36 0.30
H690QT 0.64 0.66 0.70 N.A N.A 0.68 0.40 0.33
H890TM 0.60 N.A N.A N.A N.A N.A 0.38 0.28
H890QT 0.68 0.75 N.A N.A N.A N.A 0.40 N.A
H960QT 0.75 N.A N.A N.A N.A N.A 0.40 N.A
Note:
N.A = Not applicable
4.5 Delivery Condition - Rolling Process and Heat
Treatment
4.5.1 Steel is to be delivered in accordance with the
processes approved by Designated Authority/
Classification Society . These processes include:
Normalized (N)/Normalized rolled (NR)
Thermo -mechanical controlled rolled
(TM)/with Accelerated cooling
(TM+AcC)/with direct quenching followed
by tempering (TM+DQ), or
Quenched and Tempered condition (QT)
The definition of these delivery conditions are
defined in previous sections. Note: Direct quenching after hot -rolling followed by
tempering is considered equivalent to conventional
quenching and tempering.
4.5.2 Rolling reduction ratio
4.5.2.1 The rolling reduction ratio of slab, billet,
bloom or ingot is not t o be less than 3:1 unless agreed
at the time of approval.
4.5.3 Thickness limits for approval
4.5.3.1 The maximum thickness of slab, billet or
bloom from the continuous casting process is to be at
the manufacturer’s discretion.
4.5.3.2 Maximum thickness of plates, sections, bars
and tubulars over which a specific delivery condition
is applicable are shown in Table 4.5.3.
Table 4.5.3 : Maximum thickness limits
Delivery condition Maximum thickness (mm)
Plates Sections Bars Tubulars
N 2502) 50 250 65
NR 150 1)
TM 150 50 Not applicable Not applicable
QT 1502) 50 Not applicable 50
Note 1 The maximum thickness limits of sections, bars and tubulars produced by NR process route are less than
those manufactured by N route, and are to be at the discretion of Designated Authority/Classification Society .
Note 2 Approval for N steels with thickness larger than 250 [mm] and QT steels with thickness larger than 150
[mm] is subject to the special consideration of Designated Authority/Classification Society .
4.6 Mechanical Properties
4.6.1 Test specimens and test procedures for
mechanical properties are in accordance with Chapter
2 and Section 3 of this chapter.
4.6.2 Tensile test
4.6.2.1 Test specimens are to be cut with their
longitudinal axes transverse to the final direction of
rolling, except in the case of sections, bars, tubulars
and rolled flats with a finished width of 600 [mm] or
less, where the tensile specimens may be taken in the
longitudinal direction.
4.6.2.2 Full thi ckness flat tensile specimens are to be
prepared. The specimens are to be prepared in such a
manner as to maintain the rolling scale at least at one side. When the capacity of the test machine is
exceeded by the use of a full thickness specimen,
sub-sized flat tensile specimens representing either
the full thickness or half of the product thickness
retaining one rolled surface are to be used.
Alternatively, machined round test specimens may be
used. The specimens are to be located at a position
lying at a d istance of t/4 from the surface and
additionally at t/2 for thickness above 100 [mm] or as
near as possible to these positions.
4.6.2.3 The results of the tests are to comply with the
appropriate requirements of Table 4.6.2.3. In the case
of product forms other than plates and wide flats
where longitudinal tests are agreed, the elongation
values are to be 2 percentage units above those
transverse requirements as listed in Table 4.6.2.3.
Table 4.6.2.3 : Tensile properties at ambient temperature for all steel grades
Mechanical properties
Steel grade
& delivery condition Minimum yield strength
ReH1)
(N/mm2)
Ultimate tensile strength
Rm
(N/mm2)
Minimum
Percentage
elongation
After fracture (%)
L0=5.65√ S0 2) Charpy V -notch
impact test
Nominal thickness
(mm)4) Nominal thickness
(mm)4)
Test
temp
(°C) Minimum
(Joules)
≥3
≤50 >50
≤ 100 >100
≤250 ≥3
≤100 >100
≤250 T L3)
T L
H420N/NR
H420TM
H420QT A
D
E
F 420 390 365 520~680 470~650 19 21 0
-20
-40
-60 28 42
H460N/NR
H460TM
H460QT A
D
E
F 460 430 390 540~720 500~710 17 19 0
-20
-40
-60 31 46
H500TM
H500QT A 500 480 440 590~770 540~720 17 19 0 33 50
D
E
F -20
-40
-60
H550TM
H550QT A
D
E
F 550 530 490 640~820 590~770 16 18 0
-20
-40
-60 37 55
H620TM
H620QT A
D
E
F 620 580 560 700~890 650~830 15 17 0
-20
-40
-60 41 62
H690TM
H690QT A
D
E
F 690 650 630 770~940 710~900 14 16 0
-20
-40
-60 46 69
H890TM
H890QT AD
E 890 830 Not
applicable 940~1100 Not
applicable 11 13 0
-20
-40 46 69
H960QT ADE
960 Not
applicable Not
applicable 980~1150 Not
applicable 10 12 0
-20
-40 46 69
Note 1 For tensile test either the upper yield stress ( R
eH) or where R
eH cannot be determined, the 0.2 percent proof st ress (Rp0.2)
is to be determined and the material is considered to comply with the requirement if either value meets or exceeds the specif ied
minimum value of yield strength.
Note 2 For full thickness flat test specimens with a width of 25 [mm] and a gauge length of 200 [mm] the elongation is to
comply with the minimum values shown in Table 4.6.2.4.
Note 3 In the case that the tensile specimen is parallel to the final rolling directi on, the test result shall comply with the
requirement of elongation for longitudinal (L) direction.
Note 4 For plates and sections for applications, such as racks in offshore platforms etc, where the design requires that tensile
properties are maintained through the thickness, a decrease in the minimum specified tensile properties is not permitted with an
increase in the thickness.
Table 4.6.2.4 : Elongation minimum values for a width of 25 [mm] and a 200 [mm]
gauge length1)
Strength
Grade Thickness [mm]
10 > 10 15 > 15 20 > 20 25 > 25 40 > 40 50 > 50 70
H420 11 13 14 15 16 17 18
H460 11 12 13 14 15 16 17
H500 10 11 12 13 14 15 16
H550 10 11 12 13 14 15 16
H620 9 11 12 12 13 14 15
H690 92) 102) 112) 11 12 13 14
Note 1 The tabulated elongation minimum values are the requirements for testing specimen in transverse
direction. H890 and 960 specimens and specimens which are not included in this table is to be proportional
specimens with a gauge length of L
0=5.65√ S
0.
Note 2 For H690 plates with thickness ≤ 20 [mm], round specimen in accordance with Chapter 2 may be used
instead of the flat tensile specimen. The minimum elongation for testing specimen in transverse direction is
14%.
4.6.3 Impact test
4.6.3.1 The Charpy V -notch impact test specimens
for plates and wide flats over 600 [mm] in width are
to be taken with their axes transverse to the final
rolling direction and the results should comply with
the appropriate requirements for transverse direction
of Table 4.6.2.3. For other product forms, the impact
tests are to be in the longitudinal direction, the results
of the tests are to comply with the appropriate
requirements for longitudinal direction of Table
4.6.2.3.
4.6.3.2 Sub -surface test s pecimens will be taken in
such a way that one side is not further away than 2
[mm] from a rolled surface, however, for material
with a thickness in excess of 50 [mm], impact tests
are to be taken at the quarter thickness (t/4) location
and mid -thickness (t /2).
4.6.3.3 Impact test for a nominal thickness less than 6
[mm] are normally not required.
4.6.4 Test frequency
4.6.4.1 Tensile test sample is to be randomly selected
from each batch, as defined in section 3, that is to be
less than or equal to 25 tonne s, and to be from the
same cast, in the same delivery condition and of the
same thickness.
4.6.4.2 Impact test
a) For steels plates in N/NR or TM condition
test sample is to be taken from each piece.
b) For steels in QT condition test sample is to
be taken from each individually heat treated
part thereof.
c) For sections, bars and tubulars, test sample
is to be taken from each batch of 25 tonnes
or fraction thereof.
Note 1: If the mass of the finished material is greater
than 25 tonnes, one set of tests from each 2 5 tonnes
and/or fraction thereof is required. (e.g. for
consignment of 60 tonnes would require 3 plates to
be tested).
Note 2: For continuous heat treated product special
consideration may be given to the number and
location of test specimens required by the
manufacturer to be agreed by Designated
Authority/Classification Society.
4.6.5 Traceability
4.6.5.1 Traceability of test material, specimen
sampling and test procedures including test
equipment with respect to mechanical properties
testing, is to be i n accordance with section 3. 4.6.6 Re -test procedures
4.6.6.1 Re -test procedures for tensile tests and
Charpy impact tests are to be in accordance with
Chapter 2.
4.6.7 Through thickness tensile test
4.6.7.1 For steels designated with improved through
thickness properties, through thickness tensile tests
are to be performed in accordance with Section 8.
4.6.7.2 Subject to the discretion of Designated
Authority/Classification Society, through thickness
tensile strength may be required to be not less than
80% of the specified minimum tensile strength.
4.7 Tolerances
4.7.1 Unless otherwise agreed or specially required,
the thickness tolerances in Sec 1, 1.4 are applicable.
4.8 Surface Quality
4.8.1 All materials are to be free from cracks,
injurious surface flaws, injurious laminations and
similar defects.
4.8.2 The surface quality inspection method is to be
in accordance with recognised national or
international standards agreed between purch aser and
manufacturer.
a) Welding repair procedures and the
method for reporting repairs are to be
approved by the Designated Authority/
Classification Society.
b) Where repair by grinding is carried out
then the remaining plate thickness below the
groun d area must be within the allowable
under thickness tolerance.
4.8.3 Surface finish requirement are to be in
accordance with the relevant requirements in Section
3.
4.8.4 Surface inspection is the responsibility of the
manufacturer. The acceptance by Desi gnated
Authority/Classification Society’s Surveyor of
material later found to be defective shall not absolve
the manufacturer of this responsibility.
4.9 Internal Soundness
4.9.1 Verification of internal soundness is the
responsibility of the manufacturer. The acceptance by
the Designated Authority/Classification Society’s
Surveyor shall not absolve the manufacturer of this
responsibility.
4.9.2 Ultrasonic examination
4.9.2.1 If required by the Designated
Authority/Classification Society, ultrasonic
exami nation should be carried out in accordance with
Section 2 for the requirement of internal soundness,
and is to be performed in accordance with an
approved standard.
4.10 Stress relieving heat treatment and other
heat treatments
4.10.1 Steels approved with respect to Heat
Treatment are suitable for stress relieving heat
treatment such as post -weld heat treatment and stress
relieving heat treatment after cold forming for the
purpose of reducing the risk of brittle fracture,
increas ing the fatigue lifetime and dimensional
stability for machining.
Note: Products can be susceptible to deterioration in
mechanical strength and toughness if they are
subjected to incorrect post -weld heat treatment
procedures or other processes involving h eating such
as flame straightening, rerolling, etc. where the
heating temperature and the holding time exceed the
limits given by the manufacturer.
4.11 Facilities for Inspection
4.11.1 Testing is to be carried out under the witness
of the Surveyor, or a n authorised deputy, in order to
verify whether the test results meet the specified
requirements.
4.11.2 The manufacturer is to afford the Surveyor all
necessary facilities and access to all relevant parts of
the steel works to enable him to verify the approved
process is adhered to, for the selection of test
materials, and the witnessing of tests, as required by
this Section. Also for verifying the accuracy of the
testing, calibration of inspection equipment and
traceability of materials.
4.12 Identification of Materials
4.12.1 The manufacturer is to adopt a system for the
identification of ingots, s labs, billet or bloom and
finished products, which will enable the material to
be traced to its original cast. The Surveyor is to be
given full facilities for so tracing the material when
required.
4.13 Branding
4.13.1 Each finished piece is to be clearly marked by
the manufacturer with the following particulars:
a) Designated Authority/Classification Society’s
brand mark b) Unified identification mark for the grade of steel
(e.g. EH620)
c) Name or initials to identify the steelworks
d) Cast number/Heat number, plate number or
equivalent identification mark
e) Delivery condition (N/NR, TM/TM+AcC/TM+DQ
or Q&T)
The entire markings are to be encircled with paint or
otherwise marked so as to be easily recognised.
Steels which have been specially approved b y
Designated Authority/Classification Society and
which differ from these requirements (see 4.1.6) are
to have the letter “S” after the identification mark
(e.g. EH620S)
4.14 Documentation of Inspection Tests
4.14.1 The Surveyor is to be supplied with tw o
copies, of the test certificates or shipping statements
for all accepted materials. In addition
to the description, dimensions, etc., of the material,
the following particulars are to be included:
a) Purchaser's order number
b) Identification of the ca st and piece
c) Manufacturer’s identification
d) Identification of the grade of steel
e) Chemical analysis, Ceq, CET or Pcm value
f) Delivery condition with heat treatment
temperatures
g) Mechanical properties test results, including
traceable test identification
h) Surface quality and inspection results
i) UT result, where applicable
4.14.2 Before the test certificates are signed by the
Surveyor, the steelmaker is required to provide a
written declaration stating that the material has been
made by an approved process, and that it has been
subjected to and has withstood satisfactorily the
required tests in the presence of the Surveyor, or an
authorised deputy. The following form of decl aration
will be accepted if stamped or printed on each test
certificate with the name of the steelworks and
signed by an authorised representative of the
manufacturer:
“We hereby certify that the material has been made
by an approved process and has been satisfactorily
tested in accordance with the requirements of
Designated Authority/Classification Society”.
Section 5
Steel for Low Temperature Service
5.1 General
5.1.1 This section gives specific requirements for
carbon -manganese and nickel alloy steels with
toughness properties at low temperatures and
intended for use in the construction of cargo tanks
and process pressure vessels for liquefied gases.
5.1.2 The r equirements of this section are also
applicable for other types of pressure vessels where
the use of steels with guaranteed impact properties at
low temperature is required.
5.1.3 Provision is made for plates and sections up to
40 [mm] thick.
5.1.4 Steel differing in chemical composition,
condition of supply or mechanical properties may be
accepted, subject to special agreement by Designated
Authority/Classification Society. 5.2 Deoxidation and chemical composition
5.2.1 All steels are to be in the ful ly killed and fine
grain refined condition.
5.2.2 The chemical composition of carbon -
manganese steels are to comply with the appropriate
requirements of grades AH, DH, EH
and FH strength levels 32, 36 and 40 (See Table
3.2.1). However, these grades are to be designated as
L T -AH, L T -DH, L T -EH and L T -FH
respectively for the uses defined in 5.1.1.
5.2.3 The chemical compositions of nickel alloy
steels are to comply with the appropriate
requirements of Table 5.2.1.
Table 5.2.1 : Chemical composition of nickel alloy steels
Elements 1.5 Ni 3.5 Ni 5 Ni 9 Ni
C max. 0.18 0.15 0.12 0.10
Si 0.10 - 0.35 0.10 - 0.35 0.10 - 0.35 0.10 - 0.35
Mn 0.30 - 1.50 0.30 - 0.90 0.30 - 0.90 0.30 - 0.90
Ni 1.30 - 1.70 3.20 - 3.80 4.70 - 5.30 8.50 - 10.0
P max. 0.025 0.025 0.025 0.025
S max. 0.020 0.020 0.020 0.020
Al min. (acid soluble)1) 0.015 0.015 0.015 0.015
Residual elements
Cr max. 0.25 0.25 0.25 0.25
Cu max. 0.35 0.35 0.35 0.35
Mo max. 0.08 0.08 0.08 0.08
Total of residual
elements max. 0.60 0.60 0.60 0.60
1) The total aluminium content may be determined by other methods instead of the acid soluble method. In
such cases the total aluminium content is to be not less than 0.020 percent.
5.3 Heat treatment
5.3.1 All materials are to be supplied in a condition
complying with Table 5.3.1.
Table 5.3.1 : Conditions of supply
Grade Plates Sections and Bars
LT-AH
LT-DH N, TMCP
N, TMCP Any
Any
LT-EH
LT-EH N2, TMCP, QT
N2, TMCP, QT N, TMCP
N, TMCP
1.5 Ni
3.5 Ni
5 Ni N2, QT, normalized and tempered
N2, QT, normalized and tempered
N2, QT, normalized and tempered
9 Ni QT, Double normalized and tempered
1 N = Normalized
TMCP = Thermo -mechanically controlled process
QT = Quenched and tempered
2 The term "Normalized" does not include normalized rolling.
5.4 Mechanical tests
5.4.1 Test pieces for tensile testing of plates are to be
cut with their principal axes transverse to the final
direction of rolling.
5.4.2 For each batch of plate presented, one tensile
test is to be made from one end of each piece unless
the mass and le ngth of the piece exceeds 5 tonnes
and 15 m in which case test pieces are to be taken
from both ends of each piece.
5.4.3 Sections and bars are to be presented for
acceptance test in batches containing not more than
50 lengths, as supplied. The material i n each batch is
to be of the same section size, from the same cast and
in the same condition of supply. One tensile test
specimen is to be taken from material representative
of each batch, except that additional tests are to be
taken when the mass of a bat ch exceeds 10 tonnes.
5.4.4 One set of three Charpy V -notch impact test specimens are to be taken for each tensile test
specimen required. For plates, these are to be cut
with their principal axis perpendicular to the final
direction of rolling and for s ections. these are to be
taken longitudinally.
5.4.5 The results of all tensile tests are to comply
with appropriate requirements given in Table 5.4.1.
The ratio between the yield stress and the tensile
strength is not to exceed 0.9 for normalized and
TMC P steels and 0.94 for Q & T steels.
5.4.6 The average energy value from each set of three
impact tests are to comply with appropriate
requirements given in Table 5.4.1.
5.4.7 When standard subsidiary impact specimens are
necessary (See Sec. 2).
5.4.8 Wh en steel with improved through thickness
properties is required or specified in the order, the
materials are to be tested as detailed in Sec. 8.
Table 5.4.1 : Mechanical properties for acceptance purposes
Grade of Steel Yield stress
[N/mm2] min. Tensile
strength
[N/mm2] Elongation
on 5.65So %
min. Charpy V -notch impact test
Test temp. C Impact
Energy min.
LT-AH 32
40 315
390 440 - 590
490 - 620
510 - 650 22
20 0
Plates
transverse
tests Average
energy 27 J
Sections and
bars
longitudinal
tests Average
energy 41 J LT-DH 32
40 315
390 440 - 590
490 - 620
510 - 650 22
20 -20
LT-EH 32
40 315
390 440 - 590
490 - 620
510 - 650 22
20 -40
LT-FH 32
40 315
390 440 - 590
490 - 620
510 - 650 22
20 -60
1.5 Ni 275 490 - 640 22 -80
3.5 Ni 285 450 - 610 21 -95
5 Ni 390 540 - 740 21 -110
9 Ni 490 640 - 790 18 -196
Notes:
1 These requirements are applicable to products not exceeding 40 [mm] in thickness. The requirements for
thicker products are subject to agreement.
2 The minimum design temperatures at which plates of different thicknesses in the above grades may be used are
given in Pt.3, Ch.2, Table 2.4.1 and Pt.5, Ch.4, Table 6.1.2 and Table 6.1.3. Consideration will be give n to the
use of thicknesses greater than those in the table or to the use of temperatures below - 165C
Section 6
Steels for Boilers and Pressure Vessels
6.1 General
6.1.1 The following requirements are for carbon,
carbon -manganese and alloy steels intended for use
in the construction of boilers and pressure vessels. In
addition to specifying mechanical properties at
ambient temperature for the purpose of acceptance
testing, these requirements also give details of
appropriate mechanical properties at elevated
temperatures which may be used for design purposes.
6.1.2 Where it is proposed to use a carbon or carbon -
manganese steel with a specified minimum tensile
strength intermediate to the following specified
properties, corresponding minimum values for yield
and elongation and mechanical properties at elevated
temperatures may be obtained by interpolation.
6.1.3 Carbon and carbon -manganese steels with a
specified minim um tensile strength of greater than 490 [N/mm2] but not exceeding 520 [N/mm2]
may be accepted provided that details of proposed
specifications are submitted for approval.
6.1.4 Where it is proposed to use alloy steels other
than those specified herein, d etails of the
specifications are to be submitted for approval. In
such cases the specified minimum tensile strength is
not to exceed 600 [N/mm2].
6.1.5 Materials intended for use in the construction of
the cargo tanks and process pressure vessels, storage
tanks for liquefied gases and for other low
temperature applications are to comply with the
requirements of Sec. 5.
6.2 Deoxidation and chemical composition
6.2.1 The method of deoxidation and the chemical
analysis of ladle samples is to comply with the
requirements of Table 6.2.1.
Table 6.2.1 : Deoxidation and chemical composition
Grade of
steel
Deoxidation Chemical composition per cent
C and C -
Mn steel C max. Si Mn P
max. S max. Al Residual
elements
360 AR
410 AR
460 AR Any method
except
rimmed steel 0.18
0.21
0.23 0.50 max.
0.50 max.
0.50 max. 0.40-1.30
0.40-1.30
0.80-1.50 0.040
0.040
0.040 0.04
0.040
0.040 -
-
- Cr 0.25
max.
Cu 0.30
max.
Mo 0.10
max.
Ni 0.30
max.
Total 0.70
max. 360
490 Any method
except
rimmed steel
Killed 0.17
0.20
0.201
0.201 0.35 max.
0.35 max.
0.40 max.
0.10-0.50 0.40-1.20
0.50-1.30
0.80-1.40
0.90-1.60 0.035
0.035
0.035
0.035 0.035
0.035
0.035
0.035 -
-
-
360 FG
410 FG
460 FG
490 FG Killed fine
grained 0.17
0.20
0.201
0.201 0.35 max.
0.35 max.
0.40 max.
0.10-0.50 0.40-1.20
0.50-1.30
0.80-1.50
0.90-1.60 0.035
0.035
0.035
0.035 0.035
0.035
0.035
0.035 See note 2
See note 2
See note 2
See note 2
Alloy steels Deoxi -
dation C Si Mn P
max. S
max. Al Cr Mo Residual
elements
1 Cr 1/2 Mo
Killed 0.10-
0.18 0.15-
0.35 0.4-0.8 0.035 0.035 See
note 3 0.70-
1.30 0.40-
0.60 Cu 0.30
max. Ni
0.30 max. 2 1/4 Cr 1
Mo 480 0.08-
0.18 0.15-
0.50 0.4-0.8 0.035 0.035 See
note 3 2.00-
2.50 0.90-
1.10
Notes:
1 For thickness greater than 30 [mm], carbon 0.22 percent max.
2 Aluminium (acid soluble) 0.015 per cent min, or Aluminium (total) 0.018 percent min. Niobium, Vanadium or
other suitable grain refining elements may be used either in place of or in addition to aluminium.
3 Aluminium (acid soluble or total) 0.020 percent max.
6.3 Heat treatment, condition of supply
6.3.1 All materials are to be supplied in a condition
complying with the requirements of Table 6.3.1. However, when agreed, material intended for hot
forming may be supplied in the as rolled condition.
Table 6.3.1 : Heat treatment
Grade of steel Condition of supply
Carbon and carbon - manganese 360 AR to 460
AR As rolled, maximum thickness or diameter is 40 [mm]
Carbon and carbon - manganese 360 to 490 Normalized or controlled rolled
Carbon and carbon - manganese 360 FG to 490 FG Normalized or controlled rolled
1Cr 1/2 Mo 470 Normalized and tempered
2 1/4 Cr 1 Mo 480 Normalized and tempered
6.4 Mechanical tests
6.4.1 For plates a tensile test specimen is to be taken
from one end of each piece when the weight does not
exceed 5 tonnes and the length does not exceed 15
[m]. When either of these limits is exceeded, tensile
test specimens are to be t aken from both ends of each
piece. A piece is to be regarded as the rolled product
from a single slab or a single ingot, if this is rolled
directly into plates.
6.4.2 For strips, tensile test specimens are to be taken
from both ends of each coil.
6.4.3 S ections and bars are to be presented for
acceptance tests in batches containing not more than
50 lengths, as supplied. The material in each batch is
to be of the same section size, from the same cast and
in the same condition of supply. One tensile test
specimen is to be taken from material representative
of each batch, except that additional tests are to be
taken when the weight of a batch exceeds 10 tonnes. 6.4.4 Where plates are required for hot forming and it
has been agreed that the heat treatment will be
carried out by the fabricator, the tests at the steel
works are to be made on material which has been cut
from the plates and given a normalizing or
norm alizing and tempering heat treatment in a
manner simulating the treatment which will be
applied to the plates.
6.4.5 If required by the Surveyors or by the fabricator
test material may be given a simulated stress
relieving heat treatment prior to the prep aration of
the test specimens. This has to be stated on the order
together with agreed details of the simulated heat
treatment and the mechanical properties which can be
accepted.
6.4.6 The results of the tensile tests are to comply
with the appropriate r equirements given in Table
6.4.1, Table 6.4.2 and Table 6.4.3.
Table 6.4.1 : Mechanical properties for acceptance purposes :
carbon and carbon -manganese steels - as rolled
Grade of steel Thick -ness [mm] Yield stress
[N/mm2] min. Tensile strength
[N/mm2] Elonga -tion on
5.65So % min.
360 AR 40 190 360-480 24
410 AR 40 215 410-530 22
460 AR 40 240 460-580 21
Table 6.4.2 : Mechanical properties for acceptance purposes : carbon and carbon -manganese steels -
normalized or controlled rolled
Grade of steel Thickness [mm]
(see Note) Yield stress
[N/mm2] min. Tensile strength
[N/mm2] Elongation on
5.65So % min.
360 > 3 16
> 16 40
> 40 63 205
185 360 - 480 26
410 > 3 16
> 16 40
> 40 63 235
215 410 - 530 24
460 > 3 16
> 16 40
> 40 63 285
245 460 - 580 22
490 > 3 16
> 16 40
> 40 63 305
265 490 - 610 21
360 FG > 3 16
> 16 40
> 40 63 235
195 360 - 480 26
410 FG > 3 16
> 16 40
> 40 63 265
235 410 - 530 24
460 FG > 3 16
> 16 40
> 40 63 295
275 460 - 580 22
490 FG > 3 16
> 16 40
> 40 63 315
305 490 - 610 21
Note:
For thicknesses greater than 63 [mm], the minimum values for yield stress may be reduced by 1 per cent for each 5
[mm] increment in thickness over 63 [mm]. The minimum elongation values may also be reduced one unit, e.g. 20
percent reduced to 19 percent for all thicknesses over 63 [mm]. For thicknesses over 100 [mm], the above values a re
to be agreed.
Table 6.4.3 : Mechanical properties for acceptance purposes :
alloy steels -normalized and tempered
Grade of steel Thickness [mm]
(see Note) Yield stress
[N/mm2] min. Tensile strength
[N/mm2] Elongation on
5.65So % min.
1 CR 1/2 Mo 470 > 3 16
> 16 40
> 40 63 305
305 470 - 620 20
2 1/4 Cr 1 Mo 480 > 3 16
> 16 40
> 40 63 275
265 480 - 630 18
Table 6.4.3 (Contd.)
Note:
For thicknesses greater than 63 [mm], the minimum values for yield stress may be reduced by 1 per cent for
each 5 [mm] increment in thickness over 63 [mm]. The minimum elongation values may also be reduced one
unit, e.g. 20 percent reduced to 19 percent for all thicknesses over 63 [mm]. For thicknesses over 100 [mm],
the above values are to be agreed.
6.5 Mechanical properties for design purposes at
elevated temperatures
6.5.1 Nominal values for the minimum lower yield or
0.2 per cent proof stress at temperatures of 50°C and
higher are given in the following tables :
Table 6.5.1 Carbon and carbon manganese
steels - As rolled (applicable only
when the design temperature d oes
not exceed 350°C).
Table 6.5.2 Carbon and carbon -manganese
steels normalized or controlled
rolled. Table 6.5.3 Alloy steels. Normalized and
tempered.
6.5.2 These values are intended for design purposes
only and verification is not required except f or
materials complying with National or proprietary
specifications where the elevated temperature
properties used for design purposes are higher than
those given in Table 6.5.1 to Table 6.5.3. The extent
of testing in such cases would have to be specially
agreed by Designated Authority/Classification
Society.
6.5.3 Values for the estimated average stress to
rupture in 100,000 hours are given in Table 6.5.4 and
may be used for design purposes.
Table 6.5.1 : Mechanical properties for design purposes - Carbon and carbon -
manganese steels - as rolled
Grade
of steel Thickness
[mm] Design temperature C (See Note)
50 10 150 200 250 300 350
Nominal minimum lower yield or 0.2 percent proof stress [N/mm2]
360 AR
410 AR
460 AR 40 154
218 153
213 152
210 145
203 128
182 108
161 102
Note : Maximum permissible design temperature is 350 C
Table 6.5.2 : Mechanical properties for design purposes - carbon and carbon - manganese steels - normalized or
controlled rolled
Grade of
steel Thickness
[mm] (see
Note) Design temperature C
50 100 150 200 250 300 350 400 450
Nominal minimum lower yield or 0.2 percent proof stress [N/mm2]
360 > 3 16
> 16 40
> 40 63 183
166 175
162 172
158 168
152 150
141 128
124 117
117 115
115 113
410 > 3 16
> 16 40
> 40 63 220
196 211
192 208
188 201
181 180
168 150
150 142
142 138
138 136
460 > 3 16
> 16 40
> 40 63 260
227 248
222 243
218 235
210 210
194 176
176 168
168 162
162 158
490 > 3 16
> 16 40
> 40 63 280
245 270
240 264
236 255
227 228
210 192
192 183
183 177
177 172
360 FG > 3 16
> 16 40
> 40 63 214
183 204
179 185
172 165
159 145
145 127
127 116
116 110
110 106
410 FG > 3 16
> 16 40
> 40 63 248
222 235
215 216
204 194
188 171
171 152
152 141
141 134
134 130
460 FG > 3 16
> 16 40
> 40 63 276
262 262
251 247
236 223
217 198
198 177
177 167
167 158
158 153
490 FG > 3 16
> 16 40
> 40 63 297
286 284
272 265
256 240
234 213
213 192
192 182
182 173
173 168
Note : For thicknesses greater than 63 [mm], the values for lower yield or 0.2 percent stress are to be reduced by 1 percent for
each 5 [mm] increment in thickness upto 100 [mm]. For thicknesses over 100 [mm], the values are to be agreed and verified by
test.
Table 6.5.3 : Mechanical properties for design purposes : alloy steels -normalized tempered
Grade of steel Thickness
[mm] (see
Note) Design temperature C
50 100 200 300 350 400 450 500 550 600
Nominal minimum lower yield or 0.2 percent proof stress [N/mm2]
1 Cr 1/2 Mo 470 3 63 284 270 248 216 203 199 194 188 181 174
2 1/4 Cr 1 Mo 480 3 63 255 249 233 219 212 207 194 180 160 137
Note : For thicknesses greater than 63 [mm], the values for lower yield or 0.2 percent stress are to be reduced by 1 percent for
each 5 [mm] increment in thickness upto 100 [mm]. For thicknesses over 100 [mm], the values are to be agreed and verified by
test.
Table 6.5.4 : Mechanical properties for design purposes : estimated average values for stress to rupture
in 100,000 hours [N/mm2]
Temp. C Grades of steel
Carbon and carbon -manganese Alloy Steels
360 FG
410 FG
460 FG 360
460 490
490 FG
510 FG 1 Cr 1/2 Mo 470 2 1/4 Cr 1 Mo 480
380 171 219 227 - -
390 155 196 203 - -
400 141 173 179 - -
410 127 151 157 - -
420 114 129 136 - -
430 102 109 117 - -
440 90 92 100 - -
450 78 78 85 - 221
460 67 67 73 - 204
470 57 57 63 - 186
480 47 48 55 210 170
490 36 - 47 177 153
500 - - - 146 137
510 - - - 121 122
520 - - - 99 107
530 - - - 81 93
540 - - - 67 79
550 - - - 54 69
560 - - - 43 59
570 - - - 35 51
580 - - - - 44
Section 7
Steels for Machinery Structures
7.1 General
7.1.1 Steel plates, strips, sections or bars intended for
use in the construction of welded machinery
structures are to comply with one of the following
alternatives: a) Any grade of normal strength structural steel or
high strength structural steel as detailed in Sec. 2
and 3.
b) Any grad e of carbon or carbon -manganese steel
as detailed in Sec. 6 except that for this
application batch testing is acceptable and the
same is to be carried out in accordance with the
requirements of Sec. 2.
Section 8
Plates with Sp ecified minimum through Thickness Properties
(‘Z’ quality)
8.1 General
8.1.1 Following requirements are for special quality
plate material with improved ductility in the through
thickness or "Z direction. 8.1.2 The use of this material known as ‘Z’ quality
steel, is recommended when plate material, intended
for welded construction, will be subject to significant
strain in a direction perpendicular to the rolled
surfaces. These strains are usually associated with
thermal contract ion and restraint during welding,
particularly for full penetration "T" - butt welds but
may also be associated with loads applied in service
or during construction. Where these strains are of
sufficient magnitude, lamellar tearing may occur.
Two ‘Z’ qualit y steels are specified; Z25 for normal
ship applications and ‘Z35’ for more severe
applications.
Through thickness properties are characterized by
specified values for reduction of area in a through
thickness tensile test.
8.1.3 This special quality material is to comply with
the requirements of Sec. 2, 3, 4, 5, 6 and 7 as
appropriate and the following additional
requirements. 8.2 Manufacture
8.2.1 All plates are to be manufactured at works
which have been approved by Desi gnated
Authority/Classification Society for this quality of
material. Also refer Chapter 1, Section 1, Cl. 1.3.2.
8.2.2 The sulphur content is not to exceed 0.008 per
cent, as determined by ladle analysis. It is
recommended that the steel should be efficie ntly
vacuum de -gassed.
8.3 Test material
8.3.1 Unless otherwise agreed, through thickness
tensile tests are only required for plate materials
where the thickness exceeds 15 [mm]. A test sample
large enough to provide six test specimens are to be
cut from the centre of one end of each rolled piece
representing the batch. (See Fig.8.3.1). Where
appropriate the end selected should be representative
of the top end of an ingot or the start of a concast
strand. Generally three through thickness tensile test
specimens are to be prepared while the rest of the
sample remains for possible retests.
8.3.2 The batch size is to be determined depending
on the product and sulphur content as given in Table
8.3.2.
Fig.8.3.1 : Plate and wide flat sampling position
Table 8.3.2 : Batch size dependent on product and sulphur content
Product S > 0.005% S 0.005%
Plates Each piece (parent plate) Maximum 50t of products of the
same cast, thickness and heat
treatment
Wide flats of nominal thickness
25 mm Maximum 10t of products of the
same cast, thickness and heat
treatment Maximum 50t of products of the
same cast, thickness and heat
treatment
Wide flats of nominal thickness >
25 mm Maximum 20t of products of the
same cast, thickness and heat
treatment Maximum 50t of products of the
same cast, thickness and heat
treatment
8.4 Dimensions of through thickness tensile test
specimens 8.4.1 At the option of the steel maker test specimens
(Fig.8.4.1a) or test specimens with welded extensions
(Fig.8.4.1b) may be used. For both types of test
specimens, the diameter of the parallel portion is not
to be less than 6 [mm] when plate thickness is less
than or equal to 25 [mm] and 10 [mm] when the pl ate
thickness is greater than 25 [mm].
Alternatively, round test specimens, including those
with welded extensions, may be prepared in
accordance with a recognized standard. 8.4.2 The tolerances on specimen dimensions are to
be in accordance with ISO 6892 -98 or other
recognised standards as appropriate.
8.5 Mechanical tests
8.5.1 The acceptable minimum average value for the
reduction of area of the three tensile test specimens
taken in the through thickness direction are given in
Table 8.5.1. Only one individual value may be below
the minimum average, but not less than the minimum
individual value for the appropriate grade.
Table 8.5.1 : Reduction o f area acceptance
values
Grade Z25 Z35
Minimum average 25% 35%
Minimum individual 15% 25%
8.5.2 A value less than minimum individual value
will require rejection of the piece. However, in case
of batch testing each remaining piece in the batch
may be individually tested.
8.5.3 Depending on the test results, retest may be
permitted in the cases shown in Fig.8.5.3. In these
instances, three more tensile tests are to be taken
from the remaining test sample. The average of all 6
tensile tests is to be grea ter than the required
minimum average with not more than two results
below the minimum average.
In case of failure after retest, either the batch
represented by the piece is rejected or each piece
within batch may be retested.
Fig.8.5.3 : Diagram showing acceptance / rejection and retest criteria
8.6 Non -destructive examination
8.6.1 All special ‘Z’ quality plates are to be
ultrasonically tested in the final supply condition, with a probe of frequency 4 MHz. The ultrasonic
testing is to be carried out in accordance with either
EN 10160:1999 Level S1/E1 or ASTM A578:2017
Level C.
Section 9
Austenitic and Duplex Stainless Steels
9.1 Scope
9.1.1 This section gives the requirements for rolled
products in austenitic and duplex (austenite plus
ferrite) stainless steels intended for use in the
construction of cargo tanks, storage tanks and
process pressure vessels for chemicals and liquefied
gases.
9.1.2 Austenitic stainless steels are suitable for
applications where the lowest design temperature is
not lower than –165C.
9.1.3 Austenitic stainless steels are also suitable for
service at elevated temperatures and for such
applications the proposed specification should
contain, in addition to the requirements of 9.1.6,
minimum values for 0.2 and 1.0 per cent proof
stresses at the design temperature.
9.1.4 Duplex stainless steels are suitable for
applications where the lowest design temperature is
above 0C. Any requirement to use duplex stainless steels below 0 C will be subject to special
consideration.
9.1.5 Duplex stainless steels are also suitable for
service at temperatures upto 300 C and for such
applications the proposed specification should
include, in addition to the requirements of 9.1.6, a
minimum value for 0.2 per cent proof stress at the
design temperature.
9.1.6 A specification giving details of the chemical
composition, heat treatment and mechanical
properties, including for the austenit ic grades, both
the 0.2 and 1.0 percent proof stresses, is to be
submitted for consideration and approval.
9.2 Chemical composition
9.2.1 The chemical composition of ladle samples is
to comply with the requirements given in Table 9.2.1. 9.3 Heat treatment
9.3.1 All materials are to be supplied in the solution
treated condition.
Table 9.2.1 : Chemical composition
Type and grade
of steel Chemical composition % (see Note)
C max Si
max Mn
max P max S max Cr Ni Mo N Other
Austenitic
304L
304LN
316L
316LN
317L
317LN
0.03
“
“
“
“
“
0.06
0.06
}
}
}
1.0
}
}
}
}
}
}
}
2.0
}
}
}
}
}
}
}
0.045
}
}
}
}
}
}
}
0.03
}
}
}
}
17.0-20.0
17.0-20.0
16.0-18.5
16.0-18.5
18.0-20.0
18.0-20.0
17.0-19.0
17.0-19.0
8.0-13.0
3.0-12.0
10.0-15.0
10.0-14.5
11.0-15.0
12.5-15.0
9.0-12.0
9.0-13.0
-
-
2.0-3.0
2.0-3.0
3.0-4.0
3.0-4.0
-
-
0.10
0.10-0.22
0.10
0.10-0.22
0.10
0.10-0.22
0.10
0.10
-
-
-
-
-
-
5xCTi0.7
10xCNb1.0
Duplex
UNS S31803
UNS S32750
0.03
0.03
1.0
0.80
2.0
1.2
0.03
0.035
0.02
0.02
21.0-23.0
24.0-26.0
4.5-6.5
6.0-8.0
2.5-3.5
3.0-5.0
0.08-0.20
0.24-0.32
-
Cu 0.50 max.
9.4 Mechanical tests
9.4.1 Tensile test specimens are to be taken in
accordance with the appropriate requirements of 5.4
and 6.4.1.
9.4.2 For the duplex grades, one set of three Charpy
V-notch impact test specimens machined in the
longitudinal direction from each tensile test piece is
to be tested at –20C. The average energy value of
the three specimens is to be not less than 41 Joules.
For austenitic grades of steel, impact tests are only
required for design temp. below –105C. In such
cases, impact tests carried out at a temperature of –
196C on a set of three charpy V -notch specimens
are to comply with the following:
a) Plates : Transverse test pieces; minimum
average energy value 27 Joules.
b) Strips, sections and bars : Longitudinal test
pieces, minimum average energy value 41
Joules. 9.4.3 Where standard subsidiary Charpy V -notch test
specimens are necessary, see Chapter 2, Sec.3.1.2.
9.4.4 The results of all tensile tests are to comply
with the requirements of Table 9.4.1 or the approved
specification.
9.5 Through thickness tests
9.5.1 Where material will be strained in a through
thickness direction during welding or in service,
through thickness tests are required on plates over 10
[mm] thick in all the grades of steels listed in Table
9.2.1, apart from Grades 304L, 304LN, 321 and 347.
9.5.2 Testing is to conform with the requirements of
Section 8, with the exception given in 9.5.3.
9.5.3 When the reduction in area is less than 35 per
cent, metallographic or other evidence is required to
show that no significant amount of any detrimental
phase, such as sigma, is present.
Table 9.4.1 : Mechanical properties for acceptance purposes
Type and grade of
steel 0.2% proof stress
[N/mm2] minimum 1% proof stress
[N/mm2] minimum Tensile strength
[N.mm2] minimum Elongation on 5.65
So
% minimum
Austenitic
304L
304LN
316L
316LN
317L
317LN
347 205
205 245
245 515
515 40
Duplex
UNS S 31803
UNS S 32750
-
-
9.6 Intergranular corrosion tests
9.6.1 For certain specific applications such as storage
tanks for chemicals, it may be necessary to
demonstrate that the material used is not susceptible
to intergranular corrosion resulting from grain
boundary precipitation of chromium -rich carbides.
9.6.2 When required, one test of this type is to be
carried out for each tensile test. The testing is to be
carried out in accordance with ASTM A262, practice
E, copper -copper sulphate -sulphuric acid or another
recognized standard. The bent spe cimen is to be free
from cracks indicating the presence of intergranular
attack. The material for the test is to be taken
adjacent to that for the tensile test.
9.7 Dimensional tolerances
9.7.1 The minimum tolerance on thickness is to be as
given in Table 1.4.1.
9.8 Clad plates
9.8.1 Carbon or carbon -manganese steel plates, clad
on one or both surfaces with a suitable grade of
austenitic or duplex stainless steel, may be used for
the construction of cargo or storage tanks for
chemicals. 9.8.2 The carbon or carbon -manganese steel base
plates are to comply with the requirements of Section
6 and the austenitic or duplex cladding material
generally with the requirements of this section.
9.8.3 The process of manufacture is to be specially
approved and may be eith er by roll cladding or by
explosive bonding.
9.8.4 Where the use of clad materials is proposed, the
material specification is to be submitted for
consideration, together with details of the extent and
the acceptance standards for non -destructive
examinatio n.
9.9 Identification of materials
9.9.1 The particulars detailed in 1.12 are to be
marked on all materials which have been accepted.
9.10 Certification of materials
9.10.1 Each test certified or shipping statement is to
give the information detailed in 1. 13, together with
general details of heat treatment and where
applicable, the results obtained from intercrystalline
corrosion tests. The chemical composition is to
include the content of all the elements detailed in
Table 9.2.1.
Chapter 4
Steel Castings
Contents
Section
1 General Requirements
2 Hull and Machinery Steel Castings for General Applications
3 Ferritic Steel Castings for Low Temperature Services
4 Steel Castings for Propellers
5 Austenitic Stainless Steel Castings
6 Castings for other applications
Section 1
General Requirements
1.1 Scope
1.1.1 All important steel castings, as defined in the
relevant construction rules are to be manufactured
and tested in accordance with the requirements of
this Chapter.
1.1.2 Where required by the relevant requirements
dealing with design and construction, castings are to
be manufactured and tested in accordance with Ch.1
and Ch.2, together with the general requirements
given in this Section and the appropriate specific
requirements given in Sec.2 to 5.
1.1.3 As an alternative to 1.1.3, castings which
comply with national or proprietary specifications
may be accepted provided that these specifications
give reasonable equivalence to the requirements of
this chapter or alternatively are approved for a
specific application. Generally, survey and
certification are to be carried out in accordance with
the requirements of Ch.1.
1.2 Manufacture
1.2.1 Castings are to be made by manufacturer
approved by Designated Authority/Cla ssification
Society. Also refer Chapter 1, Section 1, Cl. 1.3.2.
1.2.2 The steel is to be manufactured by a process
approved by Designated Authority/Classification
Society.
1.2.3 All flame cutting, scarfing or arc -air gouging to
remove surplus metal is to be undertaken in
accordance with recognized good practice and is to
be carried out before the final heat -treatment.
Preheating is to be employed when necessitated by
the chemical composition and/or thickness of the
castings. If necessary, the affected area s are to be
either machined or ground smooth.
1.2.4 For certain components including steel castings
subjected to surface hardening process, the proposed
method of manufacture may require special approval
by Designated Authority/Classification Society.
1.2.5 When two or more castings are joined by
welding to form a composite the proposed welding
procedure is to be submitted for approval. Welding
procedure qualification tests may be required.
1.3 Quality of castings
1.3.1 All castings are to be free from surf ace or
internal defects which would be prejudicial to their
proper application in service. The surface finish is to
be in accordance with good practice and any specific
requirements of the approved plan.
1.3.2 The surfaces are not to be treated in any way
which may obscure defects.
1.4 Chemical composition 1.4.1 All castings are to be made from killed steel
and the chemical composition is to be appropriate for
the type of steel and the mechanical properties
specified for the castings. The chemical compositi on
of each heat is to be determined by the manufacturer
on a sample taken preferably during the pouring to
the heat. When multiple heats are tapped into a
common ladle, the ladle analysis shall apply.
1.5 Inspection
1.5.1 All castings are to be cleaned and adequately
prepared for examination; suitable methods include
pickling, caustic cleaning, wire brushing, local
grinding, shot or sand blasting. The surfaces are not
to be hammered, peened or treated in any way which
may obscure defects.
1.5.2 Before accep tance all castings are to be
presented to the Surveyors for visual examination.
Where applicable, this is to include the examination
of internal surfaces. Unless otherwise agreed, the
verification of dimensions is the responsibility of the
manufacturer.
1.5.3 When required by the relevant construction
Rules, or by the approved procedure for welded
composite components appropriate non -destructive
testing is also to be carried out before acceptance and
the results are to be reported by the manufacturer.
1.5.4 When required by the relevant construction
Rules castings are to be pressure tested before final
acceptance. These tests are to be carried out in the
presence of the Surveyors and are to be to their
satisfaction.
1.5.5 In the event of any casting proving defective
during subsequent machining or testing, it is to be
rejected notwithstanding any previous certification.
1.6 Hydraulic pressure testing
1.6.1 When required by the relevant construction
Rules, castings are to be pressure tested before final
accept ance. These tests are to be carried out in the
presence of the Surveyors and are to be to their
satisfaction.
1.7 Rectification of defective castings
1.7.1 General
i) Steel casting defects are to be removed with or
without weld repair before considering suitable for
use subject to approval of Designated
Authority/Classification Society.
ii) Where the defective area is to be repaired by
welding, the excavations are to be suitably shaped to
allow good access for welding. The resulting grooves
are to be subs equently ground smooth and complete
elimination of the defective material is to be verified
by MT or PT.
iii) Shallow grooves or depressions resulting from the
removal of defects may be accepted provided that
they will cause no appreciable reduction in the
strength of the casting. The resulting groves or
depressions are to be subsequently ground smooth
and complete elimination of the defective material is
to be verified by MT or PT. Small surface
irregularities sealed by welding are to be treated as
weld re pairs.
iv) The manufacturer is to maintain full records
detailing the extent and location of repairs made to
each casting and details of weld procedures and heat
treatments applied for repairs. These records are to be
available to the Surveyor and copies p rovided on
request.
1.7.2 Weld repairs
When it has been agreed that a casting can be
repaired by welding the following requirements
apply:
i) Before welding is started, full details of the extent
and location of the repair, the proposed welding
procedure, heat treatment and subsequent inspection
procedures are to be submitted for approval:
ii) All castings in alloy steels and all castings for
crankshafts are to be suitably pre -heated prior to
welding. Castings in carbon or carbon -manganese
steel may also re quire to be pre -heated depending on
their chemical composition and the dimensions and
position of the weld repairs.
iii) Welding s to be done under cover in positions
free from draughts and adverse weather conditions by
qualified welders with adequate supe rvision. As far
as possible, all welding is to be carried out in the
downhand (flat) position.
iv) The welding consumables used are to be of an
appropriate composition, giving a weld deposit with
mechanical properties similar and in no way inferior
to thos e of the parent castings. Welding procedure
tests are to be carried out by the manufacturer to
demonstrate that satisfactory mechanical properties
can be obtained after heat treatment as detailed in
Sec.2.
v) After welding has been completed the castings a re
to be given either a suitable heat treatment in
accordance with the requirements of Sec.2 or a stress
relieving heat treatment at a temperature of not less
than 550C. The type of heat treatment employed
will be dependent on the chemical composition of the
casting and he dimensions, positions and nature of
the repairs.
vi) Subject to the prior agreement of Designated
Authority/Classification Society special
consideration may be given to the omission of
postweld heat treatment or to the acceptance of loca l
stress relieving heat treatment where the repaired area is small and machining of the casting has
reached an advanced stage.
vii) On completion of heat treatment the weld repairs
and adjacent material are to be ground smooth and
examined by magnetic part icle or liquid penetrant
testing. Supplementary examination by ultrasonics or
radiography may also be repaired depending on the
dimensions and nature of the original defect.
Satisfactory results are to be obtained from all forms
of non -destructive testing used.
1.8 Identification of castings
1.8.1 The manufacturer is to adopt a system of
identification which will enable all finished castings
to be traced to the original cast and Surveyors are to
be given full facilities for so tracing the castings
when requ ired.
1.8.2 Before acceptance, all castings which have
been tested and inspected with satisfactory results are
to be clearly marked by the manufacturer with the
following particulars:
i) Steel quality.
ii) Identification number, cast number or other
markin g which will enable the full history of the
casting to be traced.
iii) Manufacturer’s name or trade mark.
iv) The Designated Authority/Classification Society
brand name.
v) Abbreviated name of the Designated
Authority/Classification Society local office.
vi) Personal stamp of Surveyors responsible for
inspection.
vii) Where applicable, test pressure.
1.8.3 When small castings are manufactured in large
numbers, modified arrangements for identification
may be specially agreed with Designated
Authority/Classif ication Society.
1.9 Certification
1.9.1 The manufacturer is to provide the Surveyor
with a test certificate or shipping statement giving the
following particulars for each casting or batch of
castings which has been accepted: -
a) Purchaser's name and orde r number;
b) Description of castings and steel quality;
c) Identification number;
d) Steel making process, cast number and chemical
analysis of ladle samples;
e) Results of mechanical testing;
f) General details of heat treatment;
g) Where applicable, test pressure.
Section 2
Hull and Machinery Steel Castings for General Applications
2.1 Scope
2.1.1 The requirements given in this section are
applicable to steel castings intended for hull and
machinery applications such as stern frames, rudder
frames, crankshafts, turbine casings, bedplates, etc.
2.1.2 These requirements are applicable only to steel
castings where the design and acceptance tests are
related to mechanical properties at ambient
temperature . For other applications, additional
requirements may be necessary, especially when the
castings are intended for service at low or elevated
temperatures.
2.1.3 Where the use of alloy steel castings is proposed full details of the chemical composition,
heat treatment, mechanical properties, testing
inspection and rectification are to be submitted for
approval of Designated Authority/Classification
Society.
2.2 Chemical composition
2.2.1 For carbon and carbon -manganese steel
castings the chemical compositio n is to comply with
the overall limits given in Table 2.2.1 or where
applicable, the requirements of the approved
specification.
2.2.2 Unless otherwise required, suitable grain
refining elements such as aluminium may be used at
the discretion of the manufa cturer. The content of
such elements is to be reported.
Table 2.2.1 : Chemical composition limits for hull and machinery steel castings (%)
Steel
type Applications C
(max.) Si
(max.) Mn S
(max.) P
(max.) Residual elements (max.) Total
residuals
(max.) Cu Cr Ni Mo
C,
C-Mn Castings for
non-welded
construction
0.40 0.60 0.50 –
1.60 0.040 0.040 0.30 0.30 0.40 0,15 0.80
Castings for
welded
construction 0.23 0.60 1.60
max. 0.040 0.040 0.30 0.30 0.40 0.15 0.80
2.3 Heat treatment
2.3.1 Castings are to be supplied in one of the
following conditions:
Fully annealed
Normalised
Normalised and tempered
Quenched and tempered
The tempering temperature is not less than 550 C.
2.3.2 Castings or co mponent such as crankshafts and
engine bedplates, where dimensional stability and
freedom from internal stresses are important are to be
given a stress relief heat treatment. This is to be
carried out at a temperature of not less than 550 C
followed by fur nace cooling to 300 C or lower.
2.3.3 Heat treatment is to be carried out in properly
constructed furnaces which are efficiently maintained
and have adequate means for control and recording
of temperature. The furnace dimensions are to be
such as to allow the whole casting to be uniforml y
heated to the necessary temperature. In the case of
very large castings alternative methods for heat
treatment will be specially considered by Designated Authority/Classification Society. Sufficient
thermocouples are to be connected to the furnace
charge to measure and record that its temperature is
adequately uniform unless the temperature
uniformity of the furnace is verified at regular
intervals.
2.3.4 If a casting is locally reheated or any
straightening operation is performed after the final
heat tre atment, a subsequent stress relieving heat
treatment may be required in order to avoid the
possibility of harmful residual stresses.
2.3.5 The manufacturer’s works is to maintain
records of heat treatment identifying the furnace
used, furnace charge, date, temperature and time at
temperature. The records are to be presented to the
Surveyor on request.
2.4 Mechanical tests
2.4.1 Test material, sufficient for the required tests
and for possible retest purposes is to be provided for
each casting or batch of ca stings.
2.4.2 At least one test sample is to be provided for
each casting. Unless otherwise agreed these test
samples are to be either integrally cast or gated to the
castings and are to have a thickness of not less than
30 [mm].
2.4.3 Where the casting is of complex design or
where the finished mass exceeds 10 tonnes, two test
samples are to be provided. Where large castings are
made from two or more casts, which are not mixed in
a ladle prior to pouring, two or more test samples are
to be provided corresp onding, the number of the casts
involved. These are to be integrally cast at locations
as widely separated as possible.
2.4.4 For castings where the method of manufacture
has been specially approved by Designated
Authority/Classification Society in accorda nce with
1.2.4, the number and position of test samples is to be
agreed with Designated Authority/Classification
Society having regard to the method of manufacture
employed.
2.4.5 As an alternative to 2.4.2, where a number of
small castings of about the sa me size, each of which
is under 1000 [kg] in mass are made from one cast
and heat treated in the same furnace charge, a batch
testing procedure may be adopted using separately
cast test samples of suitable dimensions. At least one
test sample is to be prov ided for each batch of
castings.
2.4.6 The test samples are not to be detached from
the casting until the specified heat treatment has been
completed and they have been properly identified.
2.4.7 One tensile test specimen is to be taken from
each test samp le.
2.4.8 The preparation of test specimens and the
procedures used for mechanical testing are to comply
with the relevant requirements of Ch.2. Unless
otherwise agreed all tests are to be carried out in the
presence of the Surveyors.
2.5 Mechanical prope rties
2.5.1 Table 2.5.1 gives the minimum requirements
for yield stress, elongation and reduction of area
corresponding to different strength levels. Where it is
proposed to use a steel with a specified minimum
tensile strength intermediate to those given,
corresponding minimum values for the other
properties may be obtained by interpolation.
2.5.2 Castings may be supplied to any specified
minimum tensile strength selected within the general
limits detailed in Table 2.5.1 but subject to any additional requi rements of the relevant construction
rules.
2.5.3 The mechanical properties are to comply with
the requirements of Table 2.5.1, appropriate to the
specified minimum tensile strength or, where
applicable, the requirements of the approved
specification.
2.5.4 Where the result of a tensile test does not
comply with the requirements, two additional tests
may be taken. If satisfactory results are obtained
from both of these additional tests the casting or
batch of castings is acceptable. If one or both retes ts
fail the castings or batch of castings is to be rejected.
2.5.5 The additional tests detailed in 2.5.4 are to be
taken, preferably from the same, but alternatively
from another, test sample representative of the
casting or batch of castings.
2.5.6 At th e option of the manufacturer, when a
casting or batch of castings has failed to meet the test
requirements, it may be reheat treated and re -
submitted for acceptance tests.
Table 2.5.1 : Mechanical properties for hull and
machinery steel castings
Specified
minimum
tensile
strength
(1)
[N/mm2] Yield
stress
[N/mm2]
min. Elongation
on 5.65
So (%)
min. Reduction
of area
(%) min.
400 200 25 40
440 220 22 30
480 240 20 27
520 260 18 25
560 300 15 20
600 320 13 20
Note:
(1) A tensile strength range of 150 [N/mm2] may
additionally be specified.
Section 3
Ferritic Steel Castings for Low Temperature Services
3.1 General
3.1.1 This Section gives the requirements for castings
in carbon -manganese and nickel alloy steels intended
for use in liquefied gas piping systems where the
design temperature is lower than 0 C and for other
applications where guaranteed impact properties at
low temperatures is required.
3.1.2 Other steel types may also be accepted upon
consideration in each case.
3.2 Chemical composition
3.2.1 The chemical composition of ladle samples is
to comply with the overall limits given in Table
3.2.1. The carbon -manganese steel is to be fine grain
treated.
Table 3.2.1 : Chemical composition of ferritic steel castings for low temperature service
Type of
steel Chemical composition %
C max. Si max. Mn S max. P max. Ni Residual
elements
max.
Carbon -
manganese 0.25 0.60 0.70-1.60 0.030 0.030 0.80 max.
0.25 0.60 0.50-0.80 0.025 0.030 2.00-3.00 Cr 0.25
Cu 0.30
Mo 0.15
V 0.03
Total 0.60 0.15 0.60 0.50-0.80 0.020 0.025 3.00-4.00
3.3 Heat treatment
3.3.1 Castings are to be supplied in one of the
following conditions :
a) normalized.
b) normalized and tempered.
c) quenched and tempered.
3.4 Mechanical tests
3.4.1 The mechanical properties of steel castings are
to comply with requirements given in Table 3.4.1. 3.4.2 The tensile test is to be carried out at ambient
temperature and the impact tests are to be carried out
at the temp erature specified in the table.
3.4.3 The average energy value from a set of three
charpy V -notch impact test specimens is not to be
lower than the required average value given in Table
3.4.1. One individual value may be less than the
required average valu e provided that it is not less
than 70 per cent of this average value.
3.5 Non -destructive testing
3.5.1 The non -destructive testing of castings is to be
carried out in accordance with the appropriate
requirements of 1.7 and additionally agreed between
the manufacturer, purchaser and Surveyor.
Table 3.4.1 : Mechanical properties for acceptance purposes : ferritic steel castings for low temperature service
Type of steel Grade Yield stress
[N/mm2] min. Tensile
strength
[N/mm2] Elongation on
5.65So%
min. Reduction of
area % min. Charpy V -notch impact
test
Test
temp.oC Average
energy J
min.
Carbon -
manganese 400
450 200
230 400 - 550
430 - 580
460 - 610 25
22 40
30 -60
(see Note) 27
490 275 490 - 640 20 35 -70 34
490 275 490 - 640 20 35 -95 34
Note : The temperature for carbon -maganese steels may be 5oC below the design temperature if the latter is above -55oC, with a
maximum test temperature of -20oC.
Section 4
Steel Castings for Propellers
4.1 Scope
4.1.1 These requirements are applicable to the
manufacture, inspection and repair procedures of cast
steel propellers, blades and bosses.
4.1.2 Where the use of alternative alloys is proposed,
particulars of chemical composition, mechanical properties and heat treatment are to be submitted for
approval.
4.1.3 These requirements may also be used for the
repair of propellers damaged in service , subject to
prior approval of Designated Authority/Classification
Society.
Ni241
Ni321
Ni241
Ni321
4.2 Foundry Approval
4.2.1 All propellers, blades and bosses are to be
manufactured by foundries approved in accordance
with Ch.1. Also refer Chapter 1, Section 1, Cl. 1.3.2.
The castings are to be manufactured and tested in
accordance with the requirements of this Section.
4.2.2 It is the manufacturer’s responsibility to assure
that effective quality, process and production controls
during manufacturing are adhered to within the
manufacturing specification. The manufacturing
specification is to be submitted to Designated
Authority/Classification Society at the time of initial
approval, and is to at least include the following
particulars:
a) description of the foundry facilities,
b) steel material specification,
c) runner and feeder arrangements,
d) manufacturing procedures,
e)non -destructive testing and repair procedures.
4.2.3 The scope of the approval test is to be agreed
with Designated Authority/Classification Society.
This is to include the presentation of cast test
coupons of the propeller materials in question for
approval testing in order to verify that the chemical
composition and the mechanical properties of these
materials comply with this section.
4.2.4 The foundry is to have an adequately equipped
laboratory, manned by experienced personnel, for the
testing of moulding materials chemical analyses,
mechanical testing, microstructural testing of
metallic materials and non -destructive testing. Where
testing activities are assigned to other companies or
other laboratory, additional information required by
Designated Authority/Classification Society is to be
included.
4.3 Quality of castings
4.3.1 Freedom from defects
4.3.1.1 All castings are to have a workmanlike finish
and are to be free from imperfections and defects
which would be prejudicial to their proper
application in service. Minor casting defects which
may still be visible after machining such as small
sand and slag inclusions, small cold shuts and scabs
are to be trimmed off by the manufacturer in
accordance with 4.11. 4.3.2 Removal of defects
4.3.2.1 Casting defects which may impair the service
performance of the castings, e.g. major non -metallic
inclusions, shrinkage cavities, blow holes and cracks,
are not p ermitted. They may be removed by one of
the methods described in 4.11 and repaired within the
limits and restrictions for the severity zones. Full
description and documentation must be available for
the surveyor.
Table 4.2.1 : T ypical chemical composition for steel propeller castings
Alloy type C max. (%) Mn max. (%) Cr (%) Mo1) max. (%) Ni (%)
Martensitic (12 Cr 1 Ni) 0.15 2.0 11.5 - 17.0 0.5 Max. 2.0
Martensitic (13 Cr 4 Ni) 0.06 2.0 11.5 - 17.0 1.0 3.5 - 5.0
Martensitic (16 Cr 5 Ni) 0.06 2.0 15.0 - 17.5 1.5 3.5 - 6.0
Austenitic (19 Cr 11 Ni) 0.12 1.6 16.0 - 21.0 4.0 8.0 - 13.0
Note 1) Minimum values are to be in accordance with recognised national or international standards
Table 4.2.2 : Mechanical properties for steel propeller castings
Alloy type Proof stress
Rp0.2 min.
[N/mm2] Tensile strength
Rm min.
[N/mm2] Elongation A 5
min. (%) Red. Of area
Z min. (%) Charpy
V-notch1) Energy
min. (J)
(12 Cr 1 Ni) 440 590 15 30 20
(13 Cr 4 Ni) 550 750 15 35 30
(16 Cr 5 Ni) 540 760 15 35 30
(19 Cr 11 Ni) 1802) 440 30 40 -
Notes:
1) Not required for general service and the lowest ice class notations. For other ice class notations, tests are to be
made -10oC.
2) R p1.0 value is 205 [N/mm2].
4.4 Dimensions, dimensional and geometri -cal
tolerances
4.4.1 The verification of dimensions, the dimensional
and geometrical tolerances is the responsibility of the
manufacturer. The report on the relevant
examinations is to be submitted to the Surveyor, who
may require checks to be made in his presence.
4.4.2 Static balancing is to be carried out on all
propellers in accordance with the approved
drawing. Dynamic balancing may be necessary for
propellers running above 500 rpm.
4.5 Chemical Compositio n
4.5.1 Typical cast steel propeller alloys are grouped
into four types depending on their chemical
composition as given in Table 4.2.1. Cast steel whose
chemical composition deviate from the typical values
of Table 4.2.1 must be specially approved by
Designated Authority/Classification Society.
4.5.2 The manufacturer is to maintain records of the
chemical analyses of the production casts, which are
to be made available to the Surveyor so that he can
satisfy himself that the chemical composition of each
casting is within the specified limits.
4.6 Heat treatment
4.6.1 Martensitic castings are to be austenitized and
tempered. Austenitic castings should be solution
treated.
4.7. Mechanical properties
4.7.1 The mechanical properties are to comply with
values given in Table 4.2.2. These values refer to the
test specimens machined from integrally cast test
coupons attached to the hub or on the blade. The
thickness of test coupon is to be in accordance with a
recognized standard.
4.7.2 Where possible, the test co upons attached on
blades are to be located in an area between 0.5 to
0.6R, where R is the radius of the propeller. 4.7.3 The test bars are not to be detached from the
casting until the final heat treatment has been carried
out. Removal is to be by non -thermal procedures.
4.7.4 Separately cast test bars may be used subject to
prior approval of Designated Authority/Classification
Society. The test bars are to be cast from the same
heat as the castings represented and heat treated with
the castings represented .
4.7.5 At least one set of mechanical tests is to be
made on material representing each casting in
accordance with Ch.2.
4.7.6 As an alternative to 4.7.5, where a number of
small propellers of about the same size, and less than
1[m] in diameter, are made from one cast and heat
treated in the same furnace charge, a batch testing
procedure may be adopted using separately cast test
samples of suitable dimensions. At least one set of
mechanical tests is to be provided for each multiple
of five castings in the batch.
4.8 Definition of skew, severity zones
4.8.1 In order to relate the degree of inspection to the
criticality of imperfections in propeller blades and to
help reduce the risk of failure by fatigue cracking
after repair, propeller blades are divided into three
severity zones designated
A, B and C. Definition of skew, and, severity zones
are given in Ch.8, 3.9.
4.9 Non -destructive examination
4.9.1 Qualification of personnel involved in NDT
4.9.1.1 Personnel involved in NDT are to be qualified
accordin g to the requirements of Designated
Authority/Classification Society.
4.9.2 Visual Testing
4.9.2.1 All finished castings are to be 100% visually
inspected by the manufacturer. Castings are to be free
from cracks, hot tears or other imperfections which,
due to their nature, degree or extent, will interfere
with the use of the castings. A general visual
examination is to be carried out by the Surveyor.
4.9.3 Liquid penetrant testing
4.9.3.1 Liquid penetrant testing procedure is to be
submitted to Designated A uthority/Classification
Society and is to be in accordance with ISO 3452 -
1:2013 or a recognized standard. The acceptance
criteria are specified in 4.10.
4.9.3.2 For all propellers, separately cast blades and
hubs, the surfaces covered by severity zones A, B
and C are to be liquid penetrant tested. Testing of
zone A is to be undertaken in the presence of the
Surveyor, whilst testing of zone B and C may be
witnessed by the Surveyor upon his request.
4.9.3.3 If repairs have been made either by grinding
or by w elding, the repaired areas are additionally to
be subjected to the liquid penetrant testing
independent of their location and/or severity zone.
Weld repairs are, independent of their location,
always to be assessed according to zone A.
4.9.4 Magnetic parti cle testing
4.9.4.1 Magnetic particle testing may be used in lieu
of liquid penetrant testing for examination of
martensitic stainless steels castings. Magnetic
particle testing procedure is to be submitted to
Designated Authority/Classification Society an d is to
be in accordance with ISO 9934 -1:2016 or a
recognized standard.
4.9.5 Radiographic and ultrasonic testing
4.9.5.1 When required by Designated
Authority/Classification Society or when deemed
necessary by the manufacturer, further non -
destructive te sting (e.g. radiographic and/or
ultrasonic testing) are to be carried out. The
acceptance criteria or applied quality levels are then
to be agreed between the manufacturer and
Designated Authority/Classification Society in
accordance with a recognized stan dard.
Note: due to the attenuating effect of ultrasound
within austenitic steel castings, ultrasonic testing may
not be practical in some cases, depending on the
shape/type/thickness, and grain -growth direction of
the casting.
4.10 Acceptance criteria for liquid penetrant
testing and magnetic particle testing 4.10.1 Definitions of liquid penetrant indications
4.10.1.1 Indication: In the liquid penetrant testing an
indication is the presence of detectable bleed -out of
the penetrant liquid from the material discontinuities
appearing at least 10 minutes after the developer has
been applied.
4.10.1.2 Relevant indication: only indicati ons which
have any dimension greater than 1.5mm shall be
considered relevant for the categorization of
indications.
4.10.1.3 Non-linear indication: an indication with a
largest dimension less than three times its smallest
dimension (i.e. l < 3 w).
4.10.1.4 Linear indication: an indication with a
largest dimension three or more times its smallest
dimension (i.e. l ≥ 3 w).
4.10.1.5 Aligned indications :
a) Non -linear indications form an alignment when
the distance between indications is less than 2
[mm] and at least three indications are aligned. An
alignment of indications is considered to be a
unique indication and its length is equal to the
overall length of the alignment.
b) Linear indications form an alignment when the
distance between two indications is s maller than
the length of the longest indication.
Illustration of liquid penetrant indications is given in
Fig. 4.10.1.
4.10.2 Acceptance standard
4.10.2.1 The surface to be inspected is to be divided
into reference areas of 100 [cm2]. Each reference area
may be square or rectangular with the major
dimension not exceeding 250 [mm]. The area is to be
taken in the most unfavourable location relative to
the indication being evaluated.
4.10.2.2 The relevant indications detected with
respect to their size and nu mber, are not to exceed the
values given in the Table 4.10.1. Areas which are
prepared for welding are independent of their
location always to be assessed according to zone A.
The same applies to the welded areas after being
finished machined and/or grinde d.
Fig.4.10.1 : Shape of indications
Table 4.10.1 : Allowable number and size of relevant indications in a reference area of 100 cm2, depending
on severity zones
Severity zone Max. total number
of indications Type of Indication Max. number for
each type1),2) Max. dimension of
indication [mm]
A 7 Non-linear 5 4
Linear 2 3
Aligned 2 3
B 14 Non-linear 10 6
Linear 4 6
Aligned 4 6
C 20 Non-linear 14 8
Linear 6 6
Aligned 6 6
Table 4.10.1 (Contd.)
Notes:
1) Single non -linear indications less than 2 [mm] in Zone A and less than 3 [mm] for the other zones are not
considered relevant.
2) The total number of non -linear indications may be increased to the maximum total number, or part thereof,
represented by the absence of linear or aligned indications.
4.11 Repair of defects
4.11.1 Defective castings are to be repaired in
accordance with the requirements given in 4.11.2 to
4.11.7 and, where applicable, the requirements of
4.12.
4.11.2 In general the repairs are to be carried out by
mechanical means, e.g. by grinding, chipping or
milling. The resulting grooves are to be blended into
the surrounding surface so as to avoid any sharp
contours. Complete eliminati on of the defective
material is to be verified by liquid penetrant testing,
or magnetic particle testing, if applicable.
4.11.3 Weld repairs are to be undertaken only when
they are considered to be necessary and have prior
approval of the Surveyor.
4.11.4 The excavations are to be suitably shaped to
allow good access for welding. The resulting grooves
are to be subsequently ground smooth and complete
elimination of the defective material is to be verified
by liquid penetrant testing. Welds having an area l ess
than 5 [cm2] are to be avoided.
4.11.5 Grinding in severity Zone A may be carried
out to an extent that maintains the blade thickness.
Repair welding is generally not permitted in severity
Zone A and will only be allowed after special
consideration.
4.11.6 Defects in severity Zone B that are not deeper
than t/40 [mm] ("t" is the minimum local thickness
according to the Rules) or 2 [mm], whichever is
greatest, are to be removed by grinding. Those
defects that are deeper may be repaired by welding
subject to prior approval from Designated
Authority/Classification Society.
4.11.7 Repair welding is generally permitted in
severity Zone C.
4.11.8 Repair documentation
4.11.8.1 The foundry is to maintain records of
inspections, welding, and any subsequent heat
treatment, traceable to each casting. Before welding
is started, full details of the extent and location of the
repair, the proposed welding procedure, heat
treatment and subsequent inspection procedures are
to be submitted to the Designated
Authority/Class ification Society for approval.
4.12 Welding repair procedure
4.12.1 Before welding is started, manufacturer is to
submit to Designated Authority/Classification
Society a detailed welding procedure specification
covering the weld preparation, welding pos itions,
welding parameters, welding consumables,
preheating, post weld heat treatment and inspection
procedures.
4.12.2 All weld repairs are to be carried out in
accordance with qualified procedures, and by welders
who are qualified to a recognized standar d. Welding
Procedure Qualification Tests are to be carried out in
accordance with 4.15 and witnessed by the Surveyor.
Defects to be repaired by welding are to be ground to
sound material according to 4.10. The welding
grooves are to be prepared in such a m anner which
will allow a good fusion of the groove bottom. The
resulting ground areas are to be examined in the
presence of the Surveyor by liquid penetrant testing
in order to verify the complete elimination of
defective material.
4.12.3 Welding is to be done under controlled
conditions free from draughts and adverse weather.
4.12.4 Metal arc welding with electrodes or filler
wire used in the procedure tests is to be used. The
welding consumables are to be stored and handled in
accordance with the manufacturer's
recommendations.
4.12.5 Slag, undercuts and other imperfections are to
be removed before depositing the next run.
4.12.6 The martenistic steels are to be furnace re -
tempered after weld repair. Subject to prior approval,
however, local stress relieving may be considered for
minor repairs.
4.12.7 On completion of heat treatment the weld
repairs and adjacent material are to be ground
smooth. All weld repairs are to be liquid penetrant
tested.
4.13 Identification and marking
4.13.1 The manufacturer is to adopt a system for the
identification of all castings, which enable the
material to be traced to its original cast. The
Surveyor is to be given full facilities for so tracing
the castings when required. Each finished casting
propeller is to be marked by the manufacturer at least
with the following particulars :
a) Heat number or other marking which will enable
the full history of the casting to be traced;
b) Grade of cast material or corresponding
abbreviated designation
c) The Designated Authority /Classification Society
certificate number and abbreviated name of local
Designated Authority/Classification Society
office;
d) Ice class symbol, where applicable;
e) Skew angle for high skew propellers;
f) Date of final inspection.
4.13.2 The designated stamp is t o be put on when the
casting has been accepted.
4.14 Document and Certification
4.14.1 The manufacturer is to provide the Surveyor
with an inspection certificate giving the following
particulars for each casting which has been accepted:
a) Purchaser's name an d order number;
b) Vessel identification, where known;
c) Description of the casting with drawing number;
d) Diameter, number of blades, pitch, direction of
turning;
e) Skew angle for high skew propellers;
f) Final weight;
g) Alloy type, heat number and chemical
composition ;
h) Casting identification number;
i) Details of time and temperature of heat
treatment; j) Results of the mechanical tests.
k) Results of non -destructive tests and details of
test procedure where applicable.
4.15 Welding procedure qualification test for
repair of cast steel propeller
4.15.1 General
4.15.1.1 This sub -section provides requirements for
qualification tests of welding procedures intended for
the repair of cast steel propellers.
4.15.1.2 For the welding procedure approval the
welding procedure qualification tests are to be carried
out with satisfactory results. The qualification tests
are to be carried out with the same welding process,
filler metal, preheating and stress -relieving treatment
as those intended applied by the actual repair work.
Welding procedure specification is to refer to the test
results achieved during welding procedure
qualification testing.
4.15.1.3 Welding procedures qualified at a
manufacturer are valid for welding in workshops
under the same technical and quality manageme nt.
4.15.2 Test piece and welding of sample
4.15.2.1 The test assembly, consisting of cast
samples, is to be of a size sufficient to ensure a
reasonable heat distribution and according to Fig.
4.15.2.1 with the minimum dimensions. The
dimensions and shape of the groove is to be
representative of the actual repair work.
4.15.2.2 Preparation and welding of test pieces are to
be carried out in accordance with the general
condition of repair welding work which it represents.
4.15.2.3 Welding of the test assembl ies and testing of
test specimens are to be witnessed by the Surveyor.
1: Joint preparation and fit -up as detailed in the preliminary Welding
Procedure Specification
a: minimum value 150mm
b: minimum value 350mm
t: material thickness
Fig.4.15.2.1 : Test piece for welding repair procedure
4.15.3 Examinations and tests
4.15.3.1 Test assembly is to be examined non -
destructively and destructively in accordance with
Table 4.15.3.1 and Fig. 4.15.3.1.
4.15.3.2 Non -destructive testing
.1 Test assembly is to be examined by visual and
liquid penetrant testing, or magnetic particle testing if
applicable, prior to the cutting of test specimen. In
case, that any post -weld heat treatment is required or
specifi ed, non -destructive testing is to be performed
after heat treatment. No cracks are permitted.
Imperfections detected by liquid penetrant testing, or
magnetic particle testing if applicable, are to be
assessed in accordance with 4.10.
4.15.3.3 Tensile test
.1 Two flat transverse tensile test specimens are be
prepared. Testing procedures are to be in accordance
with Ch.2. Alternatively tensile test specimens
according to recognized standards acceptable to
Designated Authority/Classification Society may be
used. The tensile strength is to meet the specified
minimum value of the base material. The location of
fracture is to be reported, i.e. weld metal, HAZ or
base material.
4.15.3.4 Bend test
.1 Transverse bend tests for butt joints are to be in
accordance with Ch.2, or, according to a recognized
standard. The mandrel diameter shall be 4 x thickness
except for austenitic steels, in which case the mandrel
diameter is to be 3 x thickness. The bending angle is
to be 180°. After testing, the test specimens are not t o
reveal any open defects in any direction greater than
3 [mm]. Defects appearing at the corners of a test
specimen during testing are to be investigated case
by case. Two root and two face bend specimens are
to be tested. For thickness 12 [mm] and over, f our
side bend specimens may alternatively be tested.
4.15.3.5 Macro -examination
.1 Two macro -sections are to be prepared and etched
on one side to clearly reveal the weld metal, the
fusion line, and the heat affected zone. Cracks and
lack of fusion are not permitted. Imperfections such
as slag inclusions, and pores greater than 3 [mm] are
not permitted.
4.15.3.6 Impact test
.1 Impact test is required, where the base material is
impact tested. Charpy V -notch test specimens are to
be in accordance with Ch.2. Two sets are to be taken,
one set with the notch positioned in the center of the weld and one set with the notch positioned in the
HAZ (i.e. the mid -point of the notch is to be at 1
[mm] to 2 [mm] from the fusion line), respectively.
The test temperature, and impact energy are to
comply with the requirement specified for the base
material.
4.15.3.7 Hardness test
.1 The macro -section representing the start of
welding is to be used for HV 10 hardness testing.
Indentations are to traverse 2 [mm] below the
surface. At least three individual indentations are to
be made in the weld metal, the HAZ (both sides) and
in the base metal (both sides). The values are to be
reported for information.
4.15.3.8 Re -testing
.1 If the test piece fails to comply with any of the
requirements for visual or non -destructive testing one
further test piece is to be welded and
subjected to the same examination. If this additional
test piece does not comply with the relevant
requirements, the pWPS (preliminary welding
procedure specifica tion) is to be regarded as not
capable of complying with the requirements without
modification.
.2 If any test specimens fail to comply with the
relevant requirements for destructive testing due to
weld imperfections only, two further test specimens
are to be obtained for each one that failed. These
specimens can be taken from the same test piece if
there is sufficient material available or from a new
test piece, and are to be subjected to the same test. If
either of these additional test specimens does not
comply with the relevant requirements, the pWPS is
to be regarded as not capable of complying with the
requirements without modification.
.3 If a tensile test specimen fails to meet the
requirements, the re -testing is to be in accordance
with Ch.2.
.4 If there is a single hardness value above the
maximum values allowed, additional hardness tests
are to be carried out (on the reverse of the specimen
or after sufficient grinding of the tested surface).
None of the additional hardness values is to exceed
the maximum hardness values required.
.5 The re -testing of Charpy impact specimens are to
be carried out in accordance with Ch.2.
.6 Where there is insufficient welded assembly
remaining to provide additional test specimens, a
further assembly is to be welded using the same
procedure to provide the additional specimens.
Table 4.15.3.1 Type of tests and extent of testing
Type of test Extent of testing
Visual testing 100% as per 4.15.3.2
Liquid penetrant testing (1) 100% as per 4.15.3.2
Transverse tensile test Two specimens as per 4.15.3.3
Bend test (2) Two root and two face specimens as per 4.15.3.4
Macro examination Three specimens as per 4.15.3.5
Impact test Two sets of three specimens as per 4.15.3.6
Hardness test As per 4.15.3.7
(1) Magnetic particle testing may be used in lieu of liquid penetrant testing for martensitic stainless steels.
(2) For t≥12mm, the face and root bend may be substituted by 4 side bend test specimens.
Fig.4.15.3.1 : Weld test assembly
4.15.4 Test record
4.15.4.1 Welding conditions for test assemblies and
test results are to be recorded in welding procedure
qualification. Forms of welding procedure
qualification records may be in accordance with
recognised stand ards.
4.15.4.2 A statement of the results of assessing each
test piece, including repeat tests, is to be made for
each welding procedure qualification records. The
relevant items listed for the WPS are to be included.
4.15.4.3 The welding procedure qualification record
is to be signed by the Surveyor witnessing the test
and is to include IR identification.
4.15.5 Range of approval
4.15.5.1 General
.1 All the conditions of validity stated below are to be
met independently of each other. Changes outsid e of
the ranges specified are to require a new welding
procedure test. A qualification of a WPS obtained by
a manufacturer is valid for welding in workshops or
sites under the same technical and quality control of
that manufacturer.
4.15.5.2 Base metal
.1 Range of approval for steel cast propeller is
limited to steel grade tested.
4.15.5.3 Thickness
.1 The qualification of a WPS carried out on a weld
assembly of thickness t is valid for the thickness
range given in Table 4.15.5.3.
Table 4.15.5.3 Range of qu alification for
thickness
Thickness of the test
piece, t (mm) Range of approval 15<t≤30 3mm to 2t
t>30 0.5t to 2t or 200mm,
whichever is the greater
4.15.5.4 Welding position
.1 Approval for a test made in any position is
restricted to that position.
4.15.5.5 Welding process
.1 The approval is only valid for the welding process
used in the welding procedure test. Single run is not
qualified by multi -run butt weld test used in this
Section.
4.15.5.6 Filler metal
.1 The approval is only valid for the fil ler metal used
in the welding procedure test.
4.15.5.7 Heat input
.1 The upper limit of heat input approved is 15%
greater than that used in welding the test piece. The
lower limit of heat input approved is 15% lower than
that used in welding the test piec e.
4.15.5.8 Preheating and interpass temperature
.1 The minimum preheating temperature is not to be
less than that used in the qualification test. The
maximum interpass temperature is not to be higher
than that used in the qualification test.
4.15.5.9 Post -weld heat treatment
.1 The heat treatment used in the qualification test is
to be specified in pWPS. Holding time may be
adjusted as a function of thickness.
Section 5
Austenitic Stainless Steel Castings
5.1 Scope
5.1.1 This section gives the requirements for castings
in austenitic stainless steels for piping systems in
ships for liquefied gases where the design
temperature is not lower than –165C and in bulk
chemical carriers.
5.1.2 Where it is proposed to use alternative steels, particulars of the specified chemical
composition, mechanical properties and heat
treatment are to be submitted for approval.
5.2 Chemical composition
5.2.1 The chemical composition of ladle samples is
to comply with the requirements given in Table 5.2.1.
Table 5.2.1 : Chemical composition of austenitic stainless steel castings
Type
of steel Chemical composition %
C max. Si Mn S P Cr Mo Ni Others
304L 0.03 0.20-1.5 0.50-2.0 0.40 max. 17.0-- 8.0-12.0 -
304 0.08 21.0 - 8.0-12.0 -
316L 0.03 2.0-3.0 9.0-13.0 -
316 0.08 2.0-3.0 9.0-13.0 -
317 0.08 3.0-4.0 9.0-12.0 -
(see
Note) 0.06 - 9.0-12.0 Nb
8xC0.90
Note: When guaranteed impact values at low temperature are not required, the maximum carbon content may be
0.08% and the maximum niobium may be 1.00%.
5.3 Heat treatment
5.3.1 All castings are to be solution treated at a
temperature of not less than 1000 C and cooled
rapidl y in air, oil or water.
5.4 Mechanical tests
5.4.1 One tensile test specimen is to be prepared from
material representing each casting or batch of
castings. In addition, where the castings are intended
for liquefied gas applications, where the design
tempe rature is lower than –55C, one set of three
Charpy V -
notch impact test specimens is to be prepared.
5.4.2 The tensile test is to be carried out at ambient
temperature and the results are to comply with the
requirements given in Table 5.4.2.
5.4.3 The av erage value for impact test specimens is
to comply with the appropriate requirements given in
Table 5.4.2. One individual value may be less than
the required average value provided that it is not less
than 70 percent of this average value. See Ch.1, 1.10
for re -test procedures.
Table 5.4.2 : Mechanical properties for acceptance purposes : austenitic stainless steel castings
Type of steel Tensile
strength
[N/mm2]
minimum 1.0% proof
stress [N/mm2]
minimum Elongation on
5.65 So %
minimum Reduction of
area %
minimum Charpy V -notch impact tests
Test temp. C Average
energy J
minimum
304L 430 215 26 40 -196 41 304 480 220
316L 430 215 26 40 -196 41 317 480 240
347 480 215 22 35 -196 41
5.5 Intergranular corrosion tests
5.5.1 Where corrosive conditions are anticipated in
service, intergranular corrosion tests are required on
castings in grades 304, 316 and 317. Such tests may
not be required for grades 304L, 316L and 347.
5.5.2 Where an i ntergranular corrosion test is
specified, it is to be carried out in accordance with
the standard referred in 9.6.2 of Chapter 3.
5.6 Non -destructive examination
5.6.1 The non -destructive examination of castings is
to be carried out in accordance with the appropriate
requirements of Designated Authority/Classification
Society and as agreed between the manufacturer,
purchaser and Surveyor.
Section 6
Castings for other Applications
6.1 General
6.1.1 Details of chemical composition, heat
treatment, mechanical properties of steel castings for crankshafts and those intended for elevated
temperature service are to be submitted for approval
of Designated Authority/Classification Society.
Chapter 5
Steel Forgings
Contents
Section
1 General Requirements
2 Hull and Machinery Steel Forgings for General Applications
3 Ferritic Steel Forgings for Low Temperature Service
4 Austenitic Stainless Steel Forgings
Section 1
General Requirements
1.1 Scope
1.1.1 All important steel forgings, as defined in the
relevant construction Rules, are to be manufactured
and tested in accordance with the requirements of
this Chapter.
1.1.2 Where required by the relevant Rules dealing
with design and construction, forgings are to be
manufactured and tested in accordance with Ch.1 and
2, together with the general requirements given in
this Chapter.
1.1.3 Alternatively, forgings which comply with
National or proprietary specifications may be
accepted provided such specifications give
reasonable equivalence to these requirements or are
otherwise specially approved for a specific
application by Designated Authority/Classification
Society. 1.2 Manufacture
1.2.1 Forgings are to be made at the works approved
by Designated Authority/Classification Society. Also
refer Chapter 1, Section 1, Cl. 1.3.2.
1.2.2 The steel used in the manufacture of forgings is
to be made by a process approved by Designated
Authority/Classification Society.
1.2.3 Adequate top and bottom discards are to be
made to ensure freedom from piping a nd harmful
segregations in the finished forgings.
1.2.4 The plastic deformation is to be such as to
ensure soundness, uniformity of structure and
satisfactory mechanical properties after heat
treatment. The reduction ratio is to be in accordance
with the f ollowing Table:
Method of manufacture Total reduction ratio
(See Notes 1, 2 & 3)
Made directly from ingots or forged blooms or billets 3:1 where L > D
1.5:1 where L D
Made from rolled products 4:1 where L > D
2:1 where L D
Notes
1 L and D are the length and diameter respectively of the part of the forging under consideration.
2 the reduction ratio is to be calculated with reference to the average cross -sectional area of the ingot. Where an
ingot is initially upset, this reference area may be taken as the average cross -sectional area after this operation.
3 For rolled bars used as a substitute for forgings (see 1.1.1) the reduction ratio is not to be less than 6 : 1
4 For forgings made by upsetting, the length after upsettin g is to be not more than one -third of the length before
upsetting or, in the case of an initial forging reduction of at least 1.5:1, not more than one half of the length
before upsetting.
1.2.5 For crankshafts, where grain flow is r equired in
the most favourable direction having regard to the
mode of stressing in service, the proposed method of
manufacture may required special approval by
Designated Authority/Classification Society. In such cases, tests may be required to demonstrate that a
satisfactory structure and grain flow are obtained.
1.2.6 The shaping of forgings or rolled slabs and
billets by flame cutting, scarfing or arc -air gouging is
to be undertaken in accordance with recognized good
practice and unless otherwise approve d, is to be
carried out before the final heat treatment. Preheating
is to be employed when necessitated by the
composition and/or thickness of the steel.
1.2.7 For certain components, subsequent machining
of all flame cut surfaces may be required.
1.2.8 Wh en two or more forgings are joined by
welding to form a composite component the
proposed welding procedure specification is to be
submitted for approval. Welding procedure
qualification tests may be required.
1.3 Quality of forgings
1.3.1 All forgings are to be free from surface or
internal defects which would be prejudicial to their
proper application in service.
1.4 Chemical composition
1.4.1 All forgings are to be made from killed steel,
and the chemical composition is to be appropriate for
the type of s teel, dimensions and required mechanical
properties of the forgings being manufactured.
1.4.2 The chemical composition of each heat is to be
determined by the manufacturer on a sample taken
preferably during the pouring of the heat. When
multiple heats are tapped into a common ladle, the
ladle analysis is applicable.
1.5 Heat treatment (including surface hardening
and straightening)
1.5.1 At an appropriate stage of manufacture, after
completion of all hot working operations, forgings
are to be suitably heat treated to refine the grain
structure and to obtain the required mechanical
properties. Heat treatment is to be carried out in
properly constructed furnaces which are efficiently
maintained and have adequate means for control and
recording of temperature. The furnace dimensions are
to be such as to allow the whole furnace charge to be
uniformly heated to the necessary temperature. In the
case of very large forgings alternative methods of
heat treatment will be specially considered by
Designated Authority/C lassification Society.
1.5.2 Except as provided in 1.5.7 and 1.5.8 forgings
are to be supplied in one of the following conditions:
a) Carbon and carbon -manganese steels
Fully annealed
Normalized
Normalized and tempered
Quenched and tempered
b) Alloy steels
Quenc hed and tempered
For all types of steel the tempering temperature is not
less than 550 C. Where forgings for gearing are not
intended for surface hardening tempering at lower
temperature may be allowed. 1.5.3 Alternatively, alloy steel forgings may be
supp lied in the normalized and tempered condition,
in which case the specified mechanical properties are
to be agreed with Designated Authority
Classification Society.
Sufficient thermocouples are to be connected to the
furnace charge to measure and record tha t its
temperature is adequately uniform unless the
temperature uniformity of the furnace is verified at
regular intervals.
1.5.4 If for any reasons a forging is subsequently
heated for further hot working the forging is to be re -
heat treated.
1.5.5 If any straightening operation is performed after
the final heat treatment, a subsequent stress relieving
heat treatment to avoid harmful residual stresses is to
be carried out, unless otherwise agreed.
1.5.6 Where it is intended to surface harden forgings,
full details of the proposed procedure and
specification are to be submitted for the approval of
Designated Authority/Classification Society. For the
purpose of this approval, the manufacturer may be
required to demonstrate by test that the proposed
procedure g ives a uniform surface layer of the
required hardness and depth and that it does not
impair the soundness and properties of the steel.
1.5.7 Where induction hardening or nitriding is to be
carried out after machining, forgings are to be heat
treated at an appropriate stage to a condition suitable
for this subsequent surface hardening.
1.5.8 Where carburizing is to be carried out after
machining, forgings are to be heat treated at an
appropriate stage (generally either by full annealing
or by normalising and tempering) to a condition
suitable for subsequent machining and carburizing.
1.5.9 If a forging is locally reheated or any
straightening operation is performed after the final
heat treatment, consideration is to be given to a
subsequent stress relieving h eat treatment.
1.5.10 The manufacturer is to maintain records of
heat treatment identifying the furnace used, furnace
charge, date, temperature and time at the beginning
and end of heat treatment cycle. The records are to be
presented to the Surveyor on r equest.
1.6 Mechanical tests
1.6.1 The requirements of Mechanical tests and
mechanical properties are given in Section 2 and 3.
1.7 Inspection
1.7.1 Before acceptance, all forgings are to be
presented to the Surveyors for visual examination.
Where applicable, this is to include the examination
of internal surfaces and bores. Unless otherwise
agreed, the verification of the dimensions is the
responsibility of the manufacturer.
1.7.2 When required by the relevant construction
Rules, or by the approved procedure for welded
composite components appropriate non -destructive
testing is also to be carried out before acceptance and
the results are to be reported by the manufacturer.
The forgings to be examined in accordance with the
requirements of the Design ated
Authority/Classification Society .
1.7.3 When required by the conditions of approval
for surface hardened forgings, (1.5.6) additional test
samples are to be processed at the same time as the
forgings which they represent. These test samples are
subseq uently to be sectioned in order to determine
the hardness, shape and depth of the locally hardened
zone and which are to comply with the requirements
of the approved specification.
1.7.4 In the event of any forging proving defective
during subsequent machining or testing, it is to be
rejected notwithstanding any previous certification.
1.8 Rectification of defective forgings
1.8.1 Defects may be removed by grinding or
chipping and grinding provided the component
dimensions are acceptable.
The resultin g grooves are to have a bottom radius of
approximately three times the groove depth and are
to be blended into the surrounding surface so as to
avoid any sharp contours. Complete elimination of
the defective material is to be verified by magnetic
particle testing or liquid penetrant testing.
1.8.2 Repair welding of crankshaft forgings is not
permitted. In the case of other forgings repair
welding may be allowed subject to prior approval of
Designated Authority/Classification Society. In such
cases, full det ails of the extent and location of the
repair, the proposed welding procedure, heat
treatment and subsequent inspection procedures are
to be submitted for the approval.
1.8.3 The forging manufacturer is to maintain records
of repairs and subsequent inspect ions traceable to
each forging repaired. The records are to be
presented to the Surveyor on request.
a) Purchaser's name and order number;
b) Description of forgings and steel quality
identification number;
c) Steel making process, cast number and chemical
analysis of ladle sample; d) Results of mechanical tests;
e) General details of heat treatment;
f) Identification number.
1.9 Identification of forgings
1.9.1 Before acceptance, all forgings, which have
been tested and inspected with satisfactory results,
are to be clearly marked in at least one place with the
Designated Authority/Classification Society brand
and the following particulars:
a) The manufacturer's name or trade mark;
b) Identification mark for the grade of steel;
c) Identification number and/ or initials which enable
the full history of the forging to be traced;
d) Personal stamp of Surveyor responsible for
inspection;
e) Test pressure, where applicable;
f) Date of final inspection;
g) The ' Designated Authority/Classification Society '
name;
h) Abbreviated name of Designated
Authority/Classification Society local office.
1.9.2 Where small forgings are manufactured in large
numbers, modified arrangements for identification
may be specially agreed with Designated
Authority/Classification Society.
1.10 Certification
1.10.1 The manufacturer is to provide the Surveyor,
in duplicate, with a test certificate or shipping
statement giving the following particulars for each
forging or batch of forgings which has been
accepted:
a) Purchaser's name and order number;
b) Description of forgings and steel quality
identification number;
c) Steel making process, cast number and chemical
analysis of ladle sample;
d) Results of mechanical tests;
e) General details of heat treatment;
f) Identification number.
Section 2
Hull and Machinery Steel Forgings for General Applications
2.1 Scope
2.1.1 The requirements given in this section are
applicable to steel forgings intended for hull and
machinery applications such as rudder stocks, pintles,
propeller shafts, crankshafts, connecting rods, piston
rods, gearing etc. Where relevant, these requirements
are also applicable to material for forging stock and to rolled bars intended to be machined into
components of simple sha pe.
2.1.2 These requirements are applicable only to steel
forgings where the design and acceptance tests relate
to mechanical properties at ambient temperature. For
other applications, additional requirements may be
necessary especially when the forgings are intended
for service at low or elevated temperatures.
2.2 Chemical Composition
2.2.1 The chemical composition is to comply with
the overall limits given in Tables 2.2.1 and Table
2.2.2 or, where applicable, the requirements of the
approved specificatio n.
2.2.2 At the option of the manufacturer, suitable
grain refining elements such as aluminium, niobium or vanadium may be added. The content of such
elements is to be reported.
2.2.3 Elements designated as residual elements in the
individual specification s are not to be intentionally
added to the steel. The content of such elements is to
be reported.
Table 2.2.1 : Chemical composition limits 1) for hull steel forgings 6)
Steel
type C Si Mn P S Cr Mo Ni Cu 4) Total
residuals
C, C-Mn 0.23 2), 3) 0.45 0.20-
1.50 0.035 0.035 0.30 4) 0.15 4) 0.40 4) 0.30 0.85
Alloy 5) 0.45 5) 0.035 0.035 5) 5) 5) 0.30 -
1) Composition in percentage mass by mass maximum unless shown as a range.
2) The carbon content may be increased above this level provided that the carbon equivalent (Ceq) is not more than
0.41%, calculated using the following formula:
(%)
15Cu Ni
5V Mo Cr
6MnC Ceq
3) The carbon content of C and C -Mn steel forgings not intended for welde d construction may be 0.65 maximum.
4) Elements are considered as residual elements.
5) Specification is to be submitted for approval.
6) Rudder stocks and pintles should be of weldable quality.
Table 2.2.2 : Chemical composition limits 1) for machinery steel forgings
Steel
type C Si Mn P S Cr Mo Ni Cu 3) Total
residuals
C, C-Mn 0.65 2) 0.45 0.30-
1.50 0.035 0.035 0.30 3) 0.15 3) 0.40 3) 0.30 0.85
Alloy 4) 0.45 0.45 0.30-
1.00 0.035 0.035 Min
0.40 5) Min
0.15 5) Min
0.40 5) 0.30 -
1) Composition in percentage mass by mass maximum unless shown as a range or as a minimum.
2) The carbon content of C and C -Mn steel forgings intended for welded construction is to be 0.23 maximum. The
carbon content may be increased above this level provide d that the carbon equivalent (Ceq) is not more than
0.41%.
3) Elements are considered as residual elements unless shown as a minimum.
4) Where alloy steel forgings are intended for welded constructions, the proposed chemical composition is subject
to appro val by Designated Authority/Classification Society.
5) One or more of the elements is to comply with the minimum content.
2.3 Mechanical tests
2.3.1 Adequate number of test coupons are to be
provided for carrying out tests including for retest
purposes, with a cross -sectional area of not less than
that part of the forging which it represents. This test
material is to be integral with each forging except as
provided in 2.3.7 and 2.3.10. Where batch testing is
permitted according to 2. 3.10 the test material may
alternatively be a production part or separately
forged. Separately forged test material is to have a
reduction ratio similar to that used for the forgings
represented.
2.3.2 For the purpose of these requirements a set of
tests i s to consist of one tensile test specimen and
when required in other sections of Rules three
Charpy V -notch impact test specimens.
2.3.3 Test specimens are normally to be cut with their
axes either parallel (longitudinal test) or tangential
(tangential tes t) to the principal axial direction of
each product.
2.3.4 Unless otherwise agreed, the longitudinal axis
of test specimens is to be positioned as follows:
a) for thickness or diameter upto maximum 50
[mm], the axis is to be at the mid -thickness or
the center of the cross section.
b) for thickness or diameter greater than 50 [mm],
the axis is to be at one quarter thickness (mid -
radius) or 8 - [mm], whichever is less, below any
heat treated surface.
2.3.5 Except as provided in 2.3.10 the number and
direction of tes ts is to be as follows:
a) Hull components such as rudder stocks, pintles etc.
General machinery components such as shafting,
connecting rods, etc.
One set of tests is to be taken from the end of each
forging in a longitudinal direction except that, at the
discretion of the manufacture the alternative
directions or positions as shown in Fig.2.3.5a,
Fig.2.3.5b and Fig.2.3.5c may be used. Where a
forging exceeds both 4 tonnes in mass and 3 [m] in
length one set of tests is to be taken from each end.
These lim its refer to the ‘as forged’ mass and length
but excluding the test material.
b) Pinions - Where the finished machined diameter of
the toothed portion exceeds 200 [mm] one set of tests
is to be taken from each forging in a tangential
direction adjacent to the toothed portion (test position
B in Fig.2.3.5d). Where the dimensions preclude the
preparation of tests from this position, tests in a
tangential direction are to be taken from the end of the journal (test position C in Fig.2.3.5d). If however,
the jo urnal diameter is 200 [mm] or less the tests are
to be taken in a longitudinal direction (test position A
in Fig.2.3.5d). Where the finished length of the
toothed portion exceed 1.25 [m], one set of tests is to
be taken from each end.
c) Small pinions - Where the finished diameter of the
toothed portion is 200 [mm] or less one set of tests is
to be taken in a longitudinal direction (test position A
in Fig.2.3.5d).
d) Gear wheels - One set of tests is to be taken from
each forging in tangential direction (te st position A
or B in Fig.2.3.5e).
e) Gear wheel rims (made by expanding)
One set of tests is to be taken from each forging in a
tangential direction (test position A or B in
Fig.2.3.5.f). Where the finished diameter exceeds 2.5
[m] or the mass (as heat tr eated excluding test
material) exceeds 3 tonnes, two sets of tests are to be
taken from diametrically opposite positions (test
positions A and B in Fig. 2.3.5f). The mechanical
properties for longitudinal test are also to be applied.
f) Pinion sleeves - One set of tests is to be taken from
each forging in tangential direction (test position A
or B in Fig.2.3.5g). Where the finished length
exceeds 1.25 [m] one set of tests is to be taken from
each end.
g) Crankwebs
One set of tests is to be taken from each f orging in a
tangential direction.
h) Solid open die forged crankshafts
One set of tests is to be taken in a longitudinal
direction from the driving shaft end of each forging
(test position A in Fig.2.3.5h).
Where the mass (as heat treated but excluding tes t
material) exceeds 3 tonnes tests in a longitudinal
direction are to be taken from each end (test positions
A and B in Fig.2.3.5h). Where, however, the
crankthrows are formed by machining or flame
cutting, the second set of tests is to be taken in a
tange ntial direction from material removed from the
crankthrow at the end opposite the driving shaft end
(test position C in Fig.2.3.5h).
2.3.6 For closed die crankshaft forgings and
crankshaft forgings where the method of manufacture
has been specially approve d in accordance with
1.2.5, the number and position of test specimens is to
be agreed with Designated Authority/Classification
Society having regard to the method of manufacture
employed.
2.3.7 When a forging is subsequently divided into a
number of components, all of which are heat treated
together in the same furnace charge, for test purposes
this may be regarded as one forging and the number
of tests required is to be related to the total length and
mass of the original multiple forging.
2.3.8 Except for components which are to be
carburized or for hollow forgings where the ends are
to be subsequently closed, test material is not to be
cut from a forging until all he at treatment has been
completed.
2.3.9 When forgings are to be carburized sufficient
test material is to be provided for both preliminary
tests in the as forged condition and for final tests
after completion of carburizing.
For this purpose duplicate sets of test material are to
be taken from positions as detailed in 2.3.5, except
that irrespective of the dimensions or mass of the
forging, tests are required from one position only and
in the case of forgings with integral journals, are to
be cut in a longit udinal direction.
This test material is to be machined to a diameter of
D/4 or 60 [mm], whichever is less, where D is the
finished diameter of the toothed portion. For preliminary tests, one set of test material should
be given a blank carburizing and it s hould undergo
same heat treated cycle which the forged material
will be subjected to.
For final acceptance tests, the second set of test
material is to be blank carburized and heat treated
along with the forgings which they represent.
At the discretion of the forge master or gear
manufacturer test samples of larger cross section may
be either carburized or blank carburized, but these are
to be machined to the required diameter prior to the
final quenching and tempering heat treatment.
Alternative procedures for testing of forgings which
are to be carburized may be specially agreed with
Designated Authority/Classification Society.
2.3.10 Normalized forgings with mass upto 1000 [kg]
each and quenched and tempered forgings with mass
upto 500 [kg] each may be ba tch tested. A batch is to
consist of forgings of similar shape and dimensions,
made from the same heat of steel, heat treated in the
same furnace charge and with a total mass not
exceeding 6 tonnes for normalized forgings and 3
tonnes for quenched and temp ered forgings
respectively.
2.3.11 A batch testing procedure may also be used
for hot rolled bars. A batch is to consist of either:
i) material from the same rolled ingot or
bloom provided that where this is cut into
individual lengths, these are all heat tre ated
in the same furnace charge, or
ii) bars of the same diameter and heat, heat
treated in the same furnace charge and with
a total mass not exceeding 2.5 tonnes.
2.3.12 The preparation of test specimens and the
procedures used for mechanical testing are to c omply
with the relevant requirements of Ch.2 of this annex.
Unless otherwise agreed all tests are to be carried out
in the presence of the Surveyor.
2.4 Mechanical properties
2.4.1 Table 2.4.1 and Table 2.4.2 gives the minimum
requirements for yield stres s, elongation, reduction of
area and impact test energy values corresponding to
different strength levels but it is not tended that these
should necessarily be regarded as specific grades.
Where it is proposed to use a steel with a specified
minimum tensil e strength intermediate to those
given, corresponding minimum values for the other
properties may be obtained by interpolation.
2.4.2 Forgings may be supplied to any specified
minimum tensile strength selected within the general
limits detailed in Table 2. 4.1 and Table 2.4.2 but
subject to any additional requirements of the relevant
construction rules.
2.4.3 The mechanical properties are to comply with
the requirements of Table 2.4.1 and Table 2.4.2
appropriate to the specified minimum tensile strength
or, where applicable the requirements of the
approved specification.
2.4.4 At the discretion of Designated
Authority/Classification Society hardness tests may
be required in the following cases:
i) Gear forgings after completion of heat treatment
and prior to machining the gear teeth:
The hardness is to be determined at four positions
equally spaced around the circumference of the
surface where teeth will subsequently be cut. Where
the finished diameter of the toothed portion exceeds
2.5 [m], the above number of test positions is to be
increased to eight. Where the width of a gear wheel
rim forging exceeds 1.25 [m], the hardness is to be determined at eight positions at each end of the
forging.
ii) Small crankshaft and gear forgings which have
been batch tested :
In such cases at least one hardness test is to be
carried out on each forging.
The results of hardness tests are to be reported and,
for information purposes, typical Brinell hardness
values are given in Table 2.4.2.
2.4.5 Hardness tests may also be requ ired on forgings
which have been induction hardened, nitrided or
carburized. For gear forgings these tests are to be
carried out on the teeth after, where applicable, they
have been ground to the finished profile. The results
of such tests including depth of hardening are to
comply with the approved specifications. (See 1.5.6).
2.4.6 Where the result of a tensile test does not
comply with the requirements, two additional tests
may be taken. If satisfactory results are obtained
from both of these additional tests the forging or
batch of forgings is acceptable. If one or both retests
fail the forging or batch of forgings is to be rejected.
2.4.7 Where the results from a set of three impact test
specimens do not comply with the requirements an
additional set of three impact test specimens may be
taken provided that not more than two individual
values are less than the required average value and of
these not more than one is less than 70% of this
average value. The results obtained are to be
combined with the ori ginal results to form a new
average which, for acceptance of the forgings or
batch forgings, is to be not less than the required
average value.
Additionally, for these combined results not more
than two individual values are to be less than the
required av erage value and of these not more than
one is to be less than 70% of this average value.
2.4.8 The additional tests detailed in 2.4.6 and
2.4.7 are to be taken, preferably from material
adjacent to the original tests, but alternatively from
another test position or sample representative of the
forging or hatch of forgings.
2.4.9 At the option of the manufacturer, when a
forging or a batch of forgings has failed to meet the
test requirements, it may be re - heat treated and re -
submitted for acceptance tests.
Table 2.4.1 : Mechanical properties for hull steel forgings
Steel type Tensile
strength 1)
Rm min.
[N/mm2] Yield stress
Re min.
[N/mm2] Elongation as min. % Reduction of area Z min. %
Long. Tang. Long. Tang.
C and
C-Mn 400 200 26 19 50 35
440 220 24 18 50 35
480 240 22 16 45 30
520 260 21 15 45 30
560 280 20 14 40 27
600 300 18 13 40 27
Alloy 550 350 20 14 50 35
600 400 18 13 50 35
650 450 17 12 50 35
1) The following ranges for tensile strength may be additionally specified:
specified minimum tensile strength : < 600 [N/mm2] 600 [N/mm2]
tensile strength range : 120 [N/mm2] 150 [N/mm2]
Table 2.4.2 : Mechanical properties for machinery steel forgings 2)
Steel type Tensile
strength1)
Rm min.
[N/mm2] Yield stress
Re min.
[N/mm2] Elongation As min % Reduction of area Z min.
% Hardness 3)
(Brinell)
Long. Tang. Long. Tang.
C and C -Mn 400 200 26 19 50 35 110-150
440 220 24 18 50 35 125-160
480 240 22 16 45 30 135-175
520 260 21 15 45 30 150-185
560 280 20 14 40 27 160-200
600 300 18 13 40 27 175-215
640 320 17 12 40 27 185-230
680 340 16 12 35 24 200-240
720 360 15 11 35 24 210-250
760 380 14 10 35 24 225-265
Alloy 600 360 18 14 50 35 175-215
700 420 16 12 45 30 205-245
800 480 14 10 40 27 235-275
900 630 13 9 40 27 260-320
1000 700 12 8 35 24 290-365
1100 770 11 7 35 24 320-385
Table 2.4.2 (Contd.)
1) The following ranges for tensile strength may be additionally specified:
specified minimum tensile strength : < 600 [N/mm2] 600 [N/mm2]
tensile strength range : 120 [N/mm2] 150 [N/mm2]
2) For propeller shafts intended for ships with ice class notation except the lowest one, Charpy V -notch impact
testing is to be carried out for all steel types at –10C and the average energy value is to be minimum 27J
(longitudinal test). One individual va lue may be less than the required average value provided that it is not less
than 70% of this average value.
3) The hardness values are typical and are given for information purposes only.
Section 3
Ferritic Steel Forgings for Low Temperature Service
3.1 Scope
3.1.1 The requirements for carbon -manganese and
nickel steels suitable for low temperature service are
detailed in this section. They are applicable to all
forgings with material thickness up to and inc luding
50 [mm] used for the construction of cargo tanks,
storage tanks and process pressure vessels for
liquefied gases and where the design temperature is
less than 0 C, to forgings for the piping systems.
3.1.2 The requirements are also applicable to
forgings for other pressure vessels and pressure
piping systems where the use of steels with
guaranteed impact properties at low temperatures is
required.
3.2 Chemical composition
3.2.1 The chemical composition of ladle samples is,
in general, to comply wi th the requirements given in
Table 3.2.1 of Ch.3.
3.3 Heat treatment
3.3.1 Forgings are to be normalized, normalized and
tempered or quenched and tempered in accordance
with the approved specification.
3.4 Mechanical tests 3.4.1 At least one tensile and three V -notch impact
test specimens are to be taken from each forging or
each batch of forgings. Where
the dimensions and shape allow, the test specimens
are to be cut in a longitudinal direction.
3.4.2 The impact tests are to be carried out at a
temperature appropriate to the type of steel and for
the proposed application. Where forgings are
intended for ships for liquefied gases the test
temperature is to be in accordance with the
requirements given in Table 5.4.1 of Ch.3, Sec.5.
3.4.3 The results of all tensile tests are to comply
with the approved specification.
3.4.4 The average energy values for impact tests are
also to comply with the approved specification and
generally with the requirements of Ch.3, Sec.5. See
also Ch .2.
3.4.5 For material thickness above 50 [mm], the
material properties are to be agreed.
3.5 Pressure tests
3.5.1 When applicable, pressure tests are to be
carried out in accordance with the requirements of
the relevant construction Rules.
Section 4
Austenitic Stainless Steel Forgings
4.1 General
4.1.1 Forgings in austenitic stainless steels are
acceptable for use in the construction of cargo tanks,
storage tanks and piping systems for chemicals and
liquefied gases. They may also be accepted for
elevated temperature service in boilers.
4.1.2 Where it is proposed to use forgings in these
types of steels, details of the chemical composition,
heat treatment and mechanical properties are to be
submitted for approval. These are to comply in
general, with the requirements of Chapter 3, Section
9 for austenitic steel plate s.
4.1.3 Unless otherwise specified, impact tests are not
required for acceptance purposes. Where they are
required tests are to be made on longitudinal
specimens at minus 196 C and the minimum average
energy requirements is to be 41J.
4.2 Mechanical prope rties for design purposes
4.2.1 Where austenitic stainless steel forgings are
intended for service at elevated temperatures, the
nominal values for the minimum one per cent proof stress at temperatures of 100 C and higher given in
Table 4.2.1 may be used f or design purposes.
Verification of these values is not required except for
material complying with a National or proprietary
specification in which the elevated temperature
properties proposed for design purposes are higher
than those given in Table 4.2.1 .
4.3 Non -destructive testing
4.3.1 Non -destructive testing is to be carried out in
accordance with the requirements of Designated
Authority/Classification Society and as agreed
between the manufacturer, purchaser and Designated
Authority/Classification So ciety.
4.4 Intergranular corrosion tests
4.4.1 Where corrosive conditions are anticipated in
service, intergranular corrosion tests are required on
forgings in Grades 304, 316 and 317. Such tests may
not be required for Grades 304L, 316L, 321 and 347.
4.4.2 When an intergranular corrosion test is
specified, it is to be carried out in accordance with
the standard referred in Section 9.6.2 of Chapter 3.
Table 4.2.1 : Mechanical properties for design purposes : austenitic stainless steels
Grade Nominal 1% proof stress [N/mm2] at a temperature
100
C 150
C 200
C 250
C 300
C 350
C 400
C 450
C 500
C 550
C 600
C 650
C 700
C
304L 168 150 137 128 122 116 110 108 106 102 100 96 93
316L 177 161 149 139 133 127 123 119 115 112 110 107 105
316L
N 238 208 192 180 172 166 161 157 152 149 144 142 138
321 192 180 172 164 158 152 148 144 140 138 135 130 124
347 204 192 182 172 166 162 159 157 155 153 151 - -
Chapter 6
Steel Pipes and Tubes
Contents
Section
1 General Requirements
2 Seamless Pressure Pipes
3 Welded Pressure Pipes
4 Boiler and Superheater Tubes
5 Tubes and Pipes for Low Temperature Services
6 Austenitic Stainless Steel Pressure Pipes
Section 1
General Requirements
1.1 Scope
1.1.1 The requirements of this Chapter are applicable
to boiler tubes, superheater tubes and pipes intended
for use in the construction of boilers, pressure vessels
and ship and machinery pressure piping systems.
1.1.2 In addition to specifying mechanical properties
for the purpose of acceptance testing, these
requirements give details of appropriate mechanical
properties at elevated temperatures to be used for
design purposes.
1.1.3 Except for pipes for Class III pressure systems
(as defined in Annex3, Ch.2) all pipes and tubes are
to be manufactured and tested in accordance with the
requirements of Ch.1 and 2 of this Part, the general
requirements of this Section and the appropriate
requirements given in Sec.1 to 5.
1.1.4 Steels, intended for the cargo and process
piping systems of shi ps for liquefied gases where the
design temperature is less than 0 C, are to comply
with specific requirements of Sec.5. 1.1.5 Pipes and tubes, which comply with national or
proprietary specifications may be accepted provided
that these specifications give reasonable equivalence
to the requirements of this Section or are otherwise
specially approved for a specific application and
provided that survey is carried out in accordance with
Ch.1 of this Annex.
1.1.6 At the discretion of the Surveyor, a modified
testing procedure may be adopted for small quantities
of materials. In such cases, these may be accepted on
the manufacturer's declared chemical composition
and hardness tests or other evidence of satisfactory
properties.
1.1.7 Pipes for Class III pressure s ystems are to be
manufactured and tested in accordance with the
requirements of an acceptable national specification.
The manufacturer's test certificate will be acceptable
and is to be provided for each consignment of
material. Forge butt welded pipes are not acceptable
for certain applications as detailed in Annex 3 Ch.2
and Annex 4, Ch.2.3.
1.2 Manufacture
1.2.1 Pipes for Class I and II pressure systems,
boilers and superheater tubes are to be manufactured
at works approved by Designated
Authority/Class ification Society. Also refer Chapter
1, Section 1, Cl. 1.3.2. The steel used is to be
manufactured in accordance with Ch.3, Sec.1.
1.2.2 Unless a particular method is requested by the
purchaser, pipes and tubes may be manufactured by
any of the following methods: -
a) hot finished seamless;
b) cold finished seamless;
c) electric resistance or induction welded;
d) cold finished electric resistance or induction
welded;
e) electric fusion welded.
1.2.3 Care is to be taken during manufacture that the
pipe or tube surfaces coming in contact with any non -
ferrous metals or their compounds are not
contaminated to such an extent as could prove
harmful during subsequent fabrication and operation.
1.3 Quality
1.3.1 All pipes and tubes are to have a workmanlike
finish and are to be clean and free from such surface
and internal defects as can be established by the
specified tests.
1.3.2 All pipes and tubes are to be reasonably
straight. The ends are to be cut nominally square with
the axis of the pipes or tubes, and are to be free from
excessive burrs.
1.3.3 The tolerances on the wall thickness and
diameter of pipes and tubes are to be in accordance
with an acceptable national / international standards.
1.4 Chemical composition
1.4.1 The requirements for the chemical com position
of the ladle sample and the acceptable method of de -
oxidation is to comply with the requirements detailed
in the relevant Section of this Chapter.
1.5 Heat treatment
1.5.1 All pipes and tubes are to be supplied in the
condition detailed in the rel evant specific
requirements.
1.6 Test material
1.6.1 Pipes and tubes are to be presented for test in
batches. The size of a batch and the number of tests
to be performed are dependent on the application.
1.6.2 Where heat treatment has been carried out, a
batch is to consist of pipes or tubes of the same size,
manufactured from the same type of steel and
subjected to the same finishing treatment in a
continuous furnace, or heat treated in the same
furnace charge in a batch type furnace. 1.6.3 Where no heat treatment has been carried out, a
batch is to consist of pipes or tubes of the same size
manufactured by the same method from material of
the same type of steel.
1.6.4 For pipes for class I pressure systems and boiler
and superheater tubes, at least 2 per cent of the
number of lengths in each batch is to be selected at
random for the preparation of tests at ambient
temperature.
1.6.5 For pipes for class II pressure systems, each
batch is to contain not more than the number of
lengths given in the following Table. Tests are to be
carried out on at least one pipe selected at random
from each batch or part thereof.
Outside diameter
[mm] Number of pipes
in a batch
323.9 200 pipes as made
> 323.9 100 pipes as made
1.7 Test specimens and testing procedures
1.7.1 The procedures for mechanical tests and the
dimensions of the test specimens are to be in
accordance with Ch.2.
1.8 Visual and non -destructive testing
1.8.1 All pipes for Class I and II pressure systems,
boiler and superheater tubes are to be presented for
visual examination and verification of dimensions.
The manufacturer is to provide adequate lighting
conditions to enable an internal and external
examination of the pipes and tubes to be carried out.
1.8.2 For welded pipes and tubes the manuf acturer is
to employ suitable non -destructive methods for the
quality control of the welds. It is preferred that this
examination is carried out on a continuous basis.
1.9 Hydraulic tests
1.9.1 Each pipe and tube is to be subjected to a
hydraulic test at t he manufacturer's works.
1.9.2 The hydraulic test pressure is to be determined
by the following formula, except that the maximum
test pressure need not exceed 14 [N/mm2].
where,
P = test pressure [N/mm2];
D = nominal outside diameter [mm];
t = nominal wall thickness [mm];
s = 80 per cent of the specified minimum yield
D2st P
stress [N/mm2], for ferritic steels and 70 per cent
of the spec ified minimum 1.0 per cent proof
stress [N/mm2] for austenitic steels. These relate
to the values specified for acceptance testing at
ambient temperature.
1.9.3 The test pressure is to be maintained for
sufficient time to permit proof and inspection. Unles s
otherwise agreed, the manufacturer's certificate of
satisfactory hydraulic test will be accepted. Where it
is proposed to adopt a test pressure other than
determined as in 1.9.2, the proposal will be subject to
special consideration.
1.10 Rectification o f defects
1.10.1 Surface imperfections may be removed by
grinding provided that the thickness of the pipe or
tube after dressing is not less than the required
minimum thickness. The dressed area is to be
blended into the contour of the tube.
1.10.2 By agre ement with the Surveyor, the repair of
minor defects by welding can be accepted. Welding
procedures, including preheating, post weld heat
treatment and inspection, are to be to the complete
satisfaction of the Surveyor. In all cases, the area is
to be test ed by magnetic particle examination, or in
case of austenitic steels, by liquid penetrant
examination on completion of welding, heat
treatment and surface grinding.
1.11 Identification
1.11.1 Pipes and tubes are to be clearly marked by
the manufacturer in accordance with the
requirements of Ch.1. The following details are to be
shown on all materials which have been accepted: -
a) Designated Authority/Classification Society
mark
b) Manufacturer's name or trade mark;
c) Identification mark for the specification or gra de
of steel;
d) Identification number and/or initials which will
enable the full history of the item to be traced; e) The personal stamp of the Surveyor responsible
for the final inspection.
1.11.2 It is recommended that hard stamping be
restricted to the end face, but it may be accepted in
other positions in accordance with national standards
and practices.
1.12 Certification
1.12.1 The manufacturer is to provide the Surveyor
with copies of test certificate or shipping statement
for all material which has been accepted.
1.12.2 Each test certificate is to contain the following
particulars: -
a) Purchaser's name and order number;
b) The yard number for which the material is
intended, if known;
c) Address to which material is despatched;
d) Specification or the grade of materi al;
e) Description and dimensions;
f) Identification number and/or initials;
g) Cast number and chemical composition of ladle
samples;
h) Mechanical test results, and results of the
intercrystalline corrosion tests where applicable;
i) Condition of supply.
1.12.3 The che mical composition stated on the
certificate is to include the content of all the elements
detailed in the specific requirements. Where rimmed
steel is supplied, this is to be stated on the certificate.
1.12.4 When steel is not produced at the pipe or tube
mill, a certificate is to be supplied by the steelmaker
stating the process of manufacture, the cast number
and the ladle analysis.
1.12.5 The works at which the steel was produced
must be approved by Designated
Authority/Classification Society. Also refer Chapter
1, Section 1, Cl. 1.3.2.
Section 2
Seamless Pressure Pipes
2.1 General
2.1.1 Following requirements are applicable for
seamless pressure pipes in carbon, carbon -manganese
and low alloy steels.
2.1.2 Where pipes are used for the manufacture of
pressure vessel shells and headers, the requirements
of forgings in Ch.5 are applicable where the wall
thickness exceeds 40 [mm].
2.2 Manufacture and chemical composition
2.2.1 Tubes are to be manufacture d by a seamless
process and may be hot or cold finished.
2.2.2 The method of de -oxidation and the chemical
composition of ladle samples are to comply with the
appropriate requirements given in Table 2.2.1.
2.3 Heat treatment
2.3.1 Pipes are to be supplied in the condition given
in Table 2.3.1.
Table 2.3.1 : Heat treatment
Type of steel Condition of supply
Carbon and carbon -manganese
Hot finished Not finished1
Normalized2
Cold finished Normalized2
Alloy steels
1 Cr
21 Mo Normalized and tempered
41Cr 1 Mo
Grade 410 Fully annealed
Grade 490 Normalized and tempered 650 -750C
Cr
21 Mo
41 V Normalized and tempered
Notes:
1. Provided that the finishing temperature is sufficiently high to soften the material.
2. Normalized and tempered at the option of the manufacturer.
Table 2.2.1 : Chemical composition of seamless pressure pipes
Type of
steel Grade Method
of
deoxi -
dation Chemical composition of ladle samples %
C Si Mn S max P max Residual elements
Carbon and
carbon -
manganese 320 Semi -
killed
or
killed
0.16 - 0.40-0.70 0.050 0.050
Ni 0.30 max.,
Cr 0.25 max.,
Mo 0.10 max.,
Cu 0.30 max.
Total 0.70 max. 360
0.17
0.35 0.40-0.80 0.045 0.045
410 Killed
0.21
0.35 0.40-1.20 0.045 0.045
460 Killed
0.22
0.35 0.80-1.40 0.045 0.045
490 Killed
0.23
0.35 0.80-1.50 0.045 0.045
Ni Cr Mo Cu Sn V Al
1 Cr
Mo 440 Killed 0.10-
0.18 0.10-
0.35 0.40-
0.70 0.040 0.040 0.30
max. 0.70-
1.10 0.45-
0.65 0.25
max. 0.03
max. -
0.020
41 Cr
1 Mo 410
490 Killed 0.08-
0.15 0.10-
0.50 0.40-
0.70 0.040 0.040 0.30
max. 2.0-
2.5 0.90-
1.20 0.25
max. 0.03
max. -
0.020
Cr
Mo
41 V 460 Killed 0.10-
0.18 0.10-
0.35 0.40-
0.70 0.040 0.040 0.30
max. 0.30-
0.60 0.50-
0.70 0.25
max. 0.03
max. 0.22-
0.32
0.020
2.4 Mechanical tests
2.4.1 All pipes are to be presented in batches as
defined in Sec.1.
2.4.2 Each pressure pipe selected for test is to be
subjected to tensile and flattening or bend tests.
2.4.3 The results of all mechanical tests are to
comply with the appropriate requirements g iven in
Table 2.4.1.
2.5 Mechanical properties for design
2.5.1 Values for nominal minimum lower yield or 0.2
per cent proof stress at 50 C and higher are given in
Table 2.5.1 and are intended for design purposes
only. Verification of these values is not r equired,
except for materials complying with national or
proprietary specifications where the elevated
temperature properties used for design are higher
than those given in Table 2.5.1.
2.5.2 In such cases, at least one tensile test at the
proposed design or other agreed temperature is to be
made on each cast. The test specimen is to be taken from material adjacent to
that used for tests at ambient temperature and tested
in accordance with the procedures given in Ch.2. If
tubes or pipes of more than one th ickness are
supplied from one cast, the test is to be made on the
thickest tube or pipe.
2.5.3 As an alternative to 2.5.2, a manufacturer may
carry out an agreed comprehensive test program for a
stated grade of steel to demonstrate that the specified
minim um mechanical properties at elevated
temperatures can be consistently obtained. This test
program is to be carried out under the supervision of
the Surveyors, and the results submitted for
assessment and approval. When a manufac -turer is
approved on this b asis, tensile tests at elevated
temperatures are not required for acceptance
purposes, but at the discretion of the Surveyors,
occasional check tests of this type may be requested.
2.5.4 Values for the estimated average stress to
rupture in 100,000 hours a re given in Table 2.5.2 and
may be used for design purposes.
Table 2.4.1 : Mechanical properties for acceptance purposes : Seamless pressure pipes (maximum wall
thickness 40 mm)
Type of steel Grade Yield stress
[N/mm2]
min. Tensile
strength
[N/mm2] Elongation
on 5.65So%
min. Flattening
test constant
C Bend test
diameter of
former
( t =
thickness)
Carbon and
carbon -
manganese 320
490 195
285 320-440
360-480
410-530
460-580
490-610 25
21 0.10
0.10
0.08
0.07
0.07 4t
4t
4t
4t
4t
1 Cr
Mo 440 275 440-590 22 0.07 4t
41 Cr
1 Mo 410 1
490 2 135
275 410-560
490-640 20
16 0.07
0.07 4t
4t
Cr
21 Mo
V 460 275 460-610 15 0.07 4t
Notes:
1 Annealed condition
2 Normalized and tempered condition
Table 2.5.1 : Mechanical properties for design purposes : Seamless pressure pipes
Type of
steel Grad
e Nominal minimum lower yield or 0.2% proof stress [N/mm2]
Temperature C
50 100 150 200 250 300 350 400 450 500 550 600
Carbon
and
carbon -
manganes
e 320
490 172
256 168
249 158
237 147
226 125
210 100
193 91
177 88
174 87
171 -
-
-
-
- -
-
-
-
- -
-
-
-
-
1 Cr
Mo 440 254 240 230 220 210 183 169 164 161 156 151 -
41Cr 1
Mo 410 1
490 2 121
268 108
261 99
253 92
245 85
236 80
230 76
224 72
218 69
205 66
189 64
167 62
Cr
Mo
41 V 460 266 259 248 235 218 192 184 177 168 155 148 -
Notes:
1 Annealed condition
2 Normalized and tempered condition
Table 2.5.2 : Mechanical properties for design purposes : Seamless pressure pipes - estimated values for
stress to rupture in 100 000 hours (units [N/mm2])
Temperatu
re C Carbon and carbon -
manganese 1 Cr
21 Mo 2
41Cr 1 Mo
21 Cr
21 Mo
V
Grade 320,
360, 410 Grade 460,
490 Grade 440 Grade 410
Annealed Grade 490
Normalized
and
tempered
(see Note) Grade 460
380 171 227 - - - -
390 155 203 - - - -
400 141 179 - - - -
410 127 157 - - - -
420 114 136 - - - -
430 102 117 - - - -
440 90 100 - - - -
450 78 85 - 196 221 -
460 67 73 - 182 204 -
470 57 63 - 168 186 -
480 47 55 210 154 170 218
490 36 47 177 141 153 191
500 - 41 146 127 137 170
510 - - 121 115 122 150
520 - - 99 102 107 131
530 - - 81 90 93 116
540 - - 67 78 79 100
550 - - 54 69 69 85
560 - - 43 59 59 72
570 - - 35 51 51 59
580 - - - 44 44 46
Note : When tempering temperature exceeds 750 C, the values for Grade 410 are to be used.
Section 3
Welded Pressure Pipes
3.1 General
3.1.1 Following requirements are applicable to
welded pressure pipes in carbon, carbon -manganese
and low alloy steels.
3.1.2 Where it is proposed to use submerged arc
longitudinally welded pipes, details of the
specification are to be submitted.
3.2 Manufacture and chemical composition
3.2.1 Pipes are to be manufactured by the electric or induction welding process and, if required,
may be subsequently hot reduced or cold finished.
3.2.2 The method of de -oxidation and the chemical
composition of ladle samples are to comply with the
appropriate requirements given in Table 3.2.1.
3.2.3 Where rimmed steel is used, the strips are to be
rolled in single widths and not slit longitudinally,
except to trim the edge s.
Table 3.2.1 : Chemical composition of welded pressure pipes
Type of
steel Grad
e Metho
d of
deoxi -
dation Chemical composition of ladle samples %
C Si Mn S
max. P
max. Residual elements
Carbon
and
carbon -
manga -
nese 320 Any
method
(see
Note)
0.16 - 0.30-
0.70 0.050 0.050
Ni 0.30 max.,
Cr 0.25 max.,
Mo 0.10 max.,
Cu 0.30 max.
Total 0.70 max. 360
0.17
0.35 0.40-
1.00 0.045 0.045
410 Killed
0.21
0.35 0.40-
1.20 0.045 0.045
460 Killed
0.22
0.35 0.80-
1.40 0.045 0.045
Ni Cr Mo Cu Sn Al
1 Cr
Mo 440 Kille
d 0.10-
0.18 0.10-
0.35 0.40-
0.70 0.040 0.040 0.30
max
. 0.70-
1.10 0.45-
0.65 0.25
max
. 0.03
max
.
0.020
Note : For rimmed steels the carbon content may be increased to 0.19% max.
3.3 Heat treatment
3.3.1 Pipes are to be supplied in the heat treated
condition given in Table 3.3.1.
Table 3.3.1 : Heat treatment : Welded pressure
pipes
Type of steel Condition of supply
Carbon and
carbon -
manganese Normalized (Normalized and
tempered at
the option of the
manufacturer)
1 Cr
21 Mo Normalized and tempered
3.4 Mechanical tests
3.4.1 All pipes are to be presented in batches as
defined in Sec.1.
3.4.2 Each pressure pipe selected fo r test is to be
subjected to tensile and flattening or bend tests.
3.4.3 The results of all mechanical tests are to
comply with the appropriate requirements given in
Table 3.4.1.
3.5 Mechanical properties for design
3.5.1 The mechanical properties at elevated
temperature for carbon and carbon -manganese steels
in Grades 320 [N/mm2] to 460 [N/mm2] and 1 Cr
Mo steel can be taken from the appropriate Tables in
Sec.2.
3.5.2 Where rimmed steel is used, the design
temperature is limited to 400C.
Table 3.4.1 : Mechanical properties for acceptance purposes : Welded pressure pipes
Type of steel Grade Yield stress
[N/mm2] Tensile
strength
[N/mm2] Elongation on
5.65So%
minimum Flattening test
constant C
Carbon and
carbon -
manganese 320
460 195
265 320 - 440
360 - 480
410 - 530
460 - 580 25
21 0.10
0.10
0.08
0.07
1 Cr
21 Mo 440 275 440 - 590 22 0.07
Section 4
Boiler and Superheater Tubes
4.1 General
4.1.1 The following requirements are applicable for
boiler and superheater tubes in carbon, carbon -
manganese and low alloy steels.
4.1.2 Austenitic stainless steels may also be used for
this type of service. Where such applications are
proposed, details of the chemical composition, heat
treatment and mechanical properties are to be
submitted for consideration and approval.
4.2 Manufacture and chemical composition
4.2.1 Tubes are to be seamless or welded and are to
be ma nufactured in accordance with the requirements
of Sec.2 and 3 respectively.
4.2.2 The method of de -oxidation and the chemical
composition of ladle samples are to comply with the
requirements given in Table 2.2.1 or Table 3.2.1, as
appropriate. 4.3 Heat tre atment
4.3.1 All tubes are to be supplied in accordance with
the requirements given in Table 2.3.1 or Table 3.3.1
as appropriate, except that 1 Cr
21 Mo steel may be
supplied in the normalized only condition when the
carbon content does not exceed 0.15 per cent.
4.4 Mechanical tests
4.4.1 Tubes are to be presented for test in batches as
defined in Sec.1.
4.4.2 Each boiler and superheater tube selected for
test is to be subjected to at least the following:
a) Tensile test;
b) Flattening or bending tests at the manufacturer's
option;
c) Expanding or flanging tests at the manufacturer's
option.
4.4.3 The results of all mechanical tests are to
comply with the appropriate requirements given in
Table 4.4.1.
4.5 Mechanical properties for design
4.5.1 The mechanical properties at elevated
temperature for carbon and carbon -manganese steels in Grades 320 [N/mm2] to 460 [N/mm2], 1 Cr
21 Mo
and 2
41 Cr 1 Mo steels can be taken from the
appropriate Tables in Sec.2.
4.5.2 Where rimmed steel is used, the design
temperature is limited to 400 C.
Table 4.4.1 : Mechanical properties for acceptance purposes : Boilers and superheater tubes
Type of
steel Grade Yield
stress
[N/mm2] Tensile
strength
[N/mm2] Elongatio
n on
5.65So%
minimum Flatten -
ing test
con-stant
C Bend test
diame -
ter of
former
(t=thickn
ess) Drift expanding and flanging test
minimum % increase in outside
diameter
Ratio : Inside diameter / Outside
diameter
0.6 > 0.6
0.8 > 0.8
Carbon
and
carbon -
man-
ganese 320
460 195
265 320-440
360-480
410-530
460-580 25
21 0.10
0.10
0.08
0.07 4t
4t
4t
4t 12
8 15
10 19
1 Cr
Mo 440 275 440-590 22 0.07 4t 8 10 15
41Cr 1
Mo 410 1
490 2 135
275 410-560
490-640 20
16 0.07
0.07 4t
4t 8
8 10
10 15
Notes:
1. Annealed condition
2. Normalized and tempered condition
Section 5
Tubes and Pipes for Low Temperature Services
5.1 Scope
5.1.1 This Section gives the requirements for
seamless and welded carbon, carbon -manganese and
nickel alloy steel pipes not exceeding 25 [mm] in
thickness intended for use in liquefied gas piping
systems where the design temperature is lower than
0C and a lso for other pressure piping systems where
guaranteed impact properties at low temperature is
required. 5.2 Manufacture
5.2.1 The pipes are to be manufactured seamless or
by a welding process, and may be hot or cold
finished.
5.3 Chemical composition
5.3.1 The chemical composition of ladle samples is
in general to comply with the requirements given in
Table 5.3.1. Steels for the production of tubes and
pipes are to be killed.
Table 5.3.1 : Chemical composition
Type of
steel Grad
e Method
of deoxi -
dation Chemical composition of ladle sample %
C
max. Si Mn P max. S max. Ni Al met Residual
Elements
Carbon 360 Fully
killed 0.17 0.10-
0.35 0.40-
1.00 0.045 0.045 - 0.015
see note Cr 0.25
Carbon -
manganes
e 410
&
460 0.2 0.10-
0.35 0.60-
1.40 0.045 0.045 - 0.015
see note Cu 0.30
Mo 0.10
Ni 0.30
Total 0.70
3.5 Ni 440 0.15 0.15-
0.35 0.30-
0.90 0.040 0.040 3.25-
3.75 - Cr 0.25
Cu 0.30
Mo 0.10
Total 0.60 9 Ni 690 0.3 0.15-
0.30 0.30-
0.90 0.040 0.040 8.50-
9.50 -
Note : Where a minimum Al met of 0.015% is specified, the determination of the total aluminium is acceptable provided that the
result is not less than 0.018%.
5.4 Heat treatment
5.4.1 Pipes are to be supplied in the condition given
in Table 5.4.1.
Table 5.4.1 : Heat treatment
Type of Steel Condition of Supply
Carbon and
Carbon -manganese Hot finished
Normalized
Normalized and
tempered
3.5 Ni Normalized
Normalized and
tempered
9 Ni Double normalized and
tempered
Quenched and tempered
5.5 Mechanical tests
5.5.1 All pipes are to be presented for test in batches
as defined in Sec.1 pressure piping systems.
5.5.2 At least two percent of the number of lengths in
each batch is to be selected at random for the
preparation of the tests.
5.5.3 Each pipe or tube selected for test is to be
subjected to following tests:
- Seamless pipes and tubes:
- one tensile test
- one set of impact tests
- one flattening test or bend test or ring tensile
test - one drift or one ring expanding test where
appropriate.
- Welded t ubes and pipes:
- one tensile test on the base material
- one tensile test on the weld for pipes with D
508 [mm]
- one set of impact tests
- two flattening tests or bend tests or one ring
tensile test (ERW and IW)
- one drift or one ring expanding test (ERW
and IW ) -two bend tests (SAW).
5.5.4 Ring tensile test may be carried out in
conformity with ISO 8495 or other equivalent
standard.
5.5.5 The impact tests are to consist of a set of three
Charpy V -notch test specimens cut in the
longitudinal direction with the notch perpendicular to
the original surface of the pipe. The dimension of the
test specimens are to be in accordance with the
requirements of Ch.2. Impact testing is not required
for wall thickness below 6 [mm].
5.5.6 The impact values are to be determined at the
lowest test temperature specified for the steel grade
and the wall thickness in question.
5.5.7 The results of all mechanical tests are to
comply with the appropriate values given in Table
5.5.1.
5.5.8 The energy value from a set of three Charpy V -
notch impact test specimens is not to be lower than
the required average value given in Table 5.5.1. One
individual value may be less than the required
average value provided that it is not less than 70 per
cent of this average value.
Table 5.5.1 : Mechanical properties for acceptance purposes
Type of
steel Grade Yield stress
[N/mm2] Tensile
strength
[N/mm2] Elonga -tion
on 5.65
So% min. Flattening
test
constant C Bend test
diameter
of former
(t=thick -
ness) Charpy V -notch impact
tests
Test
tempera -
ture C Average
energy J
minimum
Carbon 360 210 360-480 24 0.10 4t -40 27
Carbon -410 235 410-530 22 0.08 4t -50 27
manga -
nese 460 260 460-580 21 0.07 -50 27
3.5 Ni 440 245 440-590 16 0.08 4t -100 27
9 Ni 690 510 690-840 15 0.08 4t -196 39
Section 6
Austenitic Stainless Steel Pressure Pipes
6.1 Scope
6.1.1 This section gives the requirements for
austenitic stainless steel pipes suitable for use in the
construction of the piping systems for chemicals and
for liquefied gases where the design temperature is
not less than –165C.
6.1.2 Austenitic stainless steels are also suitable for
service at elevated temperatures. Where such
applications are proposed, details of the chemical
comp osition, heat treatment and mechanical
properties are to be submitted for consideration and
approval. See also Annex 3, Ch.2, 1.9.5.
6.1.3 Where it is intended to supply seamless pipes in the direct quenched condition, a programme
of tests for approval is to be carried out under the
supervision of the Surveyors, and the results are to be
to the satisfaction of Designated
Authority/Classification Society.
6.2 Manufacture and chemical composition
6.2.1 Pipes are to be manufactured by a seamless or a
continuo us automatic electric fusion welding process.
6.2.2 Welding is to be in a longitudinal direction,
with or without the addition of filler metal.
6.2.3 The chemical composition of the ladle samples
is to comply with the appropriate requirements of
Table 6.2. 1.
Table 6.2.1 : Chemical composition
Type
of
steel Grade Chemical composition of ladle sample %
C
max. Si Mn P
max. S
max. Cr Mo Ni Others
304L 490 0.03 <1.00 <2.00 0.045 0.030 17.0-19.0 - 9.0-13.0 -
316L 490 0.03 <1.00 <2.00 0.045 0.030 16.0-18.5 2.0-3.0 11.0-14.5 -
321 510 0.08 <1.00 <2.00 0.045 0.030 17.0-19.0 - 9.0-13.0 Ti 5 xC
0.80
347 510 0.08 <1.00 <2.00 0.045 0.030 17.0-19.0 - 9.0-13.0 Nb10 x
C1.00
6.3 Heat treatment
6.3.1 Pipes are generally to be supplied by the
manufacturer in the solution treated condition over
their full length.
6.3.2 Alternatively, seamless pipes may be direct
quenched immediately after hot forming, while the
temperature of the pipes is not less than the spe cified
minimum solution treatment temperature.
6.4 Mechanical tests
6.4.1 All pipes are to be presented in batches as
defined in Section 1 for Class I and II piping systems. 6.4.2 Each pipe selected for test is to be subjected to
tensile and flattening or bend tests.
6.4.3 The results of all mechanical tests are to
comply with the appropriate requirements given in
Table 6.4.1.
Where the design temperature is less than –
105C, impact tests are to be carried out on a set of
three Charpy V -notch specime ns. The tests are to be
made on longitudinal specimens at –196C and the
average energy is to be not less than 41 Joules.
Table 6.4.1 : Mechanical properties for acceptance purposes
Type of
steel Grade 0.2%
proof
stress
[N/mm2]
(see Note) 1.0%
proof
stress
[N/mm2] Tensile
strength
[N/mm2] Elongation
on 5.65 So
%
minimum Flattening
test
constant Bend test
diameter of
former
(t=thickness)
304L 490 175 205 490-690 30 0.09 3t
316L 490 185 215 490-690 30 0.09 3t
321 510 195 235 510-710 30 0.09 3t
347 510 205 245 510-710 30 0.09 3t
Note : The 0.2% proof stress values given for information purposes and unless otherwise agreed are not required to
be verified by test.
6.5 Intergranular corrosion tests
6.5.1 For materials used for piping systems for
chemicals, intercrystalline corrosion tests are to be
carried out on one per cent of the number of pipes in
each batch, with a minimum of one pipe.
6.5.2 For pipes with an outside diameter not
exceeding 40 [m m], the test specimens are to consist
of a full cross section. For larger pipes, the test
specimens are to be cut as circumferential strips of
full wall thickness and having a width of not less
than 12.5 [mm]. In both cases, the total surface areas
is to b e between 15 and 35 [cm2].
6.5.3 When required, one test of this type is to be
carried out for each tensile test. The testing is to be
carried out in accordance with ASTM A262, practice
E, copper -copper sulphate -sulphuric acid or another
recognized standard. The bent specimen is to be free
from cracks indicating the presence of intergranular
attack. The material for the test is to be taken
adjacent to that for the tensile test.
6.5.4 After immersion, the full cross -section test
specimens are to be su bjected to a flattening test in
accordance with the requirements of Chapter 2. The strip test specimens are to be
subjected to a bend test through 90 over a mandrel
of diameter equal to twice the thickness of the test
specimen.
6.6 Fabricated pipework
6.6.1 Fabricated pipework is to be produced from
material manufactured in accordance with 6.2, 6.3,
6.4 and 6.5.
6.6.2 Welding is to be carried out in accordance with
an approved and qualified procedure by suitably
qualified welders.
6.6.3 Fabricated pipewor k may be supplied in the as -
welded condition without subsequent solution
treatment provided that welding procedure tests have
demonstrated satisfactory material properties
including resistance to intercrystalline corrosion.
6.6.4 In addition, butt welds ar e to be subjected to 5
per cent radiographic examination for Class I and 2
per cent for Class II pipes.
6.6.5 Fabricated pipework in the as -welded condition
and intended for systems located on deck is to be
protected by a suitable corrosion control coating .
Chapter 7
Iron Castings
Contents
Section
1 General Requirements
Section 1
General Requirements
1.1 Scope
1.1.1 This Chapter gives the requirements for both
grey and spheroidal or nodular graphite iron castings
intended for ship and machinery construction. 1.1.2 All important iron castings, as defined in the
relevant parts of the Rules dealing with design and
construction, are to be manufactured and tested in
accordance with the requirements of Ch.1 and 2 and
the requirements given in the following paragraphs.
1.1.3 As an alternativ e to 1.1.2, castings which
comply with National or Proprietary specifications
may be accepted, provided that such specifications
give reasonable equivalence to these requirements or
otherwise are specially approved or required by
Designated Authority/Class ification Society.
1.1.4 Where small castings are produced in large
quantities, the manufacturer may adopt alternative
procedure for testing and inspection, subject to the
approval of Designated Authority/Classification
Society.
1.1.5 These requirements ar e applicable only to
castings where the design and acceptance tests are
related to mechanical properties at ambient
temperature. For other applications additional
requirements may be necessary, especially when the
castings are intended for service at low o r elevated
temperatures.
1.2 Manufacture
1.2.1 All castings, as designated in1.1.2, are to be
manufactured at foundries approved by Designated
Authority/Classification Society.
1.2.2 Suitable mechanical methods are to be
employed for the removal of surplus material from
the castings. Thermal cutting processes are not
acceptable, except as a preliminary operation to the
mechanical methods.
1.2.3 Where castings of the same type are regularly
produced in quantity, the manufacturer is to make
any tests necessar y to prove the quality of the
prototype castings and is also to make periodical
examinations to verify the continued efficiency of the
manufacturing technique. The Surveyor is to be
given the opportunity to witness these tests.
1.3 Quality of castings
1.3.1 Castings are to be free from surface or internal
defects which could be prejudicial to their proper
application in service. The surface finish is to be in
accordance with good practice and any specific
requirements of the approved plan.
1.4 Chemical comp osition
1.4.1 The chemical composition of the iron used is
left to the discretion of the manufacturer, who is to
ensure that it is suitable to obtain the mechanical
properties specified for the castings.
1.5 Heat treatment
1.5.1 Except as required by 1.5.2 , castings may be
supplied in either the as cast or heat treated
condition.
1.5.2 For some applications, such as high
temperature service or where dimensional stability is
important, castings may be required to be given a
suitable tempering or stress relie ving heat treatment.
This is to be carried out after any refining heat
treatment and before machining. The special qualities
with 350 [N/mm2] and 400 [N/mm2] nominal tensile
strength and impact test are to undergo ferritizing
heat treatment. 1.5.3 Where it is proposed to locally harden the
surface of castings, full details of the proposed
procedure and specifications are to be submitted for
approval by Designated Authority/Classification
Society.
1.6 Mechanical tests
1.6.1 Separately cast test samples are t o be used
unless otherwise agreed between the manufacturer
and the purchaser. The test samples are generally to
be one of the standard types detailed in Fig.1.6.1,
Fig.1.6.2 and Fig.1.6.3 with a thickness of 25 [mm].
Test samples of dimensions, other than as detailed in
Fig.1.6.1 to Fig.1.6.3 may, however, be specially
required for some components. For grey cast iron the
test samples are to be in the form of cylindrical bars
of 30 [mm] diameter and of suitable length. When
two or more test samples are cast simultaneously in a
single mould, the bars are to be at least 50 [mm]
apart as indicated in Fig.1.6.4.
1.6.2 Integrally cast samples may be used when a
casting is more than 20 [mm] thick and its mass
exceeds 200 [kgs] subject to agreement between the
manuf acturer and the purchaser. The type and
location of the test sample are to be selected to
provide approximately the same cooling conditions
as for the casting it represents.
1.6.3 At least one test sample is to be provided for
each casting or batch of cast ings. A batch consists of
castings poured from a single ladle of metal provided
they are all of similar type and dimensions. A batch
should not normally exceed two tonnes of fettled
castings and a single casting will constitute a batch if
its mass is two t onnes or more.
1.6.4 For continuous melting of same grade of cast
iron in large tonnages the mass of the batch may be
increased to the output of two hours of pouring. If
production is carefully monitored by systematic
checking of the melting process, such as chill testing,
chemical analysis or thermal analysis, test samples
may be taken at longer intervals.
1.6.5 For large castings where more than one ladle of
treated metal is used, additional test samples are to be
provided so as to be representative of ea ch ladle
used.
1.6.6 All test samples are to be suitably marked to
identify them with the castings which they represent.
1.6.7 Where castings are supplied in the heat treated
condition, the test samples are to be heat treated
together with the castings whi ch they represent.
1.6.8 The test samples are to be cast in moulds made
from the same type of material as used for the
castings and are not to be stripped from the moulds
until the metal temperature is below 500 C.
1.6.9 One tensile test specimen is to prepared from
each test sample. The dimensions of the test
specimens and the testing procedures used are to be
in accordance with Ch.2.
1.7 Mechanical properties
1.7.1 For grey iron castings, only the tensile strength
is to be determined and the results obtained are to
comply with the minimum value specified for the
castings being supplied. The specified minimum
tensile strength is to be not l ess than 200 [N/mm2]
and not more than 350 [N/mm2]. The fractured
surfaces of all tensile test specimens are to be
granular and grey in appearance.
1.7.2 For spheroidal or nodular graphite iron castings
the tensile strength and elongation are to be
determi ned. The results of all tests are to comply
with the requirements of Table 1.7.1, but subject to
any additional requirements of the relevant
construction rules. Typical ranges of hardness values
are also given in Table 1.7.1 and are intended for
informatio n purposes.
1.7.3 Retest requirements for tensile tests are to be in
accordance with 1.10 of Chapter 1.
1.8 Visual and non -destructive examination
1.8.1 All castings are to be cleaned and adequately
prepared for examination. The surfaces are not to be
hammered, peened or treated in any way which may
obscure defects.
Fig.1.6.4 : Test sample for grey
cast iron
Table 1.7.1 : Mechanical properties for acceptance purposes (spheroidal or nodular graphite iron)
Specified Minimum
Tensile Strength
[N/mm2] 0.2% proof
stress (see
Note)
[N/mm2] Elongation
on 5.65So
% min. Typical
Hardness
Brinell
(see para
1.7.2) Impact Energy
Typical structure
of matrix (see
para 1.9.2) Test
Temp.
C J Min.2
Ordinary
qualities 370
800 230
480 17
2 120 - 180
140 - 200
170 - 240
190 - 270
230 - 300
250 - 350 -
-
-
-
-
- -
-
-
-
-
- Ferrite
Ferrite
Ferrite/Pearlite
Ferrite/Pearlite
Pearlite
Pearlite or
Tempered
Structure
Special
qualities 350
400 220
250 223
183 110 - 170
140 - 200 20
20 17(14)
14(11) Ferrite
Ferrite
Notes:
1. For intermediate values of specified minimum tensile strength, the minimum values for 0.2% proof and
elongation may be obtained by interpolation.
2. The average value measured on 3 Charpy V -notch specimens. One result may be bel ow the average value but
not less than the minimum shown in brackets.
3. In the case of integrally cast samples, the elongation may be 2 percentage points less.
1.8.2 Before acceptance, all castings are to be
visually examined including, where applicable, the
examination of internal surfaces. Unless otherwise
agreed the verification of dimensions is the
responsibility of the manufacturer.
1.8.3 Supplementary examination of castings by
suitable non -destructive testing procedures is
generally not required except in circumstances where
there is reason to suspect the soundness of the
casting.
1.8.4 When required by the relevant construction
Rules, castings are to be pressure tested before final
acceptance.
1.8.5 Cast crankshafts are to be subjected to a
magnetic particle inspection. Crack like indications
are not permitted.
1.9 Metallographic examination
1.9.1 For spheroidal or nodular graphite iron
castings, a representative sample from each ladle of
treated metal is to be prepared for metallographic
examination. These samples may conveniently be
taken from the tensile test specimens but alternative arrangement for the provision of the samples may be
adopted provided that they are taken from the ladle
towards the end of the casting p eriod.
1.9.2 Examination of the samples is to show that at
least 90 per cent of the graphite is in a dispersed
spheroidal or nodular form. Details of the typical
matrix structure are given in Table 1.7.1 and are
intended for information purposes only.
1.10 Rectification of defective castings
1.10.1 At the discretion of the Surveyor, small
surface blemishes may be removed by local grinding.
1.10.2 Subject to the prior approval of the Surveyor,
castings containing local porosity may be rectified by
impregnati on with a suitable plastic filler, provided
that the extent of the porosity is such that it does not
adversely affect the strength of the castings.
1.10.3 Repairs by welding are generally not
permitted, but may be considered in special
circumstances. In su ch cases, full details of the
proposed repair procedure are to be submitted for
approval prior to commencement of the proposed
rectification.
1.11 Identification of castings
1.11.1 The manufacturer is to adopt a system of
identification which will enable all finished castings
to be traced to the original ladle of treated metal and
the Surveyor is to be given full facilities for so
tracing the castings when required.
1.11.2 Before acceptance, all castings which have
been tested and inspected with satisfacto ry results are
to be clearly marked by the manufacturer with the
following particulars: -
a) Grade of cast iron;
b) Identification number, or other marking which
will enable the full history of the casting to be
traced;
c) Manufacturer's name or trade mark;
d) Designat ed Authority/Classification Society
mark the abbreviated name of the local office of
Designated Authority/Classification Society;
e) Personal stamp of the Surveyor responsible for
inspection;
f) Where applicable, test pressure; g) Date of final inspection.
1.11.3 W here small castings are manufactured in
large numbers, modified arrangements for
identification may be specially agreed with
Designated Authority/Classification Society.
1.12 Certification
1.12.1 The manufacturer is to provide the Surveyor
with a written s tatement giving the following
particulars for each casting or batch of castings
which has been accepted: -
a) Purchaser's name and order no;
b) Description of castings and quality of cast iron;
c) Identification number;
d) Results of mechanical tests;
e) Where applicable, details of heat treatment;
f) Where specially required, the chemical analysis
of the ladle sample;
g) Where applicable, test pressure.
Chapter 8
Copper Alloys
Contents
Section
1 General Requirements
2 Castings for Valves and Fittings
3 Castings for Propellers
4 Tubes
Section 1
General Requirements
1.1 Scope
1.1.1 The requirements in this Chapter apply to
copper alloys used in castings for valves and fittings,
propeller castings and tubes.
1.1.2 When required by the relevant parts, dealing
with design and construction, tubes a nd castings are
to be manufactured and tested in accordance with the
appropriate requirements of Ch.1 and 2 and the
requirements of this Chapter. 1.1.3 Alternatively, tubes and castings which comply
with National or proprietary specifications may be
accept ed provided these specifications give
reasonable equivalence to the requirements of this
Chapter and provided that survey is carried out in
accordance with the requirements of Ch.1.
1.1.4 Where it is proposed to use an alloy which is
not specified in this Chapter, details of chemical
composition, heat treatment and mechanical
properties are to be submitted for approval.
Section 2
Castings for Valves and Fittings
2.1 Scope
2.1.1 Following requirements make provision for
copper alloy castings for valves, liner bushes and
other fittings intended for use in ship and machinery
construction. 2.2 Manufacture
2.2.1 Approval of Works, as required by Ch.1, for the
manufacture of castings, covered by this Section, is
not required.
2.3 Quality of castings
2.3.1 All castings are to be free from surface or
internal defects, which could be prejudicial to their
proper application in service.
2.4 Chemical composition
2.4.1 The chemical composition is to comply with
the appropriate requirements of Table 2.4.1. 2.4.2 Where a cast is wholly prepared from ingots for
which an analysis is already available, and provided
that no significant alloy additions are made during
melting, the ingot maker's certified analysis may be
accepted subject to occasional check tests as
requested by the Surveyors.
Table 2.4.1 : Chemical composition
Designation Chemical composition %
Cu Sn Zn Pb Ni Mn P Fe Al
90/10 Cu -Sn
Phosphor -bronze Remainder 9.0-
11.0 0.5
max. 0.75
max. 0.5
max. - 0.50
max. - -
85/5/10 Leaded
bronze Remainder 4.0-6.0 2.0
max. 9.0-
11.0 2.0
max. - 0.10
max. - -
88/10/2 Gunmetal Remainder 8.5-
11.0 1.0-3.0 1.5
max. 1.0
max. - - - -
87/7/3/3 Leaded
Gunmetal Remainder 6.0-8.0 1.5-3.0 2.5-3.5 2.0
max. - - - -
85/5/5/5 Leaded
Gunmetal Remainder 4.0-6.0 4.0-6.0 4.0-6.0 2.0
max. - - - -
70/30 Cu -Ni-Fe Remainder - - - 29.0-
32.0 0.5-
1.50 - 0.4-1.0 -
90/10 Cu -Ni-Fe Remainder - - - 9.0-
11.0 0.5-1.0 - 1.0-1.8 -
Ni-Al-bronze Remainder 0.10
max. 1.0
max. 0.03
max. 3.0-6.0 0.5-4.0 - 2.0-6.0 7.0-
11.0
2.5 Heat treatment
2.5.1 At the option of the manufacturer castings may
be supplied in the 'as cast' or heat treated condition.
2.6 Mechanical tests
2.6.1 The test material may be separately cast as a
keel block sample in accordance with Fig.3.6.1 or as
otherwise agreed with the
Surveyor. For liners and bushes, the test material
may be cut from the ends of the casting.
2.6.2 Where castings are suppli ed in a heat treated
condition, the test samples are to be similarly heat
treated prior to the preparation of the tensile
specimens.
2.6.3 The results of all tests are to comply with the
appropriate requirements given in Table 2.6.1.
Table 2.6.1 : Mechanical properties for acceptance purposes
Designation 0.2% proof stress
[N/mm2] minimum (see
Note) Tensile Strength [N/mm2]
minimum Elongation on 5.65 So%
minimum
90/10 Cu -Sn Phosphor -bronze 120 250 15
85/5/10 Leaded bronze 100 200 16
88/10/2 Gunmetal 130 270 13
87/7/3/3 Leaded Gunmetal 130 250 16
85/5/5/5 Leaded Gunmetal 100 200 16
70/30 Cu -Ni-Fe 220 420 20
90/10 Cu -Ni-Fe 160 320 20
Ni-Aluminium bronze 240 590 16
Note:
The 0.2% proof stress values are given for information purposes only and, unless otherwise agreed, are not required to be
verified by test.
2.7 Visual examination
2.7.1 All castings must be supplied in a clean fettled
condition.
2.7.2 Before acceptance, all castings are to be
presented for visual examination by the Surveyor.
This is to include the examination of internal surfaces
where applicable.
2.7.3 The accuracy and verification of dimensions are
the responsibility of the manufacturer, unless
otherwise agreed.
2.8 Pressure testing
2.8.1 Where required by the relevant construction
Rules, castings are to be pressure tested before final
acceptance. Unless otherwise agreed, these tests are
to be carried out in the presence of the Surveyors and
are to be to their satisfaction.
2.9 Rectification of defective castings
2.9.1 Minor surface defects may be removed by
grinding provided that the dimensional tolerances are
not exceeded.
2.9.2 Proposal to repair a defective casting by
welding are to be submitted to the Surveyor for
approval before this work is commenced. Such
proposals are to include details of the extent and
positions of all defects. The Surveyor is to satisfy
himself the number and size of the defects are such
that castings can be efficiently repaired.
2.9.3 A statement and/or sketch detailing the extent
and position of all weld repairs is to b e prepared by
the manufacturer as permanent record.
2.9.4 Weld repairs to liners in copper alloys
containing more than 0.5 per cent lead are not
permitted.
2.10 Identification
2.10.1 Before acceptance, all castings which have
been tested and inspected wi th satisfactory results are
to be clearly marked with the following details:
a) Identification number, cast number or other
markings which will enable the full history of
the casting to be traced;
b) Brand mark and the abbreviated name of the
Designated Authorit y/Classification Society;
c) Personal stamp of the Surveyor responsible for
inspection;
d) Test pressure, where applicable;
e) Date of final inspection.
2.10.2 Where small castings are manufactured in
large numbers, modified arrangements for
identification may be s pecially agreed with the
Surveyor.
2.11 Certification
2.11.1 The manufacturer is to provide the Surveyor
with a written statement giving the following
particulars for each casting or batch of castings
which has been accepted: -
(b) Purchaser's name and order no.;
(c) Description of castings and alloy type;
(d) Identification number
(e) Type of heat treatment, where applicable;
(f) Ingot or cast analysis.
2.11.2 In addition to 2.11.1 the manufacturer is to
provide a signed statement and/or sketch detailing the
extent and posit ion of all weld repairs made to each
casting.
Section 3
Castings for Propellers
3.1 Scope
3.1.1 These requirements are applicable to the
manufacture, inspection and repair procedures of cast
copper alloys propellers, blades and bosses.
3.1.2 These requirements may also be used for the
repair of propellers damaged in service, subject to
prior agreement with Designated
Authority/Classification Society
3.1.3 Where the use of alternative alloys is proposed,
particulars of chemical composition, mechanical
properties and heat treatment are to be submitted for
approval.
3.2 Foundry approval
3.2.1 Approval
3.2.1.1 All propellers and propeller components are
to be manufactured by foundries approved in
accordance wi th Ch.1. Also refer Ch.1, Sec.1,
Cl.1.3.2. The castings are to be manufactured and
tested in accordance with the requirements of these
requirements.
3.2.2 Application for approval
3.2.2.1 It is the manufacturer’s responsibility to
assure that effective qu ality, process and production
controls during manufacturing are adhered to within
the manufacturing specification. The manufacturing
specification is to be submitted to Designated
Authority/Classification Society at the time of initial
approval, and is to at least include the following
particulars:
(a) description of the foundry facilities,
(b) copper alloy material specification,
(c) runner and feeder arrangements,
d) manufacturing procedures,
e) non-destructive testing
f) inspection procedures, and
g) repair procedures.
3.2.3 Scope of the approval test
3.2.3.1 The scope of the approval test is to be agreed
upon with Designated Authority/Classification
Society. This is to include the presentation of cast
test coupons of the propeller materials in question for
approval testing in order to verify that the chemical
composition and the mechanical properties of these
materials comply with these requirements.
3.2.4 Inspection facilities
3.2.4.1 The foundry is to have an adequately
equipped laboratory, ma nned by experienced
personnel, for the testing of moulding materials
chemical analyses, mechanical testing, and
microstructural testing of metallic materials and non -destructive testing. Where testing activities are
assigned to other companies or other lab oratory,
additional information required by Designated
Authority/Classification Society is to be included.
3.3. Moulding and casting
3.3.1 Pouring
3.3.1.1 The pouring is to be carried out into dried
moulds using degassed liquid metal. The pouring is
to be controlled as to avoid turbulences of flow.
Special devices and/or procedures must prevent slag
flowing into the mould.
3.3.2 Stress relieving
3.3.2.1 Subsequent stress relieving heat treatment
may be performed to reduce the residual stresses. For
this pur pose, the manufacturer is to submit a
specification containing the details of the heat
treatment to Designated Authority/Classification
Society for approval. For stress relieving
temperatures and holding times see Tables 3.12.3(a)
and (b).
3.4 Quality of c astings
3.4.1 Freedom from defects
3.4.1.1 All castings must have a workmanlike finish
and are to be free from defects which would be
prejudicial to their proper application in service.
Minor casting defects which may still be visible after
machining such as small sand and slag inclusions,
cold shuts and scabs are to be trimmed off by the
manufacturer in accordance with 3.11.
3.4.2 Removal of defects
3.4.2.1 Casting defects which may impair the
serviceability of the castings, e.g. major non -metallic
inclusions, shrinkage cavities, blow holes and cracks,
are not permitted. They may be removed by one of
the methods described in 3.11 and repaired within the
limits and restrictions for the severity zones. Full
description and documentation are to be avail able for
the surveyor.
3.5 Dimensions, dimensional and geometrical
tolerances
3.5.1 The verification of dimensions, the dimensional
and geometrical tolerances is the responsibility of the
manufacturer. The report on the relevant
examinations is to be submi tted to the Surveyor, who
may require checks to be made in his presence.
3.5.2 Static balancing is to be carried out on all
propellers in accordance with the approved drawing.
Dynamic balancing is necessary for propellers
running above 500 rpm.
3.6 Chemica l composition and metallurgical
characteristics
3.6.1 Chemical composition
3.6.1.1. Typical copper propeller alloys are grouped
into the four types CU 1, CU 2, CU 3 and CU 4
depending on their chemical composition as given in
Table 3.6.1. Copper alloys who se chemical
composition deviate from the typical values of Table
3.6.1 are to be specially approved by Designated
Authority/Classification Society. The manufacturer is
to maintain records of the chemical analyses of the
production casts, which are to be ma de available to
the Surveyor.
3.6.2 Metallurgical characteristics
3.6.2.1 The main constituents of the microstructure in
the copper -based alloys categories CU 1 and CU 2
are alpha and beta phase. Important properties such
as ductility and resistance to cor rosion fatigue are
strongly influenced by the relative proportion of beta
phase (too high a percentage of beta phase having a
negative effect on these properties). To ensure
adequate cold ductility and corrosion fatigue
resistance, the proportion of beta p hase is to be kept
low. The concept of the zinc equivalent is to be used
as control since it summarizes the effect of the
tendency of various chemical elements to produce
beta phase in the structure. 3.6.2.2 The structure of CU 1 and CU 2 type alloys
must contain an alpha phase component of at least 25
% as measured on a test bar by the manufacturer. The
zinc equivalent defined by the following formula is
not to exceed a value of 45 %:
where A is the algebraic sum of the following:
1 x % Sn
5 x % Al
- 0.5 x % Mn
- 0.1 x % Fe
- 2.3 x % Ni.
The negative sign in front of the elements Mn, Fe and
Ni signifies that these elements tend to reduce the
proportion of beta phase.
The micro structure of alloy types CU 1 and CU 2 is
to be verified by determining the proportion of alpha
phase. For this purpose, at least one specimen is to be
taken from each heat. The proportion of alpha phase
is to be determined as the average value of 5 counts.
Table 3.6.1 : Typical chemical compositions of cast copper alloy for propellers
Alloy Designation Chemical composition of ladle samples %
Cu Sn Zn Pb Ni Fe Al Mn
Grade CU1 Manganese
Bronze (high strength
brass) 52 - 62 1.5
max. 35 - 40 0.5
max. 1.0
max. 0.5-2.5 0.5-3.0 0.5-4.0
Grade CU2 Ni -
Manganese Bronze (high
strength brass) 50 - 57 1.5
max. 33 - 38 0.5
max. 3.0-8.0 0.5-2.5 0.5-2.0 1.0-4.0
Grade CU3 Ni -
Aluminium Bronze 77 - 82 0.1
max. 1.0
max. 0.03
max. 3.0-6.0 2.0-6.0 7.0-11.0 0.5-4.0
Grade CU4 Mn -
Aluminium Bronze 70 - 80 1.0
max. 6.0
max. 0.05
max. 1.5-3.0 2.0-5.0 6.5-9.0 8.0-20.0
3.7 Mechanical properties and tests
3.7.1 The mechanical properties are to comply with
the values in Table 3.7.1. These values are applicable
to test specimens taken from separately cast samples
in accordance with Figure 3.7.1 or with a recognised
standard.
Note : These properties are a measure of the
mechanical quality of the me tal in each heat and they
are generally not representative of the mechanical
properties of the propeller casting itself which may
be upto 30% lower than that of a separately cast test
coupon. For integrally cast test specimens the
requirements are to be sp ecially agreed with
Designated Authority/Classification Society.
3.7.2 Other alloys
3.7.2.1 The mechanical properties of alloys not
meeting the minimum values of Table 3.7.1 are to
comply with a specification approved by Designated
Authority/Classification Society.
3.7.3 Tensile tests and specimens
3.7.3.1 Tensile tests and specimens are to be in
accordance with Ch.2.
3.7.3.2 Generally, the specimens are to be taken from
separately cast sample pieces in accordance with
3.7.1. The test samples are to be cast in moulds made
of the same material as the mould for the propeller
A 100%Cu x 100 - 100 equivalent Zinc
and they are to be cooled down under the same
conditions as the propeller. At least one tensile test
specimen is to be taken from each ladle. If propellers
are subjected to a heat treatment the test samples are
to be heat treated together with them.
3.7.3.3 Where test specimens are to be taken from
integrally cast test samples, these are to be the subject of special agreement with Designated
Authority/Classification Society. Wherever possible,
the test samples are to be located on the blades in an
area lying between 0.5 to 0.6 R, where R is the radius
of the propeller. The test sample material is to be
removed from the casting by non thermal procedures.
H= 100 mm, B=50 mm, L>150 mm, T=15 mm and D = 25 mm
Fig.3.7.1 : Test sample casting
Table 3.7.1 : Mechanical properties of cast copper alloys for propellers ( separately cast test coupons)
Alloy Designation 0.2% proof stress
[N/mm2] minimum Tensile Strength
[N/mm2] minimum Elongation on
5.65So% minimum
Grade CU1 Manganese bronze 175 440 20
Grade CU2 Ni -Manganese bronze 175 440 20
Grade CU3 Ni -Aluminium bronze 245 590 16
Grade CU4 Mn -Aluminium bronze 275 630 18
3.8 Definition of skew, severity zones
3.8.1 Definition of skew
3.8.1.1 The skew of a propeller is defined as follows:
The maximum skew angle of a propeller blade is
defined as the angle, in projected view of the blade,
between a line drawn through the blade tip and the shaft centreline and a second line through
the shaft centreline which acts as a tangent to the
locus of the mid -points of the helical blade section.
See Fig.3.8.1.
High skew propellers have a skew angle greater than
25, low skew propellers a skew angle of up to 25 .
Fig.3.8.1 : Definition of skew angle
3.8.2 Severity zones
In order to relate the degree of inspection to the
criticality of defects in propeller blades and to help
reduce the risk of failure by fatigue cracking after
repair, propeller blades are divided into the three
severity zones designated A, B and C.
Zone A is the region carrying the highest operating
stresses and which, therefore, requires the highest
degree of inspection. Generally, the blade thicknesses
are greatest in this area giving the greatest degree of
restraint in repair welds and this in turn leads to the
highest residual stresses in and around any repair
welds. High residual tensile stresses frequently lead
to fatigue cracking during subsequent service so that
relief of these stresses by heat treatment i s essential
for any welds made in this zone. Welding is
generally not permitted in Zone A and will only be
allowed after special consideration. Every effort is to
be made to rectify a propeller which is either
defective or damaged in this area without reco urse to
welding even to the extent of reducing the scantlings,
if this is acceptable. If a repair using welding is
agreed, postweld stress relief heat treatment is
mandatory.
Zone B is a region where the operating stresses may
be high. Welding is to prefer ably be avoided but
generally is allowed subject to prior approval from
Designated Authority/Classification Society.
Complete details of the defect / damage and the
intended repair procedure are to be submitted for
each instance in order to obtain such a pproval.
Zone C is a region in which the operating stresses are
low and where the blade thicknesses are relatively
small so that repair welding is safer and, if made in
accordance with an approved procedure is freely
permitted.
3.8.2.1 Low -skew propellers
Zone A is in the area on the pressure side of the
blade, from and including the fillet to 0.4R, and
bounded on either side by lines at a distance 0,15
times the chord length Cr from the leading edge and
0.2 times Cr from the trailing edge, respectively (se e
Fig. 3.8.2).Where the hub radius (Rb) exceeds 0.27R,
the other boundary of zone A is to be increased to
1.5Rb.
Zone A also includes the parts of the separate cast
propeller hub which lie in the area of the windows as
described in Fig. 3.8.4 and the flang e and fillet area
of controllable pitch and built -up propeller blades as
described in Fig. 3.8.5.
Zone B is on the pressure side the remaining area up
to 0.7R and on the suction side the area from the
fillet to 0.7R (see Fig. 3.8.1).
Zone C is the area out side 0.7R on both sides of the
blade. It also includes the surface of the hub of a
monoblock propeller and all the surfaces of the hub
of a controllable pitch propeller other than those
designated Zone A above.
Fig.3.8.2 : Severity zones for integrally cast low skew propellers
3.8.2.2 High -skew propellers
Zone A is the area on the pressure face contained
within the blade root -fillet and a line running from
the junction of the leading edge with the root fil let to
the trailing edge at 0.9 R and at passing through the
mid-point of the blade chord at 0.7 R and a point
situated at 0.3 of the chord length from the leading edge at 0.4 R. It
also includes an area along the trailing edge on the
suction side of the blade from the root to 0.9 R and
with its inner boundary at 0.15 of the chord lengths
from the trailing edge. Zone B constitutes the whole
of the remaining blade surfaces. Zone A and B are
illustrated in Fig. 3.8.3.
Fig.3.8.3 : Severity zones in blades with skew angles greater than 25o
Fig.3.8.4 : Severity zones for controllable pitch propeller boss
Fig.3.8.5 : Severity zones for controllable pitch and built -up propeller
Note:
The remaining surface of the propeller blades is to be divided into the severity zones as given for solid cast
propellers (Fig. 3.8.2 and Fig. 3.8.3)
3.9 Non -destructive testing
3.9.1 Qualification of personnel involved in NDT
3.9.1.1 personnel involved in NDT are to be qualified
according to the requirements of the Designated
Authority/Classification Society.
3.9.2 Visual testing
3.9.2.1 All finished castings are to be 100% vis ually
inspected by the manufacturer. Castings are to be free
from cracks, hot tears or other imperfections which,
due to their nature, degree or extent, will interfere
with the use of the castings. A general visual
examination is to be carried out by the S urveyor.
3.9.3 Liquid penetrant testing
3.9.3.1 Liquid penetrant testing procedure is to be
submitted to Designated Authority/Classification
Society and is to be in accordance with ISO 3452 -
1:2013 or a recognized standard. The acceptance
criteria are speci fied in 3.10. The severity zone A is
to be subjected to a liquid penetrant testing in the
presence of the Surveyor.
In zones B and C the liquid penetrant testing is to be
performed by the manufacturer and may be witnessed
by the Surveyor upon his request. If repairs have
been made either by grinding, straightening or by
welding the repaired areas are additionally to be
subjected to the liquid penetrant testing independent
of their location and/or severity zone.
3.9.4 Radiographic and ultrasonic testing
3.9.4.1 When required by Designated
Authority/Classification Society or when deemed
necessary by the manufacturer, further non -
destructive testing (e.g. radiographic and/or
ultrasonic testing) are to be carried out. The
acceptance criteria or applied quality l evels are to be
agreed between the manufacturer and Designated
Authority/Classification Society in accordance with a
recognized standard.
Note: due to the attenuating effect of ultrasound
within cast copper alloys, ultrasonic testing may not be practical in some cases, depending on the
shape/type/thickness, and grain -growth direction of
the casting.
In such cases, effective ultrasound penetration into
the casting is to be practically demonstrated on the
item. This would normally be determined by way of
back-wall reflection, and/or target features within the
casting.
3.10 Acceptance criteria for liquid penetrant
testing
3.10.1 Definitions of liquid penetrant indications
Indication: In the liquid dye penetrant inspection
testing an indication is the presence of detectable
bleed -out of the penetrant liquid from the material
discontinuities appearing at least 10 minutes after the
developer has been applied.
Relevant indication: Only in dications which have
any dimension greater than 1.5 mm are to be
considered relevant for the categorization of
indications.
Non-linear indication: an indication with a largest
dimension less than three times its smallest
dimension (i.e. l < 3 w).
Linear in dication: an indication with a largest
dimension three or more times its smallest dimension
(i.e. l ≥ 3 w).
Aligned indications:
a) Non -linear indications form an alignment when
the distance between indications is less than 2
[mm] and at least three indications are aligned. An
alignment of indications is considered to be a
unique indication and its length is equal to the
overall length of the alignment.
b) Linear indications form an alignment when the
distance between two indications is smaller than
the length of the longest indication.
Illustration of liquid penetrant indication is given in
Fig. 3.10.1.
Fig.3.10.1 : Shape of indications
Table 3.10.2 : Allowable number and size of relevant indication s in a reference area of 100 [cm2], depending
on severity zones1)
Severity zones Max. total number
of indications Type of indication Max. number of
each type 1)2) Max. acceptable
value for "a" or
"l" of indications
[mm]
A 7 Non-Linear
Linear
Aligned 5
2 4
B 14 Non-Linear
Linear
Aligned 10
4 6
C 20 Non-Linear
Linear
Aligned 14
6 8
Notes:
1) Singular non -linear indications less than 2 [mm] for zone A and less than 3 [mm] for the other zones are not
considered relevant.
2) The total number of non-linear indications may be increased to the max. total number, or part thereof,
represented by the absence of linear or aligned indications.
3.10.2 Acceptance standard
3.10.2.1 The surface to be inspected is to be divided
into reference areas of 100 [cm2] . Each reference
area may be square or rectangular with the major
dimension not exceeding 250mm.
The area is to be taken in the most unfavourable
location relative to the indication being evaluated.
The relevant indications detected, with respect to
their size and number, are not to exceed the values
given in the Table 3.10.2.
3.10.2.2 Areas which are prepared for welding are,
independent of their location, always to be assessed
according to Zone A. The same applies to the we lded
areas after being finished machined and/or ground.
3.11 Repair of defects
3.11.1 Definitions
3.11.1.1 Indications exceeding the acceptance
standard of Table 3.10.2, cracks, shrinkage cavities,
sand, slag and other non -metallic inclusions, blow
holes a nd other discontinuities which may impair the
safe service of the propeller are defined as defects
and must be repaired.
3.11.2 Repair procedures
a) In general the repairs are to be carried out by
mechanical means, e.g. by grinding, chipping or
milling. Weldi ng may be applied subject to the
agreement with Designated
Authority/Classification Society if requirements
of 3.11.3, 3.11.4 and/or 3.11.5 will be complied
with.
b) After milling or chipping grinding is to be
applied for such defects which are not to be
weld ed. Grinding is to be carried out in such a
manner that the contour of the ground depression
is as smooth as possible in order to avoid stress
concentrations or to minimise cavitation
corrosion. Complete elimination of the defective
material is to be verif ied by liquid penetrant
testing.
c) Welding of areas less than 5 [cm2] is to be
avoided.
3.11.3 Repair of defects in zone A
a) In zone A, repair welding will generally not be
allowed unless specially approved by Designated
Authority/Classification Society. In so me cases
the propeller designer may submit technical
documentation to propose a modified zone A based on detailed hydrodynamic load and stress
analysis for consideration by Designated
Authority/Classification Society.
b) Grinding may be carried out to an exte nt which
maintains the blade thickness of the approved
drawing.
c) The possible repair of defects which are deeper
than those referred to above will be specially
considered by Designated
Authority/Classification Society.
3.11.4 Repair of defects in zone B
a) Defects that are not deeper than dB = (t/40)
[mm] (t = minimum local rule thickness [mm])
or 2 [mm] (whichever is greater) below
minimum local rule thickness is to be removed
by grinding.
b) Those defects that are deeper than allowable for
removal by grinding ma y be repaired by
welding.
3.11.5 Repair of defects in zone C
In zone C, repair welds are generally permitted.
3.11.6 Repair documentation
3.11.6.1 The foundry is to maintain records of
inspections, welding, and any subsequent heat
treatment, traceable to each casting. Before welding
is started, full details of the extent and location of the
repair, the proposed welding procedure, heat
treatment and subsequent inspection procedures are
to be submitted to Designated
Authority/Classification Society for appro val.
3.12 Welding repair procedure
3.12.1 General requirements
3.12.1.1 Before welding is started, manufacturer is to
submit to Designated Authority/Classification
Society a detailed welding procedure specification
covering the weld preparation, welding pa rameters,
filler metals, preheating and post weld heat treatment
and inspection procedures.
3.12.1.2 All weld repairs are to be carried out in
accordance with qualified procedures, and, by
welders who are qualified to a recognized standard.
Welding Procedu re Qualification Tests are to be
carried out in accordance with 3.16 and witnessed by
the Surveyor.
3.12.2 Defects to be repaired by welding are to be
ground to sound material according to 3.11.2.
3.12.2.1 The welding grooves are to be prepared in
such a m anner which will allow a good fusion of the
groove bottom. The resulting ground areas are to be
examined in the presence of the Surveyor by liquid
penetrant testing in order to verify the complete
elimination of defective material.
3.12.3 Welding repair p rocedure
3.12.3.1 Metal arc welding is recommended to be
used for all types of welding repair on cast copper
alloy propellers.
Arc welding with coated electrodes and gas -shielded
metal arc process (GMAW) are generally to be
applied. Argon -shielded tungsten welding (GTAW)
is to be used with care due to the higher specific heat
input of this process. Recommended filler metals, pre -heating and stress
relieving temperatures are listed in Table 3.12.3(a).
3.12.3.2 All propeller alloys are generally to be
welded in down -hand (flat) position. Where this
cannot be done, gas -shielded metal arc welding is to
be carried out.
The section to be welded is to be clean and dry. Flux -
coated electrodes are to be dried before welding
according to the maker's instructions.
To minimize distortion and the risk of cracking,
interpass temperatures are to be kept low especially
in the case of CU3 alloys.
Slag, undercuts and other defects are to be removed
before depositing the next run.
Table 3.12.3(a) : Rec ommended filler metals and heat treatments
Alloy type Filler metal Preheat
temp.C [min] Interpass
temp.C [max] Stress relief
temp.C Hot
straightening
temp.C
CU1 Al-bronze 1)
Mn-bronze 150 300 350 - 500 500 - 800
CU2 Al-bronze
Ni-Mn-bronze 150 300 350 - 550 500 - 800
CU3 Al-bronze
Ni-Al-bronze 2)
Mn-Al-bronze 50 250 450 - 500 700 - 900
CU4 Mn-Al-bronze 100 300 450 - 600 700 - 850
Notes:
1) Ni-Al-bronze and Mn -Al-bronze are acceptable.
2) Stress relieving not required, if filler metal Ni -Al-bronze is used.
Table 3.12.3(b) : Soaking times for stress relief heat treatment of copper alloy propellers
Stress relief
temp.C Alloy grade CU1 and CU2 Alloy grade CU3 and CU4
Hours per 25 [mm]
thickness Max.
recommended total
time hours Hours per 25 [mm]
thickness Max.
recommended total
time hours
350 5 15 - -
400 1 5 - -
450 1/2 2 5 15
500 1/4 1 1 5
550 1/4 1.2 1/2 1) 2 1)
600 - - 1/4 1) 1 1)
Note 1) 550 C and 600 C only applicable for CU4 alloys
3.12.3.3 All welding work is to be carried out
preferably in the shop free from draughts and
influence of the weather.
3.12.3.4 With the exception of alloy CU3 (Ni -Al-
bronze) all weld repairs are to be stress relief heat
treated, in order to avoid stress corrosion cracking.
However, s tress relief heat treatment of alloy CU3
propeller castings may be required after major repairs
in zone B (and specially approved welding in Zone
A) or if a welding consumable susceptible to stress
corrosion cracking is used. In such cases the
propeller is to be either stress relief heat treated in the
temperature 450 to 500 C or annealed in the
temperature range 650 - 800C, depending on the
extent of repair, see Table 3.12.3(a).
3.12.3.5 The soaking times for stress relief heat
treatment of copper alloy p ropellers is to be in
accordance with Table 3.12.3(b). The heating and
cooling is to be carried out slowly under controlled
conditions. The cooling rate after any stress relieving
heat treatment is not to exceed 50 C/hr until the
temperature of 200 C is re ached.
3.13 Straightening
3.13.1 Application of load
For hot and cold straightening purposes, static
loading only is to be used.
3.13.2 Hot straightening
Weld repaired areas may be subject to hot
straightening, provided it can be demonstrated that
weld properties are not impaired by the hot
straightening operations.
Straightening of a bent propeller blade or a pitch
modification is to be carried out after heating the bent
region and approximately 500 [mm] wide zones on
either side of it to the suggested temperature range
given in Table 3.12.3.(a).
The heating is to be slow and uniform and the
concentrated flames such as oxy -acetylene and oxy -
propane are not to be used. Sufficient time is be
allowed for the temperature to become fairly uniform
through the full thickness of the blade section. The
temperature is to be maintained within the suggested
range throughout the straightening operation. A
thermocouple instrument or temperature indicating
crayons are to be used for measuring the temperature.
3.13.3 Cold straightening
Cold straightening is to be used for minor repairs of
tips and edges only. Cold straightening on CU1, CU2
and CU4 bronze is always to be followed by a stress
relieving heat treatment, See Table 3.12.3(a).
3.14 Identification and marking
3.14.1 Identification
3.14.1.1 The manufacturer is to adopt a system for
the identification of all castings, which enable the
material to be traced to its original cast. The Surveyor is to be given full facilities for so tracing
the castings when required.
3.14.2 Marking
3.14.2.1 Each finished casting propeller is to be
marked by the manufacturer at least with the
following particulars:
a) Grade of cast material or corresponding
abbreviated designation
b) Manufacturer’s mark
c) Heat number, casting number or another mark
enabling the manufacturing process to be traced back
d) Date of final inspection
e) Designated Authority/Classification Society
certificate number
f) Ice class symbol, where applicable
g) Skew angle for high skew propellers.
3.15 Manufacturer’ s Certificates
3.15.1 For each casting propeller the manufacturer is
to supply to the Surveyor a certificate containing the
following details:
a) Purchaser and order number
b) Shipbuilding project number, if known
c) Description of the casting with drawing number
d) Diameter, number of blades, pitch, direction of
turning
e) Grade of alloy and chemical composition of each
heat
f) Heat or casting number
g) Final weight
h) Results of non -destructive tests and details of test
procedure where applicable
i) Portion of alpha -structure for CU 1 and CU 2
alloys
k) Results of the mechanical tests
l) Casting identification Number.
m) Skew angle for high skew propellers, see 3.8.1.
3.16 Welding procedure qualification tests for
repair of cast copper alloy propeller
3.16.1 General
3.16.1.1 This sub -section includes the requirements
for qualification tests of welding procedures intended
for the repair of cast copper alloy propellers.
3.16.1.2 For the welding procedure approval the
welding procedure qualification tests are to be carried
out with satisfactory results. The qualification tests
are to be carried out with the same welding process,
filler metal, preheating and stress -relieving treatment
as those intended applied by the actual repair work.
Welding procedure sp ecification (WPS) is to refer to
the test results achieved during welding procedure
qualification testing.
3.16.1.3 Welding procedures qualified at a
manufacturer are valid for welding in workshops
under the same technical and quality management.
3.16.2 Test piece and welding of sample
3.16.2.1 The test assembly, consisting of cast
samples, is to be of a size sufficient to ensure a
reasonable heat distribution and according to Fig.
3.16.2.1 with the minimum dimensions. A test
sample of minimum 30 mm thick ness is to be used.
3.16.2.2 Preparation and welding of test pieces are to
be carried out in accordance with the general
condition of repair welding work which it represents.
3.16.2.3 Welding of the test assemblies and testing of
test specimens are to be w itnessed by the Surveyor.
1: Joint preparation and fit -up as detailed in the
preliminary welding procedure specification
a: minimum value 150mm
b: minimum value 300mm
t: material thickness.
Fig.3.16.2.1 : Test piece for welding repair
procedure
3.16.3 Examination and tests
3.16.3.1 Test assembly is to be examined non -
destructively and destructively in accordance with
the Table 3.16.3.1 and Fig. 3.16.3.1.
Table 3.16.3.1 : Type of tests and extent of
testing
Type of test 1) Extent of testing
Visual testing 100% as per 3.16.2
Liquid penetrant testing 100% as per 3.16.2
Transverse tensile test Two specimens as per
3.16.3
Macro examination Three specimens as per
3.16.4
Note 1: bend or fracture test are at the discretion of Designated Authority/Classification Society.
Fig.3.16.3.1 : Test Specimen
3.16.3.2 Non -destructive testing
.1 The test assembly is to be examined by visual and
liquid penetrant testing prior to the cutting of test
specimen. In case, that any post -weld heat treatment
is required or specified, non -destructive testing is to
be performed after heat treatment. No cracks are
permitted. Imperfections detected by liquid penetrant
testing are to be assessed in accordance with 3.10.
3.16.3.3 Tensile test:
.1 Two tensi le tests are to be prepared as shown in
Ch.2. Alternatively tensile test specimens according
to recognized standards acceptable to Designated
Authority/Classification Society may be used. The
tensile strength is to meet the values given in Table
3.16.3.3.
3.16.3.4 Macroscopic examination
Three test specimens are to be prepared and etched
on one side to clearly reveal the weld metal, the
fusion line and the heat affected zone (Figure
3.16.3.1). A suitable etchant for this purpose is:
5 g iron (III) chloride
30 ml hydrochloric acid (cone)
100 ml water.
The test specimens are to be examined for
imperfections present in the weld metal and the heat
affected zone. Cracks and lack of fusion are not
permitted. Imperfections such as
pores, or slag inclusions, greate r than 3 [mm] are not
permitted.
Table 3.16.3.3 : Required tensile strength values
Alloy Type Tensile strength [N/mm2]
min
CU 1 370
CU 2 410
CU 3 500
CU 4 550
3.16.3.5 Re -testing
.1 If the test piece fails to comply with any of the
requirements for visual or non -destructive testing one
further test piece is to be welded and subjected to the
same examination. If this additional test piece does
not comply with the relevant requirements, the pWPS
(preliminary welding procedure specification) is to
be regarded as not capable of complying with the
requirements without modification.
.2 If any test specimens fail to comply with the
relevant requirements for destructive testing due to
weld imperfections only, two further test specimens
are to be obtained for each one that failed. These
specimens can be taken from the same test piece if
there is sufficient material available or from a new
test piece, and are to be subjected to the same test. If
either of these additional test specimens does not
comply with the relevant requirements, the pWPS is
to be regarded as not capable of complying with the
requirements without modification.
.3 If a tensile test specimen fails to meet the
requirements, the re -testing is to be in accordance
with Ch.2.
.4 If there is a singl e hardness value above the
maximum values allowed, additional hardness tests
are to be carried out (on the reverse of the specimen
or after sufficient grinding of the tested surface).
None of the additional hardness values is to exceed
the maximum hardness values required.
.5 The re -testing of Charpy impact specimens are to
be carried out in accordance with Ch.2.
.6 Where there is insufficient welded assembly
remaining to provide additional test specimens, a
further assembly is to be welded using the same
procedure to provide the additional specimens.
3.16.4 Test record
3.16.4.1 Welding conditions for test assemblies and
test results are to be recorded in welding procedure
qualification record. Forms of welding procedure
qualification records may be in accor dance with
recognised standards.
3.16.4.2 A statement of the results of assessing each
test piece, including repeat tests, is to be made for
each welding procedure qualification records. The
relevant items listed for the WPS are to be included. 3.16.4.3 Th e welding procedure qualification record
is to be signed by the Surveyor witnessing the test
and is to include the IR identification.
3.16.5 Range of approval
3.16.5.1 General
.1 All the conditions of validity stated below are to be
met independently of ea ch other. Changes outside of
the ranges specified are to require a new welding
procedure test. A qualification of a WPS obtained by
a manufacturer is valid for welding in workshops or
sites under the same technical and quality control of
that manufacturer.
3.16.5.2 Base metal
.1 The range of qualification related to base metal is
given in Table 3.16.5.2.
Table 3.16.5.2 : Range of qualification for base
metal
Copper alloy material
grade used for
qualification Range of approval
CU1 CU1
CU2 CU1& CU2
CU3 CU3
CU4 CU4
3.16.5.3 Thickness
.1 The qualification of a WPS carried out on a weld
assembly of thickness t is valid for the thickness
range given in Table 3.16.5.3.
Table 3.16.5.3 : Range of qualification for
thickness
Thickness of the test
piece, t (mm) Range of approval
30≤t ≥3 mm
3.16.5.4 Welding position
.1 Approval for a test made in any position is
restricted to that position.
3.16.5.5 Welding process
.1 The approval is only valid for the welding process
used in the welding procedure test. Single run is not
qualified by multi -run butt weld test used in this
section
3.16.5.6 Filler metal
.1 The approval is only valid for the filler metal used
in the welding procedure test.
3.16.5.7 Heat input
.1 The upper limit of heat input approved is 25%
greater than that used in welding the test piece. The
lower limit of heat input approved is 25% lower than
that used in welding the test piece.
3.16.5.8 Preheating and interpass temperature
.1 The minimum preheating temperature is not to be
less than that u sed in the qualification test. The maximum interpass temperature is not to be higher
than that used in the qualification test.
3.16.5.9 Post -weld heat treatment
The heat treatment used in the qualification test is to
be specified in pWPS. Soaking time may be adjusted
as a function of thickness.
Section 4
Tubes
4.1 Scope
4.1.1 Following requirements make provision for
copper and copper alloy tubes intended for use in
heat exchangers, condensers and pressure piping
systems.
4.1.2 Except for pipes for Class lll pressure systems
(as defined in Annex 3, Ch.2) all pipes and tubes are
to be manufactured and tested in accordance with the
requirements of Ch.1 and 2 of this Part and the
require ments of this Section.
4.1.3 Pipes and tubes which comply with
national/international or proprietary specifica -ions
may be accepted provided that these specifications
give reasonable equivalence to the requirements of
this Section or are otherwise specific ally approved
for a specific application and provided that survey is
carried out in accordance with Ch.1 of this Annex.
4.1.4 At the discretion of the Surveyor, modified
testing procedure may be adopted for small quantities
of materials. In such cases, the se may be accepted on
the manufacturer's declared chemical composition
and hardness tests or other evidence of satisfactory
properties.
4.1.5 Pipes for Class lll pressure systems are to be
manufactured and tested in accordance with the
requirements of an a cceptable national/ international
specification. The manufacturer's test certificate will
be acceptable and is to be provided for each
consignment of material.
4.2 Manufacture
4.2.1 Approval of Works, as required by Ch.1, for the
manufacture of copper and copper alloy tubes is
generally not required.
4.2.2 Unless otherwise agreed tubes shall be solid
drawn.
4.3 Quality
4.3.1 Tubes are to have a workmanlike finish and are
to be clean and free from such surface and internal
defects as can be established by the specified tests. 4.3.2 The tubes are to be supplied in straight lengths,
and the ends are to be cut clean and square with the
axis of the tube.
4.3.3 The tolerance on wall thickness and diameter of
pipes and tubes are to be in accordance with an
accept able national/ international standard.
4.4 Chemical composition
4.4.1 The chemical analysis is to comply with the
requirements of Table 4.4.1. Residual elements are
not to be present in amounts greater than specified in
an acceptable national/international standard.
4.5 Heat treatment
4.5.1 All tubes are to be supplied in the annealed
condition. Aluminium brass tubes may additionally
be required to be given a suitable stress relieving heat
treatment when subjected to a cold straightening
operation after ann ealing.
4.6 Mechanical tests
4.6.1 The tubes are to be presented in lots of 600
tubes or 900 [Kg], whichever is greater. Each lot is to
contain tubes of the same dimensions, material grade
and in the same state of heat treatment. From each lot
2 tubes are to be selected for testing.
4.6.2 Following tests are to be carried out on each
tube selected for testing in accordance with the
requirements of Ch.2:
a) Tensile test;
b) Flattening test;
c) Drift Expanding test.
4.6.3 Flattening test is to be carried out until the
interior surfaces of the tube meet.
4.6.4 For the drift -expanding test, the mandrel is to
have an included angle of 45 .
4.6.5 The results of all mechanical tests are to
comply with the requirements of Table 4.6.1.
Table 4.4.1 : C hemical composition of tubes 1)
Designation Chemical composition %
Cu Fe Ni Zn As Al Mn P Pb
Phosphorus
deoxidised non -
arsenical copper 99.90 2)
min. - - - - - - 0.013 -
0.050 -
Phosphorus
deoxidised
arsenical copper 99.20 2)
min. - - - 0.30-
0.50 - 0.013 -
0.050 - -
Al-brass 76.0-79.0 - - Remainder 0.02-
0.06 1.8-
2.3 - - -
Copper -nickel
90/10 Remainder 1.0-1.8 9.0-
11.0 - - - 0.5-1.0 - -
Copper -nickel
70/30 Remainder 0.4-1.0 30.0-
32.0 - - - 0.5-1.5 - -
Notes:
1) Table shows essential alloying elements only
2) Includes silver also.
Table 4.6.1 : Mechanical properties for acceptance purposes
Designation 0.2% proof
stress [N/mm2]
minimum Tensile strength
[N/mm2] minimum 5.65So%
minimum Drift expansion
test % minimum
Phosphorus deoxidised non -
arsenical copper 100 220 35 30
Phosphorus deoxidised arsenical
copper 100 220 35 30
Al-brass 110 320 35 30
Copper -nickel 90/10 100 270 30 30
Copper -nickel 70/30 120 360 30 30
4.7 Visual examination
4.7.1 All pipes are to be presented for visual
examination and verification of dimensions. The
manufacturer is to provide adequate lighting
conditions to enable an internal and external
examination of the tubes to be carried out.
4.8 Stress cracking test
4.8.1 This test is applicable to aluminium brass only.
Mercurous Nitrate Test or alternatively at the express
agreement between purchaser and manufacturer
Ammonia Vapour Cracking Test are to be carried out
on test specimen to prove that the tubes are free from
internal stresses. The tests are to be carried out in
accordance with an acceptable national/international
standard. 4.8.2 Should a specimen reveal cracks when tested,
the manufacturing batch shall be rejected. The
manufacturer shall be free to submit the batch to
renewed heat treatm ent before presenting it for
retesting.
4.9 Hydraulic test
4.9.1 All tubes are to be hydraulically tested by the
manufacturer to the following pressure:
where,
P = Test pressure;
t = nominal wall thickness;
D = nominal outside diameter;
DRm x t x 5 P
Rm = Tensile strength in accordance with Table
4.6.1.
Unless otherwise stated the pressure need not be
greater than 7.0 [N/mm2].
4.9.2 The test pressure is to be maintained for
sufficient time to permit proof and in spection. Unless
otherwise agreed, the manufacturer's certificate of
satisfactory hydraulic test will be accepted subject to
10 per cent of the tubes being retested in the presence
of the Surveyor. If one of the tubes in a batch does
not pass the test, it will be rejected, and all other
tubes in the batch are to be retested.
4.10 Identification
4.10.1 Tubes are to be clearly marked by the
manufacturer in accordance with the requirements of
Ch.1, with at least the following details:
a) Designated Authority/Clas sification Society
mark b) Manufacturer's name or trade mark;
c) Grade of material.
4.10.2 Identification is to be by rubber stamp or
stencil. Hard stamping is not to be used.
4.11 Certification
4.11.1 The manufacturer is to provide the Surveyor
with a written s tatement giving the following
particulars for each lot of material accepted: -
a) Purchaser's name and Order no.;
b) Grade of material;
c) Description and dimensions;
d) Cast number and chemical composition;
e) Mechanical test results and results of stress
cracking tests where applicable.
Chapter 9
Aluminium Alloys
Contents
Section
1 General
2 Wrought Aluminium Alloys
3 Aluminium Alloy Castings
4 Aluminium/Steel Transition Joints
Section 1
General
1.1 Scope
1.1.1 This Chapter specifies the requirements for
wrought aluminium alloys for structural applications,
aluminium alloy castings and aluminium/steel
transition joints intended for use in ship and
machinery construction.
1.1.2 This Chapter is not applicable to aluminium
alloys for forgings and to the use of aluminium alloys
at low temperature for cryogenic applications. For
these products suitable alloys which comply with
recognized standards may be used.
1.1.3 These requirements are applicable to wrought
aluminium alloy products within a thickness range of
3 [mm] and 50 [mm] inclusive. The application of
aluminium alloys products outside this thickness
range requires prior agreement of Designated
Authority/Classification Society. 1.1.4 The numerical designation (grade) of
aluminium alloys and the temper designation are
based on those of the Aluminium Association.
Temper conditions (delivery heat treatment) are as
defined in EN 515:2017 Or ANSI H35.1:2017.
1.1.5 When required by the relevant Chapters of the
Rules dealing with design and cons truction, structural
aluminium alloys, aluminium alloy castings and
aluminium/steel transition joints are to be
manufactured and tested in accordance with the
appropriate requirements of Ch.1 and 2 and those
detailed in this Chapter.
1.1.6 Consideration ma y be given to aluminium
alloys not specified in this chapter and to alternative
temper conditions, complying with recognized
national or international standards with specifications
equivalent to the requirements of this chapter.
Section 2
Wrought Aluminium Alloys
2.1 Scope
2.1.1 This Section deals with wrought aluminium
alloys for structural applications including plates,
sections, tubes, bars and rivet bars and rivets.
2.1.2 Wrought aluminium alloys are to ha ve a
satisfactory resistance to corrosion in marine
environment. Grades for welded structures are to be
weldable, applying one of the welding methods
approved by Designated Authority/Classification
Society.
2.1.3 The alloy grades 6005A, 6061 of the 6000
series should not be used in direct contact with sea
water unless protected by anodes and/or paint
system.
2.2 Manufacture
2.2.1 Aluminium alloys are to be manufactured at
Works approved by Designated
Authority/Classification Society. Also refer Chapter
1, Section 1, Cl. 1.3.2.
2.2.2 The alloys may be cast either in ingot moulds
or by an approved continuous casting process. Plates
are to be formed by rolling and may be hot or cold finished. Bars and sections may be formed by rolling,
extrusion or drawing.
2.3 Quality of materials
2.3.1 Materials are to be free from surface or internal
defects of such a nature as would be harmful in
service.
2.4 Dimensional tolerances
2.4.1 The dimensional tolerances are to be in
accordance with Table 2.4.1, Table 2.4.2 and Table
2.4.3 and are minimum requirements.
2.4.2 Dimensional tolerances other than those given
in Table 2.4.1, Table 2.4.2 and Table 2.4.3 are to
comply with a recognized national or international
standard.
2.5 Chemical composition
2.5.1 Samples for chemica l analysis are to be taken
representative of each cast, or the equivalent where a
continuous melting process is involved.
2.5.2 The chemical composition of these samples is
to comply with the requirements of Table 2.5.1.
Table 2.4.1 : Under thicknesses tolerances for rolled products
Thickness tolerances for nominal width [mm]
Nominal thickness [t]
[mm] w 1500 1500 < w 2000 2000 < w 3500
3.0 t < 4.0 0.10 0.15 0.15
4.0 t < 8.0 0.20 0.20 0.25
8.0 t < 12.0 0.25 0.25 0.25
12.0 t < 20.0 0.35 0.40 0.50
20.0 t < 50.0 0.45 0.50 0.65
Table 2.4.2 : Under thicknesses tolerances for extruded open profiles
Thickness tolerances for nominal thicknesses for a diameter of the circumscribing
circle [mm]
Nominal thickness [mm] Upto 250 From 250 to 400 Above 400
From 3 to 6 0.25 0.35 0.40
From 6 to 50 0.30 0.40 0.45
Table 2.4.3 : Under thicknesses tolerances for extruded closed profiles
Nominal thickness [mm] Thickness tolerances [mm]
From 3 to 6 0.25
From 6 to 50 0.30
Table 2.5.1 : Chemical composition
Grade Al Si Fe Cu Mn Mg Cr Zn Ti Oth-
ers (2) Oth-
ers (2)
Misc.
% % % % % % % % % Each
% Total
%
5059 Remainder 0.45 0.50 0.25 0.6-1.2 5.0-6.0 0.25 0.40-
0.90
0.20 0.05 3) 0.15 4)
5083 Remainder 0.40 0.40 0.10 0.4-1.0 4.0-4.9 0.05-
0.25 0.25 0.15 0.05 0.15
5086 Remainder 0.40 0.50 0.10 0.20-
0.7 3.5-4.5 0.05-
0.25 0.25 0.15 0.05 0.15
5383 Remainder 0.25 0.25 0.20 0.7-1.0 4.0-5.2 0.25 0.40 0.15 0.05 3) 0.15 3)
5754 Remainder 0.40 0.40 0.10 0.50 2.6-3.6 0.30 0.20 0.15 0.05 0.15 0.10
Mn +
Cr
0.60
5456 Remainder
0.25 0.40 0.10 0.50 –
1.0 4.7 –
5.5 0.05 –
0.20 0.25 0.20 0.05 0.15
6005 -A Remainder 0.50-
0.9 0.35 0.30 0.50 0.040 -
0.7 0.30 0.20 0.10 0.05 0.15 0.12
Mn +
Cr
0.50
6061 Remainder 0.40-
0.8 0.7 0.15-
0.40 0.15 0.8-1.2 0.04-
0.35 0.25 0.15 0.05 0.15
6082 Remainder 0.7-1.3 0.50 0.10 0.40-
1.0 0.6-1.2 0.25 0.20 0.10 0.05 0.15
Notes:
1. Slight variations in the content of some elements, compared with values indicated in this Table may be
accepted with Designated Authority/Classification Society 's agreement.
2. Other metallic elements such as Ni, Ga.V are considered as impurities. The regular analy sis need not be made
for these elements.
3. Zr: maximum 0.20. The total for other elements does not include Zirconium.
4. Zr: 0.05 -0.25. The total for other elements does not include Zirconium.
2.5.3 The manufacturer’s declared analysi s will be
accepted subject to occasional checks if required by
Designated Authority/Classification Society
Surveyor, particularly, product analysis may be
required where the final product chemistry is not well
represented by the analysis from the cast.
2.5.4 When the aluminium alloys are not cast in the
same works in which they are manufactured into
semi finished products, the works is to give a
certificate detailing the chemical composition and
heat number.
2.6 Heat treatment
2.6.1 Temper conditions (deliv ery heat treatment) are
defined in Table 2.8.1.
2.7 Test material
2.7.1 All materials in a lot forwarded for sampling
are to be of the same alloy, production batch and
product form (plates, sections etc.). The materials in one lot are to be of the same dim ensions and in the
same delivery condition. Artificially aged grades are
to be from the same furnace batch.
2.7.2 Wherever practicable, the tensile test pieces for
rolled and extruded sections are to be of full section
of material. Otherwise, the pieces are to be taken in
the range one third to half the distance from the edge
to center of the predominant or thickest part of the
section.
2.8 Testing and inspection
2.8.1 Testing procedures
The test specimens and procedures are to be in
accordance with Ch.2.
2.8.2 Verification of proper fusion of press welds for
closed profiles.
The Manufacturer has to demonstrate by
macrosection tests or drift expansion tests of closed
profiles performed on each batch of closed profiles
that there is no lack of fusion at the press welds.
2.8.3 Drift expansion tests
2.8.3.1 Every fifth profile is to be sampled after final
heat treatment.
One sample is to be selected from the batches of five
profiles or less.
Every profile is to be selected if the length exceeds 6
[m].
2.8.3.2 Two samples are to be cut from the front and
back end of each production profile.
2.8.3.3 The test specimens are to be cut with the ends
perpendicular to the axis of the profile. The edges of
the end may be rounded by filing.
2.8.3.4 The length of the spec imen is to be in
accordance with details given in Chapter 2.
2.8.3.5 Testing is to be carried out at ambient
temperature and is to consist of expanding the end of
the profile by means of a hardened conical steel
mandrel having an included angle of at least 60. 2.8.3.6 The sample is considered to be unacceptable
if the sample fails with a clean split along the weld
line which confirms lack of fusion.
2.8.4 Requirements of mechanical properties for
rolled products in different delivery conditions are
given i n Table 2.8.1 and are applicable for thickness
within the range 3 [mm] to 50 [mm]. For thickness
above 10 [mm], however, lower mechanical
properties may be accepted.
2.8.5 Requirements of mechanical properties for
extruded products in different delivery co nditions are
given in Table 2.8.2 and are applicable for thickness
within the range 3 [mm] to 50 [mm].
2.8.6 Requirements of mechanical properties and
delivery conditions for extruded closed profiles are
given in Table 2.8.3.
2.8.7 Other delivery condition s with related
mechanical properties may be accepted by
Designated Authority/Classification Society, in each
particular case.
Table 2.8.1 : Mechanical properties for rolled products 3 [mm] t 50 [mm]
Grade Temper 3)
condition Thickness,
[t] 0.2% proof
stress
[N/mm2] Tensile
strength
[N/mm2] Elongation % minimum 1)
On gauge
length of 50
[mm] On gauge
length of 5 x
dia
5083 O 3 t 50 mm 125 275-350 16 14
H111 3 t 50 mm 125 275-350 16 14
H112 3 t 50 mm 125 275 12 10
H116 3 t 50 mm 215 305 10 10
H321 3 t 50 mm 215-295 305-385 12 10
5383 O 3 t 50 mm 145 290 - 17
H111 3 t 50 mm 145 290 - 17
H116 3 t 50 mm 220 305 10 10
H321 3 t 50 mm 220 305 10 10
5059 O 3 t 50 mm 160 330 24 24
H111 3 t 50 mm 160 330 24 24
H116 3 t 20 mm 270 370 10 10
20 < t 50 mm 260 360 - 10
H321 3 t 20 mm 270 370 10 10
20 < t 50 mm 260 360 - 10
5086 O 3 t 50 mm 95 240-305 16 14
H111 3 t 50 mm 95 240-305 16 14
H112 3 t 12.5 mm 125 250 8
12.5 < t 50 mm 105 240 9
H116 3 t 50 mm 195 275 10 2) 9
5754 O 3 t 50 mm 80 190-240 18 17
H111 3 t 50 mm 80 190-240 18 17
Table 2.8.1 : (Contd.)
Grade Temper 3)
condition Thickness,
t 0.2% proof
stress
[N/mm2] Tensile
strength
[N/mm2] Elongation % minimum 1)
On gauge
length of 50
[mm] On gauge length
of 5 x dia
5456 O 3 t 6.3 mm 130-205 290-365 16
6.3 < t 50 mm 125-205 285-360 16 14
H116 3 t 30 mm 230 315 10 10
30 < t 40 mm 215 305 10
40 < t 50 mm 200 285 10
H321 3 t 12.5 mm 230-315 315-405 12
12.5 < t 40 mm 215-305 305-385 10
40 < t 50 mm 200-295 285-370 10
Notes:
1) Elongation in 50 mm apply for thicknesses upto and including 12.5 mm and in 5d for thicknesses over 12.5 mm.
2) 8% for thicknesses upto and including 6.3 mm.
3) The mechanical properties for the O and H111 tempers are the same. However, they are separated to discourage dual
certification as these tempers represent different processing.
Designation Condition
F As fabricated
O Annealed, soft
H1 Strain hardened only
H2 Strain hardened and partially annealed
H3 Strain hardened and thermally stabilized
H321 Strain hardened and stabilized
H11 Strain hardened to specified strength
H12 Strain hardened to specified strength
H13 Strain hardened to specified strength
H111 Less strain hardened than H11 e.g. by straightening or stretching
H112 No controlled strain hardening, but there are mechanical property limits
H116 Treatment against exfoliation corrosion
T5 Cooled from an elevated temperature shaping process and then artificially aged
T6 Solution heat treated and then artificially aged.
Table 2.8.2 : Mechanical properties for extruded products 3 [mm] t 50 mm
Grade Temper
condition Thickness,
t 0.2% proof
stress [N/mm2] Tensile
strength
[N/mm2] Elongation % minimum 1)
On gauge
length of 50
[mm] On gauge length
of 5 x dia
5083 O 3 t 50 mm 110 270-350 14 12
H/111 3 t 50 mm 165 275 12 10
H112 3 t 50 mm 110 270 12 10
5383 O 3 t 50 mm 145 290 17 17
H111 3 t 50 mm 145 290 17 17
H112 3 t 50 mm 190 310 13
5059 H112 3 t 50 mm 200 330 10
5086 O 3 t 50 mm 95 240-315 14 12
H111 3 t 50 mm 145 250 12 10
H112 3 t 50 mm 95 240 12 10
6005A T5 3 t 50 mm 215 260 9 8
T6 3 t 10 mm 215 260 8 6
10 t 50 mm 200 250 8 6
6061 T6 3 t 50 mm 240 260 10 8
6082 T5 3 t 50 mm 230 270 8 6
T6 3 t 50 mm 250 290 6
3 t 50 mm 260 310 10 8
Notes:
1) The values are applicable for longitudinal and transverse tensile test specimens as well.
2) Elongation in 50 mm applies for thicknesses upto and including 12.5 mm and in 5d for thicknesses over 12.5 mm.
Table 2.8.3 : Mechanical properties for extruded closed profiles
(testing transverse to extruding direction)
Grade Temper
condition 0.2% proof stress
[N/mm2] Tensile strength
[N/mm2] Elongation % min
on gauge length of
5 x dia
6061 T5/T6 205 245 4
6005A T5/T6 215 250 5
6082 T5/T6 240 290 5
2.9 Freedom from defects
2.9.1 The finished material is to have a good finish
and is to be free from internal and surface defects
prejudicial to the use of the concerned material for
the intended application.
2.9.2 Slight surface imperfections may be removed
by smooth grinding or machining as long as the
thickness of the material remains within the
tolera nces given in 2.4.
2.10 Corrosion testing
2.10.1 Rolled 5xxx -alloys of type 5083, 5383, 5059,
5086 and 5456 in the H116 and H321 tempers
intended for use in marine hull construction or in
marine applications where frequent direct contact
with seawater is e xpected, are to be corrosion tested
with respect to exfoliation and intergranular
corrosion resistance.
2.10.2 The manufacturers are to establish the
relationship between microstructure and resistance to
corrosion when the above alloys are approved. A
reference photomicrograph taken at 500x under the
conditions specified in ASTM B928:2015, Section
9.4.1, is to be established for each of the alloy -
tempers and relevant thickness ranges. The reference
photographs are to be taken from samples which
have exhibit ed no evidence of exfoliation corrosion
and a pitting rating of PB or better, when subjected to
the test described in ASTM G66:2018 “Standard test
method for visual assessment of exfoliation,
corrosion susceptability of 5xxx series aluminium
alloys” (ASSET Test). The samples are also to have
exhibited resistance to intergranular corrosion at a
mass loss not greater than 15 [mg/cm2], when
subjected to tests described in ASTM G67:2018
“Standard test method for determining the
susceptibility to intergranular c orrosion of 5xxx
series aluminium alloys by mass loss after exposure
to nitric acid” (NAMLT). Upon satisfactory
establishment of the relationship between
microstructure and resistance to corrosion, the master
photomicrographs and the results of the corrosi on
tests are to be approved by Designated
Authority/Classification Society. Production
practices are not to be changed after approval of the
reference micrographs. Other test methods may also be accepted at the
discretion of Designated Authority/Classifica tion
Society.
2.10.3 For batch acceptance of 5xxx -alloys in the
H116 and H321 tempers, metallographic examination
of one sample selected from mid width at one end of
a coil or random sheet or plate is to be carried out.
The microstructure of the sample is to be compared
to the reference photomicrograph of acceptable
material in the presence of the Surveyor. A
longitudinal section perpendicular to the rolled
surface is to be prepared for metallographic
examination under the conditions specified in ASTM
B928: 2015, Section 9.6.1. If the microstructure
shows evidence of continuous grain boundary
network of aluminium -magnesium precipitate in
excess of the reference photomicrographs of
acceptable material, the batch is either to be rejected
or tested for exfoliati on-corrosion resistance and
intergranular corrosion resistance subject to the
agreement of the Surveyor. The corrosion tests are to
be in accordance with ASTM G66:2018 and
G67:2018 or equivalent standards. Acceptance
criteria are as noted below:
i) The sample is to exhibit no evidence of
exfoliation corrosion
ii) The pitting rating of the sample is to be PB
or better when subjected to ASTM
G66:2018 ASSET test
iii) The sample is to exhibit resistance to
intergranular corrosion at a mass loss no
greater than 15 [mg/cm2] when subjected to
ASTM G67:2018 NAMLT test.
If the results from testing satisfy the acceptance
criteria the batch is accepted, else it is to be rejected.
As an alternative to metallographic examination,
each batch may be tested for exfoliation -corrosion
resistance and intergranular corrosion resistance, in
accordance with ASTM G66:2018 and G67:2018
under the conditions specified in ASTM B928:2015
or equivalent standards. If this alternative is used,
then the results of the test must satisfy the acceptance
criteria stated above.
2.11 Test materials
2.11.1 Definition of batches
Each batch is made up of products:
- of the same alloy grade and from the same
cast
- of the same product form and similar
dimensions (for plates, the same thickness)
- manufactured by the same process
- having been submitted simultaneously to the
same temper condition.
2.11.2 The test samples are to be taken
- at one third of the width from a longitudinal
edge of rolled products.
- in the range 1/3 to 1/2 of the distance from
the edge to the cen tre of the thickest part of
extruded products.
2.11.3 Test samples are to be taken so that the
orientation of test specimens is as follows:
a) Rolled products
Normally, tests in the transverse direction are
required. If the width is insufficient to obtain
transverse test specimen, or in the case of strain
hardening alloys, tests in the longitudinal
direction will be permitted.
b) Extruded products
The extruded products are tested in longitudinal
direction.
2.11.4 After removal of test samples, each test
specimen is to be marked in order that its original
identity, location and orientation is maintained.
2.12 Mechanical test specimens
2.12.1 Type and location of tensile test specimens are
to be in accordance with details given in Ch.2.
2.13 Number of test specimens
2.13.1 Tensile test
a) Rolled products
- One tensile test specimen is to be taken
from each batch of the product. If the weight
of one batch exceeds 2000 [kg], one extra
tensile test specimen is to be taken from
every 2000 [kg] of the product or fract ion
thereof, in each batch.
- For single plates or for coils weighing more
than 2000 [kg] each, only one tensile test
specimen per plate or coil shall be taken.
b) Extruded products
- For the products with a nominal weight of
less than 1 [kg/m], one tensile test specimen
is to be taken from each 1000 [kg], or fraction thereof, in each batch. For nominal
weights between 1 and 5 [kg/m], one tensile
test specimen is to be taken from each 2000
[kg] or fraction hereof, in each batch. If the
nominal weight exceeds 5 [kg /m], one
tensile test specimen is to be taken for each
3000 [kg] of the product or fraction thereof,
in each batch.
2.13.2 Corrosion tests
For rolled plates of grade 5083, 5383, 5059 and 5086
delivered in the tempers H116 or H321, one sample
is to be teste d per batch.
2.14 Retest procedures
2.14.1 When the tensile test from the first piece
selected in accordance with Sec.11 fails to meet the
requirements, two further tensile tests may be made
from the same piece. If both of these additional tests
are satisf actory, this piece and the remaining pieces
from the same batch may be accepted.
2.14.2 If one or both the additional tests referred to
above are unsatisfactory, the piece is to be rejected,
but the remaining material from the same batch may
be accepted pr ovided that two of the remaining
pieces in the batch selected in the same way, are
tested with satisfactory results. If unsatisfactory
results are obtained from either of these two pieces
then the batch of material is to be rejected.
2.14.3 In the event of any material bearing the
Designated Authority/Classification Society brand
failing to comply with the test requirements, the
brand mark is to be unmistakably defaced by the
manufacturer.
2.15 Visual and non -destructive examination
2.15.1 Surface inspectio n and verification of
dimensions are the responsibility of the
manufacturer, and acceptance by the Surveyors of
material later found to be defective shall not absolve
the manufacturer from this responsibility.
2.15.2 In general, the non -destructive examina tion of
materials is not required for acceptance purposes.
Manufacturers are expected, however to employ
suitable methods of non -destructive examination for
the general maintenance of quality standards.
2.15.3 For applications where the non -destructive
examination of materials is considered to be
necessary, the extent of this examination, together
with appropriate acceptance standards, are to be
agreed between the purchaser, manufacturer and
Surveyor.
2.16 Rectification of defects
2.16.1 Local surface defects may be removed by
machining or grinding, provided the thickness of the
material remains within the tolerances given in para
2.4. The extent of repairs is to be agreed upon with
the Surveyor, and all repairs are to be carried ou t
under Surveyor's supervision, unless otherwise
arranged.
2.16.2 Surface defects which cannot be dealt with as
in 2.12.1 are not allowed to be repaired, unless it can
be ensured that repair by welding does not affect the
strength and stability of the piec e for the intended
purpose. Any case of repair by welding is to be
specified in detail for consideration and approval by
the Surveyor. Prior to any such repair welding, the
defect is to be removed by machining or grinding.
After complete removal of the def ect and before
welding the thickness of the piece at no place is to be
reduced by more than 20 per cent. The welding is to
be carried out by approved welders. The weld is to be
ground flush with the surrounding piece surface.
Before repair welding is comme nced and after
grinding the weld bead, suitable non destructive
testing may be required at the discretion of the
Surveyor.
2.17 Identification
2.17.1 The manufacturer is to adopt a system of
identification which will ensure that all finished
material in a batch presented for test is of the same
nominal chemical composition.
2.17.2 Products are to be clearly marked by the
manufacturer in accordance with the requirements of
Ch.1. The following details are to be shown on all
materials which have been accepted:
a) Manufacturer's name or trade mark;
b) Grade of alloy;
c) Identification mark which will enable the full
history of the item to be traced;
d) Abbreviated designation of temper condition in
accordance with para 2.6; e) Personal stamp of the Surveyor responsible for
the final inspection and also Designated
Authority/Classification Society’s stamp.
f) Tempered grades that are corrosion tested in
accordance with 2.12 are to be marked “M” after
the temper condition, e.g. 5083 H321 M.
2.17.3 When extruded products are bundled t ogether
or packed in crates for delivery, the marking
specified in para 2.17.2 are to be affixed by a
securely fastened tag or label.
2.18 Certification
2.18.1 Each test certificate or shipping statement is to
include the following particulars :
a) Purchaser' s name and order number;
b) Contract number;
c) Address to which material is to be dispatched;
d) Description and dimensions;
e) Specification or grade of alloys;
f) Identification mark which will enable the full
history of the item to be traced;
g) Chemical composition;
h) Mechanical test results (Not required on
shipping statement);
i) Details of heat treatment, where applicable; and
j) Corrosion test results (if any).
2.18.2 Where the alloy is not produced at the works
at which it is wrought, a certificate is to be supplied
by the Manufacturer of the alloy stating the cast
number and chemical composition. The works at
which alloys are produced must be approved by
Designated Authority/Classification Society. Also
refer Chapter 1, Section 1, Cl. 1.3.2.
Section 3
Aluminium Alloy Castings
3.1 Scope
3.1.1 Provision is made in this section for aluminium
alloy castings intended for use in the construction of
ships, ships for liquid chemicals and other marine
structures, liquefied gas pipin g systems where the
design temperature is not lower than minus 165 C.
These materials should not be used for piping outside
cargo tanks except for short lengths of pipes attached
to cargo tanks in which case fire resisting insulation
should be provided.
3.1.2 Castings are to be manufactured and tested in
accordance with Ch.1 and Ch.2 and also with the
requirements of this Section.
3.1.3 As an alternative to 3.1.2, castings which
comply with National/International and proprietary specifications may be accept ed provided that these
specifications give reasonable equivalence to the
requirements of this Section or are approved for a
specific application. Generally survey and
certification are to be carried out in accordance with
the requirements of Ch.1.
3.2 Manu facture
3.2.1 Castings are to be manufactured at foundries
approved by Designated Authority/Classification
Society.
3.3 Quality of castings
3.3.1 All castings are to be free from surface or
internal defects which would be prejudicial to their
proper applic ation in service.
3.4 Chemical composition
3.4.1 The chemical composition of a sample from
each cast is to comply with the requirements given in
Table 3.4.1. Suitable grain refining elements may be
used at the discretion of the Manufacturer. The
content of such elements is to be reported in ladle
analysis.
3.4.2 Where it is proposed to use alloys not specified
in Table 3.4.1 details of chemical composition, heat treatment and mechanical properties are to be
submitted for approval.
3.4.3 When a cast is wholl y prepared from ingots for
which an analysis is already available, and provided
that no significant alloy additions are made during
melting, the ingot maker's certified analysis can be
accepted subject to occasional checks as required by
the Surveyor.
Table 3.4.1 : Chemical composition for aluminium alloy castings
Alloy Element % Grade
AlMg3 AlSi12 AlSi10Mg AlSi7 High purity
Copper 0.1 max 0.1 max. 0.1 max. 0.1 max.
Magnesium 2.5 - 4.5 0.1 max. 0.15 - 0.4 0.25 - 0.45
Silicon 0.5 max. 11.0 - 13.5 9.0 - 11.0 6.5 - 7.5
Iron 0.5 max. 0.7 max. 0.6 max. 0.2 max.
Manganese 0.6 max. 0.5 max. 0.6 max. 0.1 max.
Zinc 0.2 max. 0.1 max. 0.1 max. 0.1 max.
Chromium 0.1 max. - - -
Titanium 0.2 max. 0.2 max. 0.2 max. 0.2 max.
Others
each 0.05 max. 0.05 max. 0.05 max. 0.05 max.
Total 0.15 max. 0.15 max. 0.15 max. 0.15 max.
Aluminium Remainder Remainder Remainder Remainder
3.5 Heat treatment
3.5.1 Castings are to be supplied in the following
conditions:
Grade Al -Mg 3 As manufactured
Grade Al -Si 12 As manufactured
Grade Al -Si 10 Mg As manufactured or
solution heat treated and
precipitation hardened
Grade Al -Si 7 Mg Solution heat treated and
precipitation (high purity)
hardened
3.6 Mechanical tests
3.6.1 At least one tensile specimen is to be tested
from each cast, where heat treatment is involved, for
each treatment batch from each cast. Where
continuous melting is employed 500 [kgs] of fettled
castings may be regarded as a cast. 3.6.2 The tes t samples are to be separately cast in
moulds made from the same type of material as used
for the castings. These moulds should conform to
National Standards.
3.6.3 The methods and procedures for the
identification of the test specimens, and the castings
they represent, are to be agreed with the Surveyor.
The identification marks are to be maintained during
the preparation of test specimens.
3.6.4 Where castings are supplied in the heat treated
condition, the test samples are to be heat treated
together wit h the castings which they represent prior
to testing.
3.6.5 The results of all tensile tests are to comply
with the appropriate requirements given in Table
3.6.1 and/or Table 3.6.2.
Table 3.6.1 : Minimum mechanical properties for ac ceptance purpose of sand cast and investment cast
reference test pieces
Alloy Temper (see Note) Tensile strength [N/mm2] Elongation %
AlMg3 M 150 5
AlSi12 M 150 3
AlSi10Mg M 150 2
AlSi10Mg TF 220 1
AlSi7Mg TF 230 5
Note
M - As cast condition
TF - Solution heat treated and precipitation hardened condition
Table 3.6.2 : Minimum mechanical properties for acceptance purpose of
chill cast reference test pieces
Alloy Temper (see Note) Tensile strength [N/mm2] Elongation %
AlMg3 M 150 5
AlSi12 M 170 3
AlSi10Mg M 170 3
AlSi10Mg TF 240 1.5
AlSi7Mg TF 250 5
Note
M - As cast condition
TF - Solution heat treated and precipitation hardened condition
3.7 Visual examination
3.7.1 All castings are to be cleaned and adequately
prepared for inspection.
3.7.2 The accuracy and verification of dimensions are
the responsibility of the manufacturer, unless
otherwise agreed.
3.7.3 Before acceptance, all castings are to be
presented to the Surveyor for visual examination.
3.8 Rectificat ion of defective castings
3.8.1 At the discretion of the Surveyor, small surface
blemishes may be removed by local grinding.
3.8.2 Where appropriate, repair by welding may be
accepted at the discretion of the Surveyor. Such
repair is to be made in accordance with an approved
procedure.
3.9 Pressure testing
3.9.1 Where required by the relevant construction
rules, castings are to be pressure tested before final
acceptance. Unless otherwise agreed, these tests are to be carried out in the presence and to the
satisfaction of the Surveyor.
3.10 Identification
3.10.1 The manufacturer is to adopt a system of
identification which will enable all finished castings
to be traced to the original cast and the Surveyor is to
be given full facilities for tracing th e casting when
required.
3.10.2 All castings which have been tested and
inspected with satisfactory results are to be clearly
marked with following details :
a) Identification number, cast number or other
numbers which will enable the full history of the
casting to be traced;
b) the abbreviated name of local office of
Designated Authority/Classification Society;
c) Personal stamp of the surveyor responsible for
the inspection;
d) Test pressure where applicable; and
e) Date of final inspection.
3.10.3 Where small castings are manufactured in
large numbers, modified arrangements for
identification may be specially agreed with the
Surveyor.
3.11 Certification
3.11.1 The manufacturer is to provide the Surveyor
with a written statement giving the following
particulars for each casting or batch of castings
which have been accepted : a) Purchaser name and order number;
b) Description of castings and alloy type;
c) Identification number;
d) Ingot or Cast analysis;
e) General details of heat treatment where
applicable;
f) Results of mechanical tests; and
g) Test pressure, where applicable.
Section 4
Aluminium/Steel Transition Joints
4.1 Scope
4.1.1 Provision is made in this section for explosion
bonded composite aluminium/steel transition joints
used for connecting aluminium structures to steel
plating.
4.1.2 Each design is to be separately approved by
Designated Authority/Classification Society.
4.2 Manufacture
4.2.1 Transition joints are to be manufactured by an
approved producer in accordance with an a pproved
specification which is to include the maximum
temperature allowable at the interface during
welding.
4.2.2 The aluminium material is to comply with the
requirements of Sec.1 and the steel is to be of an
appropriate grade complying with the requirem ents
of Ch.3.
4.2.3 Alternative materials which comply with
International, National or proprietary specifications
may be accepted provided that they give reasonable
equivalence to the requirements of 4.2.2 or are
approved for a specific application.
4.2.4 Intermediate layers between aluminium and
steel may be used, in which case the material of any
such layer is to be specified by the manufacturer and
will be recorded in the approval certificate. Any such
intermediate layer is then to be used in all product ion
joints.
4.3 Visual and non -destructive examination
4.3.1 Each composite plate is to be subjected to 100
per cent visual and ultrasonic examination in
accordance with a relevant National/ International
standard to determine the extent of any unbounded
areas. The unbounded areas are unacceptable and any
such area and the surrounding 25 [mm] area is to be
discarded.
4.4 Mechanical tests
4.4.1 Two shear test specimens and two tensile test
specimens are to be taken from each end of each
composite plate for tests to be made on bond strength. One shear and one tensile test specimen
from each end are to be tested at ambient temperature
after h eating to the maximum allowable interface
temperature; the other two specimens are to be tested
without heat treatment.
4.4.2 Shear tests may be made on a specimen as
shown in Fig.4.4.1 or an appropriate equivalent.
Tensile tests may be made across the int erface by
welding extension pieces to each surface or by the
ram method shown in Fig.4.4.2 or by an appropriate
alternative method.
4.4.3 The shear and tensile strengths of all the test
specimens are to comply with the requirements of the
manufacturing spe cification.
4.4.4 If either the shear or tensile test strength of the
bond is less than the specified minimum but not less
than 70 per cent of the specified minimum, two
additional shear and two tensile test specimens from
each end of the composite plate a re to be tested and,
in addition bend tests as described in 4.4.6 and Table
4.4.1 are to be conducted.
4.4.5 If either the shear or the tensile strength of the
bond is less than 70 per cent of the specified
minimum the case is to be investigated. After
evaluation of the results of this investigation
Designated Authority/Classification Society will
consider the extent of composite plate which is to be
rejected.
4.4.6 Bend tests, when required, are to be made under
the following conditions, as listed i n Table 4.4.1 :
a) the aluminium plate is in tension;
b) the steel plate is in tension; and
c) a side bend is applied.
Table 4.4.1 : Bend tests on explosion bonded aluminium / steel transition joints
Type of test Minimum bend, degrees Diameter of former
Aluminium in tension 90 3T
Steel in tension 90 3T
Side bend 90 6T
4.5 Identification
4.5.1 Each acceptable transition strip is to be clearly
marked with Designated Authority/Classification
Society brand and the following particulars :
a) Manufacturers name or trade mark;
b) Identification mark for the grade of aluminium;
and
c) Identification mark for the grade of steel. The particulars are to be stamped on the aluminium
surface at one end of the strip.
4.6 Certi fication
4.6.1 Each test certificate or shipping statement is to
include the following particulars :
a) Purchaser's name and order number;
b) The contract number for which the material is
intended, if known;
c) Address to which the material is dispatched;
d) Descripti on and dimensions of the material;
e) Specification or grades of both the aluminium
alloy and the steel and any intermediate layer;
f) Cast numbers of steel and aluminium plates; g) Identification number of the composite plate;
and
h) Mechanical test results (not requ ired on the
shipping statement).
Chapter 10
Equipment
Contents
Section
1 Anchors
2 Stud Link Chain Cables
3 Short Link Chain Cables
4 Steel Wire Ropes
Section 1
Anchors
1.1 Scope
1.1.1 The following paragraphs give requirements for
cast, forged or fabricated steel anchor heads, shanks
and anchor shackles. The requirements given in this
section are applicable to the following types of
anchors:
a) Ordinary stockless and stocked anchors
b) High Holding Power (HHP) anchors, and
c) Super High Holding Power (SHH P) anchors
not exceeding 1500 [kg] in mass.
1.2 Manufacture
1.2.1 Cast steel anchor heads, shanks and shackles
are to be manufactured and tested in accordance with
the relevant requirements for castings for welded
construction of Ch.4. The steel is to be f ine grain
treated with aluminium. The toughness of steel
castings for SHHP anchors is to be not less than
charpy V -notch energy average of 27 J at 0 C.
1.2.2 Forged steel anchor heads, shanks, shackles and
anchor crown pins are to be manufactured in
accord ance with the requirements for forgings of
weldable quality of Ch.5.
1.2.3 Plate material and bars used for the
manufacture of fabricated parts of steel anchors are
to comply with the requirements of Ch.3.
For welded super high holding power (SHHP)
anchors, the base steel grades are to be selected with
respect to the material grade requirements for Class II in Annex 2, Chapter 2 'Materials of Construction'
Section 2 'Use of Steel Grades'.
1.2.4 The welding c onsumables are to meet the
toughness for the base steel grades in accordance
with Chapter 11 'Approval of Welding Consumables
for Use in Ship Construction' of this annex.
1.2.5 Fabrication is to be carried out by qualified
welders using approved welding pr ocedure.
1.2.6 The toughness of the anchor shackles for SHHP
anchors is to meet that for Grade CC3 anchor chain
given in Section 2. The toughness of steel castings
for SHHP anchors is to be not less than charpy V -
notch energy average of 27 J at 0 C.
1.2.7 Hardness values of mating parts are to be such
that the more easily replaceable part wears faster.
1.3 Dimensions and tolerances
1.3.1 Anchors are to be manufactured as per
approved drawings or as per internationally
recognised designs meeting the toleranc es specified
in such documents. In addition the following
dimensional tolerances are also to be applied:
- the clearance either side of the shank within the
shackle jaws is not to be more than 3 [mm] for
anchors upto 3000 [kg] mass, 4 [mm] for
anchors upto 5 000 [kg] mass, 6 [mm] for
anchors upto 7000 [kg] mass and 12 [mm] for
larger anchors.
- the shackle pin is to be push fit in the eyes of the
shackle, which are to be chamfered on the
outside to ensure tightness when the pin is
clenched over. The shackle pin to hole clearance
is not to be more than 0.5 [mm] for pins upto 57
[mm] and not more than 1 [mm] for pins of
larger diameter
- the anchor crown pin is to be snug fit within the
chamber and long enough to prevent horizontal
movement. The gap is not to be more than 1% of
the chamber length.
- The lateral movement of the shank should not
exceed 3 degrees.
1.4 Proof test of anchors
1.4.1 Anchors of all sizes are to be proof load tested
with the load specified in Table 1.4.1. Anchors
inclusive of stock, having a mas s of 75 [kgs] or more
(56 [kgs] in case of high holding power anchors) are
to be tested at a proving establishment recognized by
Designated Authority/Classification Society.
1.4.2 The proof test load is to be as given in Table
1.4.1. The mass to be used in the Table is to be as
follows: -
a) For stockless anchors - the total mass of the
anchor;
b) For stocked anchors - the mass of the anchor
excluding the stock;
c) For high holding power anchors - a nominal
mass equal to 1.33 times the actual mass of the
anchor; d) For super high holding power anchors - a
nominal mass equal to 2.0 times the actual mass
of the anchor.
1.4.3 The proof load is to be applied on the arm or on
the palm at a spot which, measured from the
extremity of the bill, is one -third of the distance
betwe en it and the centre of the crown.
In the case of the stockless anchors, both arms are to
be tested at the same time, first on one side of the
shank, then reversed and tested on the other.
1.4.4 Before application of proof test load the
anchors are to be examined to be sure that castings
are reasonably free of surface imperfections of
harmful nature.
On completion of the proof load tests the anchors are
to be examined for cracks and other defects and for
anchors made in more than one piece, the anchors are
to be examined for free rotation of their heads over
the complete angle.
In every test the difference between the gauge
lengths (shown in Fig.1.4.4), where one -tenth of the
required load was applied first and where the load
has been reduced to one -tenth o f the required load
from the full load, is not to exceed one percent (1%).
1.4.5 In addition to the requirements given in this
Chapter attention must be given to any relevant
statutory requirements of the National Authority of
the country in which the ship is to be registered.
Table 1.4.1 : Proof loads for anchors
Mass of
anchor [kg]
(1) Proof load*
[kN]
(2) Mass of anchor
[kg]
(1) Proof load*
[kN]
(2) Mass of anchor
[kg]
(1) Proof load*
[kN]
(2)
50 23.2 2000 349.0 7000 804.0
55 25.2 2100 362.0 7200 818.0
60 27.1 2200 376.0 7400 832.0
65 28.9 2300 388.0 7600 845.0
70 30.7 2400 401.0 7800 861.0
75 32.4 2500 414.0 8000 877.0
80 33.9 2600 427.0 8200 892.0
90 36.3 2700 438.0 8400 908.0
100 39.1 2800 450.0 8600 922.0
120 44.3 2900 462.0 8800 936.0
140 49.0 3000 474.0 9000 949.0
160 53.3 3100 484.0 9200 961.0
180 57.4 3200 495.0 9400 975.0
200 61.3 3300 506.0 9600 987.0
225 65.8 3400 517.0 9800 998.0
250 70.4 3500 528.0 10000 1010.0
275 74.9 3600 537.0 10500 1040.0
300 79.5 3700 547.0 11000 1070.0
325 84.1 3800 557.0 11500 1090.0
350 88.8 3900 567.0 12000 1110.0
375 93.4 4000 577.0 12500 1130.0
400 97.9 4100 586.0 13000 1160.0
425 103.0 4200 595.0 13500 1180.0
450 107.0 4300 604.0 14000 1210.0
475 112.0 4400 613.0 14500 1230.0
500 116.0 4500 622.0 15000 1260.0
550 125.0 4600 631.0 15500 1270.0
600 132.0 4700 638.0 16000 1300.0
650 140.0 4800 645.0 16500 1330.0
700 149.0 4900 653.0 17000 1360.0
750 158.0 5000 661.0 17500 1390.0
800 166.0 5100 669.0 18000 1410.0
850 175.0 5200 677.0 18500 1440.0
900 182.0 5300 685.0 19000 1470.0
950 191.0 5400 691.0 19500 1490.0
1000 199.0 5500 699.0 20000 1520.0
1050 208.0 5600 706.0 21000 1570.0
1100 216.0 5700 713.0 22000 1620.0
1150 224.0 5800 721.0 23000 1670.0
1200 231.0 5900 728.0 24000 1720.0
1250 239.0 6000 735.0 25000 1770.0
1300 247.0 6100 740.0 26000 1800.0
1350 255.0 6200 747.0 27000 1850.0
1400 262.0 6300 754.0 28000 1900.0
1450 270.0 6400 760.0 29000 1940.0
1500 278.0 6500 767.0 30000 1990.0
1600 292.0 6600 773.0 31000 2030.0
1700 307.0 6700 779.0 32000 2070.0
1800 321.0 6800 786.0 34000 2160.0
1900 335.0 6900 794.0 36000 2250.0
Table 1.4.1 : Proof loads for anchors (Contd.)
Mass of
anchor [kg]
(1) Proof load*
[kN]
(2) Mass of anchor
[kg]
(1) Proof load*
[kN]
(2) Mass of anchor
[kg]
(1) Proof load*
[kN]
(2)
38000 2330.0 42000 2490.0 46000 2650.0
40000 2410.0 44000 2570.0 48000 2730.0
Proof loads for intermediate masses are to be determined by linear interpolation
Notes
Where ordinary anchors have a mass exceeding 48 000 [kg], the proof loads are to be taken as 2.059 (mass of
anchor in kg)2/3 [kN].
Where high holding power anchors have a mass exceeding 38 000 [kg], the proof loads are to be taken as 2.452
(actual mass of anchor in kg)2/3 [kN].
1.5 Inspections and other tests
1.5.1 Inspection and testing of anchor components is
to be carried out as per the following:
a) Cast components are to be tested as per
Test Programme A
or
Test Programme B, where the Charpy V notch
energy average of the cast material at 0 C is not less
than 27J.
b) Forged / fabricated components are to be tested
as per Test Programme B.
Test Programme A is to consist of Drop Test,
Hammering Test, Visual Inspection and General
NDE as described below.
Test Programme B is to consist of Visual
Inspection, general NDE and Extended NDE as
described in 1.5.5 and 1.5.6 below. 1.5.2 Drop test is to be carried out by dropping each
anchor component individually from a height of 4
[m] to an iron or steel slab. The iron or steel slab
should be able to resist the impact. The component
under test should not fracture.
1.5.3 Hammering test is to be carried on each fluke
and shank, after the drop test, by hammering the
comp onent, hung clear off the ground using a non -
metallic sling, with a hammer of not less than 3 [kg]
mass, to check the soundness.
1.5.4 Visual inspection is to be carried out of all
accessible surfaces after the proof load test.
1.5.5 General non -destructiv e examination is to be
carried out, after proof load testing, as per Table
1.5.5.
1.5.6 Extended non -destructive examination is to be
carried out, after proof load testing, as per Table
1.5.6.
Table 1.5.5 : General NDE for Anchors
Location Method of NDE
SHHP Ordinary / HHP
Feeders of castings DP or MP and UT DP or MP
Risers of castings DP or MP and UT DP or MP
All surfaces of castings DP or MP Not required
Weld repairs DP or MP DP or MP
Forged components Not required Not required
Fabrication welds DP or MP DP or MP
DP : Dye Penetrant Test
MP : Magnetic Particle Test
UT : Ultrasonic Testing
Table 1.5.6 : Extended NDE for ordinary, HHP and SHHP anchors
Location Method of NDE
Feeders of castings DP or MP and UT
Risers of castings DP or MP and UT
All surfaces of castings DP or MP
Random areas of castings UT
Weld repairs DP or MP
Forged components Not required
Fabrication welds DP or MP
DP : Dye Penetrant Test
MP : Magnetic Particle Test
UT : Ultrasonic Testing
1.6 Identification
1.6.1 All identification marks are to be stamped on
one side of the anchor, on the shank and the fluke, at
locations reserved solely for this purpose.
1.6.2 The following details are to be marked on all
the anchors: -
a) Brand mark and the abbreviated name of
Designated Authority/Classification Society
issuing the certificate;
b) Number of the certificate;
c) Month and year of test;
d) Mass (also the letters 'HHP/SHHP', when
approved for as high holding power anchor/super
high holding power anchor); e) Mass of stock (in case of stock ed anchors);
f) Personal stamp of Surveyor responsible for
inspection.
g) Manufacturer’s mark
h) Unique cast identification number of shank and
fluke, if applicable.
1.6.3 In addition to the markings detailed in 1.6.2,
each important part of the anchor is to be pla inly
marked with the words 'forged steel' or 'cast steel' as
appropriate.
1.7 Painting
1.7.1 Anchors are to be painted only on completion
of all inspections and tests.
Section 2
Stud Link Chain Cables
2.1 Sco pe
2.1.1 The following requirements apply to the
materials, design, manufacture and testing of stud
link anchor chain cables and accessories used for
ships.
2.1.2 Depending upon the nominal tensile strength of
the chain cable steel used for manufacture, st ud link
chain cables are subdivided in to three grades,
namely CC1, CC2 and CC3.
2.2 Manufacture
2.2.1 Chain cables and accessories are to be
manufactured at Works approved by Designated
Authority/Classification Society for the pertinent type of chain cable, size and method of manufacture.
Also refer Chapter 1, Section 1, Cl. 1.3.2.
2.2.2 Chain cables are to be preferably manufactured
by flash butt welding using material suitable for CC1,
CC2 or CC3 grades of chain cables. Chain cables
may also be manufactured by drop forging or casting.
Accessories such as shackles, swivels and swivel
shackles are to be forged or cast in steel of at least
grade CC2 material. The welded construction of
these components will be specially considered.
2.2.3 Details of the method of manufacture and the
specification of the steel are to be submitted for
approval.
2.2.4 All materials used for the manufacture of chain
cables and accessories are to be supplied by
manufacturer’s works approved by Designated
Authori ty/Classification Society. Also refer Chapter
1, Section 1, Cl. 1.3.2. However, for Grade CC1 steel
bars, approval of material manufacturer is not
required.
For Grade CC3 steel bars, detailed material
specifications including manufacturing procedure,
deoxi dation practice, specified chemical
composition, heat treatment and mechanical
properties are to be submitted.
2.3 Design and tolerances
2.3.1 The form and proportion of chain cable links
and shackles are to be in accordance with ISO
1704:2008 (see Figs.2. 3.1 to 2.3.6). All dimensions
in the figures are shown in multiples of the nominal
diameter d of the common link. The dimensions in
brackets may be chosen for studless links in outboard
end swivel pieces. Where designs do not comply with
this and where acc essories are of welded
construction, plans giving full details of the design,
manufacturing process and heat treatment are to be
submitted for approval.
2.3.2 The following tolerances are applicable to links
with the provision that the plus tolerance may b e up
to 5 per cent of the nominal diameter:
a) Nominal diameter
Measured at the
Crown (see note) Max. minus
tolerance
Upto 40 [mm] 1 [mm]
Over 40 and upto 84
[mm] 2 [mm]
Over 84 and upto 122
[mm] 3 [mm]
Over 122 and upto 152
[mm] 4 [mm]
Over 152 and upto 184
[mm] 6 [mm]
Over 184 and upto 222
[mm] 7.5 [mm]
Note : Two measurements are to be taken at the
same location: one in the plane of the link (see d p in Fig.2.3.7) and one perpendicular to the plane
of the link. The cross sectional area at t he crown
is to be calculated using the average of the
diameters with negative and plus tolerance
The cross sectional area at the crown must not
have any negative tolerance. For diameters of 20
[mm] or greater, the plus tolerance may be upto
5 per cent of t he nominal diameter. For
diameters less than 20 [mm] the plus tolerance is
to be agreed with Designated
Authority/Classification Society at the time of
approval;
Diameter measured at locations other than the
crown is to have no negative tolerance. Plus
tolerance may be up to 5 per cent of the nominal
diameter except at the butt weld where it is to be
in accordance to manufacturer’s specification,
which is to be agreed with Designated
Authority/Classification Society. For diameters
less than 20[mm], the plus tolerance is to be
agreed with Designated Authority/Classification
Society at the time of approval.
a) The maximum allowable tolerance on assembly
measured over a length of 5 links may equal
+2.5 per cent but may not be negative (measured
with the chain under tension after proof load
test);
b) All other dimensions are subject to a
manufacturing tolerance of 2.5 per cent,
provided that all of the final link parts fit
together properly;
c) Studs must be located in the links centrally and
at right angles to the sides of the link, although
the studs at each end of any length may also be
located off -centre to facilitate the insertion of the
joining shackle. The following tolerances are
regarded as being inherent in the method of
manufacture and will not be objected to provided
the stud fits snugly and its ends lie practically
flush against the inside of the link.
Maximum off -centre
distance 'X' 10 per cent of the
nominal diameter d
Maximum deviation
"" from the 90
position 4
The tolerances are to be measured in
accordance with Fig.2.3.7.
2.3.3 The following tolerances are applicable to
accessories :
Nominal diameter : + 5 per cent, - 0 per cent
Other diameter : 2.5 per cent.
2.4 Material for welded chain cables and
accessories
2.4.1 Bar material intended for the manufacture of
welded chain cables is to be in accordance with the
appropriate requirements of Ch.3. Rimming steel is
not acceptable for this application.
2.4.2 Bars of the same nominal diameter are to be
presented for test in batches of 50 tonnes or fraction
thereof from the same cast. A suitable length from
one bar in each batch is to be selected for test
purposes.
2.4.3 In order to evaluate the suitability of the bar
material the sample selected from each batch is to be
tested in a heat treatment co ndition equivalent to that
of the finished chain cable and accessories. For this
purpose only the sample need be heat treated.
2.4.4 For all grades, one tensile test is to be taken
from each sample selected. Additionally one set of
three Charpy V -notch imp act test specimens is to be
prepared and tested as required in Table 2.4.1.
2.4.5 Where the dimensions allow, the test specimens
are to be taken at approximately one -third of the radius from the outer surface as shown in Fig.2.4.1.
For smaller diameters th e test specimens are to be
taken as close as possible to these positions.
2.4.6 The cross -sectional area of the tensile test
specimen is to be not less than 150 [mm2].
Alternatively, the tensile test specimen may be a
suitable length of bar tested in full cross -section.
2.4.7 The impact test specimens are to be notched in
the radial direction as shown in Fig.2.4.1.
2.4.8 The results of all the mechanical testing are to
comply with the requirements of Table 2.4.1.
2.4.9 The average value obtained from one se t of
three impact test specimens is to comply with the
requirements given in Table 2.4.1. One individual
value only may be below the specified average value
provided it is not less than 70% of that value.
If the Charpy V -notch impact test requirements are
not achieved, a retest of three further specimens
selected from the same sample as per 1.10.2 of
Chapter 1 shall be permissible. Failure to meet the
requirements will result in rejection of the test unit
represented unless it can be clearly attributable to
improper simulated heat treatment.
If the tensile test requirements are not achieved, a
retest of two further specimens selected from the
same sample shall be permissible. Failure to meet the
specified requirements in either of the additional tests
will r esult in rejection of the test unit represented
unless it can be clearly attributable to improper
simulated heat treatment.
Table 2.4.1 : Mechanical properties of rolled steel bars for acceptance purposes
Designation Tensile
strength
[N/mm2] Yield
strength
[N/mm2]
min. Elongation
on 5.65
So% min. Reduction
of area %
min. Impact Tests
Test temp. C Average
energy J
min.1
Grade CC1 370 - 490 - 25 - - -
Grade CC2 490 - 690 295 22 - 0 271
Grade CC3 Min. 690 410 17 40 02 60
-20 35
1 The impact test of grade CC2 material may be waived, if the chain is to be supplied in a heat treated condition
as per Table 2.9.1.
2 The impact testing is normally to be carried out at 0 C.
Table 2.4.2 : Chemical composition of rolled steel bars
Designation Chemical Composition
C
max. Si Mn P
max. S
max. Al (Total)1
min.
Grade CC1 0.20 0.15 - 0.35 min. 0.40 0.040 0.040 -
Grade CC22 0.24 0.15 - 0.55 max. 1.60 0.035 0.035 0.020
Grade CC3 3 To be specially considered in each case
1 Aluminium may be replaced partly by other grain refining elements.
2 Subject to special consideration, additional alloying elements may be added.
3 To be killed and of fine grain.
Table 2.4.3 : Dimensional tolerance of rolled steel bars
Nominal diameter [mm] Tolerance on diameter [mm] Tolerance on roundness (dmax -
dmin) [mm]
Less than 25 -0 + 1.0 0.6
25 – 35 -0 +1.2 0.8
36 – 50 -0 + 1.6 1.1
51 – 80 -0 + 2.0 1.5
81 – 100 -0 +2.6 1.95
101 – 120 -0 + 3.0 2.25
121 – 160 -0 + 4.0 3.0
161 – 210 -0 + 5.0 4.0
2.4.10 If failure to pass the tensile test or the Charpy
V-notch impact test is definitely attributable to
improper heat treatment of the test sample, a new test
sample may be taken from the same piece and re-heat
treated. The complete test (both tensile and impact
test) is to be repeated and the original results
obtained may be disregarded.
2.4.11 The chemical composition of the steel bars is
to be generally within the limits given in Table 2.4.2.
2.4.12 Th e tolerances on diameter and roundness of
rolled steel bars are to be within the limits specified
in Table 2.4.3 unless otherwise agreed.
2.4.13 The minimum markings required for the steel
bars are the manufacturers’ brandmark, the steel
grade and an abbre viated symbol of the heat. Steel
bars having diameters of up to and including 40 mm
and combined into bundles, may be marked on
permanently affixed labels.
2.4.14 Material certification : Bar material for Grade
2 or Grade 3 is to be certified by Designated
Authority/Classification Society. For each
consignment, manufacturers shall forward to the
Surveyor a certificate containing at least the
following data:
- Manufacturer’s name and/or purchaser’s order
no.
- Number and dimensions of bars and weight of
consignm ent
- Steel specification and chain grade
- Heat number
- Manufacturing procedure
- Chemical composition - Details of heat treatment of the test sample
(where applicable)
- Results of mechanical tests (where applicable)
- Number of test specimens (where applicable).
2.5 Material for cast chain cables and accessories
2.5.1 Manufacture of cast steel chain cables is
generally to be in accordance with Ch.4, as
appropriate.
2.5.2 All castings must be properly heat treated i.e.
normalized, normalized and tempered or quenched
and tempered, as specified in Table 2.7.1 for the
relevant grade of steel.
2.6 Material for forged chain cables and
accessories
2.6.1 The procedure for the manufacture of drop
forgings for chain cables will be specially
considered, but is generally to be i n accordance with
the appropriate requirements of Ch.5.
2.6.2 The stock material may be supplied in the as
rolled condition. Finished forgings are to be properly
heat treated, i.e. normalized, normalized and
tempered or quenched and tempered, as specified for
the relevant grade of steel in Table 2.7.1.
2.7 Heat treatment of completed chain cables
2.7.1 The completed chain cable and accessories are
to be heat treated in accordance with Table 2.7.1, for
the appropriate grade of cable.
2.7.2 In all cases, heat treatment is to be carried out
prior to the proof, load test, breaking load test and all
mechanical testing.
Table 2.7.1 : Condition of supply of chain cables and accessories
Grade Chain cables Accessories
CC1 As welded or normalized NA
CC2 As welded or normalized 1) Normalized
CC3 Normalized, Normalized and tempered or
Quenched and tempered Normalized, normalized and tempered or
Quenched and tempered
1) Grade CC2 chain cables made by forging or casting are to be supplied in the normalized condition
NA = Not Applicable.
2.8 Materials and welding of studs
2.8.1 The studs are to be made of steel corresponding
to that of the chain cable or from rolled, cast or
forged mild steels. The use of other materials, e.g.
grey or nodular cast iron is not permitted. 2.8.2 The welding of studs is to be in accordance
with an approved procedure subject to following :
a) The studs being of weldable steel;
b) The studs being welded at one end only, i.e.
opposite to the weldment of the link. The stud
ends must fit inside of the link without
appreciable gap;
c) The welds, preferably in the horizontal position,
are to be executed by qualified welders using
suitable welding consumables;
d) All the welds are to be completed before the
final heat treatment of the chain cable; and
e) The welds are to be free from defects liable to
impair the proper use of the chain.
2.9 Testing of completed chain cables
2.9.1 Finished chain cables are to be tested in the
presence of a Surveyor, at a prov ing establishment
recognized by Designated Authority/Classification
Society. For this purpose the chain cables must be
free from paint and anti -corrosive media. Special
attention would be given to the visual inspection of
the flash -butt-weld, if present. I n addition to the
requirements of this Chapter, attention must be given
to any relevant statutory requirements of the National Authority of the country in which the ship is to be
registered.
2.9.2 The design and/or standard breaking loads and
proof loads o f stud link chain cables are given in
Table 2.9.1 (a). The test loads rounded off from the
loads in 2.9.1 (a) to be used for testing and
acceptance of chain cables, are given in Table 2.9.1
(b). Each length of chain is to be subjected to a proof
loading te st in an approved testing machine and is to
withstand the load given in Table 2.9.1 for the
appropriate grade and size of cable. On completion of
the test, each length of cable is to be examined and is
to be free from significant defects.
Should a proof lo ad test fail, the defective link(s) is
(are) to be replaced, a local heat treatment to be
carried out on the new link(s) and the proof load test
is to be repeated. In addition, an investigation is to be
made to identify the cause of the failure.
Table 2.9.1(a) : Formulae for proof loads and breaking loads of stud link chain cables
Test Grade CC1 Grade CC2 Grade CC3
Proof load (kN) 0.00686d2 (44 – 0.08d) 0.00981d2 (44 – 0.08d) 0.01373d2 (44 – 0.08d)
Breaking load (kN) 0.00981d2 (44 – 0.08d) 0.01373d2 (44 – 0.08d) 0.01961d2 (44 – 0.08d)
Note d = nominal diameter [mm]
Table 2.9.1(b) : Test load values for stud link chain cables
Chain cable
diameter
(mm) Grade CC1 Grade CC2 Grade CC3
Proof load
(kN) Breaking
load
(kN) Proof load
(kN) Breaking
load
(kN) Proof load
(kN) Breaking load
(kN)
1 2 3 4 5 6 7
12.5
17.5
20.5 36
123 51
175 51
175 72
244 72
244 102
22 140 200 200 280 280 401
24 167 237 237 332 332 476
26 194 278 278 389 389 556
28 225 321 321 449 449 642
30 257 368 368 514 514 735
32 291 417 417 583 583 833
34 328 468 468 655 655 937
Table 2.9.1(b) : Test load values for stud link chain cables
Chain cable
diameter
(mm) Grade CC1 Grade CC2 Grade CC3
Proof load
(kN) Breaking
load
(kN) Proof load
(kN) Breaking
load
(kN) Proof load
(kN) Breaking load
(kN)
1 2 3 4 5 6 7
36 366 523 523 732 732 1050
38 406 581 581 812 812 1160
40 448 640 640 896 896 1280
42 492 703 703 981 981 1400
44 583 769 769 1080 1080 1540
46 585 837 837 1170 1170 1680
48 635 908 908 1270 1270 1810
50 686 981 981 1370 1370 1960
52 739 1060 1060 1480 1480 2110
54 794 1140 1140 1590 1590 2270
56 851 1220 1220 1710 1710 2430
58 909 1290 1290 1810 1810 2600
60 969 1380 1380 1940 1940 2770
62 1030 1470 1470 2060 2060 2940
64 1100 1560 1560 2190 2190 3130
66 1160 1660 1660 2310 2310 3300
68 1230 1750 1750 2450 2450 3500
70 1290 1840 1840 2580 2580 3690
73 1390 1990 1990 2790 2790 3990
76 1500 2150 2150 3010 3010 4300
78 1580 2260 2260 3160 3160 4500
81 1690 2410 2410 3380 3380 4820
84 1800 2580 2580 3610 3610 5160
87 1920 2750 2750 3850 3850 5500
90 2050 2920 2920 4090 4090 5840
92 2130 3040 3040 4260 4260 6080
95 2260 3230 3230 4510 4510 6440
97 2340 3340 3340 4680 4680 6690
Table 2.9.1(b) : Test load values for stud link chain cables
Chain cable
diameter
(mm) Grade CC1 Grade CC2 Grade CC3
Proof load
(kN) Breaking
load
(kN) Proof load
(kN) Breaking
load
(kN) Proof load
(kN) Breaking load
(kN)
1 2 3 4 5 6 7
100 2470 3530 3530 4940 4940 7060
102 2560 3660 3660 5120 5120 7320
105 2700 3850 3850 5390 5390 7700
107 2790 3980 3980 5570 5570 7960
111 2970 4250 4250 5940 5940 8480
114 3110 4440 4440 6230 6230 8890
117 3260 4650 4650 6510 6510 9300
120 3400 4850 4850 6810 6810 9720
122 3500 5000 5000 7000 7000 9990
124 3600 5140 5140 7200 7200 10280
127 3750 5350 5350 7490 7490 10710
130 3900 5570 5570 7800 7800 11140
132 4000 5720 5720 8000 8000 11420
137 4260 6080 6080 8510 8510 12160
142 4520 6450 6450 9030 9030 12910
147 4790 6840 6840 9560 9560 13660
152 5050 7220 7220 10100 10100 14430
157 5320 7600 7600 10640 10640 15200
162 5590 7990 7990 11170 11170 15970
Table 2.9.2 : Number of mechanical test specimens for finished chain cables and accessories
Grade Manufacturing
method Condition of
supply 1) Number of test specimens
Tensile test for
base metal Charpy V -notch impact test
Base metal Weldment
CC1 Flash -butt welded AW
N NR NR NR
CC2 Flash -butt welded AW
--------------------
N 1
--------------------
NR 3
--------------------
NR 3
--------------------
NR
Forged or Cast N 1 3 2) NA
CC3 Flash -butt welded N
NT
QT 1 3 3
Forged or Cast N
NT
QT 1 3 NA
1) AW = As Welded, N = Normalized, NT = Normalized and Tempered,
QT = Quenched and Tempered
2) For chain cables, Charpy V -notch impact test is not required.
NR = Not required
NA = Not applicable
Table 2.9.3 : Mechanical properties of finished chain cables and accessories
Grade Yield
strength
[N/mm2]
min. Tensile
strength
[N/mm2]
min. Elongation
on 5.65 So
% min. Reduction
of area %
min. Charpy V -notch impact test
Test
tempera -
ture, in C Absorbed energy, in
Joules min.
Base
metal Weldment
CC1 NR NR NR NR NR NR NR
CC2 295 490 – 690 22 NR 0 27 27
CC3 410 690 min. 17 40 0 1) 60 50
-20 35 27
1) Testing is normally to be carried out at 0 C.
NR = Not required.
2.9.3 Sample lengths comprising of at least three
links are to be taken from every four lengths or
fraction of chain cables and tested at the breaking
loads given in Table 2.9.1. The breaking load is to be
maintained for a minimum of 30 seconds. The links
concerned are to be made in a single manufacturing
cycle together with the chain cable and must be
welded and heat treated together with i t. Only after
this these may be separated from the chain cable in
the presence of the Surveyor.
2.9.4 Where a breaking load test specimen fails, a
further specimen is to be cut from the same length of
cable and subjected to test. If this re -test fails, the
length of cable from which it was taken is to be
rejected. When this test is also representative of other
lengths, each of the remaining lengths in the batch is
to be individually tested and is to meet the
requirements of the breaking load test.
2.9.5 For large diameter cables where the required
breaking load is greater than the capacity of the testing machines, special consideration will be given
to acceptance of other alternative testing procedure.
2.9.6 Mechanical test specimens required in Table
2.9.2 are to be taken from every four lengths in
accordance with 2.9.7. For forged or cast chain
cables where the batch size is less than four lengths,
the sampling frequency is to be by heat treatment
charge. Mechanical tests are to be carried out in the
presen ce of the Surveyor. The test specimens and
their location are to be according to 2.4.5 to 2.4.7 and
Fig.2.4.1. Testing and re -testing are to be carried out
as given in 2.4.9.
2.9.7 An additional link (or where the links are small,
several links) for mechan ical test specimen removal
is to be provided in a length of chain cable not
containing the specimen for the breaking test. The
specimen link must be manufactured and heat treated
together with the length of chain cable.
2.10 Accessories for chain cables
2.10.1 End and joining shackles, attachment links,
adapter pieces, swivels and other fittings are to be
subjected to the proof and breaking loads appropriate
to the grade and size of cable for which they are
intended in accordance with the requirements of
Table 2.9.1.
2.10.2 The breaking load is to be applied to at least
one item out of every 25 (one in 50 for lugless
shackles). The items need not necessarily be
representative of each heat of steel or individual
purchase order. Enlarged links and end links n eed not
be tested provided that they are manufactured and
heat treated together with the chain cable. The tested
item is to be destroyed and not used as part of an
outfit, in general. However, the accessories, which
have been successfully tested at the pre scribed
breaking load appropriate to the chain, may be used
in service at the discretion of Designated
Authority/Classification Society where the
accessories are manufactured with the following:
a) material having higher strength characteristics
than those sp ecified for the part in question (e.g.
grade 3 material for accessories for grade 2
chain).
b) or alternatively, same grade material as the chain
but with increased dimensions and it is verified
by procedure tests that such accessories are so
designed that th e breaking strength is not less
than 1.4 times the prescribed breaking load of
the chain for which they are intended.
2.10.3 The breaking load test may be waived if –
a) The breaking load has been demonstrated on the
occasion of the approval testing of parts of the
same design, and b) The mechanical properties of each
manufacturing batch are approved, and
c) The parts are subjected to suitable non -
destructive testing.
2.10.4 Unless otherwise specified, the forging or
casting must at least comply with the mechanical
properties given in Table 2.9.3, when properly heat
treated. For test sampling, forgings or castings of
similar dimensions originating from the same heat
treatment charge and the same heat of steel are to be
combined into one test unit. From each test unit , one
tensile test specimen and the Charpy V -notch impact
test specimens are to be taken in accordance with
Table 2.9.2. Mechanical tests are to be carried out in
the presence of the Surveyor. Location of test
specimens and test procedure are to be as give n in
2.4.5 to 2.4.7 and Fig.2.4.1. Testing / re -testing is to
be carried out as per 2.4.9. Enlarged links and end
links need not be tested provided they are
manufactured and heat treated together with the chain
cable.
2.11 Identification
2.11.1 All lengths of cables and accessories are to be
stamped with the following identification marks: -
a) Brand mark and the abbreviated name of the
Designated Authority/Classification Society
issuing the certificate;
b) Number of certificate;
c) Date of test;
d) Proof load and grade of chain;
e) Personal stamp of the Surveyor responsible for
inspection.
Section 3
Short Link Chain Cables
3.1 General
3.1.1 Details regarding the form and proportions of
short link chain cable, materials, met hod of
manufacture and testing are to be submitted for
special consideration by Designated
Authority/Classification Society.
3.1.2 In general the short link chain cables are to
comply with the grades L(3) and M(4) of ISO 1834.
3.2 Testing and inspection of chain cables
3.2.1 All chain cable of 12.5 [mm] diameter and
above, and all steering chains irrespective of
diameter are to be tested at a proving establishment
recognised by Designated Authority/Classification
Society.
3.2.2 For chain of diameter less th an 12.5 [mm],
other than steering chains, the manufacturer's tests
will be accepted.
3.2.3 After completion of all manufacturing
processes, including heat treatment and galvanising, the whole of the chain is to be subjected to the
appropriate proof load specified in Table 3.2.1.
3.2.4 The whole of the chain is to be inspected after
the proof load test and is to be free from significant
defects.
3.2.5 At least one sample, consisting of seven or
more links, is to be selected by the Surveyor from
each 200 [m ] or less of chain for breaking load tests.
Two additional links may be required for engagement
in the jaws of the testing machine. These extra links
are not to be taken into account in determining the
total elongation (See 3.2.7).
3.2.6 The breaking load is to comply with the
appropriate requirements of Table 3.2.1.
3.2.7 The total elongation of the breaking load
sample at fracture, expressed as a percentage of the
original inside length of the sample after proof
loading, is to be not less than 20 per cent .
Table 3.2.1 : Mechanical test requirements for short link chain cables
Chain diameter
[mm] Grade L(3) Grade M(4)
Proof load [kN] Breaking load min.
[kN] Proof load [kN] Breaking load min.
[kN]
5 - - 7.9 15.8
6 9 18 - -
6.3 - - 12.5 25
7.1 - - 15.9 31.8
8 16 32 20.2 40.4
9 - - 25.5 51
10 25 50 31.5 63
11.2 - - 39.5 79
12 35.5 71 - -
12.5 - - 49.1 98.2
14 - - 63 126
16 - - 81 162
18 - - 102 204
20 - - 126 252
22.4 - - 158 316
25 - - 197 394
28 - - 247 494
32 - - 322 644
36 - - 408 816
40 - - 503 1006
45 - - 637 1274
Section 4
Steel Wire Ropes
4.1 General
4.1.1 Steel wire ropes are to be manufactured at
Works approved by Designated Authority/
Classification Society. Also refer Chapter 1, Section
1, Cl. 1.3.2.
4.1.2 The wire ropes are to be of six strand type with
minimum of 16 wires in each strand. In addition to
complying with the requirements of this Chapter, the
details regarding form of construction and minimum
breaking strength are to be in accordance with IS:
2266 -1989. Alternative type of wire ropes will be
specially considered on the basis of an equivalent
breaking load and the suitability of the construction
for the purpose intended.
4.1.3 It is recommended t hat the wire ropes intended
for stream wires, towlines and mooring lines be of
fiber core construction and wire ropes for towlines and mooring lines used in association with mooring
winches be of wire rope core.
4.2 Materials
4.2.1 The wire used in the man ufacture of the rope is
to be drawn from steel made in accordance with the
requirements of Ch.3.
Table 4.2.1 : Torsion test - Speed of testing
Diameter of coated
wire [mm] Maximum speed of testing
twists per minute
< 1.5 90
1.5 < 3.0 60
3.0 < 4.0 30
4.2.2 The tensile strength is generally to be within the
ranges 1420 to 1570 [N/mm2]; 1570 to 1770
[N/mm2] or 1770 to 1960 [N/mm2].
4.2.3 The wire is to be galvanized by a hot dip or
electrolytic process to give a uniform coating which
may be any of th e following grades: -
Grade 1 : heavy coating, drawn after
galvanizing;
Grade 2 : heavy coating, finally galvanized;
Grade 3 : light coating, drawn after
galvanizing.
4.2.4 Torsion and zinc coating tests are to be carried
out on wire samples taken from a suitable length of
the completed rope. After unstranding and
straightening, six wires are to be subjected to both a
torsion test and a wrap test for adhesion of coating . Additionally, tests to determine the uniformity of the
zinc coating are to be carried out.
4.2.5 As an alternative to test specimens taken as
detailed in 4.2.4, tests may be carried out on the wire
before the rope is stranded.
4.2.6 For the torsion test, the length of the sample is
to be such as to allow a length between the grips of
100 times the wire diameter or 300 [mm], whichever
is less. The wire is to be twisted by causing one or
both of the vices to be revolved until fracture occurs.
The speed of t esting is not to exceed, for a length
equal to 100 times the diameter, that given in Table
4.2.1 (a tensile load not exceeding 2 per cent of the
breaking load of the wire may be applied to keep the
wire stretched). The wire is to withstand, without
fractur e on a length of 100 times the diameter of
wire, the number of complete twists given in Table
4.2.2.
Table 4.2.2 : Torsion test - Minimum number of twists
Diameter of coated
wire [mm] Minimum number of twists
Grade 2 Grade 1 or 3
Tested before
stranding Tested after
stranding Tested before
stranding Tested after
stranding
< 1.3 15 13 27 24
1.3 < 2.3 15 13 26 23
2.3 < 3.0 14 12 23 20
3.0 < 4.0 12 10 21 18
4.3 Zinc coating tests
4.3.1 The mass per unit area of the zinc coating is to
be determined in accordance with a recognised standard and is to comply with the
minimum values given in Table 4.3.1.
Table 4.3.1 : Zinc coating
Diameter of coated wire [mm] Zinc coating [grams/m2]
Grade 1 or 2 Grade 3
0.40 < 0.50 75 40
0.50 < 0.6 90 50
0.6 < 0.8 110 60
0.8 < 1.0 130 70
1.0 < 1.2 150 80
1.2 < 1.5 165 90
1.5 < 1.9 180 100
1.9 < 2.5 205 110
2.5 < 3.2 230 125
3.2 < 4.0 250 135
4.3.2 The uniformity of the zinc coating is to be
determined by a dip test carried out in accordance
with the requirements of a recognized standard.
4.3.3 The adhesion of the coating is to be tested by
wrapping the wire round a cy lindrical mandrel for 10 complete turns. The ratio between the diameter
of the mandrel and that of the wire is to be as in
Table 4.3.2. After wrapping on the appropriate
mandrel the zinc coating is to have neither flaked nor
cracked to such an extent that any zinc can be
removed by rubbing with bare fingers.
Table 4.3.2 : Wrap test for adhesion of zinc coating
Coating Diameter coated wire [mm] Max. ratio of mandrel to wire diameter
Grade 1 and 2 < 1.5
1.5 4
Grade 3 < 1.5
1.5 2
4.4 Test on completed ropes
4.4.1 The breaking load is to be determined by
testing to destruction a sample cut from the
completed rope. This sample is to be of sufficient
length to provide a clear test length of at least 36
times the rope diameter between the grips. 4.4.2 The actual breaking load is not to be less than
that given in the appropriate approved standard.
4.5 Identification
4.5.1 All completed ropes are to be identified with
attached labels detailing the rope t ype, diameter and
length.
Chapter 11
Approval of Welding Consumables for Use in Ship Construction
Contents
Section
1 General
2 Electrodes for Normal Penetration Manual Welding
3 Deep Penetration Electrodes for Manual Welding
4 Wire -flux Combinations for Submerged Arc Automatic Welding
5 Wires and Wire -gas Combinations for Semi -automatic and Automatic Welding
6 Consumables for use in Electro -slag and Electro -gas Vertical Welding
7 Welding Consumables for High Strength Steels for Welded Structures
8 Consumables for Welding of Aluminium Alloys
Section 1
General
1.1 Scope
1.1.1 This Chapter gives the requirements for
approval and inspection of welding consumables
such as electrodes, wires, fluxes etc. intended for
welding of the following types of materials used in
ship construction:
(b) Normal strength steel for ship structures,
Grades A, B, D and E (See Ch.3).
(c) Higher strength steels for ship structures
Grades AH32, DH32, EH32, AH36, DH36 and
EH36 (See Ch.3).
(d) Higher strength stee ls for ship structures with
minimum yield strength 390 [N/mm2] : Grades
AH40, DH40 and EH40 (See Ch.3).
(e) Higher strength steels for ship structures for
low temperature application : Grades FH32,
FH36 and FH40 (See Ch.3). (f) Higher strength steels for welded structures.
(g) Aluminium alloys (See Ch.9).
1.2 Manufacture
1.2.1 The manufacturer's plant and method of
production of welding consumables are to be such as
to ensure reasonable uniformity in manufacture.
Designated Authority/Classification Society is to be
notified of any alteration proposed to be made in the
process of manufacture subsequent to approval.
1.3 Grading
1.3.1 Welding consumables for steel materials
specified in 1.1.1 a) to d) above.
These consumables are divided into 3 strength groups
each of wh ich is further graded as per the Charpy
V-notch impact test requirements as shown below:
Groups Grading
Normal strength steel 1, 2, 3
Higher strength steel : yield strength upto 355 [N/mm2] 1Y, 2Y, 3Y, 4Y
Higher strength steels : yield strength upto 390 [N/mm2] 2Y40, 3Y40, 4Y40, 5Y40
Hydrogen marks
Welding consumables of Grades 2 and 3; and of Grades 2Y, 3Y and 4Y and of Grades 2Y40, 3Y40, 4Y40 and
5Y40 for which hydrogen content has been controlled in accordance with Sec .2.5 are identified by the mark
H15, H10 or H5
The following suffixes are added after the Grade mark as applicable:
S : Semi -automatic
T : Two -run technique
M : Multi -run technique
TM : Both two -run and multi -run technique
V : Vertical
See Table 1.3.1 for correlation of welding
consumables to hull structural steel grades.
1.3.2 For grading of consumables for welding higher
strength quenched and tempered steels indicated in
1.1.1 e) above, refer to Sec. 7. 1.3.3 For grading of consumables for welding
aluminium alloys indicated in 1.1.1 f) above, refer to
Sec.8.
Table 1.3.1 : Correlation of welding consumables to hull structural steel grades
Grades of
Welding
Consumables (see
notes) Hull structural steel Grades 1)
A B D E AH32/36 DH32/36 EH32/36 FH32/36 AH40 DH40 EH40 FH40
1, 1S, 1T, 1M,
1TM, 1V X
1YS, 1YT, 1YM,
1YTM, 1YV X X 3)
2, 2S, 2T, 2M,
2TM, 2V X X X
2Y, 2YS, 2YT,
2YM, 2YTM, 2YV X X X X X
2Y40, 2Y40S,
2Y40T, 2Y40M,
2Y40TM, 2Y40V 2) 2) 2) X X X X
3, 3S, 3T, 3M,
3TM, 3V X X X X
3Y, 3YS, 3YT,
3YM, 3YTM, 3YV X X X X X X X
3Y40, 3Y40S,
3Y40T, 3Y40M,
3Y40TM, 3Y40V 2) 2) 2) 2) X X X X X X
4Y, 4YS, 4YT,
4YM, 4YTM, 4YV X X X X X X X X
4Y40, 4Y40S,
4Y40T, 4Y40M,
4Y40TM, 4Y40V 2) 2) 2) 2) X X X X X X X X
5Y40, 5Y40S,
5Y40T, 5Y40M,
5Y40TM, 5Y40V 2) 2) 2) 2) X X X X X X X X
1) Requirements for other grades of steels given in ch.3 but not included here will be specially considered.
2) See Note d)
3) See Note e)
(a) When joining normal to higher strength structural steel, consumables of the lowest acceptable grade for either material being joined may be
used.
(b) When joining steels of same strength level but of different toughness grade, consumables of the lowest acceptable grade for either material
being joined may be used.
(c) It is recommended that controlled low hydrogen type consumables are to be used when joining higher strength structural steels to the same
or lower strength leve l, except that other consumables may be used when the carbon equivalent is below or equal to 0.41%. When other
than controlled low hydrogen type electrodes are used appropriate procedure test for hydrogen cracking may be conducted subje ct to
approval of De signated Authority/Classification Society.
(d) The welding consumables approved for steel Grades AH40, DH40, EH40 and/or FH40 may also be used for welding of the correspond ing
grades of normal strength steels subject to the approval of Designated Authority/Cl assification Society.
(e) When joining higher strength steels using Grade 1Y welding consumables, the material thicknesses is not to exceed 25 [mm].
1.4 Approval procedure
1.4.1 Approval of welding consumables will be
considered on the basis of the manufacturer's
description of the works and detailed description of
the method of production control, satisfactory
inspection of the works by the Surveyors and
compliance with the test requirements detailed in
subsequent paragraphs of this Chapter.
1.4.2 When a welding consumable is manufactured in
several locations of the same company, the complete
series of approval tests would be carried out in one
Works only. In other locations, a reduced test
programme based upon the requirements of an nual
testing may be accepted subject to the manufacturer
certifying that the materials and the fabrication
process used are identical with those of the main unit.
This requirement is also applicable to all
manufacturers of welding consumables under license .
Note : In case of wire flux combination for
submerged arc welding where a unique powder flux
is combined with different wires coming from several
factories belonging to the same firm only one test
series may be carried out provided the wires conform
to the same technical specification.
1.4.3 The test assemblies are to be prepared under the
supervision of the Surveyor, and all tests are to be
carried out in his presence.
1.4.4 Designated Authority/Classification Society
may require, in any particular case, such additional
tests or spacing requirements as may be necessary.
1.5 Test assemblies
1.5.1 The test assemblies are to be prepared and
tested under the supervision of the Surveyor(s).
1.5.2 When a welded joint is performed, the edges of
the plates are to be bevelled either by mechanical
machining or by oxygen cutting; in the latter case, a
descaling of the edges is necessary. 1.5.3 The welding conditions used such as amperage,
voltage, travel speed, etc. are to be within the range
recommended by the manufacturer for normal and
good welding practice. Where a welding consumable
is suitable for both alternating current (AC) and
direct current (DC), AC is to be used for the
preparation of test assemblies.
1.6 Annual inspection and tests
1.6.1 All establis hments, where approved welding
consumables are manufactured, and the associated
quality control procedures, are to be subjected to
annual inspection. On these occasions, samples of the
approved consumables are to be selected by the
Surveyor and subjected t o the tests detailed in the
subsequent paragraphs of this Chapter.
1.7 Upgrading and uprating
1.7.1 Upgrading and uprating of welding
consumables will be considered only at the
manufacturer's request, preferably at the time of
annual testing. Generally, fo r this purpose, tests from
butt weld assemblies will be required in addition to
the normal annual approval tests.
1.7.2 Upgrading refers to notch toughness of the
welding consumable while uprating refers to
extension to cover higher strength level steels.
1.7.3 Any alteration to the approved consumable
which may result in a change in the chemical
composition and the mechanical properties of the
deposited metal, must be immediately notified by the
manufacturer. Additional tests may be necessary.
1.8 Dimensions of test specimens
1.8.1 Deposited metal tensile test specimens are to be
machined to the dimensions shown in Fig.1.8.1. Care
is to be taken to ensure that the longitudinal axis of
the test piece coincides with the centre of the weld
and midthick ness of the plates. The test piece may be
heated to a temperature not exceeding 250 C for a
period not exceeding 16 hours for hydrogen removal,
prior to testing.
Fig.1.8.1 : Deposited metal tensile test
Fig.1.8.2 : Butt weld tensile test specimen
1.8.2 Butt weld tensile test specimens are to be
machined to the following dimensions (see
Fig.1.8.2).
a = thickness of plate ‘t’
b = 12 for t 2 [mm]
= 25 for t > 2 [mm]
Lc = width of weld + 60 [mm]
R > 25 [mm].
The upper and lower surfaces of the weld ar e to be
filed, ground or machined flush with the surface of
the plates.
1.8.3 Butt weld bend test specimens are to be 30
[mm] in width. Upper and lower surfaces of the weld
are to be filed, ground or machined flush with the
surfaces of the plates and sharp corners of the
specimens are to be rounded to a radius not
exceeding 2 [mm].
1.8.4 All impact test specimens are to be of the
standard 10 [mm] x 10 [mm] Charpy V -notch type,
machined to the dimensions and tolerances detailed
in Ch.2.
1.9 Testing procedures
1.9.1 The procedures used for all tensile and impact
tests are to comply with the requirements of Ch.2.
1.9.2 Butt weld bend test specimens are to be tested
at ambient temperature. The test specimens are to be
capable of withstanding, without fr acture, being bent
through an angle of 120 degrees over a former having
a diameter three times the thickness of the specimen. One specimen from each welded assembly is to be
tested with the face of the weld in tension and the
other with the root of the wel d in tension.
The test pieces can be considered as complying with
the requirements if, on completion of the test, no
crack or defect at the outer surface of the test
specimen can be seen.
1.9.3 Tensile Tests : On deposited metal test
specimens, the values of tensile strength, yield stress
and elongation are to be recorded. On butt weld
specimens, the values of tensile strength and the
position of fracture are to be recorded.
1.9.4 Charpy V -notch Impact Tests : A set of three
test specimens is to prepared an d tested. The average
absorbed energy value is to comply with the
requirements of subsequent sections. One individual
value may be less than the required average value
provided that it is not less than 70 per cent of this
value.
The test temperature for Gr ades 2, 2Y, 2Y40, 3, 3Y,
3Y40, 4Y, 4Y40 and 5Y40 test pieces is to be
controlled within ±2 C of the prescribed temperature.
1.10 Re -test procedures
1.10.1 Where the results of a tensile or bend test do
not comply with the requirements, duplicate test
specimens of the same type are to be prepared and
are to be satisfactorily tested. Where insufficient
original welded assembly is available, a new
assembly is to be prepared using welding
consumables from the same batch. If the new
assembly is made with th e same procedure
(particularly the number of runs) as the original
assembly, only the duplicate re -test specimens need
to be tested. Otherwise, all test specimens are to be
prepared and re -tested.
1.10.2 Where the results from a set of three impact
test sp ecimens do not comply with the requirements,
an additional set of three impact test specimens may
be taken provided that not more than two individual
values are less than the required average value and,
of these, not more than one is less than 70 per cent of
the average value. The results obtained are to be
combined with the original results to form a new
average which, for acceptance, is to be not less than
the required value. Additionally, for these combined
results not more than two individual values are to be
less than the required average value, and of these,
not more than one is to be less than 70 per cent of the
average value. Further retests may be made at the
Surveyor's discretion, but these must be made on a
new welded assembly and must include all tests
required for the original assembly, even those which
were previously satisfactory.
1.11 Chemical composition
1.11.1 The chemical analysis of the weld metal made
by the electrode is to be supplied by the
manufacturer.
Secti on 2
Electrodes for Normal Penetration Manual Welding
2.1 General
2.1.1 Based on the results of the Charpy V -notch
impact tests, electrodes are divided into the following
grades: -
For normal strength steel - Grades 1, 2 and 3
For h igher strength steel with minimum yield
strength upto 355 [N/mm2] - Grades 2Y, 3Y and 4Y.
(Grade 1Y not applicable for manual welding).
For higher strength steels with minimum yield
strength upto 390 [N/mm2] - Grades 2Y40, 3Y40,
4Y40 and 5Y40.
2.1.2 If the electrodes are in compliance with the
requirements of the hydrogen test given in 2.5, a
suffix H15, H10 or H5 will be added to the grade
mark.
2.1.3 For initial approval the tests specified in this
Section including hydrogen test, if applicable, are to
be carried out.
2.2 Deposited metal tests
2.2.1 Two deposited metal test assemblies are to be
prepared in the downhand position as shown in
Fig.2.2.1, one using 4 [mm] electrodes and the other
using the largest size manufactured. If an electrode is
manufactu red in one diameter only, one test
assembly is sufficient. Any grade of ship structural steel may be used for the preparation of these test
assemblies.
2.2.2 The weld metal is to be deposited in single or
multi -run layers according to normal practice and the
direction of each layer is to alternate from each end
of the plate, each run of the weld metal being not less
than 2 [mm] and not more than 4 [mm] thick.
Between each run the assembly is to be left in still air
until it has cooled to 250 C but not less than 100C,
the temperature being taken in the centre of the weld,
on the surface of the seam. After being welded the
test assemblies are not to be subjected to any heat
treatment.
2.2.3 One tensile and three impact test specimens are
to be taken from eac h test assembly as shown in
Fig.2.2.1. The impact test specimens are to be cut
perpendicular to the weld, with their axes 10 [mm]
from the upper surface of the plate. The notch is to be
positioned in the centre of the weld and cut in the
face of the test s pecimen perpendicular to the surface
of the plate.
2.2.4 The chemical analysis of the deposited weld
metal in each test assembly is to be supplied by the
manufacturer and is to include the content of all
significant alloying elements.
2.2.5 The results of all tests are to comply with the
requirements of Table 2.2.1 as appropriate.
Table 2.2.1 : Requirements for deposited metal tests (covered electrodes)
Grade Yield stress
[N/mm2] min. Tensile strength
[N/mm2] Minimum
elongation on
50 mm gauge
length [%] Impact Tests
Test temp. C Average energy
J min.
3 305 400 - 560 22 20
-20 47
2Y
3Y
4Y 375 490 - 660 22 0
-20
-40 47
2Y40
3Y40
4Y40
5Y40 400 510 - 690 22 0
-20
-40
-60 47
Fig.2.3.1 : Butt weld test assembly
Fig.2.2.1 : Deposited metal test assembly
2.3 Butt weld tests
2.3.1 Butt weld assemblies as shown in Fig.2.3.1 are
to be prepared for each welding position (downhand,
horizontal -vertical, vertical -upward, vertical -
downward and overhead) for which the electrode is recommen ded by the manufacturer, except that
electrodes satisfying the requirements for downhand
and vertical -upward positions will be considered as
also complying with the requirements for the
horizontal -vertical position.
Table 2.3.1 : Requirements for butt weld test (covered electrodes)
Grade Tensile strength
[N/mm2] min.
(transverse test) Charpy V -notch impact test
Test temp. C Average energy J min.
Down -hand
horizon -tal vertical,
over -head Vertical (upward and down -
ward)
3 400 20
-20 47 34
2Y
3Y
4Y 490 0
-20
-40 47 34
2Y40
3Y40
4Y40
5Y40 510 0
-20
-40
-60 47 39
2.3.2 Where the electrode is only to be approved in
the downhand position an additional test assembly is
to be prepared in that position.
2.3.3 The grades of steels used for the preparation of
the test assemblies are to be as follows:
Grade 1 electrodes A
Grade 2 electrodes A, B, D
Grade 3 electrode A, B, D, E
Grade 2Y electrode AH32, AH36,
D32, D36
Grade 3Y electrode AH32, AH36,
DH32, DH36,
EH32, EH36
Grade 4Y electrodes AH32, AH36,
DH32, DH36,
EH32, EH36,
FH32, FH36
Grade 2Y40 electrodes AH40, DH40
Grade 3Y40 electrodes AH40, DH40,
EH40
Grade 4Y40 electrodes AH40, DH40,
EH40, FH40
Grade 5Y40 electrodes AH40, DH40,
EH40, FH40
2.3.4 Where higher strength steel with minimum
yield strength 315 [N/mm2] is used for grade 2Y, 3Y
and 4Y electrodes, the actual tensile strength o f the
steel is to be not less than 490 [N/mm2]. The
chemical composition including the content of grain
refining elements is to be reported.
2.3.5 The following welding procedure should be
adopted in making the test assemblies: -
DOWNHAND (a)
First run with 4 [mm] diameter electrode. Remaining
runs (except last two layers) with 5 [mm] diameter
electrodes or above according to the normal welding
practice with the electrodes. The runs of the last two
layers with the largest size of electrode
manufactured.
DOWN HAND (b)
Where a second downhand test is required: - First run with 4 [mm] diameter electrode. Next run
with an intermediate size electrode 5 [mm] or 6 [mm]
diameter and the remaining runs with the largest size
of electrode manufactured.
HORIZONTAL -VERTICAL
First run with 4 [mm] or 5 [mm] diameter electrode,
subsequent runs with 5 [mm] diameter electrodes.
VERTICAL UPWARDS AND OVERHEAD
First run with 3.25 [mm] diameter electrode.
Remaining runs with 4 [mm] diameter electrodes or
possibly 5 [mm] diameter elec trodes if this is
recommended by the manufacturer for the positions
concerned.
VERTICAL DOWNWARD
The method to be adopted is to be as recommended
by the manufacturer.
2.3.6 In all cases the back sealing runs are to be made
with 4 [mm] diameter electrodes i n the welding
position appropriate to each test sample after cutting
out the root run to clean metal. For electrodes
suitable for downhand welding only, the test
assemblies may be turned over to carry out the back
sealing run.
2.3.7 The butts are to be wel ded using normal
welding practice and between each run the assembly
is to be left in still air until it has cooled to 250 C but
not below 100 C, the temperature being taken in the
centre of the weld, on the surface of the seam.
2.3.8 After being welded, th e test assemblies are not
to be subjected to any heat treatment.
2.3.9 It is recommended that the welded assemblies
be subjected to a radiographic examination to
ascertain any defects in the weld prior to testing.
2.3.10 From each test assembly one tensile , one face
and one root bend and a set of three Charpy V -notch
test specimens are to be prepared, except that the
impact test specimens need not be prepared for test
assemblies welded in the overhead position.
2.3.11 The results of all mechanical testing a re to
comply with the requirements of Table 2.3.1. The
position of the fracture in the transverse tensile test is
to be reported. The bend test specimens can be
considered as complying with the requirements if,
after bending, no crack or defect having dime nsions
exceeding 3 [mm] can be seen on the outer surface of
the test specimen.
2.4 Fillet weld tests
2.4.1 When an electrode is submitted for approval for
fillet welding only and to which butt weld tests, as
per 2.3, are not considered applicable, the initial
approval tests are to consist of the fillet weld test,
described herein, and the deposited metal test as per
2.2. When the electrode is submitted for approval for
both butt and fillet welding, the initial approval is to
include one fillet weld test as detailed hereunder and
welded in the horizontal -vertical position in addition
to the tests required by 2.2 and 2.3.
2.4.2 Fillet weld assemblies as shown in Fig.2.4.1 are
to be prepared for each w elding position (horizontal -
vertical, vertical -upwards, vertical - downwards or
overhead) for which the electrode is recommended
by the manufacturer. The grade of steel used is to be
in accordance with 2.3.3 as appropriate. The test
assemblies are to be wel ded using an electrode of a
diameter recommended by the manufacturer. The
length of the test assembly, L, is to be sufficient to
allow at least the deposition of the entire length of
the electrode being tested.
The first side is to be welded using the maxi mum
size of electrode manufactured and the second side is
to be welded using the minimum size of electrode
manufactured and recommended for fillet welding.
The fillet size will in general be determined by the
electrode size and the welding current employed
during testing.
2.4.3 The assembly is to be sectioned to form three
macro sections each about 25 [mm] thick and the
hardness readings are to be made in each section as
indicated in Fig.2.4.2. The hardness of the weld is to
be determined and is to meet the following listed
equivalent values: -
(a) Diamond Pyramid Hardness (98 N load) = 150
minimum
(b) Rockwell (980 N load) B = 80 minimum
2.4.4 The hardness of both heat affected zone and
base metal is also to be determined and is to be
reported for information.
2.4.5 One of the remaining sections of the assembly
is to have the weld on the first side gouged or
machined to facilitate breaking the fillet weld on the
second side by closing the two plates together,
subjecting the root of the weld to tension. On the
other remaining section the weld on the second side
is to be gouged or machined and the section fractured
using the same procedure. The fractured surfaces are
to be examined and there should be no evidence o f
incomplete penetrations, nor internal cracking and
they should be reasonably free from porosity.
2.5 Hydrogen test
2.5.1 At the request of the manufacturer, electrodes
may be submitted to a hydrogen test. A suffix H15,
H10 or H5 will be added to the grad e number to
indicate compliance with the requirements of this
test.
2.5.2 The mercury method or thermal conductivity
detector method according to standard ISO
3690:2018 is to be used. Four weld assemblies are to
be prepared. The temperature of the specimen s and
minimum holding time are to be complied with
following, according to the measuring method
respectively:
Measuring Method Test
Temp
(° C) Minimum
Holding
Time
Thermal
Conductivi
ty Detector
Method 1 Gas
Chromat
ography 45 72
150 6
Note 1 - The use of hot carrier gas extraction
method may be considered subject to verification of
the testing procedure to confirm that collection and
measurement of the hydrogen occurs continuously
until all of the diffusible hydrogen is quantified.
Alternatively, the glycerine method as described
below is to be used.
2.5.3 Glycerine method
(a) Four test specimens are to be prepared
measuring 12 x 25 [mm] in cross - section by
about 125 [mm] in length. The parent metal may
be any grade of ship building steel and, before
welding, the specimens are to be weighed to the
nearest 0.1 gram. On the 25 [mm] surface of
each test specimen a single bead of welding is to
be deposited about 100 [mm] in length by a 4
[mm] electrode using about 150 [mm] of the
electrode. The welding is to be carried out with
as short an arc as possible and with a current of
about 150 amperes. The electrode prior to
welding, can be submitted to the normal drying
process recommended by the manufacturer.
(b) Within thirty seconds of the completion of
welding o f each specimen the slag is to be
removed and the specimen quenched in water at
approximately 20 C. After a further thirty
seconds the specimens are to be cleaned and
placed in an apparatus suitable for the collection
of hydrogen by displacement of glyceri ne. The
glycerine is to be kept at a temperature of 45 C
during the test. All the four specimens are to be
welded and placed in the hydrogen collecting
apparatus within 30 minutes.
(c) The specimens are to be kept immersed in the
glycerine for a period of 48 hours and, after
removal, are to be cleaned in water and spirit,
dried and weighed to the nearest 0.1 gram to
determine the amount of weld deposited. The
amount of gas evolved is to be measured to the
nearest 0.05 [cm3] and corrected for temperature
and pr essure to 20C and 760 [mm] Hg.
2.5.4 The individual and average diffusible hydrogen
contents of the four specimens are to be reported, and
the average value in [cm3] per 100 grams is not to
exceed the following:
Mark Diffusible
Hydrogen
Contents Measuring Method
H15 151 Mercury Method
Thermal Conductivity
Detector Method
Glycerine Method H10 102
H5 5 Mercury Method
Thermal Conductivity
Detector Method
1 – 10 cm3 per 100 gms where the glycerine
method is used
2 – 5 cm3 per 100 gms where the glycerine method
is used
Note : - The glycerine method is not to be used for
welding consumables with H5 mark. 2.6 Covered electrodes for gravity or contact
welding
2.6.1 Where an electrode is submitted solely for
approval for use in contact welding using automatic
gravity or similar welding devices, deposited metal
tests (see 2.2), fillet weld tests (see 2.4) and, where
appropriate, butt weld tests (see 2.3) similar to those
for normal manual electrodes are to be carried out
using the process for which the electrode is
recommended by the manufacturer.
2.6.2 Where an electrode is submitted for approval
for use in contact welding using automatic gravity or
similar welding devices in addition to normal manual
welding, fillet weld tests (see 2.4) and, where
appropriate, butt weld tests (see 2.3) similar to those
for normal manual electrodes are to be carried out
using the process for which the electrode is
recommended by the manufacturer and these tests are
to be in addition to the norma l approval tests.
2.6.3 In the case of approval of a fillet welding
electrode using automatic gravity or similar contact
welding devices, the fillet welding is to be carried out
using the welding process recommended by the
manufacturer, with the longest si ze of electrode
manufactured. The manufacturer's recommended
current range is to be reported for each electrode.
2.6.4 Where approval is requested for the welding of
both normal strength and higher tensile steels, the
assemblies are to be prepared using hi gher tensile
steel.
2.7 Annual tests
2.7.1 For normal penetration electrodes, the annual
tests are to consist of two deposited metal test
assemblies. These are to be prepared and tested in
accordance with 2.2. If an electrode is available in
one diameter o nly, one test assembly is sufficient.
2.7.2 Where an electrode is approved solely for
gravity or contact welding, the annual test is to
consist of one deposited metal test assembly using
the gravity or other contact device as recommended
by the manufacture r.
2.8 Upgrading and uprating
2.8.1 Upgrading and uprating will be considered only
at the manufacturer's request and preferably at the
time of annual testing. Tests on butt weld assemblies,
in addition to the requirements of annual testing, are
to be carried out.
2.9 Certification
2.9.1 Each carton or package of approved electrode is
to contain a certificate from the manufacturer
generally in accordance with the following: -
"The .......... company certifies that composition and
quality of these electro des conform with those of the
electrodes used in making the test pieces submitted to
and approved by Indian Register of Shipping."
Section 3
Deep Penetration Electrodes for Manual Welding
3.1 General
3.1.1 Where an electrode is designed solely for the
deep penetration welding of downhand butt joints
and horizontal -vertical fillets, only the test detailed in
3.2 and 3.3 are required for initial approval purposes.
3.1.2 Deep penetration electrodes will only be
approved as complying with Grade 1 requirements.
The suffix D.P. will be added.
3.1.3 Where a manufacturer recommends that an
electrode having deep penetrating properties can also
be used for downhand butt welding of thicker plates
with prepared edges, th e electrode will be treated as
normal penetration electrode, and the full series of
tests in the downhand position is to be carried out as
per normal penetration electrode, together with deep
penetration tests given in 3.2 and 3.3.
3.1.4 Where a manufactur er desires to demonstrate
that an electrode in addition to its use as normal
penetration electrode also has deep penetrating
properties when used for downhand butt welding and
horizontal - vertical fillet welding, the additional tests
given in 3.2 and 3.3 are to be carried out.
3.1.5 Where the manufacturer prescribes a different
welding current and procedure for the electrode when
used as a deep penetration electrode and a normal
penetration electrode, the recommended current and
procedure are to be used wh en making the test
specimens in each case. 3.2 Deep penetration butt weld tests
3.2.1 Two plates of thickness equal to twice the
diameter of the core of the electrode plus 2 [mm] are
to be butt welded together with one downhand run of
welding from each sid e. The plates are to be not less
than 100 [mm] wide and of sufficient length to allow
the cutting out of the test specimens of the correct
number and size as shown in Fig.3.2.1. Grade A steel
is to be used for these test assemblies. The joint
edges are to be prepared square and smooth and, after
tacking, the gap is not to exceed 0.25 [mm].
3.2.2 The test assembly is to be welded using a 8
[mm] diameter electrode or the largest diameter size
manufactured if this is less than 8 [mm].
3.2.3 After welding the t est assembly is to be cut to
form two transverse tensile test pieces, two bend test
pieces and three Charpy V -notch test pieces as shown
in Fig.3.2.1. The results of tensile and impact testing
are to comply with the requirements of Table 2.3.1
for Grade 1 electrodes.
3.2.4 The discards at the end of the welded
assemblies are to be not more than 35 [mm] wide.
The joints of these discards are to be polished and
etched and must show complete fusion and
interpenetration of the welds. At each cut in the test
assembly the joints are also to be examined to ensure
that complete fusion has taken place.
Thickness of plate twice core
of electrode plus 2 mm
Discard
Fig. 3.2.1 : Deep penetration butt weldFace bend
35 mm
Charpy V-notch
30 mm 30 mmRoot bend
50 mmTransverse tensile
Transverse tensile
50 mm 35 mmDiscard
0.25 mm
max.
100 mm min. 100 mm min.
test assembly
3.3 Deep penetration fillet weld test
3.3.1 A fillet weld assembly is to be prepared as
shown in Fig.3.3.1 wit h plates about 12.5 [mm] in
thickness. The welding is to be carried out with one
run for each fillet with plate A in the horizontal plane
during the welding operations. The length of the fillet
is to be 160 [mm] and the gap between the plates is
to be not more than 0.25 [mm]. Grade A steel is to be
used for these test assemblies.
3.3.2 The fillet weld on one side of the assembly is to
be carried out with 4 [mm] electrode and that on the
other side with the maximum size of the electrode
manufactured. The welding current used is to be
within th e range recommended by the manufacturer
and the welding is to be carried out using normal
welding practice.
3.3.3 The welded assembly is to be cut by sawing or
machining within 35 [mm] of the ends of the fillet
welds and the joints are to be polished and e tched.
The welding of the fillet made with a 4 [mm]
electrode is to show a penetration of 4 [mm] (See
Fig.3.3.1) and the corresponding penetration of the
fillet made with the maximum size of electrode
manufactured is to be reported.
3.4 Electrodes designed for gravity or contact
welding
3.4.1 This type of approval is available for welding
only normal strength and higher tensile steels with
minimum specified yield strengths up to 345
[N/mm2].
3.4.2 Where an electrode is submitted solely for
approval for use in contact welding using automatic
gravity or similar welding devices, deposited metal
tests, and where appropriate, fillet weld tests similar
to those for normal manual electrodes are to be
carried out using the process for which the electrode
is recommen ded by the manufacturer.
3.4.3 Where an electrode is submitted for approval
for use in contact welding using automatic gravity or
similar welding devices in addition to normal manual
welding, butt weld and, where appropriate, fillet weld tests, using gravi ty or other contact device as
recommended by the manufacturer, are to be carried
out in addition to the normal approval tests.
3.5 Annual tests
3.5.1 Where an electrode is approved only for deep
penetration welding, the annual test is to consist of
one but t welded test assembly in accordance with
3.2.
3.5.2 Where an electrode is approved for both normal
and deep penetration welding, annual tests are to
consist of following: -
(a) Two deposited metal test assemblies in
accordance with 2.2; and
(b) One butt welded tes t assembly in accordance
with 3.2.
3.5.3 Where an electrode is approved solely for
gravity or contact welding, the annual test is to
consist of one deposited metal test assembly using
the gravity or other contact device as recommended
by the manufacturer.
3.6 Certification
3.6.1 Each carton or package of approved electrodes
is to contain a certificate from the manufacturer
generally in accordance with 2.9.
Section 4
Wire -flux Combinations for Submerged Arc Automatic Welding
4.1 General
4.1.1 Wire -flux combinations for single electrode
submerged -arc automatic or semi -automatic welding
are divided into following two categories: -
(a) For use with multi -run technique;
(b) For use with two -run technique.
Where wire -flux combinations are suitable for
welding with both the techniques, tests are to be
carried out for each technique. Wire -flux combinations for multiple electrode
submerged arc welding will be subject to separate
approval tests. They are to be carried out ge nerally in
accordance with the requirements of this section.
4.1.2 Dependent on the results of impact tests, wire -
flux combinations are divided into the following
grades: -
For normal strength steel - Grades 1, 2 or 3;
For higher strength steel with minimum yield
strength upto 355 [N/mm2] - Grades 1Y, 2Y, 3Y or
4Y.
For higher strength steels with minimum yield
strength upto 390 [N/mm2] - Grades 2Y40, 3Y40,
4Y40 or 5Y40.
4.1.3 The suffixes T, M or TM will be added to the
grade mark to indicate two -run techniq ue, multi -run
technique or both techniques respectively.
4.1.4 The welding current may be either a.c. or d.c.
(electrode positive or negative) according to the
recommendation of the manufacturer. If both a.c. and
d.c. are recommended, a.c. is to be used fo r the tests.
4.2 Multi -run technique
4.2.1 When approval for use with multi -run
technique is required, deposited metal and butt weld
tests are to be carried out in accordance with 4.3 and
4.4 respectively.
4.3 Deposited metal tests
4.3.1 An all weld metal test assembly is to be
prepared in the downhand position as shown in
Fig.4.3.1, using any grade of hull structural steel.
4.3.2 The bevelling of the plate edges is to be carried
out by machining or mechanized gas cutting. In the
latter case any remaining s cale is to be removed from
the bevelled edges.
4.3.3 The direction of deposition of each run is to
alternate from each end of the plate and after
completion of each run the flux and welding slag is
to be removed. Between each run the assembly is to
be left in still air until it has cooled to 250 C but not
below 100 C, the temperature being taken in the
centre of the weld, on the surface of the seam. The
thickness of the layer is to be not less than the
diameter of the wire but not less than 4 [mm].
4.3.4 Th e welding conditions (amperage, voltage and
rate of travel) are to be in accordance with the
recommendations of the manufacturer and are to
conform with normal good welding practice for
multi -run welding.
4.3.5 The welded assembly is to be cut longitudinally
at a distance of 30 [mm] from the edges of the weld
and then cut transversely.
4.3.6 Two longitudinal tensile and three impact test
specimens are to be taken from each test assembly as
shown in Fig.4.3.1. Care is to be taken that the axes
of the tensile test specimens coincide with the centre
of the weld and the midthickness of the plates. The
impact test specimens are to be cut perpendicular to
the weld with their axes 10 [mm] from the upper
surface. The notch is to be positioned in the cent re of
the weld and cut in the face of the test specimen
perpendicular to the surface of the plate.
4.3.7 The results of all tests are to comply with
requirements of Table 4.3.1 as appropriate. The
chemical analysis of the deposited weld metal
including the content of the significant alloying
elements is to be submitted by the manufacturer.
Fig. 4.3.1 : Deposited metal test assemblyAll dimensions in mm unless otherwise indicated
20200
10°
50Tack weld
30 1010101010
30TensileLine of cutImpactTensile
Table 4.3.1 : Requirements for deposited metal
tests (wire -flux combinations)
Grad
e Yield
stress
[N/mm
2] Tensile
stren -
gth
[N/mm
2] Elon -
gatio
n on
mm
gaug
e
lengt
h %
min. Charpy V -
notch
impact
Test
temp.
C Avg
.
ene
rgy
- J
min
.
3 305 400 -
560 22 20
-20 34
1Y
2Y
3Y
4Y 375 490 -
660 22 20
-20
-40 34
2Y40
3Y40
4Y40
5Y40 400 510 -
690 22 0
-20
-40
-60 39
4.4 Butt weld test (two -run technique)
4.4.1 Two welded assemblies for each grade of wire -
flux combination are to be prepared in accordance
with Fig.4.4.1, using the following plate thicknesses: -
For Grades 1 and 1Y 12 to 15 [mm] and 20 to
25 [mm]
For Grades 2, 2Y, 3, 3Y
and 4Y 20 to 25 [mm] and 30 to
35 [mm]
For Grades 2Y40,
3Y40, 4Y40 and 5Y40 20 to 25 [mm] and 30 to
35 [mm]
A limitation of the approval to the medium range
(upto the maximum welded plate thickness) may be
agreed in which case the test assemblies are to be
welded using plates of 1 2 to 15 [mm] and 20 to 25
[mm] irrespective of the grade for which the approval
is requested.
Where approval is requested for welding of both
normal strength and higher tensile steel, two
assemblies are to be prepared using higher tensile
steel.
4.4.2 The maximum diameter of wire, grades of steel
plate and edge preparation to be used are to be in
accordance with Table 4.4.2. Small deviations in the
edge preparation may be allowed if requested by the
manufacturer. The bevelling of the plate edges is to
be pe rformed by machining or mechanized gas
cutting. In the latter case any remaining scale is to be
removed from the bevelled edges. The root gap
should not exceed 1.0 [mm].
Table 4.4.2 : Butt weld test assemblies (two -run technique)
Plate
thick -
ness
[mm] Recommended preparation
[mm] Max.
diameter of
wire [mm] Grade of
wire -flux
combi -
nation Grade of
normal
strength steel Grade of higher strength steel
About
12 -15
5 1 A -
1Y - AH32
AH36
About
20 - 25
6 1 A -
1Y - AH32, AH36
2 A,B or D -
2Y - AH32, AH36, DH32, DH36
2Y40 - AH40, DH40
3 A,B,D or E -
3Y - AH32, AH36, DH32
DH36, EH32, EH36
3Y40 - AH40, DH40, EH40
4Y - AH32, AH36, DH32, DH36
EH32, EH36, FH32, FH36
4Y40 - AH40, DH40, EH40, FH40
5Y40 - AH40, DH40, EH40, FH40
About
30 - 35
7 2 A, B or D -
2Y - AH32, AH36, DH32, DH36
2Y40 - AH40, DH40
3 A, B, D or E -
3Y - H32, AH36, DH32, DH36,
EH32, EH36
3Y40 - AH40, DH40, EH40
4Y - AH32, AH36, DH32, DH36,
EH32, EH36, FH32, FH36
4Y40 - AH40, DH40, EH40, FH40
5Y40 - AH40, DH40, EH40, FH40
Fig.4.4.1 : Butt weld test assembly (two -
run technique)
4.4.3 The welding current may be either a.c. or d.c.
(electrode positive or negative) according to the
recommendation of the manufacturer. If both a.c. and
d.c. are recommended a.c. is to be used for test
pieces.
4.4.4 Each butt weld is to be welded in two runs, one
from each side, using amperages, voltages and travel
speeds in a ccordance with the recommendations of
the manufacturer and normal good welding practice.
4.4.5 After completion of the first run, the flux and
welding slag are to be removed and the assembly is
to be left in still air until it has cooled to 100 C, the
temp erature being taken in the centre of the weld, on
the surface of the seam. After being welded the test
assemblies are not to be subjected to any heat
treatment.
4.4.6 It is recommended that welded assemblies be
subjected to radiographic examination to asce rtain
any defects in the weld prior to testing. 4.4.7 The assemblies are to be cut transversely, to
form two tensile test pieces and two bend test pieces
as shown in Fig.4.4.1, three impact test pieces as
shown in Fig.4.4.1 and Fig.4.4.3. The edges of all
test pieces and also the discards are to be examined
to ensure complete fusion and interpenetration of
welds.
4.4.8 Where the wire -flux combination is to be used
for two -run technique only, a longitudinal test is also
to be made in accordance with Fig.4.5. 1 on the
thicker plate tested.
4.4.9 The results of the transverse tensile and impact
tests are to comply with the requirements of Table
4.5.1 as appropriate. The results of longitudinal
tensile test are to comply with the requirements of
Table 4.3.1 as ap propriate except that for Grades 1Y,
2Y and 3Y the tensile strength is not to be less than
490 [N/mm2].
4.5 Butt weld test (multi -run technique)
4.5.1 A butt weld assembly, as shown in Fig.4.5.1, is
to be prepared in the downhand position by welding
togeth er two 20 [mm] thick plates of not less than
150 [mm] in width and of sufficient length to allow
the cutting out of test specimens of the prescribed
number and size.
4.5.2 The grade of steel used for the preparation of
the test assembly is to be as follows :-
Grade 1 wire -flux combination Grade A
Grade 2 wire -flux combinations Grade A, B, D
Grade 3 wire -flux combinations Grade A, B, D, E
Grade 1Y wire -flux combinations Grade AH32, AH36
Grade 2Y wire -flux combinations AH32, AH36, DH32, DH36
Grade 3Y wire -flux combinations AH32, AH36, DH32, DH36, EH32, EH36
Grade 4Y wire -flux combinations AH32, AH36, DH32, DH36, EH32, EH36, FH32, FH36
Grade 2Y40 wire -flux combinations AH40, DH40
Grade 3Y40 wire -flux combinations AH40, DH40, EH40
Grade 4Y40 wire -flux combinations AH40, DH40, EH40, FH40
Grade 5Y40 wire -flux combinations AH40, DH40, EH40, FH40
Fig 4.5.1 Multi -run butt weld test assembly (Submerged arc welding)
4.5.3 Welding is to be carried out in the downhand
position, and the direction of deposition of each run
is to alternate from each end of the plate. After
completion of each run, the flux and welding slag is
to be removed. Between each run the assembly is to
be left in still air until i t has cooled to less than
250C but not below 100 C, the temperature being
taken in the centre of the weld, on the surface of the
seam. The thickness of the layer is to be not less than
the diameter of the wire nor less than 4 [mm].
4.5.4 The plate edges a re to be prepared to form a
single vee joint, the included angle between the
fusion faces being 60 degrees and the root face being 4 [mm]. The bevelling of the plate edges is to be
carried out by machining or mechanized gas cutting.
In the latter case, any remaining scale is to be
removed from the bevelled edges.
4.5.5 The welding is to be carried out by the multi -
run technique and the welding conditions are to be
the same as those adopted for the deposited metal test
assembly.
4.5.6 The back sealing run is to be applied in the
downhand position after cutting out the root run to
clean metal. After being welded the test assembly is
not to be subjected to any heat treatment.
4.5.7 It is recommended that the welded assembly be
subjected to radiographic examinat ion to ascertain
any defects in the weld prior to testing.
4.5.8 The test assembly is to be cut to form two
tensile; two face bend; two root bend; three impact
test pieces as shown in Fig.4.5.1. 4.5.9 The results of all tensile and impact test
specimens ar e to comply with the requirements of
Table 4.5.1 as appropriate. The position of the
fracture of the transverse tensile test is to be reported.
Table 4.5.1 : Requirements for butt weld tests (wire flux -combination)
Grade Tensile strength (transverse
test) [N/mm2] min. Charpy V -notch impact test
Test temp. C Avg. energy J min.
(See note)
3 400 20
-20 34
1Y
2Y
3Y
4Y 490 20
-20
-40 34
2Y40
3Y40
4Y40
5Y40 510 0
-20
-40
-60 39
Note : No individual impact test value is to be less than 23J
4.6 Annual tests
4.6.1 Following tests on wire -flux combinations are
to be carried out at the time of annual inspection: -
(a) For two -run technique : - On butt weld assembly
with 20 [mm] minimum plate thickness : One
transverse tensile, two transverse bends and
three impact tests. One longitudinal tensile test
specimen is also to be prepared where the wire -
flux combination is approved solely for the two -
run technique. (b) For multi -run technique : - Deposited metal
Tests - One tensile and three impact tests in
accordance with 4.3.
4.6.2 The specimens are to be prepared and tested in
accordance with, and on grades of steel specified for
initial approval tests and the results are to comply
with the results of the approved grad e.
4.7 Upgrading and uprating
4.7.1 Requests for upgrading and uprating will
generally be considered at the time of annual testing
and additional tests in accordance with the
requirements of 2.8 would be required.
Section 5
Wires and Wire -gas Combinations for Semi -automatic and
Automatic Welding
5.1 General
5.1.1 Wire -gas combinations and flux -cored or flux -
coated wires (for use with or without a shielding gas)
are divided into following categories for the purposes
of approval testing: - (a) For use in semi -automatic multi -run welding;
(b) For use in single electrode multi -run automatic
welding; and
(c) For use in single electrode two -run automatic
welding.
5.1.2 The term 'semi -automatic' is used to describe
processes in which the weld is made manually by a
welder holding a gun through which the wire is
continuously fed. A suffix S will be added after the
grade mark to indicate approval for semi -automatic
multi -run welding.
5.1.3 Dependent on the results of impact tests, wires
and wire -gas combinations are divided into the
following grades: -
For normal strength steel Grades 1, 2 and 3
For higher strength steel
with minimum yield
strength upto 355 [N/mm2] Grades 1Y, 2Y,
3Y and 4Y.
For higher strength steels
with minimum y ield
strength upto 390 [N/mm2] Grades 2Y40,
3Y40, 4Y40 and
5Y40
5.1.4 For wires intended for automatic welding, the
suffixes T, M or TM will be added after the grade
mark to indicate approval for two -run, multi - run or
both welding techniques, respectively. 5.1.5 For wires intended for both semi -automatic and
automatic welding, the suffixes will be added in
combination.
5.1.6 Where applicable, the composition of the
shielding gas is to be reported. Unless otherwise
agreed, additional approval te sts are required when
the shielding gas is different from that used for the
original approval tests.
Where a wire in combination with any particular gas
has been approved, usage of the same wire with
another gas in the same group as defined in Table
5.1.6 may be considered.
5.1.7 Flux -cored or flux -coated wires which have
satisfied the requirements for Grades 2, 2Y, 2Y40, 3,
3Y, 3Y40, 4Y, 4Y40 and 5Y40 may, at the option of
the manufacturer, be submitted to the hydrogen test
as detailed in 2.5 using the man ufacturer's
recommended welding condi -tions and adjusting the
deposition rate to give a weight of weld deposit per
sample similar to that deposited when using manual
electrodes. A suffix H15, H10 or H5 will be added to
the grade mark, in the same condition s as for manual
arc welding electrodes to indicate compliance with
the requirements of the test.
Table 5.1.6 : Compositional limits of designated groups of gas types and mixtures
Group Gas Composition (Vol. %)
CO 2 O2 H2 Ar
M1 1
4 > 0 to 5
> 0 to 5
-
> 0 to 5 -
-
> 0 to 3
> 0 to 3 > 0 to 5
-
-
- Rest 1) 2)
M1 1
3 > 5 to 25
-
> 5 to 25 -
3 to 10
> 0 to 3 -
-
- Rest 1) 2)
M1 1
3 > 25 to 50
-
> 5 to 50 -
> 10 to 15
> 8 to 15 -
-
- Rest 1) 2)
C 1
2 100
Rest -
> 0 to 30 -
- Rest 1) 2)
1) Argon may be substituted by Helium upto 95% of the Argon content.
2) Approval covers gas mixtures with equal or higher Helium contents only.
5.2 Approval tests for two -run automatic welding
5.2.1 Approval tests for two -run automatic welding
are to be carried out generally in accordance with the
requirements of Sec.4 using the two -run automatic
welding technique for the preparation of all test
assemblies.
5.2.2 Two butt weld test assemblies are to be
prepared generally as detailed in 4.4.1 and 4.4.2
using plates 12 -15 [mm] and 20 -25 [mm] in
thickness.
5.2.3 If approval is requested for welding plates
thicker than 25 [mm], one assembly is to be prepared
using plates approximately 20 [mm] in thickness and
the other using plates of maximum thickness for
which approval is r equested.
5.2.4 The edge preparation of test assemblies is to be
as shown in Fig.5.2.1. Small deviations in the edge
preparation may be allowed, if requested by the
manufacturer. For assemblies using plates over 25
[mm] in thickness, the edge preparation i s to be
reported for information.
5.3 Approval tests for semi -automatic multi -run
welding
5.3.1 Approval tests for semi -automatic multi -run
welding are to be carried out generally in accordance
with the requirements of Sec.2, using the semi -
automatic multi -run technique for the preparation of
all test assemblies.
5.3.2 Two deposited metal test assemblies are to be
prepared in the downhand position as shown in
Fig.2.2.1, one using the smallest diameter, and the
other using the largest diameter of the wire in tended
for the welding of ship structures. The weld metal is
to be deposited according to the practice
recommended by the manufacturer, and the thickness
of each layer of weld metal is to be between 2 [mm]
and 6 [mm]. Where only one diameter is manufacture d, only one deposited metal assembly is
to be prepared.
5.3.3 Butt weld assemblies as shown in Fig.2.3.1 are
to be prepared for each welding position (downhand,
horizontal -vertical, vertical -upwards, vertical -
downwards and overhead) for which the wire is
recommended by the manufacturer.
5.3.4 The downhand assembly is to be welded using,
for the first run, wire of 1.2 [mm] diameter or of the
smallest diameter manufactured and, for the
remaining runs, wire of 2.4 [mm] diameter or the
largest diameter manufact ured.
5.3.5 Where approval is requested only in the
downhand position, an additional butt weld assembly
is to be prepared in that position using wires of
different diameter from those required by 5.3.4.
5.3.6 The butt weld assemblies, in positions other
than downhand, are to be welded using for the first
run, wire of 1.2 [mm] diameter or of the smallest
diameter manufactured, and for the remaining runs,
the largest diameter of wire recommended by the
manufacturer for the position concerned.
5.3.7 Fillet wel d test in accordance with Sec.2 is to
be carried out.
5.4 Approval tests for multi -run automatic
welding
5.4.1 Approval tests for multi -run automatic welding
are to be carried out generally in accordance with the
requirements of Sec.4 using the multi -run a utomatic
welding technique for the preparation of all test
assemblies.
5.4.2 One deposited metal test assembly is to be
prepared as shown in Fig.4.3.1. Welding is to be as
detailed in Sec.4 except that thickness of each layer
is to be not less than 3 [mm].
5.4.3 A butt weld assembly is to be prepared, as
shown in Fig.4.5.1.
5.5 Annual tests
5.5.1 The annual tests are to consist of at least the
following: -
(a) Wires approved for semi -automatic or for both
semi -automatic and automatic multi -run
welding: One deposited metal test assembly
prepared in accordance with 5.3 using a wire of
diameter within the range intended for the
welding of the ship structures;
(b) Wires approved for automatic multi -run
welding: One deposited metal test assembly
prepared in accordanc e with 5.4 using a wire of
diameter within the range intended for the
welding of the ship structure;
(c) Wires approved for two -run automatic welding:
One butt weld test assembly prepared in
accordance with 5.2 using plates 20 to 25 [mm] Fig.5.2.1 : Recommended edge
preparation for two -run butt weld test
assemblies
in thickness. The diameter of the wire used is to
be reported.
5.5.2 From the test assemblies prepared in
accordance with 5.5.1, only the following tests are to
be carried out: -
(a) For deposited metal assemblies: One tensile and
three impact tests;
(b) For butt weld assemblies: On e transverse tensile,
two bend and three impact tests. One longitudinal tensile test is also required where
the wire is approved solely for two -run
automatic welding.
5.6 Upgrading and uprating
5.6.1 Requests for upgrading and uprating will
generally be co nsidered at the time of annual testing
and additional tests in accordance with the
requirements of 2.8 would be required.
Section 6
Consumables for use in Electro -slag and
Electro -gas Vertical Welding
6.1 General
6.1.1 The requirements for the two -run technique as
detailed in Sec.4 are applicable for the approval of
special consumable used in electro -slag and electro -
gas vertical welding with or without consumable
nozzles except as otherwise required by t he following
requirements especially as regards the number and
kind of the test -pieces used for the mechanical tests
and taken from the butt welded assemblies.
6.1.2 For Grades 1Y, 2Y, 3Y, 4Y, 2Y40, 3Y40,
4Y40 and 5Y40 approval of the consumables may be
restricted for use only with specific types of higher
tensile steel. This is in respect of the content of grain
refining elements, and if general approval is required,
a niobium treated steel is to be used for the approval
tests.
6.1.3 For these special wel ding consumables, the
requirements of 1.3 may not be entirely applicable
for technical reasons.
Where approval is requested for welding of both
normal strength and higher tensile steel two
assemblies are to be prepared using higher tensile
steel. Two assem blies prepared using normal strength
steel may also be required at the discretion of
Designated Authority/Classification Society.
6.2 Butt weld tests
6.2.1 Preparation of test assemblies
- Two butt weld test assemblies are to be
prepared, one of them with plates 20/25 [mm]
thick, the other with plates 35/40 [mm] thick or
more. The grade of the steel to be used for each
one of these assemblies must be selected
according to the requirements given in the Table
4.4.2.
- The chemical composition of the plate, incl uding
the content of grain refining elements is to be
reported.
- The welding conditions and the edges
preparation are to be those recommended by the - welding consumable manufacturer and are to be
reported.
6.2.2 Radiographic examination
It is recommended tha t the welded assemblies be
subjected to a radiographic examination to ascertain
if there are any defects in the weld prior to the
preparation of test specimens.
6.2.3 Test series
- Each assembly shall be cut to give test specimens
according to Fig.6.2.1.
The length of the assembly should be sufficient to
allow the selection of a ll the following test
specimens :
- 2 longitudinal tensile test specimens with
their axis at the centre of the weld;
Fig. 6.2.1 : Butt weld test assembly250 mm min.1500 mm minLongitudinal tensile
test specimen
(centre of weld)
Macrography
1 set of 3 charpy
V-notch test specimen
(centre line)
1 set of 3 charpy
V-notch test specimen
(2 mm from fusion line)
Longitudinal tensile
test specimen
(centre of weld)
MacrographyTransverse tensile
test specimen
Side bend
test specimen
Transverse tensile
test specimen
Side bend
test specimen250 mm min.
- 2 transverse tensile test specimens;
- 2 side bend test specimens;
- 2 sets of 3 Charpy -V notch impact test
specimens in accordance with Fig.6.2.1
comprising of :
- 1 set with the notch in the axes of the weld;
- 1 set with the notch at 2 [mm] from the
fusion line in the deposited metal; and
- 2 macro -sections of the weld (towards the
middle of the weld and towards one end).
6.2.4 Results to be obtained
The results of the tensile, bend and impact tests are to
comply with the requirements of 4.4 (two -run
welding) for the class of filler product in question.
6.3 Annual tests
6.3.1 One test assembly must be prepared from plates
20/25 [mm] thick, and tested as indicated in 6.2.
The following specimens are to be selected :
- 1 longitudinal tensile specimen from the
axis of the weld: - 1 transverse tensile specimen;
- 2 side bend specimens;
- 3 Ch arpy-V specimens notched at the centre
of the weld (position 1 Fig.6.3.1);
- 3 Charpy -V specimens cut out transverse to
the weld with their notches at 2 [mm] from
the fusion line, in the weld; and
- macro section.
6.3.2 The results to be obtained should meet t he
requirements given in 4.4 (two -run welding) for the
class of the consumables in question.
6.4 Upgrading and uprating
6.4.1 Upgrading and uprating will be considered only
at the manufacturers request, preferably at the time of
annual testing. Generally , for this purpose, full tests
from butt weld assemblies as indicated in 6.2 will be
required, irrespective of the other tests requested if
the concerned consumable is also approved (and
possibly upgraded or uprated) according to Sec.4 or
Sec.5.
Section 7
Welding Consumables for High Strength Steels for Welded Structures
7.1 General
7.1.1 Scope
7.1.1.1 These requirements supplement the
requirements of Sections 1 to 6 and give the
conditions of approval and inspection of welding
consumables used for high strength steels for welded
structures according to Ch.3, Sec.4 with yield
strength levels from 420 [N/mm2] upto 960 [N/mm2]
and impact grades AH, DH, EH and FH, except
impact grade FH is not appl icable for 890 [N/mm2]
and 960 [N/mm2] yield strength levels.
Where no special requirements are given, those of
Sections 1 to 6 apply in analogous manner.
7.1.1.2 The welding consumables preferably to be
used for the steels concerned are divided into sever al
categories as follows:
- covered electrodes for manual welding,
- wire-flux combinations for multirun sub -merged
arc welding,
- solid wire -gas combinations for arc welding
(including rods for gas tungsten arc welding),
- flux cored wire with or without gas for arc
welding.
7.1.2 Grading, Designation
7.1.2.1 Based on the yield strength of the weld metal,
the welding consumables concerned are divided into
eight (yield) strength groups:
Y42 for welding steels with minimum yield
strength 420 [N/mm2]
Y46 for welding steels with minimum yield
strength 460 [N/mm2]
Y50 for welding steels with minimum yield
strength 500 [N/mm2]
Y55 for welding steels with minimum yield
strength 550 [N/mm2]
Y62 for welding steels with minimum yield
strength 620 [N/mm2]
Y69 for welding stee ls with minimum yield
strength 690 [N/mm2]
Y89 for welding steels with minimum yield
strength 890 [N/mm2]
Y96 for welding steels with minimum yield
strength 960 [N/mm2].
Wire -flux combinations for single or two -run
technique are subject to special consideration of
Designated Authority/Classification Society.
7.1.2.2 Each of the eight (yield) strength groups is
further divided into three main grades in respect of charpy V -notch impact test requirements (test
temperatures):
Grade Test temperature
3 - 20C
4 - 40C
5 - 60C
7.1.2.3 Analogously to the designation scheme used
in Section 1 to 6 the welding consumables for high
strength steels are subject to additional designation
and approval as follows:
- According to 7.1.2.2 with the quality grades 3, 4
or 5.
- With the added symbol Y and an appended code
number designating the minimum yield strength
of the weld metal corresponding to 7.1.2.1 : Y42,
Y46, Y50, Y55, Y62, Y69, Y89 and Y96.
- With the added symbol H10 or H5 for controlled
hydrogen content of the weld metal.
- With the added symbol S (= semi -automatic) for
semi -mechanised welding.
- With the added symbol M designating multirun
technique and is applicable only to welding
consumables for fully mechanised welding).
7.1.2.4 Each higher quality grade i ncludes the one (or
those) below, AH, DH steels according to Ch.3,
Sec.4 are to be welded using welding consumables of
at least quality grade, 3, grade EH steels using at
least quality grade 4 and grade FH steels using at
least quality grade 5, as per the following table:
Consumables Grade Steel Grades covered
3Y.. DH..
4Y.. EH..and FH..
5Y.. FH.., EH.. and DH..
7.1.2.5 Welding consumables approved with
grades.Y42, ..Y46 and ..Y50 are also considered
suitable for welding steels in the two strength levels
below that for which they have been approved.
Welding consumables approved with grades ..Y55,
..Y62 and ..Y69 a re also considered suitable for
welding steels in the one strength level below that for
which they have been approved. Welding
consumables with grade Y89 are considered suitable
for welding steels in the same strength level only.
Welding consumables with g rade Y96 are also
considered suitable for welding steels in the one
strength level below that for which they have been
approved. For grade Y89 and Y96, where the design
requirements permit undermatching weld joint, then
welding consumables within the scope of this section
can be considered subject to Designated
Authority/Classification Society’s discretion and
Manufacturer’s recommendations.
7.1.2.6 Designated Authority/Classification Society
may, in individual cases, restrict the range of
application in (u p to) such a way, that approval for
any one strength level does not justify approval for
any other strength level.
7.1.3 Manufacture, testing and approval
procedure
7.1.3.1 Manufacturer's plant, production methods and
quality control measures shall be such as to ensure
reasonable uniformity in manufacture, see also Sec.1.
7.1.3.2 Testing and approval procedure shall be in
accordance with Sec.1 and as required in Section 1 to
6 for the individual categories (types) of welding
consumables mentioned in 7.1.1.2 above.
7.2 Testing of the weld metal
7.2.1 For testing the deposited weld metal, test pieces
analogous to those called for in Sections 1 to 6
respectively shall be prepared, depending on the type
of the welding consumables (and according to the
welding pr ocess). The base metal used shall be a
fine-gained structural steel
compatible with the properties of the weld metal, or
the side walls of the weld shall be buttered with a
weld metal of the same composition.
7.2.2 The chemical composition of the deposite d
weld metal shall be determined and certified in a
manner analogous to that prescribed in Sec.2,
Cl.2.2.4. The results of the analysis shall not exceed
the limit values specified in the standards or by the
manufacturer, the narrower tolerances being
appli cable in each case.
7.2.3 Depending on the type of the welding
consumables (and according to the welding process),
the test specimens prescribed in Sections 1 to 6
respectively shall be taken from the weld metal test
pieces in a similar manner. 7.2.4 The m echanical properties must meet the
requirements stated in Table 7.2.1 and Table 7.2.2.
The provisions of Sections 1 to 6 apply in analogous
manner to the performance of the tests, including in
particular the maintenance of the test temperature in
the notch ed bar impact test and the carrying out of
results.
7.2.5 Specifications of welding consumables used for
welding high strength extremely thick steel plates of
thickness more than 50 [mm] but not exceeding
100[mm] of EH47 grade used in container carriers
are to be in accordance with Table 7.2.3
7.2.6 Welding consumables for brittle crack arrest
steels are to be in accordance with the relevant
requirements for each steel grade excluding suffix
“BCA1” or “BCA2” specified in Table 10.1.3 of
Chapter 3, Section 10.
7.3 Testing on welded joints
7.3.1 Depending on the type of the welding
consumables (and according to the welding process) ,
the testing on the welded joints shall be performed on
butt-weld test pieces in a manner analogous to that
called for in Sections 1 to 6.
7.3.2 Depending on the type of the welding
consumables (and according to the welding process),
the butt -weld test pi eces called for in para 7.3.1 shall
be welded in a manner analogous to that prescribed
in Sections 1 to 6. The base metal used shall be a
high-strength fine -grained structural steel with a
minimum yield strength and tensile strength
matching the consumable grade being approved and
compatible with the added symbol for which
application is made.
7.3.3 Depending on the type of the welding
consumables (and according to the welding process),
the test specimens described in Sections 1 to 6 shall
be taken from the butt-weld test pieces.
7.3.4 The mechanical properties must meet the
requirements stated in Table 7.3.1. The provisions of
Sections 1 to 6 apply in analogous manner to the
performance of the tests, including in particular the
maintenance of the test temp eratures in the notched
bar impact test and the requirements regarding the
retest specimens.
Table 7.2.1 : Required toughness properties of the weld metal
Quality Grade Test temp. C Min. notch impact energy [J]1)
3 - 20 Y42: 47
Y46: 47
4 - 40 Y50: 50
Y55: 55
5 - 60 Y62: 62
Y69: 69
Y89: 692)
Y96: 692)
1) Charpy V -notch impact test specimen, mean value of three specimens; for requirements
regarding minimum individual values and retests, See Section 1, 1.10
2) Quality grade 5 is not applicable for Y89 and Y96 grade consumables.
Table 7.2.2 : Required strength properties of the weld metal
Symbols added to
quality grade Min. yield strength or
0.2% proof stress
[N/mm2] Tensile Strength
[N/mm2] Minimum elongation
[%]
Y42 420 520 - 680 20
Y46 460 540 - 720 20
Y50 500 590 - 770 18
Y55 550 640 – 820 18
Y62 620 700 - 890 18
Y69 690 770 - 940 17
Y89 890 940 - 1100 14
Y96 960 980 - 1150 13
Table 7.2.3 : Required strength properties for deposited metal used to weld high strength extremely thick
steel plates of thickness more than 50[mm] but not exceeding 100[mm], of EH47 grade used in container
carriers,
Mechanical Properties Impact Test
Yield Strength
[N/mm2] min. Tensile Strength
[N/mm2] Elongation (%) min Test Temp. [oC] Average Impact
Energy [J] min.
460 570 - 720 19 -20 64
7.3.5 Where the bending angle required in Table
7.3.1 is not achieved, the specimen may be
considered as fulfilling the requirements, if the
bending elongation on a gauge length Lo fulfills the
minimum elongation requirements stated in Table
7.2.2. The gauge length Lo = Ls + t (Ls = width of
weld, t = specimen thickness), see Fig.7.3.1. 7.3.6 Mechanical Properties for Butt weld tests for
high strength extremely thi ck steel plates of thickness
more than 50[mm] but not exceeding 100[mm], of
EH47 grade used in container carriers are to be as per
Table 7.3.2
Table 7.3.1 : Required properties of welded joints
Quality Grade Added symbol Min. tensile
strength
[N/mm2] Min. notch impact
energy, test
temperature Minimum
bending
angle 1) Bend ratio
D/t 2)
3 to 5 in
accordance
with Table
7.2.1 Y42
Y46
Y50
Y55
Y62
Y69
Y89
Y96 520
980 Depending on the
quality grade and yield
strength in accordance
with Table 7.2.1 120 4
1) Bending angle attained before the first incipient crack, minor pore exposures upto a maximum length of 3 mm
allowed.
2) D = Mandrel diameter, t = specimen thickness
Table 7.3.2 : Mechanical Properties for Butt weld tests for high strength extremely thick steel plates of
thickness more than 50[mm] but not exceeding 100[mm], of EH47 grade used in container carriers
Tensile Strength
[N/mm2] Bend Test Ratio: D/t Charpy V -notch Impact Tests
570-720
4 Test Temperature
(oC) Average Energy (J) min.
-20 64
7.4 Hydrogen test
7.4.1 The welding consumables, other than solid
wire-gas combinations, shall be subjected to a
hydrogen test in accordance with the mercury method
to ISO 3690:2018, or any other method such as the gas chromatographic method which correlates with
that metho d, in respect of cooling rate and delay
times during preparation of the weld samples, and the
hydrogen volume determinations.
Fig.7.3.1 : Required proportion of welded joints
7.4.2 The diffusible hydrogen content of the weld
metal determined in accordance with the provisions
of Sec.2, Para 2.5 shall not exceed the limits given in
Table 7.4.1.
Table 7.4.1 : Allowable diffusible hydrogen content
Yield strength group Hydrogen symbol Max. hydrogen content [cm3/100
g deposited weld metal]
Y42
Y46
Y50 H 10 10
Y55
Y62
Y69 H 5 5
Y89
Y96 H 5 5
7.5 Annual tests
7.5.1 The annual repeat tests specified in Sections 1
to 6 shall entail the preparation and testing of weld
metal test pieces as prescribed under 7.2. For grades Y69 to Y96 annual hydrogen test is req uired. In
special cases,
Designated Authority/Classification Society may
require more extensive tests.
Section 8
Consumables for Welding of Aluminium Alloys
8.1 General
8.1.1 Tests for the approval of consumables intended
for welding the aluminium alloys detailed in Ch.9 are
to be carried out generally in accordance with the
requirements of Secs.1,2 and 5, except as otherwise
detailed in this Section.
8.1.2 The welding consumables are divided into two
categories as follows: W = wire electrode, wire - gas combinations for
metal arc inert gas welding (MIG, 131 according to
ISO 4063:2009), tungsten inert gas welding (TIG,
141) or plasma arc welding (15)
R = rod - gas combinations for tungsten inert gas arc
welding (TIG, 141) or plasma arc welding (15)
8.1.3 Approval will be indicated by the grade as
shown in Table 8.1.3.
Table 8.1.3 : Consumables grades and base materials for the approval test
Consumable quality
grade (Symbol) Base material for the tests
Alloy Designation
Numerical Chem -Symbol
RA/WA 5754 AlMg3
RB/WB 5086 AlMg4
RC/WC 5083
5059 AlMg4.5 Mn0.7
AlMg4.5 Mn0.9
AlMg5
-
RD/WD 6082
6005A
6061 AlSi1MgMn
AlSiMg(A)
AlMg1SiCu
Note: Approval on higher strength AlMg base materials covers also the lower strength AlMg grades and their
combination with AlSi grades
8.1.4 The welding technique will be indicated in the
approval grading by a letter as under:
m - manual multi -run welding (GTAW);
S - semi -automatic multi -run welding (GMAW);
M - automatic multi -run welding (GTAW or
GMAW);
T - automatic two -run welding (GMAW).
8.1.5 The compositions, of the shielding gas and the
filler/electrode wire are to be reported.
8.1.6 Approval of a wire or a rod will be granted in
conjunction with a specific shielding gas according to
Table 8.1.6 or defined in terms of composition and
purity of "special" gas to be designated with group
sign "S". The composition of the shielding gas is to
be reported. Where a w ire in combination with any
particular gas has been approved, usage of the same
wire with another gas in the same group as defined in
Table 8.1.6 may be considered.
Table 8.1.6 : Compositional limits of shielding gases and mixture s to be used
Group Gas composition (Vol.%)1)
Argon Helium
I - 1 100 -
I - 2 - 100
I - 3 Rest > 0 to 33
I - 4 Rest > 33 to 66
I - 5 Rest > 66 to 95
S Special gas, composition to be specified, See 8.1.6
1) Gases of other chemical composition (mixed gases) may be considered as "special gases" and covered by a
separate test.
8.1.7 On completion of welding, assemblies must be
allowed to cool naturally to ambient temperature.
Welded test assemblies and test specimens must not
be subjected to any heat treatment after welding
except for the alloy Grades 6005A, 6061 and 6082.
These are to be allowed to naturally age at ambient
temperature for a period of 72 hours from the
completion of welding, before the testing is carried
out. A second solution heat treatment is not
permitted. The time and temperature of any ageing
treatment is to be reported in detail.
8.2 Initial approval tests for manual, semi -
automatic and automatic multi -run techniques
8.2.1 Plate of the corresponding type of aluminium
alloy and of appropriate thickness is to be used for
the preparation of the weld test assemblies.
8.2.2 The welding current and power requirements
are to be within the range recommended by the
manufacturer and are to be reported. 8.2.3 Welded as semblies are to be prepared and
tested in accordance with 8.3, 8.4 and 8.5.
8.3 Deposited metal test assemblies
8.3.1 One assembly is to be prepared in the
downhand position as shown in Fig.8.3.1.
8.3.2 The chemical composition of the plate used for
the assembly is to be compatible with the weld metal.
8.3.3 The thickness of the plate used and the length
of the assembly are to be appropriate to the welding
process. The plate thickness is to be not less than 12
[mm].
8.3.4 For the approval of filler wire/g as and electrode
wire/gas combinations for manual or semi -automatic
welding by GTAW or GMAW, one test assembly is
to be welded using any size of wire within the range
for which approval is sought.
8.3.5 For automatic multi -run approval, one test
assembly is to be welded by the respective process
using the recommended diameter of wire.
8.3.6 The weld metal is to be deposited in multi -run
layers in accordance with normal practice. The
direction of deposition of each layer is to alternate
from each end of th e plate.
8.3.7 The deposited weld metal in each test assembly
is to be analysed and reported including the contents
of all significant elements. The elements reported will be dependent on the type
of aluminium alloy for which approval of the
consumables is requested. The results of the analysis
are to be within the tolerances specified in the
standards and by the manufacturer.
8.4 Butt weld test assemblies
8.4.1 Plate of the corresponding type of aluminium
alloy and of an appropriate thickness is to be used for
the preparation of the test assemblies.
Table 8.4.1 : Requirements for the transverse tensile and bend tests
Grade Base material
used for the test Tensile
strength R m
[N/mm2] min. Former
diameter Bending angle 1)
[] min.
RA/WA 5754 190 3t
180 RB/WB 5086 240 6t
RC/WC 5083
5383 or 5456
5059 275
330 6t
RD/WD 6061, 6005A or 6082
170 6t
1) During testing, the test specimen shall not reveal any one single flaw greater than 3 [mm] in any direction.
Flaws appearing at the corners of a test specimen shall be ignored in the evaluation, unless there is evidence
that they result from lack fusion.
8.4.2 In order to ensure sound and representative
welds, it is essential that test assemblies are cl eaned
and degreased prior to welding. Assemblies as shown
in Fig.8.4.2 are to be prepared for each welding
position (downhand, horizontal -vertical, vertical -
upward, vertical -downward and overhead) for which
the consumable is recommended by the
manufacturer ; except that consumables satisfying the
requirements for downhand and vertical -upward
positions will be considered as also complying with
the requirements for the horizontal -vertical position.
Back sealing runs are allowed in single V weld
assemblies. In case of double V assembly both sides
shall be welded with the same welding position. 8.4.3 One additional assembly, as shown in Fig.8.4.3,
is to be prepared for welding in the downhand
position. The assembly is to be welded using, for the
first run, wire o f the smallest diameter recommended
by the manufacturer and for the remaining runs, wire
of the largest diameter to be approved.
8.4.4 The manufacturer's recommended procedures
are to be used in making the welds and are to be
reported.
8.4.5 The welded ass emblies should be subjected to
both radiographic and visual examination, aided
where necessary by dye penetrant testing, to ensure
that the welds are free from cracks and porosity.
8.4.6 The test spec imens are to be taken from the
welded assemblies as shown in Fig.8.4.2 and
Fig.8.4.3. For each assembly they are to comprise:
2 transverse tensile specimens;
1 macro specimen;
2 face bend specimens; and
2 root bend specimens.
8.4.7 All tensile test specime ns should have a tensile
strength not less than the respective value shown in
Table 8.4.1. The position of each fracture is to be
reported.
8.4.8 The bend test specimens are to be bent around a
former having a diameter not more than the number
of times the thickness (t) of the test specimen as
shown in Table 8.4.1.
8.5 Fillet weld test assemblies
8.5.1 Assemblies are to be prepared and tested in
accordance with the appropriate requirements of 2.4
except that the plates are to be of the aluminium alloy
for w hich approval is required, that no hardness tests
are required and that for automatic multi -run
approval only one fillet weld bead is to be made
using the recommended wire diameter. In this case,
the bead size should be as large as the maximum single bead size
recommended by the manufacturer for fillet welding.
8.5.2 The results of examination of the macro
specimens and the fractured fillet welds are to be
reported in accordance with 2.4.3 and 2.4.5.
Particular attention is to be given to the presence of
any porosity.
8.6 Initial approval tests for two -run technique
8.6.1 Two butt weld test assemblies are to be
prepared using the following plate thicknesses as
shown in Fig.8.7.1:
क) one with the maximum thickness for which
approval is requested;
ख) one with a thic kness approximately one half to
two thirds that of the maximum thickness.
8.7 Annual tests
8.7.1 Annual repeat tests are to consist of preparation
and testing of the deposited weld metal test assembly
as prescribed in 8.3 (Fig.8.3.1) and of the downhand
buttweld assembly according to 8.4 (Fig.8.4.2).
Annex 2
General Hull Requirements
Contents
Chapter 1 General, Definitions, Documentation
Chapter 2 Materials of Construction
Chapter 3 Principles for Scantlings and Structural Details
Chapter 4 Longitudinal Strength
Chapter 5 Bar Keel, Stem and Sternframes
Chapter 6 Bottom Structure
Chapter 7 Side Structure
Chapter 8 Deck Structure
Chapter 9 Bulkheads
Chapter 10 Superstructures, Deckhouses and Bul warks
Chapter 11 Openings and Closing Appliances, Ventilators, Air Pipes and
Discharges
Chapter 12 Rudders
Chapter 13 Anchoring and Mooring Equipment
Chapter 14 Welding
Chapter 15 Hull Inspection, Workmanship and Testing
Annex 2
Contents
Chapter 1
General, Definitions, Documentation
Section 1
General
1.1 Scope
1.2 Equivalence
1.3 Assumptions
Section 2
Definitions
2.1 Principal particulars
2.2 Structural terms 2.3 Material factor
Section 3
Documentation
3.1 General
3.2 Plans for information
3.3 Additional information
3.4 Plans for approval
3.5 Plans to be kept on board
Chapter 2
Materials of Construction
Section 1
General
1.1 Scope
1.2 Steel 1.3 Grades of steel
1.4 Aluminium
Section 2
Corrosion Protection
2.1 General
2.2 Surface preparation, prefabrication p rimers and
paints or coatings
2.3 Internal cathodic protection
2.4 Aluminium and magnesium anodes 2.5 Corrosion protection coatings for salt water
ballast spaces
Section 3
Deck Covering
3.1 General
Chapter 3
Principles for Scantlings and Structural Details
Section 1
General
1.1 Application
1.2 Symbols
1.3 Frame spacing
Section 2
Corrosion Additions
2.1 General
Section 3
Plating
3.1 General
Section 4 Stiffeners and Girders
4.1 Determination of span
4.2 Effective width of attached plating
4.3 Scantlings of stiffeners
4.4 Scantlings of girders
Section 5
End Attachments
5.1 End attachments of stiffeners
5.2 End attachments of girders
Section 6
Buckling
6.1 General
6.2 Ideal elastic buckling stress
Chapter 4
Longitudinal Strength
Section 1
General
1.1 Application
1.2 Symbols
Section 2
Vertical Bending Moments
2.1 Still water bending moment 2.2 Wave load conditions
Section 3
Hull Section Modulus and Moment of Inertia
3.1 Calculation of section properties
3.2 Extent of high tensile steel
3.3 Section modulus requirement
3.4 Moment of inertia requirement
Section 4
Openings in Longitudinal Strength Members
4.1 Locations 4.2 Reinforcements
4.3 Hatchway corners
Chapter 5
Bar Keel, Stem and Sternframes
Section 1
General
1.1 Scope
1.2 Material
1.3 Symbols
Section 2
Bar Keel
2.1 Scantlings
Section 3 Stem
3.1 Bar stem
3.2 Plate stem
Section 4
Stern Frames
4.1 General
4.2 Sternframes
4.3 Sole piece
4.4 Shaft brackets
Chapter 6
Bottom Structure
Section 1
General
1.1 Scope
1.2 Symbols
Section 2
Structural Arrangement and Details
2.1 General
2.2 Access, ventilation and drainage
Section 3
Design Loads
3.1 Bottom shell
3.2 Watertight floors and girders
3.3 Inner bottom
Section 4
Bottom and Inner Bottom Plating 4.1 Keel plate
4.2 Bottom, bilge and inner bottom plating
Section 5
Single Bottom
5.1 Transverse framing
5.2 Longitudinal framing
Section 6
Double Bottom
6.1 General
6.2 Transverse framing
6.3 Longitudinal framing
Section 7
Engine Seatings
7.1 General
7.2 Recommended scantlings
Chapter 7
Side Structure
Section 1
General
1.1 Scope
1.2 Symbols
Section 2
Structural Arrangement and Details
2.1 General
2.2 Sheer strake
Section 3
Design Loads
3.1 External pressure
3.2 Internal tank pressure
Section 4
Side Shell Plating and Stiffeners 4.1 Side shell plating
4.2 Side shell longitudinals
4.3 Main frames
4.4 Superstructure frames
4.5 Peak frames
Section 5
Girders
5.1 General
Chapter 8
Deck Structure
Section 1
General
1.1 Scope
1.2 Symbols
Section 2
Structural Arrangement and Details
2.1 General
Section 3
Design Loads
3.1 Weather deck
3.2 Accommodation decks
3.3 Decks forming tank boundaries
Section 4
Deck Plating and Stiffeners
4.1 Deck platings
4.2 Deck stiffeners
Section 5
Deck Girders and Pillars
5.1 Girders
5.2 Canti levers
5.3 Pillars
Section 6
Decks for Wheel Loading
6.1 General
6.2 Wheel loads
6.3 Deck plating
6.4 Deck stiffeners
6.5 Deck girders
Chapter 9
Bulkheads
Section 1
General
1.1 Scope
1.2 Symbols
Section 2
Subdivision and Arrangement
2.1 Number of bulkheads
2.2 Position and height of bulkheads
2.3 Openings in watertight bulkheads and closing
appliances 2.4 Cofferdams
Section 3
Structural Arrangement and Details
3.1 General
3.2 Wash bulkheads
3.3 Supporting b ulkheads
Section 4
Design Loads
4.1 Watertight bulkhead loads
4.2 Tank bulkhead loads
4.3 Wash bulkheads loads
Section 5
Plating and Stiffeners
5.1 Bulkhead plating
5.2 Longitudinals
5.3 Vertical and transverse stiffeners on tank
bulkheads, collision bulkheads, dry bulk cargo
bulkheads and wash bulkheads 5.4 Vertical and transverse stiffeners on ordinary
watertight bulkheads
Section 6
Girders
6.1 General
Chapter 10
Superstructures, Deckhouses and Bulwarks
Section 1
General
1.1 Scope
1.2 Definitions
1.3 Symbols
Section 2
Scantlings
2.1 End bulkheads and exposed sides of deckhouses
2.2 Protected machinery casings Section 3
Structural Arrangement and Details
3.1 Structural continuity
Section 4
Bulwarks and Guard Rails
4.1 General requirements
4.2 Bulwark construction
4.3 Bulwark scantlings
4.4 Guard rails
Chapter 11
Openings and Closing Appliances, Ventilators, Air Pipes and Discharges
Section 1
General
1.1 Scope
Section 2
Hatch Coamings
2.1 Hatch coaming construction
2.2 Coaming scantlings
Section 3
Hatch Covers
3.1 General
3.2 Design loads 3.3 Hatchcover plating
3.4 Stiffeners and girders
3.5 Hatch cover edges
3.6 Wooden hatch covers
3.7 Portable hatch beams
3.8 Direct calculations
3.9 Hatch cover securing arrangement
Chapter 12
Rudders
Section 1
General
1.1 Scope
1.2 Material 1.3 Testing
Section 2
Arrangement and Details
2.1 General
Section 3
Design Loads
3.1 Rudder force
3.2 Rudder torque
3.3 Bending moments, shear forces and reactions
Section 4
Rudder Blades
4.1 Construction details
4.2 Double plated rudders
4.3 Single plated rudders Section 5
Rudder Stock and Pintles
5.1 Rudder stock
5.2 Pintles and bearings
Section 6
Rudder Couplings
6.1 Horizontal bolted couplings
6.2 Vertical flange couplings
Chapter 13
Anchoring and Mooring Equipment
Section 1
General
1.1 Introduction
1.2 Documentation
1.3 Symbols
Section 2
Structural Arrangement for Anchoring
Equipment
2.1 General
Section 3
Anchors
3.1 General
3.2 Manufacture and testing
3.3 Bow Anchors
3.4 Stern Anchors
3.5 Mass Reduction
3.6 Number of Anchors Section 4
Anchor Chain Cables
4.1 General
4.2 Manufacture and testing
4.3 Minimum Breaking Strength
4.4 Length of Chain Cables
Section 5
Towlines and Mooring Lines
5.1 General
5.2 Manufacture and testing
5.3 Mooring arrangement
5.4 Towing lines
Section 6
Windlass
6.1 General
6.2 Testing
Chap ter 14
Welding
Section 1
General
1.1 Scope
1.2 Documentation
Section 2
Welding
2.1 Welders and supervision
2.2 Welding electrodes
2.3 Preparation for welding
2.4 Welding procedure 2.5 Approval of procedures
2.6 Inspection of welds
Section 3
Welded Connections
3.1 Butt welds
3.2 'T' connections
3.3 Lap connections
3.4 Slot weld
3.5 End connection
Chapter 15
Hull Inspection, Workmanship and Testing
Section 1
Hull Inspection
1.1 Approval of works
1.2 Inspection facilities
Section 2
Workmanship
2.1 General
2.2 Plate edges and cut -outs
2.3 Cold forming
2.4 Hammering, bending and straightening
Section 3 Testing
3.1 Definitions
3.2 Application
3.3 Structural testing
3.4 Leak testing
3.5 Hose testing
3.6 Hydropneumatic testing
3.7 Other testing methods
3.8 General testin g requirements
3.9 Additional requirements for special type
vessels/tanks
Chapter 1
General, Definitions, Documentation
Contents
Section
1 General
2 Definitions
3 Documentation
Section 1
General
1.1 Scope
1.1.1 The requirements in this part apply to all -
welded, single hull steel ships of normal form,
proportions and speed for operation in inland
waterways.
1.1.2 For additional class notations relating to various
ship types, requirements as per Pt.5 a re to be
complied with.
1.1.3 Ships of unconventional forms and proportions
or intended for carriage of cargoes not covered by the
requirements or to be engaged in special service will
receive individual consideration based on the general
principles. In th ese cases, however, additional
calculations and/or model testing may be required to
be carried out and submitted for approval.
1.1.4 Proposals for use of alternative materials e.g.
aluminium, wood, etc. for some parts of the ship
shall receive special cons ideration.
1.2 Equivalence
1.2.1 Alternative arrangements, scantlings and
equipment may be accepted provided they can be
shown to be equivalent to the overall safety and
strength standard of the requirements. Direct
calculations for the derivation of the scantlings as an
alternative to those derived by the formulae, may be
accepted on special consideration. The calculation
procedure and the assumptions made are to be
submitted for approval.
1.3 Assumptions
1.3.1 It is assumed that significant dynamic
excitation of major orders from propellers and
machinery do not fall close to any natural frequency
of the hull.
1.3.2 It is assumed that the ships will be competently
handled and loaded as per the approved loading
manuals.
Section 2
Definitions
2.1 Principal particulars
2.1.1 The forward perpendicular, F.P., is the
perpendicular drawn at the intersection of the
maximum load water line with the fore side of the
stem.
In ships with unusual bow arrangement the posi tion
of the F.P. will be specially considered.
2.1.2 The after perpendicular, A.P., is the
perpendicular drawn at the intersection of the
maximum load waterline with the after side of the
rudder post or the centreline of the rudder stock if
there is no rudder post.
In ships with unusual stern arrangem ent the position
of the A.P. will be specially considered.
2.1.3 Rule length, L, is the distance, [m], between the
forward and after perpendiculars. However L is to be
not less than 96 per cent, and need not be greater than
97 per cent of the extreme lengt h on the maximum
load waterline.
In ships with unusual bow and/or stern arrangement
the Rule length, L, will be specially considered.
2.1.4 "Amidship" is at 0.5L aft of the F.P.
2.1.5 Breadth, B, is the greatest moulded breadth [m].
2.1.6 Depth, D, is th e moulded depth [m], measured
amidships from top of the keel to the moulded deck
line of the uppermost continuous deck at side. When
a rounded gunwale is arranged the depth is to be
measured to the continuation of the moulded deck
line.
2.1.7 Draught, T, i s the moulded draught amidships
corresponding to the maximum load waterline, [m].
2.1.8 The block co -efficient, C b, is the moulded block
co-efficient calculated as follows : -
LBTT draughtat][mnt displaceme mouldedC3
b
2.1.9 Speed, V, is the maximum service speed in
knots on d raught T.
2.2 Structural terms
2.2.1 The general terms used in the requirements for
various structural parts of the ships are defined as
under:
Strength Deck : In general the uppermost
continuous deck. Where a superstructure deck
has within 0.4L amidships, a continuous length
equal to or greater than (1.5B + 3H), it is to be
regarded as the strength deck instead of the
covered part of the uppermost continuous deck.
(H is the height of the superstructure, [m]). Superstructure : A decked structure on freeboard
deck extending from side to side of the ship or
with the side plating not inboard of shell plating
by more than 4 per cent of the breadth B.
Deckhouse : A decked structure above the
freeboard deck with the side plating being
inboard of the shell plating by more than 4 per
cent of the breadth B.
Bottom Structure : Shell plating with stiffeners
and girders below the upper turn of bilge and all
other elements below and including the inner
bottom plating in case of the double bottom.
Sloping hopper tank top is to be regarded as a
bulkhead.
Side Structure : Shell plating with stiffeners and
girders between the upper turn of bilge and the
uppermost continuous deck at side. A rounded
gunwale is included in the side structure.
Deck Structure : Deck plating with stiffeners,
girders, and supporting pillars.
Girder : A collective term for the primary
supporting members, other terms include :
Transverses - transverse gir ders under the
deck.
Web frames - side vertical girders.
Hatch end beams - transverse deck girders at
the ends of the hatch.
Stringers - horizontal girders.
Cross -ties - girders connecting two vertical
girders in a deep tank.
Floor - bottom transverse girders.
Stiffener : A collective term for secondary
supporting members; other terms being :
Frames.
Bottom, inner bottom, side or deck
longitudinals.
Reverse frame - transverse stiffener on the
inner bottom.
Horizontal or vertical bulkhead stiffeners.
Other terms are defined in the appropriate
Chapters.
2.3 Material factor
2.3.1 Material factor, k, a factor depending on
material strength is defined in Ch.2.
Section 3
Documentation
3.1 General
3.1.1 Documenta tion is to be submitted as per the
following paragraphs. In case of certain ship types
additional documentation may be required as per
Pt.5.
3.1.2 The documents should be submitted in
triplicate, one copy of which shall be returned.
3.2 Plans for informat ion
3.2.1 The following supporting plans and
calculations are to be submitted for information :
General arrangement.
Tank plan.
Capacity plan.
Lines plan and Hydrostatic curves or tables.
Docking plan.
3.3 Additional information
3.3.1 The following additional information is to be
submitted as necessary for strength calculations:
Maximum values of still water bending
moments and shear forces.
Lightship weight and its longitudinal
distribution.
Bonjeans data.
Stowage factor and angle of repose of bulk
cargoes to be carried.
Masses and unbalanced moments of heavy
machinery components e.g. engines, cranes,
winches etc.
3.4 Plans for approval
3.4.1 Plans as relevant are to be submitted for
approval as indicated in Table 3.4.1. These should as
far as pract icable be complete in all necessary details.
3.5 Plans to be kept on board
3.5.1 A copy of the final approved loading manual
and suitable scantlings plans including details of
corrosion control system; if any, are to be placed on
board the ship.
3.5.2 To f acilitate the ordering of materials for
repairs, plans showing the disposition and extent of
high tensile steel and steel of grades other than Grade
A, along with the information relating to their
physical and mechanical properties, recommended
working, tr eatment and welding procedures etc. are
to be placed on board.
Table 3.4.1 : Plans for approval
Plan Including Information On
Loading manual 1) details of loading in all contemplated loading conditions and
resulting SWBM, SF & Torsional Moments (TM)
design values of SWBM, SF & TM
Midship section
Other transverse sections
Longitudinal sections & decks
Shell expansion & framing plan main particulars (L,B,D,T,C b,V)
equipment specification
complete class notation applied for
spacing of stiffeners
deck Loads, if other than those specified in the requirements
openings on the deck
openings on the shell
material grades
Double bottom indication of access
height and location of overflows
loading on inner bottom
Watertight subdivi sion bulkheads &
watertight tunnels openings and their closing appliances
Aft-end structure
Sternframe or sternpost
Propeller shaft brackets
Aft peak tank propeller outline
propeller thrust
structural details in way of rudder and propeller bearings
height and location of overflow
Engine room structure
Engine and thrust block seatings type, power and r.p.m. of propulsion machinery
weight of machinery, boilers, etc.
Fore-end construction
Fore peak tank openings on non -watertight bulkheads and diaphragm pla tes
height and location of overflows
Oil tight/water tight and partition
bulkheads in cargo tanks, ballast tanks and
deep tanks intended tank contents & their densities
height and location of overflow/air pipes
tanks intended to be partially filled
corrosion protection; if any
Superstructures, deckhouses and
machinery casings height of sills from deck and closing appliances for companion
ways
Hatchways
Hatch covers position and type
loads if different from those specified in the requirements
sealin g and securing arrangement, spacing of bolts or wedges
Rudder, stock and tiller
Steering gear arrangement speed of the ship (ahead & astern)
material of bearings, coupling bolts, stock and the locking device
rudder carrier.
Masts & derrick posts
Support structure for masts, derrick posts
& cranes derrick length and loading
dimensions and positions of stays and shrouds
quality of material
Testing plan of tanks & bulkheads
Welding details
Notes:
1) See Chapter 5, Section 6.
2) One drawing may contain more than one of the items from each group
Chapter 2
Materials of Construction
Contents
Section
1 General
2 Corrosion Protection
3 Deck Covering
Section 1
General
1.1 Scope
1.1.1 The requirements relate, in general, to the
construction of steel ships. Consideration will
however be given to the use of other materials also.
1.1.2 The materials used in the construction of the
ship are to be manufactured and tested in accordance
with the requirements of Annex 1 - Requirements for
inspection and testing of materials. Materials for
which provision is not mad e may be accepted,
provided that they comply with an approved
specification and such tests as may be considered
necessary.
1.2 Steel
1.2.1 Ordinary hull structural steel is a hull structural
steel with a minimum yield stress of 235 [N/mm2]
and a tensile st rength generally in the range of 400 -
490 [N/mm2].
For ordinary hull structural steel, the material factor
`k' is to be taken as 1.0.
1.2.2 Steels having a yield stress of 265 [N/mm2] and
higher, are regarded as higher tensile steels. Where
higher tensile s teel is used, the hull girder section
modulus and the local scantlings may be reduced in
accordance with the relevant requirement. For this
purpose, a material factor 'k', is to be taken as
follows:
k = 0.78 for steel with a minimum yield stress of 315
[N/mm2]
k = 0.72 for steel with minimum yield stress of 355
[N/mm2] 1.2.3 Where steel castings or forgings are used for
sternframes, rudderframes, rudder stocks, propeller
shaft brackets and other major structural items, they
are to comply with Annex 1 - Requirements for
inspection and testing of materials.
1.3 Grades of steel
1.3.1 The ships covered by these Rules are generally
to be constructed of Grade 'A' steel. However, for
materials of over 20 [mm] in thickness used in highly
stressed areas, grades of s teel with higher levels of
notch toughness (Grades 'B', 'D' or 'E') may be
required dependent on the stress pattern associated
with its location.
1.4 Aluminium
1.4.1 Where seawater resisting aluminium alloys
manufactured and tested in accordance with the
requirements of Annex 1 - Requirements for
inspection and testing of materials are used for
superstructures, deckhouses, hatch covers or other
structural components, scantlings equivalent to steel
are to be derived as follows:
plating thickness, t a = ts
ak
section modulus of stiffeners, Z a = Z s . ka
where,
ta, ts = plating thickness of aluminium and mild steel
respectively.
Za, Zs = section modulus of aluminium and mild steel
stiffeners respectively.
a235ka
a = 0.2% proof stress or 70% of the ultimate
strength of the aluminium material, whichever is
lesser [N/mm2]. 1.4.2 The smaller modulus of elasticity of aluminium
is to be taken into account, when determining the
buckling strength of structural elements sub jected to
compression and the deflections, where relevant.
Section 2
Corrosion Protection
2.1 General
2.1.1 All steelwork, except inside tanks intended for
the carriage of oil or bitumen, is to be protected
against corrosion by application of suitable coating.
For protection required in salt water ballast spaces,
See 2.5.
For protection required in holds of dry bulk cargo
carriers, see Pt.5, Ch.1.
For the protection required in tanks carrying
chemicals or other special cargoes, see Pt.5, Ch.3.
2.1.2 Where bimetallic connections are made,
measures are to be incorporated to preclude galvanic
corrosion.
2.2 S urface preparation, prefabrication pri -mers,
and paints or coatings
2.2.1 Steelwork is to be cleared of millscale and
suitably cleaned before the application of surface
paints and coatings. It is recommended that blast
cleaning or other equally effective m eans be
employed for this purpose.
2.2.2 Where a primer is used to coat steel after
surface preparation and prior to fabrication, the
composition of the coating is to be such that it will
have no significant deleterious effect on subsequent
welding work an d that it is compatible with the paints
or other coatings subsequently applied. Unless the
primer used is type approved for this purpose, tests
are to be made to determine the influence of the
primer coating on the characteristics of the weld.
2.2.3 Paints or other coatings are to be suitable for
the intended purpose in the locations where they are
to be used. Unless previously agreed, at least two
coats are to be applied.
2.2.4 The paint or coating is to be compatible with
any previously applied primer, Se e 2.2.2.
2.2.5 Paints, varnishes and similar preparations
having a nitrocellulose or other highly flammable
base, are not to be used in accommodation or
machinery spaces. 2.2.6 In ships intended for the carriage of oil cargoes
having a flash point below 60 C (closed cup test),
paint containing aluminium should not in general be
used in cargo tanks, adjacent ballast tanks,
cofferdams, pump rooms as well as on deck above
the mentioned spaces, nor in any other areas where
cargo vapours may accumulate, unless it has been
shown by appropriate tests that the paint to be used
does not increase the incendive sparking hazard.
2.3 Internal cathodic protection
2.3.1 Impressed current cathodic protection systems
are not permitted in any tank.
When a cathodic protection system is to be fitted in
tanks for the carriage of liquid cargo with flash point
not exceeding 60 C, a plan showing details of the
locations and attachment of anodes is to be
submitted. The arrangements will be considered for
safety against fire and expl osion aspects only.
2.3.2 Particular attention is to be given to the
locations of anodes in relation to the structural
arrangements and openings of the tank.
2.3.3 Anodes are to be of approved design and
sufficiently rigid to avoid resonance in the anode
support. Weldable steel cores are to be fitted, and
these are to be so designed as to retain the anode
even when the anode is wasted.
2.3.4 Anodes are to be attached to the structure in
such a way that they remain secure both initially and
during service. T he following methods of attachment
would be acceptable :
a) Steel core connected to the structure by
continuous welding of adequate section.
b) Steel core bolted to separate supports, provided
that a minimum of two bolts with lock nuts are
used at each support. The separate supports are
to be connected to the structure by continuous
welding of adequate section.
c) Approved means of mechanical clamping.
2.3.5 Anodes are to be attached to stiffeners, or may
be aligned in way of stiffeners on plane bulkhead
plating, bu t they are not to be attached to the shell.
The two ends are not to be attached to separate
members which are capable of relative movement.
2.3.6 Where cores or supports are welded to the main
structure, they are to be kept clear of the toes of
brackets an d similar stress raisers. Where they are
welded to asymmetrical stiffeners, they are to be
connected to the web with the welding kept at least
25 [mm] away from the edge of the web. In the case
of stiffeners or girders with symmetrical face plates,
the con nection may be made to the web or to the
centreline of the face plate but well clear of the free
edges. However, it is recommended that anodes are
not fitted to face plates of high tensile steel
longitudinals.
2.4 Aluminium and magnesium anodes
2.4.1 Alumi nium and aluminium alloy anodes are
permitted in tanks used for the carriage of oil, but
only at locations where the potential energy does not
exceed 275 [J] (i.e. 28 [kgf m]). The weight of the
anode is to be taken as the weight at the time of
fitting, in cluding any inserts and fitting devices. 2.4.2 The height of the anode is, in general, to be
measured from the bottom of the tank to the centre of
the anode. Where the anode is located on or closely
above a horizontal surface (such as a bulkhead
girder) no t less than 1 [m] wide, provided with an
upstanding flange or face plate projecting not less
than 75 [mm] above the horizontal surface, the height
of the anode may be measured above that surface.
2.4.3 Aluminium anodes are not to be located under
tank hatc hes or tank cleaning openings unless
protected by adjacent structure.
2.4.4 Magnesium or magnesium alloy anodes are
permitted only in tanks intended solely for water
ballast.
2.5 Corrosion protection coatings for salt water
ballast spaces
2.5.1 In case of ships which normally carry salt water
for ballast purposes, all ballast spaces, having
boundaries formed by the hull envelope, are to have a
suitable corrosion protection coating applied in
accordance with the manufacturer's requirements.
Section 3
Deck Covering
3.1 General
3.1.1 Where plated decks are sheathed with wood or
an approved composition, reductions in plate
thickness may be allowed.
3.1.2 The steel deck is to be coated with a suitable
material in order to prevent corrosive action, and the
sheathing or composition is to be effectively secured
to the deck.
3.1.3 Deck coverings in the following positions are to
be of a type which will not readily ignite where used
on decks :
a) formi ng the crown of machinery or cargo spaces
within accommodation spaces of cargo ships
b) within accommodation spaces, control stations,
stairways and corridors of passenger ships.
Chapter 3
Principles for Scantlings and Structural Details
Contents
Section
1 General
2 Corrosion Additions
3 Plating
4 Stiffeners and Girders
5 End Attachments
6 Buckling
Section 1
General
1.1 Application
1.1.1 Scantlings of various platings, stiffeners and
girders to meet the local strength requirements are to
be determined in accordance with the general
principles given in this Chapter.
The design values of loads are given in chapters
relevant to the structures under consideration.
1.1.2 Scantlings of hull members contributing to the
longitudinal strength are also to comply with the
requirements of Ch.4.
1.1.3 Scantlings of hull members subjected to
compressive stresses are also to comply with the
requirements of Sec.6.
1.2 Symbols
p = design pressure [kN/m2] as given in the relevant
chapters calculated at the loadpoint as given below:
Loadpoint for plates:
midpoint of horizontally stiffened plate field
half the stiffener spacing above the lower support
of vertically stiffened plate field, or at the lower
edge of plate when the thickness is changed
within the plate field.
Loadpoint for stiffeners:
midpoint of span.
Loadpoint for girders
midpoint of load area supported by the girder.
s = stiffener spacing [mm], measured along the
plating. l = span of the stiffener, [m], in accordance with
4.1.1.
r = radius of curvature [mm].
S = span of the girder [m], in accordance with 4.1.2.
b = mean breadth [m], of the load area supported by
the girder.
hw = height of web, [mm].
bf = width of flange, [mm].
= allowable bending stress, [N/mm2] as given in
the relevant Chapters.
y = minimum yield stress of material, [N/mm2], may
be taken as 235 [N/mm2] for normal strength steel.
k = material factor as defined in Ch.2, Sec.1.2.
E = modulus of elasticity, 2.06 x 105 [N/mm2] for
steel.
1.3 Frame spacing
1.3.1 The normal frame spacing between aft peak and
0.2L from F.P. may be taken as:
450 + 2L [mm] for transverse framing
550 + 2L [mm] for longitudinal framing.
1.3.2 In aft peak and fore peak the frame spacing is
not to exceed 600 [mm] or that given in 1.3.1,
whichever is less.
1.3.3 Where the actual frame spacing is higher than
that mentioned above, the minimum thicknesses of
various structural members as given in the
requirements may require to be increased.
Section 2
Corrosion Additions
2.1 General
2.1.1 The thickness of plates, stiffeners and girders in
tanks for water ballast and/or cargo oil and in holds
of dry bulk cargo carriers is to be increased by a
corrosion addition 't c' as given in
Table 2.1.1. 2.1.2 The required corrosion addition 'Z c' to the
section modulus of stiffeners and girders due to the
thickness addition 't c' mentioned above may be
approximated as:
] [cm1000)h0.3 (bhtZ3 w f w c
c
Table 2.1.1 : Corrosion addition t c [mm]
Item Space Category tc
Internal members within and plate
boundary between spaces of the
given category Ballast tank 1.5 1)
Cargo oil tank 1.5
Hold of dry bulk cargo carriers 2
Plate boundary between the two
given space categories Ballast tank/Cargo oil tank 1.5 1)
Ballast tank/Hold of dry bulk cargo
carrier 2
Ballast tank/Other category space 1.0
Cargo oil tank/Other category space 1.0
Hold of dry bulk cargo carrier/Other
category space 1.0
Notes:
1) Where the relevant ballast or liquid cargo tanks extend upto the exposed weather deck the minimum corrosion
addition in the region extending upto 1.5 [m] below the weather deck corrosion addition is to be increased by
0.5 [mm].
2) Other category space denotes the hull exterior and all spaces other than water ballast and cargo oil tanks and
holds of dry b ulk cargo carriers.
Section 3
Plating
3.1 General
3.1.1 Minimum requirements of thickness of various
platings are given in relevant chapters.
3.1.2 The thickness 't' of plating subjected to lateral
pressure is not to be less than
[mm]t 10xps15.8tc3
3.1.3 Any tapering of thickness of platings
contributing to the longitudinal strength is to be
based upon linear variation of stress s allowed at
specified regions.
Section 4
Stiffeners and Girders
4.1 Determination of span
4.1.1 For stiffeners, the span 'l' [m] is to be taken as
the length of the stiffener between the two supporting members less the depth of stiffener on crossing panel
if any. Where brackets larger than t hose required in
5.1.2 are fitted, the span may be determined as shown
in Fig.4.1.1.
For curved stiffeners, 'l' may be based on the chord
length.
4.1.2 For girders, the span 'S' [m] is to be taken as the
length of the girder between the two supporting
memb ers, less the web height of in -plane girder if
any, and the correction for bracket 'b c', as shown in
Fig.4.1.2.
4.2 Effective width of attached plating
4.2.1 The area of the attached plating, to be used in
the calculation of sectional properties of the sti ffeners
and girders, is to be taken as the cross -sectional area
within the effective width of the attached plating. 4.2.2 The effective width of plating attached to a
stiffener may be taken as the mean of spacings on
either side of the stiffener.
4.2.3 The effective width of plating attached to a
girder, 'b e' is to be taken as per the following:
be = c . b
where,
c = c 1, for girders with uniformly distributed loads or
with six or more evenly spaced point loads
= c 2, for girders with three or less evenly spa ced
point loads.
Table 4.2.3 : Values of "c"
a/b 0.5 1.0 2.0 3.0 4.0 5.0 6.0 7.0
c1 0.19 0.38 0.67 0.84 0.93 0.97 0.99 1.00
c2 0.11 0.22 0.40 0.52 0.65 0.73 0.78 0.80
For intermediate values of a/b and number of point
loads, values of 'c' may be obtained by interpolation.
a = span of the girder, for simply supported girders,
[m].
= 60 per cent of span of the girder, for girders fixed
at both ends, [m].
4.2.4 In case of girders on corrugated bulkhea ds
which run across the corrugations, the effective width
of attached plating is to be taken as 10% of that
obtained from 4.2.3.
4.2.5 The effective cross sectional area of the
attached plating is no t to be less than that of the face
plate.
4.3 Scantlings of stiffeners
4.3.1 The section modulus 'Z' of stiffeners subjected
to lateral pressure is not to be less than:
] [cmZml.p.sZ3
c2
where,
m = bending moment factor depending on the
arrangement at the supports and variation of lateral
pressure as given in the relevant chapters. Where not
stated, the `m' value may generally be taken as:
= 12 for continuous longitudinal stiffeners
= 10 for transverse, vertical and non -continuous
longitudinal stiffe ners fixed at both ends.
= 8 for stiffeners simply supported at both ends.
4.3.2 Where stiffeners are not perpendicular to the
plating, the section modulus as obtained from 4.3.1 is
to be increased by the factor (1/cos ), being the
angle between the sti ffener web
and the plane perpendicular to the plating.
4.4 Scantlings of girders
4.4.1 The scantlings of simple girders subjected to
lateral pressure which can be considered as conforming to the general beam theory are to satisfy
the requirement given in 4.4.2.
4.4.2 The section modulus 'Z' of girders subjected to
lateral pressure is not to be less than:
] [cmZm10..Sp.bZ3
c3 2
where,
m = bending moment factor depending upon the
arrangement at supports and variation of lateral
pressure as given in the relev ant chapters. Where not
stated, the 'm' value may generally be taken as 12 for
continuous longitudinal girders and 10 for all other
girders.
4.4.3 Where openings are cut in the girder web, they
are to be away from the girder ends and scallops for
stiffener s; with their centre located as near to the
neutral axis of the girder as practicable. Openings of
depth exceeding 25% of the girder depth or 300
[mm] and, of length exceeding the depth of the girder
or 60% of the secondary stiffener spacing, are to be
reinforced all around at the edge; or alternatively by
providing horizontal and vertical stiffeners.
4.4.4 Girders are to be provided with adequate lateral
stability by tripping brackets fitted generally at every
fourth stiffener. Tripping brackets are also t o be fitted
at the toes of end brackets and in way of concentrated
loads such as heels of pillars or cross ties.
Section 5
End Attachments
5.1 End attachments of stiffeners
5.1.1 Continuity of all stiffeners pa rticipating in
longitudinal strength is to be maintained over
transverse members within 0.5L amidships.
Longitudinals abutting at transverse members may be
accepted provided the brackets connecting the ends
of the longitudinals are of adequate size and are
either continuous or properly aligned.
5.1.2 Scantlings of brackets fitted on stiffeners not
participating in the longitudinal strength are not to be
less than the following:
The arm lengths, 'a and b' (See Fig.4.1.1) are to
be such that:
i) a, b 0.8 l b
and
ii) a+b 2.0 l b.
where,
lb = 24 Z + 75 [mm]
Thickness of unflanged bracket is to be not less
than:
t = (4.0 + 0.3 Z) + t c [mm]
Thickness of flanged bracket is to be not less
than:
t = (3.0 + 0.25 Z) + t c [mm]
Width of flange, w 40 + Z/25 [mm], but not to
be less than 50 [mm]. where,
Z is the section modulus [cm3], of the smaller
stiffener, being connected.
5.2 End attachments of girders
5.2.1 The end attachments and supporting structure
of the girders are to provide adequate res istance
against rotation and displacement of the joint and
effective distribution of the load from the member.
Supporting members to which the girders are being
connected, may require additional strengthening to
provide adequate stiffness to resist rotatio n of the
joint. Where the end attachment provides only a low
degree of restraint against rotation, the girder is
generally to be extended beyond the point of support
by at least two frame spaces before being gradually
tapered.
Connections between girders f orming a ring system
are to be such as to minimize stress concentrations at
the junctions Integral brackets are generally to be
radiused or well rounded at the toes.
Where the face plate of the girder is not continuous
over the bracket, the free edge of th e bracket is to be
stiffened and the face plate of the girder is to be
extended well beyond the toe of the bracket.
5.2.2 The thickness 't' of brackets on girder is not to
be less than that of the girder web.
The arm length 'a' including the depth of girde r is not
to be less than:
a = 83
(Z/t) [mm];
where,
Z = the section modulus [cm3], of the girder to which
the bracket is connected.
The cross sectional area 'A f' of the face plate on the
girder bracket is not to be less than: Af = 0.001 l f t [cm2]
where, l f is the length [mm], of the free edge of the
bracket.
Additional stiffeners parallel to the bracket face plate
are to be fitted on webs of large brackets. The arm
length of an unstiffened triangular end panel of
bracket is generally not to exceed 100 t [mm].
Section 6
Buckling
6.1 General
6.1.1 The critical buckling stress ' cr' of plate panels
and other members subjected to compressive loads is
to be such that:
c
cr
where,
c = applied compressive stress
= 1.0 for deck, longitudinally stiffened side shell
and single bottom plating
= 0.9 for bottom, inner bottom plating in double
bottom and transversely stiffened side shell plating
/il10.7
m
(need not be taken smaller than 0.3);
for axially loaded members such as pillars, cross -
ties, panting beams etc., in general. - to be
reduced by 15 per cent where the loads are
primarily dynamic in nature.
for 'l m' and 'i' See 6.2.2.
6.1.2 The critical compressive buckling stress 'cr'
determined as follows is not to be less than the
maximum compressive stress developed in the
members under consideration.
cr = E when E 0.5 y
y E
Ey
y 5.0 when41
where,
E = ideal elastic buckling stress as per Sec.6.2.
6.2 Ideal elastic buckling stress
6.2.1 The E value for platings may be taken as:
] N/mm[ / 9.02 2
E sttEKc
where,
1.18.4K
for plating with stiffeners in the direction of the
compressive stress
1.11.2
x 1000s1C22
l
for platings with stiffeners in the direction
perpendicular to the compressive stress
= ratio between the smaller and the larger values of
the compressive stress assuming a linear variation
(See Fig.6.2.1)
C = 1.30 when plating is stiffened by floors or deep
girders
= 1.21 when stiffeners are angles or T sections
= 1.10 when stiffeners are bulb flats
= 1.05 when stiffeners are flat bars
s = shorter side of plate panel, [mm]
l = longer side of plate panel, [m]
6.2.2 The value for axially loaded members
may be taken as:
E = 0.001 C E (i/l m)2 [N/mm2]
C = 1.0 for both ends hinged
= 2.0 for one end fixed
= 4.0 for both ends fixed
i = radius of gyration of the member, [cm].
=
/a)(
I = moment of inertia of the member, [cm4],
about the axis perpendicular to the direction of
buckling being considered
a = cross sectional area of the member, [cm2]
lm = length of the member, [m].
Where end connections of a member are
different with respect to the two principal axes,
E is to be found out for both cases using
appropriate values of 'C' and 'I'.
Chapter 4
Longitudinal Strength
Contents
Section
1 General
2 Vertical Bending Moments
3 Hull Section Modules and Moment of Inertia
4 Openings in Longitudinal Strength Members
Section 1
General
1.1 Application
1.1.1 Scantlings of hull members contributing to
longitudinal strength are to comply with the
requirements given in this Chapter. These members
are also to comply with the requirements of buckling
strength given in Ch.3, Sec.6 and of local strength
given in relevant chapters.
1.1.2 Still water bending moments are to be
calculated for all ships with unusual or non -uniform
weight or cargo distribution and for other ships of
L 60 m.
Such ships are to be provided with an approved
loading manual which describes the loading
cond itions on which the design is based and also
gives the values of still water bending moments and
permissible limits. 1.2 Symbols
L, B, T, k as defined in Ch.1, Sec.2.
In = moment of inertia of hull girder, [cm4], about the
transverse neutral axis at the s ection under
consideration.
Zn = vertical distance [m] of the horizontal neutral
axis above base line.
Ms = design still water bending moment [kN -m] as
given in 2.1.2.
Mw = rule wave bending moment [kN -m] as given in
2.2.1.
Section 2
Vertical Bending Moments
2.1 Still water bending moment
2.1.1 Still water bending moments are to be
calculated for the following loading conditions as a
minimum:
a) Fully loaded condition with design cargo
distribution(s)
b) Light condi tion with full consumables, stores,
crew and ballast, if any.
In addition other loading conditions which may be
more onerous, e.g. intermediate conditions of special
loading or discharging sequences, are to be
investigated.
2.1.2 The design value of still water bending moment
Ms at 0.4L amidships is to be taken as the greater of
the following:
a) The maximum of sagging or hogging still water
bending moments obtained for the loading
conditions specified in Sec.2.1.1, and
b) 0.375 L2B [kN -m]
At locations outside 0. 4L amidships the design value
of still water bending moment Ms may be linerally
reduced to zero at perpendiculars. 2.2 Wave load conditions
2.2.1 The rule vertical wave bending moment M w for
0.4L amidships is to be taken as
m] [kNBLC M2
w
where,
C = coefficient as per Table 2.2.1.
Table 2.2.1
Zone Coefficient C
1 0.30 for L 20 m
0.3 + 0.005 (L -20) for 20 < L < 60
0.5 for L 60 m
2 0.3
3 0.15
At locations outside 0.4L amidships, the value of rule
wave bending moment Mw is to be linerally reduced
to zero at perpendiculars.
Section 3
Hull Section Modulus and Moment of Inertia
3.1 Calculation of section properties
3.1.1 When calculating the moment of inertia and
section moduli, the net sectional area (after deduction
for openings) of all continuous longitudinal strength
members is to be taken into account. Small isolated
lightening holes in girders need not be deducted.
Superstructures not forming strength deck (See Ch.1,
Sec.2.2), deckh ouses, bulwarks and non -continuous
longitudinal hatch coamings are not to be included in
the above calculations.
In case of ships with continuous trunks or
longitudinal hatch coamings, their net sectional area
may be included in the calculations provided t hey are
effectively supported by longitudinal bulkheads or
deep girders. The section modulus at deck however,
is then to be calculated as given in 3.1.3.
3.1.2 The main strength members included in the
calculation of hull moment of inertia and section
modu lus are to extend continuously through the
cargo region and sufficiently far towards the ends of
the ship. Longitudinal bulkheads are to terminate at
effective transverse bulkheads and large transition
brackets are to be fitted in line with the longitudina l
bulkheads.
3.1.3 The midship section modulus 'Z' at deck or
bottom about the transverse neutral axis is to be
obtained as follows:
Z = I n / (100.z) [cm3]
where,
z = the vertical distance [m] from the horizontal
neutral axis upto the strength deck at s ide or the base
line, as relevant.
However, in case of ships where continuous trunks or
longitudinal hatch coamings are to be included in the
section modulus calculation as per Sec.3.1.1, the
distance z for calculation of modulus at deck is to be
taken as the greater of the following:
z = z as above
z = z n [0.9 + 0.2 y/B]
where,
zn = the vertical distance from the horizontal neutral
axis to top of continuous strength number.
y = athwartship distance from the centreline of the
ship to the side of the strengt h member.
zn and y are to be measured to the point giving the
largest value of z. 3.2 Extent of high tensile steel
3.2.1 Where high tensile steels are used in the main
hull structure in order to reduce the section modulus
requirement, the vertical and lon gitudinal extent of
its use is to be such that adjacent structure made of
ordinary hull structural steel is not stressed beyond
the stress level permissible for ordinary steel.
3.3 Section modulus requirement
3.3.1 At any transverse section, the hull secti on
modulus Z, about the transverse neutral axis for the
still water bending moments M s given in 2.1 and
wave bending moments M w given in 2.2, is not to be
less than:
] [cm 10xM MZ3 3 w s
L
where,
L = 175/k [N/mm2] within 0.4L amidships
= 125/k [N/mm2] within 0.1L from A.P. and F.P.
Between the specified regions L is to be obtained by
linear interpolation.
3.3.2 Scantlings of all continuous longitudinal
members of hull girder based on the section modulus
requirement in 3.3.1 are to be maintained within 0.4L
amidships.
In the region outside 0.4L amidships, the scantlings
are to be gradually tapered to the local requirements
at ends.
3.4 Moment of inertia requirement
3.4.1 The moment of inertia I n of the hull section
about the transverse neutral axis, at m idship, is not to
be less than:
In = 3 L . Z [cm4]
where,
Z = Hull section modulus amidships as required by
3.3.1.
Section 4
Openings in Longitudinal Strength Members
4.1 Locations
4.1.1 As far as practicable, openings are to be
avoided in the keel plate and in the bilge plate within
0.6L amidships.
4.1.2 Openings in the strength deck within 0.6L
amidships are as far as practicable to be located
inside the line of large hatch openin gs. Necessary
openings outside this line are to be kept well clear of
the ship's side and hatch corners.
4.1.3 Small openings are generally to be kept well
clear of other openings in the longitudinal strength
members.
4.2 Reinforcements
4.2.1 All openings are to be adequately framed and
arrangements in way of corners and openings are to
be such as to maintain structural continuity and
minimize the creation of stress concentrations.
Corners of hatchways are to be reinforced as given in
Ch.8, Sec.2. Smaller o penings in the strength deck
and outer bottom within 0.6L amidships are to be
reinforced as given in 4.2.2 to 4.2.5 below. The area
of these reinforcements is not to be included in the
sectional areas used in the section modulus
calculation.
4.2.2 Circular openings with diameter equal to or
greater than 0.325 [m] are to have edge
reinforcement having sectional area A not to less
than:
A = 2.5 b.t. [cm2]
where,
b = diameter of the opening [m]
t = thickness of the plating [mm].
4.2.3 Elliptical openings are to have their major axis
in the fore and aft direction. Where the ratio of the
major axis to minor axis is less than 2, the openings
are to be reinforced as given in 4.2.2 taking b as the
breadth of the opening (minor axis).
4.2.4 Rectangular openings are to have their corners
well rounded. Where corners are of circular shape the
radius is not to be less than 20 per cent of the breadth
of the opening and the edges are to be reinforced as
given in 4.2.2 taking b as the breadth of the opening.
Where corners a re of elliptical shape as given in 4.2.3
or of streamlined shape as given in 4.3, the
reinforcement will generally not be required provided
that the transverse extension of the curvature, a,
shown in Fig. 4.3.2 is not less than:
a = 0.15b [m]
4.2.5 Openi ngs in side shell subjected to large shear
stresses are to be of circular shape and are to be reinforced as given in 4.2.2 irrespective of the size of
opening.
4.3 Hatchway corners
4.3.1 Where corners are of circular shape, the radius r
within 0.6L amidshi ps is not to be less than
r = 0.05 b [m], minimum 0.3 [m]
where,
b = breadth of the hatchway [m]
4.3.2 Where corners are of streamlined shape, as
given by Fig. 4.3.2, the transverse extension of the
curvature, a, is not to be less than
a = 0.05 b [m], mini mum 0.3 [m]
Ordinates of steamlined corner
Point Abscissa, x Ordinate, y
1 1.793a 0.0
2 1.381a 0.002a
3 0.987a 0.021a
4 0.802a 0.044a
5 0.631a 0.079a
6 0.467a 0.131a
7 0.339a 0.201a
8 0.224a 0.293a
9 0.132a 0.408a
10 0.065a 0.548a
11 0.022a 0.712a
12 0.002a 0.899a
13 0.0 1.000a
Fig.4.3.2 : Streamlined deck corner
Chapter 5
Bar Keel, Stem and Sternframes
Contents
Section
1 General
2 Bar Keel
3 Stem
4 Stern Frames
Section 1
General
1.1 Scope
1.1.1 This chapter provides requirements for bar keel,
bar stem, stern frames and shaft brackets.
1.2 Material
1.2.1 All steel plates and sections, castings and
forgings used in the constructions are to be tested and
approved in accordance with the requirements of
Ch.3, Ch.4 and Ch.5 of Annex 1. Material grades for
plates and sections are to be selected as per Ch.2. 1.2.2 Bar keels and stems may either be steel castings
or forgings or rolled plates or bars.
1.2.3 Sternframes, rudder horns and shaft brackets
may be constructed of cast or forged steel or may be
fabricated from plates.
1.3 Symbols
1.3.1 L, T as defined in Ch.1, Sec.2.
Section 2
Bar Keel
2.1 Scantlings
2.1.1 The scantlings of bar keel are not to be less than
:
Depth = 75 + 0.75 L [mm] Thickness = 10 + 0.4 L [mm]
Minor deviations from the above values may be
accepted provided the required sectional area is
maintained.
Section 3
Stem
3.1 Bar stem
3.1.1 The cross sectional area 'A' of a bar stem,
below the summer load waterline, is not to be less
than
A = 0.6L [cm2]; or 12 [cm2]
- whichever is greater.
3.2 Plate stem
3.2.1 The thickness 't' of the plate stem below the
summer load waterline is not to be less than: t = ( 0.08 L + 5.0 ) [mm]
3.2.2 The thickness of the plate stem may be
gradually reduced to that of the side shell at the stem
head.
3.2.3 The plate stems are to be supported by
horizontal diaphragms spaced not more than 1.0 [m]
apart. Where the stem plate radius is large, a
centreline stiffener or web is to be provided.
Section 4
Stern Frames
4.1 General
4.1.1 Sternframes, shaft brackets etc. are to be
designed such that they are effectively integrated into
the ship's structure. 4.1.2 In castin gs, sudden changes of section or
possible constrictions to the flow of metal during
castings are to be avoided. All fillets are to have
adequate radii, which in general should not be less
than 50 to 75 [mm], depending on the size of the
casting.
4.1.3 Fabr icated and cast steel sternframes are to be
strengthened at intervals by webs spaced not more
than 700 [mm] apart. In way of the upper part of the
sternframe arch, these webs are to line up with the
floors.
4.1.4 Rudder posts and propeller posts are to be
connected to floors of increased thickness.
4.1.5 It is recommended that the after body of the
ship be so shaped as to ensure adequate flow of water
to the propeller so as to prevent uneven formation of
eddies, as far as possible.
4.2 Sternframes
4.2.1 The scantlings of the propeller posts are not to
be less than the following: Forged propeller posts (see Fig. 4.2.1 (a))
A = (8 + 0.4L) T [cm2] for L < 60 [m]
= 32 T [cm2] for L > 60 [m]
Fabricated propeller posts (see Fig. 4.2.1 (b))
l = 150 T [mm]
w = 100 T [mm]
r = 18 T [mm]
t1 = 11 T [mm]
tw = 5 T [mm]
Cast steel propeller posts ( see Fig. 4.2.1 (c))
l = 125 T [mm]
w = 85 T [mm]
r = 20 T [mm]
t1 = 12 T [mm]
t2 = 14 T [mm]
tw = 7 T [mm].
Where the sections adopted differ from the above, the
section modulus about the longitudinal axis is to be
equivalent to that with the Rule scantlings.
On sternframes without solepieces, the modulus of
the propeller post, about the longitudinal axis, may
be gradually reduced by 15 per cent below the
propeller boss, provided the thicknesses are
maintained as above.
4.2.2 The wall thickness of the boss 't b' in the
propeller post is not to be less than :
tb = 0.25 d ts + 12 [mm]
where,
dts = Rule diameter of tail shaft, [mm]. In fabricated stern frames the connection of the
propeller post to the boss is to be by full penetration
welds.
4.3 Sole piece
4.3.1 The section modulus 'ZT' of the sole piece
against transverse bending is not to be less than
] [cmbxFc
901Z3 r
T
where,
Fr = Rudder force [N] as defined in Pt.3, Ch.12, Sec.
x = distance of the cross section under consideration
from the centre line of rudder stock, [m]. 'x' is not to
be taken as less than a/2.
a, b, c = as shown in Figures 4.3.1 (a) and (b) [m].
The above requirement of Z T is to be increased by 15
per cent for cast steel solepieces.
4.3.2 The section modulus 'Z v' of the sole piece
against vertical bending is not to be less than :
] [cm2ZZ3 T
v
4.3.3 The se ctional area of sole piece is not to be less
than:
] [cmbF.c.54001A2 r
s
4.3.4 The sole piece is to extend at least two frame
spaces forward of the forward edge of the propeller
boss and beyond this, the cross section of the
extension is to be gradually r educed to that necessary
for an efficient connection to the keel plate.
Fabricated solepieces are to have adequate internal
stiffening.
4.4 Shaft brackets
4.4.1 Where the propeller shafting is exposed to the
sea for some distance clear of the main hull, it is
generally to be supported adjacent to the propeller by
independent brackets having two arms. It is
recommended that the angle included between the
arms differs from the angle included between the
propeller blades. In very small ships the use of single
arm brackets will be considered.
4.4.2 Fabricated brackets are to be designed to avoid
or reduce the effects of hard spots and ensure a
satisfactory connection to the hull structure. The
connection of the arms to the bearing boss is to be by
full penetrati on welding.
4.4.3 Generally, bracket arms are to be carried
through the shell plating and attached to floors or
girders of increased thickness. The shell plating in
way of shaft brackets is to be increased in thickness
to a minimum of 1.5 times the Rule bo ttom shell
plating thickness amidships. The connection of the bracket arms to the shell
plating is to be by full penetration welding.
4.4.4 The scantlings of solid or built -up shaft
brackets are to comply with the following:
t = 0.4 d ts [mm]
A = 4.5 d ts2 . 10-3 [cm2]
ZT = 30 d ts3 . 10-6 [cm3]
where,
t = thickness of the bracket arms
A = cross sectional area of the bracket arms
ZT = Section modulus of the bracket arms against
transverse bending
Chapter 6
Bottom Structure
Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Bottom and Inner Bottom Plating
5 Single Bottom
6 Double Bottom
7 Engine Seatings
Section 1
General
1.1 Scope
1.1.1 The scantlings and arrangement of bottom
structure as defined in Ch.1, Sec.2 are to comply with
the requirements given in this Chapter.
1.2 Symbols
L,B,T,C b,k as defined in Ch.1, Sec.2.
s = spacing of stiffeners, [mm]
l = span of stiffeners, [m]
b = spacing of girders, [m]
S = span of girders, [m] tc, Z c are corrosion additions to the thickness and
section modulus respectively, as given in Ch.3,
Sec.2.1.
BR
BZZf
where,
ZR = Rule midship section modulus [cm3] as required
by Ch.4.
ZB = Actual midship section modulus [cm3] provided
at bottom.
Section 2
Structural Arra ngement and Details
2.1 General
2.1.1 Depth of wells constructed in the double
bottom, in connection with the drainage arrangement
of holds, is to be kept in the minimum.
2.1.2 The continuity of the bottom, bilge and inner
bottom longitudinals is to be maintained in
accordance with Ch.3, Sec.5.1.1.
2.1.3 The bilge keel and the ground bar to which it is
attached, are to be gradually tapered at ends and
arranged to finish in way of suitable internal
stiffening.
Butt welds in the bilge keel and the ground bar are to
be well clear of each other and those in the shell
plating.
2.1.4 The weld connections are to comply with the
requirements of Ch.16.
2.2 Access, ventilation and drainage
2.2.1 Adequate access is to be provided to all pa rts of
the double bottom. Where the vertical dimension of the lightening hole exceeds 50 percent of the web
height adequate reinforcements are to be provided.
The diameter of lightening holes in the bracket floors
is not to exceed 1/3 of the breadth of the brackets.
Lightening holes or manholes are normally not to be
cut in floors or girders towards their ends and under
large pillars or supporting structures. Manholes in
innerbottom are to have reinforcement rings, and the
man hole covers in the inner botto m plating in cargo
holds are to be effectively protected. The edges of all
holes are to be smooth.
2.2.2 To ensure the free passage of air and water
from all parts of the tanks to air pipes and suctions,
air and drain holes are to be provided in all non -
watertight members. The air holes are to be placed as
near to the inner bottom as possible and their total
area is to be greater than the area of the filling pipes.
The drain holes are to be placed as near to the bottom
as possible.
2.2.3 The access opening to pipe tunnel is to be
visible above the floor plates and is to be fitted with a
rigid watertight closing device. A notice board
stating that the access opening to the pipe tunnel is to
be kept closed, is to be fitted near the opening. The opening is to b e regarded as an opening in watertight
bulkhead.
Section 3
Design Loads
3.1 Bottom shell
3.1.1 The design pressure 'p' [kN/m2] on outer bottom
is to be taken as
p = 10 T 1 [kN/m2]
T1 to be obtained from Table 3 .1.1.
Table 3.1.1 : Values of T 1
Zone T1
1 T+1.0 [m] for L > 60 [m]
T+0.6 [m] for L < 20 [m]
2 T+0.6 [m]
3 T+0.3 [m]
For intermediate values of L in Zone 1, T 1 to be
linearly interpolated
In way of tanks, the design pressure is not to be taken
less than internal pressure 'p' given in 3.2.1.
3.2 Watertight floors and girders
3.2.1 The design pressure 'p' on watertight floors and
girders in double bottom tanks is to be taken as the
greater of:
p = 6.7 h p [kN/m2]
p = 10 (h s + 1) [kN/m2]
where,
hp = vertical distance [m], from the load point to the
top of air pipe.
hs = vertical distance [m], from the load point to top
of the tank.
3.3 Inner bottom
3.3.1 The design pressure 'p' on the inner bottom is to
be taken as the greater of that given in 3 .2.1 and the
following:
In way of cargo holds, the design pressure 'p' is not to
be taken as less than:
p = 12.5 H [kN/m2]
where,
= cargo density [t/m3] normally not to be taken as
less than 0.7 [t/m3]
H = height [m], to deck or top of hatchway coamin g.
Section 4
Bottom and Inner Bottom Plating
4.1 Keel plate
4.1.1 The width of the plate keel is not to be less than
(400+10L) [mm]. The thickness is to be 1 [mm]
greater than that required for the adjacent bottom
plating.
4.2 Bottom, bilge and inner bottom plating
4.2.1 The thickness of the bottom and inner bottom
plating is to be not less than:
- for bottom plating
t = (t o+0.04L) k + t c [mm]
- for inner bottom plating.
t = (t o+0.03L) k + t c [mm] but not less than 6.0
[mm]
where,
to = 4.0 [mm], in general.
= 6.0 [mm], for inner bottom plating where ceiling is
not fitted. = 4.0 [mm] for inner bottom plating where wooden
ceiling of 50 [mm] thickness is fitted.
4.2.2 The bottom, bilge and innerbottom plating is
also to comply with the requirements of buckling
strength given in Ch.3, Sec.6.
4.2.3 For ships discharged by grabs and where no
ceiling is fitted, the plating thickness 't' of the inner
bottom and exposed parts of sloping bulkheads is not
to be less than:
𝑡1=0.62√𝑠.𝑘(𝑀𝐺𝑅𝐴𝐵
20)0.25
+𝑡𝑐 [𝑚𝑚 ]
s = spacing of stiffeners [mm]
MGRAB = Mass of unladen grab [t]; M GRAB is not to be
taken less than 7 tonnes
4.2.4 Where the inner bottom is subjected to wheel
loads from cargo handling vehicles, the scantlings a re
also to comply with the requirements given in Ch.8,
Sec.6.
Section 5
Single Bottom
5.1 Transverse framing
5.1.1 Plate floors of following scantlings are to be
fitted at every frame
depth at centreline d = 40 B [mm] in general
thickness of web, t = d/100 + 2.5 [mm]
Section modulus
Z = 0.006 s.l f2 . T1 [cm3] in cargo holds
= 0.0072 s.l f2 . T 1 [cm3] in machinery and other
spaces
where,
lf = span of floor, measured on the top of floor plate
from side to side
= longitudinal bulkheads are provided the span, l f not
to be taken less than 0.4B.
T1 is as defined in 3.1.1.
The thickness of face plate is not to be less than 1/15
of the face width.
The top of floors, in general, is to be level from side
to side. However, in ships having considerable rise of
floor, the depth of web at 10 per cent of the span
from ends, is not to be less than half the depth at
centreline.
If the height of floors betwee n engine girders is
reduced in way of crankcase, the face plate area is to
be suitably increased, however the reduced height is
normally not to be less than 2/3 of 'd' as given above.
5.1.2 On all ships one centre girder is to be fitted and
in addition sid e girders are to be fitted such that the
spacing of girders does not exceed 3.0 [m]. The
girders are to extend as far forward and aft as
practicable and where they are cut at transverse
bulkheads the longitudinal continuity is to be
maintained. Where the b ottom structure changes into
a double bottom structure, the bottom girders are to
extend at least 3 frame spaces into double bottom
structures.
The scantlings of the centre girders and side girders
are to be not less than that of the floors.
The thickness of face plates is not to be less than 1/15
of the face width.
5.1.3 In the after peak of single screw ships, the
height of the floors is to be increased such that their
upper edge is well above the stern tube.
5.1.4 Where single bottom in the cargo region is
stiffened by transverse frames supported by longitudinal girders, the scantlings of the frames and
longitudinal girders are to be determined in
accordance with 6.2.3 and 5.2.3, 5.2.4 respectively.
5.2 Longitudinal framing
5.2.1 The spacing of bottom tra nsverses is normally
not to exceed 3.0 [m]. The bottom transverses are to
be supported by primary girders or longitudinal
bulkheads. Where the design does not incorporate a
centreline bulkhead, at least a docking girder is to be
provided. The scantlings of simple girders and
transverses are to be obtained in accordance with
5.2.3. The scantlings of a complex girder system are
to be based on a direct stress analysis.
5.2.2 The section modulus 'Z' of the bottom
longitudinals is not to be less than:
] [cmZσ12lpsZ3
c2
where,
p = applicable design pressure [kN/m2], as given in
3.1.1.
= (215 - 140 f B)/k, max.160/k [N/mm2]
within 0.4L amidships
= 160/k [N/mm2] within 0.1L from ends.
Elsewhere may be obtained by linear interpolation.
5.2.3 The section modulus 'Z' of bottom girders is not
to be less than:
] [cmZmpb10Z3
c2 3
S
where,
m = 10 in general
p = applicable design pressure [kN/m2], as given in
3.1.1.
= (190 - 130 f B)/k, max160/k [N/mm2]
for continuous longitudinal girders within
0.4L amidship s.
= 160/k [N/mm2]
for longitudinal girder within 0.1L from
ends and for transverse girders in general.
Elsewhere may be obtained by linear interpolation.
5.2.4 Tripping brackets are to be fitted in accordance
with the requirements given in Ch.3, Sec.4.4 .4.
Section 6
Double Bottom
6.1 General
6.1.1 Where double bottom spaces are used as tanks,
the centre girder is to be watertight unless the double
bottom is divided by watertight side girders or the
tanks are narrow.
The depth 'd' of the centre girder is not to be less
than:
d = 250 + 20B + 50T [mm],
with a minimum of 650 [mm].
In case of ships with considerable rise of floors the
depth 'd' may have to be increased.
6.1.2 The thickness 't' of the bott om girders and
floors is not to be less than
t = (0.007d + 3) k [mm].
6.1.3 The section modulus 'Z' of the stiffeners on
girders and floors forming boundaries of double
bottom tanks is not to be less than:
] [cmZ10lpsZ3
c2
where,
p = design pressu re [kN/m2], as given in 3.2.1;
= (210 - 130 f B)/k, max. 160/k [N/mm2]
for longitudinal stiffeners within 0.4L amidships
= 160/k [N/mm2]
for longitudinal stiffeners within 0.1L from ends and
for transverse or vertical stiffeners in general.
Between the regions specified above for
longitudinal stiffeners may be obtained by linear
interpolation.
Longitudinal stiffeners are to have end connections,
other stiffeners may be sniped at ends provided the
section modulus Z is increased by 40 per cen t.
6.1.4 The longitudinal girders are to be satisfactorily
stiffened against buckling in accordance with the
requirements given in Ch.3, Sec.6.
6.2 Transverse framing
6.2.1 The side girders are normally to be fitted at a
spacing not exceeding 4.0 [m] and are to be extended
as far forward and aft as practicable. The girders are
to be stiffened at every bracket floor by a vertical
stiffener of depth same as that of reverse frame and
thickness that of the girder.
6.2.2 Plate floors are to be fitted under bulk heads,
pillars, thrust seating, boiler bearers and in way of
change of depth of double bottom. In engine room,
plate floors are to be fitted at every frame. Elsewhere
plate floors are to be fitted at least every fifth frame,
the spacing not exceeding 3.0 [ m]. 6.2.3 Where bracket floors are fitted the section
modulus 'Z' of the bottom frames and reverse frames
is not to be less than:
] [cmZ 01x1.6klpsZ3
c32
where,
p = applicable design pressure [kN/m2], as given in
3.1.1 and 3.3.1 for bottom frames and rever se frames
respectively.
l = span of frames [m] measured between girder or
brackets.
Where vertical struts according to 6.2.4 are fitted, the
section modulus of bottom and reverse frames may
be reduced by 35 per cent.
6.2.4 The cross sectional area 'A' of t he struts is not
to be less than
A = c . k . l . s . T . [cm2]
where,
c = 7x10-4 in way of ballast tanks
= 6x10-4 elsewhere
l = actual span [m], without considering the strut.
The moment of inertia I of the struts is not to be less
than:
I = 2.5 A . d2 x 10-6 [cm4]
where,
d = depth of double bottom, [mm].
6.2.5 The bottom frames and reverse frames are to be
attached to the centre girder and margin plate by
means of brackets of same thickness as that of the
plate floors. The breadth of the brackets is no t to be
less than 0.75 times the depth of the centre girder and
the brackets are to be flanged 75 [mm] at their free
edges.
6.3 Longitudinal framing
6.3.1 The side girders are normally to be fitted at a
spacing not exceeding 5.0 [m] and are to be extended
as far forward and aft as practicable.
6.3.2 The plate floors are to be fitted under
bulkheads, pillars, thrust seating and boiler bearers.
In engine room, plate floors are to be fitted at every
second side frames. Additionally, under the main
engine seati ngs, floors extending to the first side
girder outside the engine seating, are to be fitted at
intermediate frames. The spacing of floors is
normally not to exceed 3.0 [m].
6.3.3 The plate floors are to be stiffened at every
longitudinal by a vertical stif fener of depth same as
that of the inner bottom longitudinal and thickness as
that of the floor. Between plate floors, transverse
brackets are to be fitted at every frame at the margin
plate and at a spacing not exceeding 1.25 [m] on
either side of the cen tre girder. The thickness of
brackets is to be same as that of the plate floors. The
brackets are to extend upto the adjacent longitudinal
and are to be flanged 75 [mm] at their free edges.
6.3.4 The section modulus 'Z' of the bottom and inner
bottom longi tudinals is not to be less than:
] [cmZ12lpsZ3
c2
where,
p = applicable design pressure [kN/m2], as given in
3.1.1 and 3.3.1 for bottom longitudinals and inner
bottom longitudinals respectively; l = span of longitudinals [m], measured between the
plate floors
= (210 - 140 f B)/k [N/mm2], maximum 160/k
[N/mm2] for bottom longitudinals within 0.4L
amidships
= (210 - 100 f B)/k [N/mm2], maximum 160/k
[N/mm2] for inner bottom longitudinals within 0.4L
amidships
= 160/k [N/mm2] within 0.1L from ends.
Between the regions specified above, may be
obtained by linear interpolation.
Where vertical struts according to 6.2.4 are fitted, the
section modulus of the bottom and inner bottom
longitudinals may be reduced by 35 per cent.
Section 7
Engine Seatings
7.1 General
7.1.1 It is recommended that the depth of the floors
or double bottom in way of engine foundations be
increased.
7.1.2 Sufficient fore and aft girders are to be arranged
in way of the main machine ry to effectively
distribute its weight and to ensure adequate rigidity
of the structure. The girders are generally to extend
over the full length of the engine room and are to be
suitably scarphed into the bottom structure beyond.
7.1.3 The scantlings of engine seatings are to be
adequate to resist gravitational, thrust, torque,
dynamic and vibratory forces which may be imposed
on them. The recommendations given by the engine
manufacturer are also to be taken into account.
7.1.4 Where the top plate of the engine seating is
situated above the floors or the inner bottom,
adequate transverse strength by means of brackets in
line with the floors is to be ensured. In way of the
recess for crankcase, brackets as large as practicable
are to be fitted.
7.1.5 Lighte ning holes in engine foundations are to
be kept as small as practicable and the edges are to be
suitably reinforced.
7.2 Recommended scantlings
7.2.1 For engines of power less than 1500 kW and
RPM greater than 1200, the scantlings of engine
girder face plate, web and floors in way of engine
seatings may be calculated as given below.
Scantlings for other engines will be specially
considered.
Top plate area; A = 20 + 120
RP [cm2]
Thickness of top plate; t p = 0.1A + 14 [mm]
Girder web thickness; t g = 0.043A + 7 [mm]
Floor web thickness; t f = 0.02A + 6 [mm]
where,
P = maximum power of the engine [kW]
R = rpm of engine at maximum power
Chapter 7
Side Structure
Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Side Shell Plating and Stiffeners
5 Girders
Section 1
General
1.1 Scope
1.1.1 The scantlings and arrangement of side
structure as defined in Ch.1, Sec.2 and also those of
sides of the superstructures are
to comply with the requirements of this Chapter.
1.2 Symbols
L, B, T, C b, k as defined in Ch.1, Sec.2.
s = spacing of stiffeners, [mm].
l = span of stiffeners, [m].
b = spacing of girders, [m].
S = span of girders, [m].
tc, Z c = corrosion additions to thickness and section
modulus respectively, as given in Ch.3, Sec.2.1
DR
DZZf
BR
BZZf
fS = fD for side shell area above neutral axis
= fB for side shell area below neutral axis
where,
ZR = Rule midship section modulus [cm3] as required
by Ch.4.
ZD, Z B = Actual midship s ection moduli [cm3]
provided at deck and bottom respectively.
Section 2
Structural Arrangement and Details
2.1 General
2.1.1 The ship's side shell may be stiffened
longitudinally or vertically.
2.1.2 Where the side shell is stiffened longitudinally,
the continuity of the side longitudinals within a
distance of 0.15D from bottom or from strength deck
is to be maintained in accordance with Ch.3,
Sec.5.1.1. The web frames are to be fitted in line with
the botto m transverses or plate floors.
2.1.3 The position, shape and reinforcement of sea
inlets or other openings in side shell are to be in
accordance with the requirements of Ch.4.
2.1.4 In the case of superstructures exceeding 0.15L
in length and ending within 0.5L amidships, the side
plating of the superstructures is to be increased by 25
per cent in way of the break.
2.1.5 The thickness of the shell plating is to be
increased locally by 50 per cent in way of sternframe,
propeller brackets and rudder horn. For reinforcements in way of anchor pockets, hawse
pipes etc. refer to Ch.13.
2.1.6 The weld connections are to comply with the
requirements of Ch.14.
2.2 Sheer strake
2.2.1 The thickness of sheer strake as obtained from
4.1.1 is to be increased by 30 per cen t on each side of
a superstructure end bulkhead located within 0.5L
amidships if the superstructure deck is a partial
strength deck.
2.2.2 Where a rounded sheer strake is adopted, the
radius in general, is not to be less than 15 times the
plate thickness.
2.2.3 Bulwarks are generally not to be welded to the
top of the sheer strake within 0.6L amidships.
2.2.4 Where the sheer strake extends above the deck
stringer plate, the top edge of the sheer strake is to be
kept free from notches and drainage openings i f any,
are to have smooth transition in the longitudinal
direction.
Section 3
Design Loads
3.1 External pressure
3.1.1 The design pressure 'p' on side shell is to be
taken as per Table 3.1.1.
3.2 Internal tan k pressure
3.2.1 Where the side shell forms a boundary of a
tank, the design pressure 'p' is to be taken as the greater of external pressure given by 3.1.1 and the
internal tank pressure 'p i' given by 3.2.2.
3.2.2 The internal tank pressure 'p i' is to be t aken as
the greater of:
pi = 10 (h s + 1) [kN/m2], or
= 6.7 h p [kN/m2]
Table 3.1.1
Zone Design pressure 'p' pkN/m2] a)
For load points below the max. load
waterline For load points above the max. load
waterline
1 L 60 [m]
Th5 15 h10o
o 15 - 10 h o
L 20 [m] b)
Th39 h10o
o 9 - 10 h o
Th39 h10o
o 9 - 10 h o
Th25 h10o
o 5
a) 'p' is not to be taken as less than 5 [kN/m2]
b) For intermediate lengths (L) in Zone 1, the value of 'p' is to be linearly interpolated
ho = vertical distance [m], from the maximum load waterline to the loadpoint.
where,
hs = The vertical distance [m] from the load point to
the top of tank hp = vertical distance [m], from the load point to the
top of air pipe.
For very large tanks which may be partially filled,
sloshing pressures may have to be considered.
Section 4
Side Shell Plating and Stiffeners
4.1 Side shell plating
4.1.1 The thickness 't' of side shell is not to be less
than:
t = (4 + 0.04L) k + t c [mm]
4.1.2 The side shell plating is also to comply with the
requirements of buckling strength given in Ch.3,
Sec.6. 4.1.3 The breadth of the sheer strake is not to be less
than 100 D [mm].
Where the thickness of the strength deck plating is
greater than that required for side plating, the sheer
strake thickness is not to be less than the mean of the
two values.
4.2 Side shell longitudinals
4.2.1 The section modulus 'Z' of side longitudinals is
not to be less than
] [cmZ12σlpsZ3
c2
where,
p = applicable design pressure at midpoint of the
span [kN/m2].
= (215 - 145 f S)/k, maximum 160/k [N/mm2]
for side longitudinals at deck/bottom level within
0.4L amidships.
= 160/k [N/mm2] at neutral axis within 0.4L
amidships
= 160/k [N/mm2] within 0.1L from ends and at the
level of short superstructure decks.
Between the regions specified above `
σ ' may be
obtained by linear interpolation.
4.3 Main frames
4.3.1 The section modulus 'Z' of the main frames
bracketed at both ends as per 4.3.2 is not to be less
than :
𝑍=𝑠𝑝𝑙2𝑘
2400+𝑍𝑐 [𝑐𝑚3] 𝑎𝑛𝑑
=5.5√𝐿𝑘 [𝑐𝑚3]
where,
p = applicable design press ure at midpoint of the
span or mean of the pressures at two ends, whichever
is greater, [kN/m2].
4.3.2 Main frame brackets are to be as follows:
length of the bracket :
- for upper bracket : 70 l [mm]
- for lower bracket : 120 l [mm]
section modulus at end (including bracket) :
- for upper bracket : 1.7 Z [cm3]
- for lower bracket : 2.0 Z [cm3]
where,
Z = section modulus of main frame as given in 4.3.1 Where the free edge of the bracket exceeds 40 times
the bracket thickness, the brackets are to be flanged.
The flange width is to be at least 1/15 of the length of
the free edge.
4.3.3 Brackets at ends of the main frame may be
omitted provided the frame is carried through the
supporting members and the section modulus
obtained as per 4.3.1 is increased by 75 per c ent.
4.4 Superstructure frames
4.4.1 Superstructure frames located between the
collision bulkhead and the after peak bulkhead are to
have section modulus 'Z' not less than:
Z = 0.005 s l2 k [cm3]
4.4.2 The lower end of the superstructure frame is to
be connected to the bracket or frame below or else it
is to be bracketed above the deck. The upper end is to
be bracketed to the deck beam or longitudinal.
4.5 Peak frames
4.5.1 Vertical peak frames forward of the collision
bulkhead and aft of the after peak b ulkhead are to
have section modulus 'Z' not less than
and ] [cmZ1600klpsZ3
c2
] [cm (L.k) 5.53
where,
p = applicable design pressure [kN/m2], as given in
Sec.3.
4.5.2 Peak frames are to be bracketed at top and
bottom and in way of side stringers, the connection is
to provide adequate shear strength.
Section 5
Girders
5.1 General
5.1.1 Web frames are to be fitted in way of hatch end
beams and deck transverses.
5.1.2 In the engine room, web frames are to be f itted
at the forward and aft end of the engine and every 5th
frame in general. The section modulus `Z' of the web frames and side stringers is to be obtained as per
5.1.5 taking 'b' as the mean of the web frame or
stringer spacings respectively, on either side. The
depth of the webs and stringers are not to be less than
2.5 times the depth of the ordinary frames.
Adequate deep beams are to be provided in line with
the web frames.
5.1.3 In peak spaces, side stringers supporting
vertical peak frames are norma lly to be fitted at every
2.6 [m]. The section modulus `Z' of the stringers is to
be obtained as per Sec.5.1.5. The stringers are to be
supported by web frames.
5.1.4 The scantlings of simple girders and web
frames supporting frames and longitudinals are t o be
in accordance with 5.1.5. The scantlings of webs
supporting fully effective side stringers are to based
on point loadings and ' ' values given in 5.1.5. The
scantlings of the complex girder system are to be
based on a direct stress analysis. The buckl ing
strength of the cross ties, where fitted, is to comply
with the requirements given in Ch.3, Sec.6.
5.1.5 The section modulus 'Z' of simple girders and
web frames is not to be less than :
] [cmZm10.SpbZ3
c3 2
where,
p = applicable design pressure [kN/m2], as given in
Sec 3. m = 12 for continuous longitudinal girders with end
attachments in accordance with Ch.3, Sec.5.
= 10 for other girders with end attachments in
accordance with Ch.3, Sec.5.
= (190 - 145 f S)/k, max 160/k [N/mm2], for
continuous longitudinal girders within 0.4L
amidships.
= 160/k [N/mm2] for longitudinal girders within 0.1L
from ends and for web frames in general.
Between the regions specified above, s may be
obtained by linear interpolation.
5.1.6 The net cross sectional area 'A ' of the girder
web at ends is not to be less than
A = 0.06 Sbpk + 0.01 h t c [cm2] for stringers and
upper ends of the web frames.
= 0.08 Sbpk + 0.01 h t c [cm2] for lower ends of the
web frames.
where,
h = girder height [mm].
5.1.7 Tripping brackets are to be fitted in accordance
with the requirements given in Ch.3, Sec.4.4.4.
Chapter 8
Deck Structure
Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Deck Plating and Stiffeners
5 Deck Girders and Pillars
6 Decks for Wheel Loading
Section 1
General
1.1 Scope
1.1.1 The scantlings and arrangement of deck
structure as defined in Ch.1, Sec.2 are to comply with
the requirements given in this Chapter.
1.2 Symbols
L,B,T,C b,k as defined in Ch.1, Sec.2.
s = spacing of stiffeners, [mm].
l = span of stiffeners, [m].
b = spacing of girders, [m].
S = span of girders, [m].
tc, Z c = corrosion additions to thickness and section
modulus respectively as given in Ch.3, Sec.2.1.
DR
DZZf
where,
ZR = Rule midship section modulus [cm3], as
required by Ch.4.
ZD = actual midship section modulus [cm3], provided
at deck calculated as per Ch.4.
𝑓𝑧=𝑧
𝑧𝑛
where,
zn = vertical distance [m], from the neutral axis of the
hull girder to the strength deck, in general. For ships
with continuous trunks refer to Ch.4, Sec.3.1.3.
z = vertical distance [m], from the neutral axis of the
hull girder to the deck under considera tion or to the
free flange of the deck longitudinal or girder as
relevant.
Section 2
Structural Arrangement and Details
2.1 General
2.1.1 In tankers, the deck is normally to be stiffened
longitudinally in the cargo tank region, however,
where L does not exceed 75 [m], consideration may
be given to transversely stiffened decks.
2.1.2 The continuity of the deck longitudinals is to be
maintained in accordance with Ch.3, Sec.5.1.1.
2.1.3 The deck within the lin e of hatchway openings
is preferably to be stiffened transversely or
alternatively the arrangements are to provide
adequate transverse buckling strength. Where the
deck outside the line of hatchway openings is framed
longitudinally, the transverse beams or buckling
stiffeners between the hatchways are to extend at
least upto the second longitudinal from the hatch side
or equivalent. 2.1.4 In ships with large hatch openings, the effective
cross -sectional area of the deck between the
hatchways is to be suffic ient to withstand the
transverse load acting on the ship's sides.
2.1.5 The weld connections are to comply with the
requirements of Ch.14.
2.1.6 Hatchway corners are to be of streamlined,
elliptical or circular shape as given in Ch.4. Where
shapes other th an the streamlined shape or equivalent
are adopted, insert plates are to be fitted at the hatch
corners in strength deck. The insert plates are to be
25 per cent thicker than the deck plating outside the
line of hatchways and are to extend as shown in
Fig.2.1.6. The butts of insert plates are to be well
clear of those in coaming.
Section 3
Design Loads
3.1 Weather deck
3.1.1 The design pressure 'p' on exposed decks is to
be taken as:
p = H 1 - 10 h o [kN/m2], minimum 5 [kN/m2]
where,
ho = vertical distance [m], from the maximum
load waterline to the deck.
H1 = as given in Table 3.1.1.
Table 3.1.1
Zone H1
1 9 for L 20 [m]
9 + 0.15 (L -20) for 20 < L < 60
15 for L 60 [m]
2 9
3 5
3.1.2 For decks subjected to cargo loading the design
pressure is to be taken as:
p = 12.5 q [kN/m2] where 'q' is deck cargo loading [t/m2].
3.1.3 For weather decks forming crowns of tanks, the
design pressure 'p' is to be taken as the greater of that
given by 3.1.1 and 3.3.1.
3.2 Accommodation decks
3.2.1 The design pressure 'p' on accommodation
decks is to be taken as :
p = 4.5 [kN/m2]
3.2.2 For decks forming crowns of tanks the design
pressure 'p' is to be taken as the greater of that given
by 3.2.1 and 3.3.1.
3.3 Dec ks forming tank boundaries
3.3.1 The design pressure 'p' for decks forming the
bottom or crown of a tank may be taken as the
greater of the following:
p = 6.7 h p [kN/m2] or
= 10 (h s + 1) [kN/m2]
where,
hp = vertical distance [m], from the deck to the top of
air pipe
hs = vertical distance [m], from the deck to the top of
the tank.
Section 4
Deck Platings and Stiffeners
4.1 Deck platings
4.1.1 The thickness of the strength deck plating
outside the line of hatchway openings is to be
adequate to give the necessary hull section modulus
and moment of inertia required by Ch.4. 4.1.2 The thickness 't' of deck platings is not to be
less than:
t = (t o+0.02L) k + t c [mm]
where,
to = 5 for strength decks and forecastle decks
= 4.0 for other decks.
4.1.3 The strength deck plating outside the line of
hatchways is also to comply with the requirements of
buckling strength given in Ch.3, Sec.6.
4.1.4 In way of ends of bridges, poo ps and
forecastles, the thickness of the strength deck stringer
strake is to be increased by 20 per cent over four
frame spaces fore and also aft of the end bulkheads.
4.2 Deck stiffeners
4.2.1 The section modulus 'Z' of deck longitudinals is
not to be les s than:
] [cmZ12lpsZ3
c2
where,
p = applicable design pressure [kN/m2] as given in
Sec.3. = (215 - 145f D.fz)/k, max. 160/k [N/mm2] for
strength deck and decks of long super -
structures/deckhouses within 0.4L amidships.
= (225 - 145f D.fz)/k, max. 160/k [N/mm2] for
continuous decks below strength deck within 0.4L
amidships.
= 160/k [N/mm2] within 0.1L from ends and for short
decks.
Elsewhere, may be obtained by linear interpolation.
The longitudinals are also to comply with the
requirements of buc kling strength given in Ch.3,
Sec.6.
4.2.2 The section modulus 'Z' of transverse beams is
not to be less than:
𝑍=𝑠𝑝𝑙2𝑘
1600+𝑍𝑐 [𝑐𝑚3]
where,
p = applicable design pressure [kN/m2] as given in
Sec.3.
Section 5
Deck Girders and Pillars
5.1 Girders
5.1.1 Deck girders and transverses are to be arranged
in line with vertical members of scantlings sufficient
to provide adequate support.
5.1.2 The scantlings of simple girders and transverses
are to be in acc ordance with 5.1.3. The scantlings of
a complex girder system are to be based on a direct
stress analysis.
5.1.3 The section modulus 'Z' of deck girders is not to
be less than:
] [cmZm10.pbZ3
c3 2
S
where,
p = applicable design pressure [kN/m2] as given i n
Sec.3.
m = 12 for continuous longitudinal girders with end
attachments in accordance with Ch.3.
= 10 for other girders with end attachments in
accordance with Ch.3.
= (190 - 145f Dfz)/k, max. 160/k [N/mm2] for
continuous longitudinal girders within 0.4L
amidships.
= 160/k [N/mm2] for longitudinal girders within 0.1L
from ends and for transverse girders in general.
Elsewhere, ` ' may be obtained by linear
interpolation.
5.1.4The net cross sectional area 'A' of the girder web
at ends
is not to be less than:
A = 0.07 . S.b.p k + 0.01h t c [cm2]
where,
h = girder height [mm].
5.1.5 The girders are to be satisfactorily stiffened
against buckling in accordance with the requirements
given in Ch.3, Sec.6. Tripping brackets are to be
fitted in accordance with the requirements given in
Ch.3, Sec.4.4.4.
5.2 Cantilevers
5.2.1 The scantlings of cantilever beams and
supporting frames will be specially considered.
5.3 Pillars
5.3.1 The scantlings of the pillars are to be in
accordance with the requirements of Ch.3, Sec.6.
Axial load, if any, from pillars above is to be added
to the load from deck girders.
The minimum wall thickness 't' [mm], of the tubular
pillars is not to be less than:
t = 4.5 + 0.015 d for d < 300 [mm]
= 0.03d for d 300 [mm]
where,
d = diameter of the pillar [mm].
5.3.2 Pillars are to be fitted in the same vertical line
wherever possible, and arrangements are to be made
to effectively distribute the load at the heads and
heels. Where pillars support eccentric loads, they are
to be strengthened for the additional bending
moments imposed upon them. Doubling or insert
plates are generally to be fitted at the head and heel
of hollow pillars.
5.3.3 The pillars are to have a bearing fit and are to
be attached to the head and heel pl ates by continuous
welding.
5.3.4 Where the heels of hold pillars are not directly
above the intersection of plate floors and girders,
partial floors and intercostal girders are to be fitted as
necessary to support the pillars. Lightening holes or
manholes are not to be cut in the floors and girders
below the heels of pillars. 5.3.5 Inside tanks, hollow pillars are not to be used
and strengthening at the heads and heels of pillars is
not to be obtained by means of doubling plates.
Where hydrostatic pressur e may give rise to tensile
stresses in the pillars, their sectional area 'A' is not to
be less than
A = 0.07 . A L.p [cm2]
where,
p = design pressure as given in Sec.3, causing the
tensile stress in pillar
AL = load area of deck [m2], being supported by the
pillar.
Section 6
Decks for Wheel Loading
6.1 General
6.1.1 Where it is proposed either to stow wheeled
vehicles on the deck or to use wheeled vehicles for
cargo handling, the requirements of this section a re to
be complied with in addition to those given in the
preceding sections.
6.1.2 The requirements given below are based on the
assumption that the considered element (Deck plating
and/or stiffener) is subjected to one load area only,
and that the element is continuous over several
evenly spaced supports. The requirements for other
loads and/or boundary conditions will be specially
considered.
A "load area" is the tyre print area of individual
wheels; for closely spaced wheels it may be taken as
the envelo ped area of the wheel group.
6.1.3 The details of wheel loadings are to be
forwarded by the shipbuilder. These details are to
include the proposed arrangement and dimensions of
tyre prints, axle and wheel spacings, maximum axle
load and tyre pressure.
6.2 Wheel loads
6.2.1 The pressure 'p' from the wheels on deck is to
be taken as:
610xn.a.b12.5Wp
[kN/m2]
for stowed vehicles in sailing
condition; and
W381.9n.a.bWp
106 [kN/m2]
for cargo handling vehicles in
harbour condition
where,
W = maximum axle load, [t]. For fork lift trucks, the
total weight is to be taken as the axle load.
n = number of "load areas" per axle
a = extent [mm], of the load area parallel to the
stiffener (see Fig. 6.2.1)
b = extent [mm], of the load area perpendicular to the
stiffener (see Fig.6.2.1)
6.3 Deck plating
6.3.1 The thickness 't' of deck plating subjected to
wheel loadings is not to be less than:
] [mmtm10.kpsbcfctc3
a1
where,
fa = (1.1 - 0.25 s/l) for s l, however need not be
taken as great er than 1.0
a,b,s,l = deck panel dimensions [mm] (see Fig.6.2.1)
c1 = 0.137 in general for sailing conditions
= 0.127 in general for harbour conditions
= As per Table 6.3.1 for upper deck within 0.4L
amidships.
Table 6.3.1 : c 1 values for upper deck plating
within 0.4L amidships
Framing
system Sailing
conditions Harbour
conditions
Longitudinal 0.145 0.130
Transverse 0.180 0.145
For upper deck plating between 0.4L amidships and
0.1L from ends, c 1 is to be varied linearly.
,
1.8) (a/s4.21.3c2 2
however, need not be taken as greater than 1.0
sbfor
6.5 4.7(b/s) (b/s)38m2
6.4 Deck stiffeners
6.4.1 The section modulus 'Z' of deck beams and
longitudinals subjected to wheel loadings is not to be
less than:
] [cmZm10 .a.b.l.pcZ3
c6
3
where ,
c3 = (1.15 - 0.25 b/s) for b s, however need not be
taken as greater than 1.0
6.5 a/l4.7 (a/l)rm2
r = 29 for continuous stiffeners supported at girders
= 38 when the continuous stiffeners can be
considered as rigidly supported at girders against
rotation.
= 160/k [N/mm2] in general, for sailing conditions
= 180/k [N/mm2] in general, for harbour conditions = As per Table 6.4.1 for deck longitudinals within
0.4L amidships, but not exceeding the above general
values.
For deck longitudinals between 0.4L amidships and
0.1L from ends, is to be varied linearly.
Table 6.4.1 - Values for longitudinals within
0.4L amidships
Condition [N/mm2]
Sailing (215 - 145f D.fz)/k
Harbour (225 - 90 f D.fz)/k
6.5 Deck girders
6.5.1 The scantlings of girders will be specially
considered based on the most severe condition of
moving or stowed vehicles. Also see Sec.6.1.3.
Chapter 9
Bulkheads
Contents
Section
1 General
2 Subdivision and Arrangement
3 Structural Arrangement and Details
4 Design Loads
5 Plating and Stiffeners
6 Girders
Section 1
General
1.1 Scope
1.1.1 The requirements of this chapter cover the
arrangement and scantlings of watertight and deep
tank bulkheads.
1.1.2 The requirements also cover the non -watertight
bulkheads and shaft tunnels.
1.2 Symbols
L, B, T, C b, k as defined in Ch.1, Sec.2.
s = spacing of stiffeners [mm]
l = span of stiffeners [m]
b = spacing of girders [m]
S = span of girders [m]
tc, Z c = corrosion additions to thickness and section
modulus respectively as given in Ch.3, Sec.2.1
DR
DZZf
DR
DZZf
where,
ZR = Rule midship section modulus [cm3] as required
by Ch.4.
ZD, Z = Actual midship section moduli in [cm3]
provided at deck and bottom respectively calculated
as per Ch.4.
fs =fD for side shell area above neutral axis
fs = fB for side shell area below neutral axis.
Section 2
Subdivision and Arrangement
2.1 Number of bulkheads
2.1.1 The following transverse watertight bulk -heads
are to be fitted in all ships:
A collision bulkhead;
An aftpeak bulkhead;
A bulkhead at each end of the machinery
space.
In ships with machinery aft, the aftpeak bulkhead
may form the aft boundary of the machinery space.
Additional transverse watertight bulkheads are to be
fitted to ensure adequate transverse strength. 2.1.2 The ordinary transverse watertight bulk -heads
in the holds should be spaced at reasonably uniform
intervals. Where non -uniform spacing is unavoidable
and the length of a hold is unusually large, the
transverse strength of the sh ip is to be maintained by
providing additional web frames, increased framing
etc.
2.2 Position and height of bulkheads
2.2.1 he collision bulkhead is to be fitted at a distance
of 0.04L to 0.1L from the F.P. Any recesses or steps
in collision bulkheads are to fall within the limits.
2.2.2 Consideration will however be given to
proposals for the collision bulkhead positioned aft of
the limits given in 2.2.1, provided that the application
is accompanied by calculations showing that with the
ship fully loaded to maximum draught on even keel,
flooding of space forward of the collision bulkhead
will not result in any part of the main deck becoming
submerged, nor result in any unacceptable loss of
stability.
2.2.3 All ships are to have an after peak bulkhead
gener ally enclosing the sterntube and rudder trunk in
a watertight compartment. In twin screw ships where
the bossing ends forward of the after peak bulkhead,
the sterntubes are to be enclosed in suitable
watertight spaces.
2.2.4 The watertight bulkheads are in general to
extend to the uppermost continuous deck.
2.2.5 For passenger ships the number and position of
the bulkheads will normally be governed by the
requirements of trim and stability in damaged
condition given in Pt.5, Ch.4.
2.3 Openings in watertight bulkheads and closing
appliances
2.3.1 Doors, manholes, permanent access openings or
ventilation ducts are not to be cut in the collision
bulkhead below the uppermost continuous deck.
2.3.2 Openings may be accepted in other watertight
bulkheads provided t he number and the size of openings is kept to a minimum compatible with the
design and proper working of the ship. Where
penetrations of watertight bulkheads are necessary
for access, piping, ventilation, electrical cables, etc.,
arrangements are to be mad e to maintain the
watertight integrity. In way of openings, suitable
reinforcements are to be provided to ensure that the
strength is at least equal to that of the unpierced
bulkhead.
2.4 Cofferdams
2.4.1 Cofferdams are to be provided between the
following spaces to separate them from each other:
tanks for fuel oil or lubricating oil
tanks for edible oil
tanks for fresh water and feed water.
2.4.2 Tanks for lubricating oil are also to be
separated by cofferdams from those carrying fuel oil.
However, these cofferdams need not be fitted
provided that the common boundaries have full
penetration welds and the head of oil is generally not
in excess of that in the adjacent lubricating oil tanks.
Section 3
Structural Arrangement and Detai ls
3.1 General
3.1.1 Oil fuel or oil carried as cargo in the deep tanks
is to have a flash point of 60 C and above in closed
cup test. Where tanks are intended for other liquid
cargoes of a special nature the scantlings and
arrangements will be considered in relation to the
nature of the cargo.
3.1.2 The continuity of bulkhead longitudinals within
a distance of 0.15D from the bottom or the strength
deck is to be maintained in accordance with Ch.3,
Sec.5.1.1.
3.1.3 Carlings, g irders or floors are to be fitted below
the corrugated bulkheads at their supports. These
supporting members are to be aligned to the face
plate strips of the corrugations.
3.1.4 The weld connections are to comply with the
requirements of Ch.16. 3.2 Wash bulkheads
3.2.1 A centreline wash bulkhead is to be fitted in
peak spaces used as tanks, where the breadth of the
tank exceeds 0.5B and also in deep tanks used for
fuel oil extending from side to side.
3.2.2 The area of perforations is generally to be
betw een 5% to 10% of the total area of bulkhead.
The plating is to be suitably stiffened in way of the
openings.
3.3 Supporting bulkheads
3.3.1 Bulkheads or parts thereof supporting deck
structure are also to be designed as pillars. The
permissible axial loads and buckling strength are to
be calculated in accordance with Ch.3, Sec.6. In
calculating sectional properties the width of attached
plating is not to be taken in excess of 40 times the
plate thickness. Also see Ch.8, Sec.5.1.1.
Section 4
Design Loads
4.1 Watertight bulkhead loads
4.1.1 The design pressure 'p', for ordinary watertight
bulkheads is given by:
p = 10 h [kN/m2]
where, h = the vertical distance [m] from the loadpoint to the
uppermost continuous deck.
4.1.2 For bulkheads bounding cargo spaces intended
to carry dry bulk cargoes, the design pressure 'p' is to
be taken as the higher of that given in 4.1.1 and the
pressure due to bulk cargo as given below:
p = 12.5 C hc [kN/m2]
where,
C = Sin2 Tan2(45 - /2)+Cos2
= angle made by the panel under consideration
with the horizontal plane [deg.]
= angle of repose of cargo [deg.] not to be taken
greater than the following
20 for light bulk cargo (e.g. coal, grain)
25 for bulk cement cargo
35 for heavy bulk cargo (e.g. ore)
hc = vertical distance [m], from the loadpoint to the
mean horizontal plane corresponding to actual
volume of cargo being considered
= density of cargo [t/m3].
For vessels designed to carry heavy bulk cargoes
which are al so required to carry lighter cargoes, the
pressure 'p' based on maximum mass of cargo to be
carried in the hold and filled up to the top of hatch
coaming would also require to be considered. 4.2 Tank bulkhead loads
4.2.1The design pressure 'p' for tank bul kheads are
normally to be taken as the greater of
p = 12.5 h s [kN/m2]
= 6.7 h p [kN/m2]
= 10 (h s + 1) [kN/m2]
where,
hp = vertical distance [m] from the loadpoint to the
top of the air pipe.
hs = vertical distance [m] from the loadpoint to the
top of the tank or hatchway.
For very large tanks which may be partially filled,
sloshing pressures may have to be considered.
4.2.2 The pressure 'p' on girder web panels in cargo
tanks or ballast tanks is not to be taken as less than
20 [kN/m2].
4.3 Wash bulkheads loads
4.3.1 The design pressure 'p' for wash bulk -heads
may be taken as 50% of that for boundary bulkhead
in the same location.
Section 5
Plating and Stiffeners
5.1 Bulkhead plating
5.1.1 The thickness 't' of the bulkhead plating is not
to be less than the minimum thickness given in 5.1.2
nor less than
[mm]t 10xp/ 15.8stc3
where,
p = applicable design pressure as given in Sec.4.
= as pe r Table 5.1.1 for longitudinal bulkheads.
= 160/k for transverse tank bulkheads and collision
bulkhead; = 220/k for ordinary transverse watertight bulkheads.
= 190/k for transverse dry bulk cargo bulkheads
5.1.2 The minimum thickness requirement of the
bulkhead plating is given by
t = (4.0 + 0.01L) + t c [mm]
5.1.3 The plate thickness of corrugated bulkheads is
not to be less than that required according to 5.1.1
and 5.1.2. The spacing 's' to be used in the calculation
of the plating thickness is to be t aken as the greater of
'b' or 'c' where 'b' and 'c' are indicated in Fig. 5.1.3.
For built up corrugation bulkheads, where the
thickness of the flange and web are different, the
thickness of the wider plating is also not to be less
than :
Table 5.1.1 : ' ' values for longitudinal bulkhead plating
Region Framing system At neutral axis At strength deck or
at bottom Between neutral axis
and strength deck or
bottom
0.4L amidships Vertical 140/k (175-130 f s)/k max.
120/k To be obtained by
linear interpolation
Longitudinal 160/k (185-105 f s)/k max.
120/k To be obtained by
linear interpolation
Within 0.1L from
ends 160/k 160/k 160/k
Elsewhere to be obtained by linear interpolation between allowable values
at regions specified above.
[mm]t)t (t2p.stc2
c a2
where,
ta = thickness of adjacent plating [mm] not to be
taken greater than t.
5.1.4 The longitudinal bulkhead plating within 0.1D
from bottom or strength deck is also to comply with
the requirements of buckling strength given in Ch.3,
Sec.6.
5.1.5 In way of stern tubes, doubling plate of same
thickness as the corresponding strake is to be fitted,
or the strake thickness is to be increased by at least
60 per cent.
5.2 Longitudinal s
5.2.1 The section modulus of continuous longitudinal
stiffeners and corrugations is not to be less than:
] [cmZmsplZ3
c2
where,
p = applicable design pressure given in Sec.4.
m = 12
= (215 - 145 f s)/k, max. 160/k [N/mm2] at
deck/bottom level wit hin 0.4L amidships
= 160/k at neutral axis within 0.4L amidships
= 160/k for longitudinals within 0.1L from ends.
For longitudinals between the regions specified
above may be obtained by linear interpolation.
5.2.2 The thickness of the web and flange is not to be
less than the minimum plating thickness
requirements stipulated in 5.1.2.
5.2.3 The rule section modulus of a corrugated
bulkhead element is to be obtained according to 5.2.1
taking 's' as shown in Fig. 5.1.3. 5.2.4 The actual section modulus of a corrugated
bulkhead element may be obtained in accordance
with the following:
] [cm2000c/3) t.d(bZ3
actual
where, t,d,b and c [mm], are as shown in Fig. 5.1.3.
5.3 Vertical and transverse stiffeners on tank
bulkheads, collision bulkheads, dry bulk cargo
bulkheads and wash bulkheads
5.3.1 The section modulus of bulkhead stiffeners is
not to be less than:
] [cmZmsplZ3
c2
where,
p = applicable design pressure [kN/m2] given in
Sec.4.
m = 10 for transverse stiffeners and vertical stiffeners
which may be considered fixed at both ends
= 7.5 for vertical stiffeners simply supported at one
or both ends
= 10 for horizontal corrugation fixed at ends
= 13 for fixed upper end of vertical corrugation
= 20 for non -fixed upper end of vertical corrugation
= 10 for l ower end of vertical corrugation
= 160/k for tank bulkhead and collision bulkhead
= 210/k for dry bulk cargo bulkheads.
5.3.2 The thickness of web and flange is to be as
required in 5.1.2.
5.3.3 Actual section modulus of corrugations is to be
obtained as per 5.2.4.
5.3.4 Brackets are normally to be fitted at the ends of
non-continuous stiffeners. Where stiffeners are
sniped at the ends, the thickness of the plating
supported by the stiffeners is not to be less than:
t = 0.0395 [(l - 0.0005s) s.p.k] + t c [mm]
5.4 Vertical and transverse stiffeners on ordinary
watertight bulkheads
5.4.1 The section modulus of bulkhead stiffeners is
not be less than
msplZ2
where,
p = applicable design pressure given in Sec.4.
m = 16 for stiffeners fixed at both ends
= 12 for stiffeners fixed at one end (lower end in case
of vertical stiffeners) and simply supported at the
other end.
= 8 for stiffeners simply supported at both ends. = 220/k
5.4.2 The thickness of web and flange is to be as
required in 5.1.2 . For sniped ends, the thickness of
bulkhead plating is to be as per 5.3.4.
5.4.3 Actual section modulus of corrugations is to be
obtained as per 5.2.4.
Section 6
Girders
6.1 General
6.1.1 Bulkhead stringers and deep transverses are to
be arranged in line with other primary supporting
structure to the adjoining deck, side shell and bottom
so as to facilitate the formation of continuous ring
structures. Otherwise equivalent scarphing
arrangement is to be provid ed.
6.1.2 The section modulus requirement 'Z' of simple
girders is not to be less than:
] [cmZm10x b.p.SZ3
c3 2
where,
m = 12 for continuous longitudinal girders with end
attachments in accordance with Ch.3, Sec.5.
= 10 for other girders with end attachment s in
accordance with Ch.3, Sec.5.
= (190 - 45f S), max 160/k [N/mm2], for continuous
longitudinal girders within 0.4L amidships.
= 160/k [N/mm2] for continuous longitudinal girders
within 0.1L from ends and for vertical or transverse
girders on tank and collision bulkheads.
= 210/k for vertical and transverse girders, in general.
For continuous longitudinal girders between the
regions specified above, ' ' may be obtained by
linear interpolation.
6.1.3 The depth of the girders should not be less than
2.5 t imes the depth of the cutout (if any) for the
passage of continuous stiffeners. The net cross
sectional area 'A' of the girder web at ends is not to
be less than
A = CkSbp + 0.01 d w tc [cm2]
where,
C = 0.060 for tank and collision bulkheads
C = 0.045 for o ther watertight bulkheads
dw = depth of web [mm].
However, for lower end of vertical girders value of C
to be taken as 0.08 and 0.06 respectively.
6.1.4 Tripping brackets are to be fitted in accordance
with the requirements given in Ch.3, Sec.4.
Chapter 10
Superstructures, Deckhouses and Bulwarks
Contents
Section
1 General
2 Scantling
3 Structural Arrangement and Details
4 Bulwarks and Guard Rails
Section 1
General
1.1 Scope
1.1.1 The scantlings of the bulwarks and of the
exposed bulkheads of the superstructures and
deckhouses are to comply with the requirements of
this chapter. The scantlings of the decks of the
superstructures and deckhouses are to be in
accordance with the requirements of Ch.8, and those
of the sides of the superstructures are to be in
accordance with the require ments of Ch.7.
1.2 Definitions
1.2.1 For definitions of the terms 'Superstructure' and
'Deckhouse' refer to Ch.1. 1.2.2 The lowest tier is normally the tier that is
directly situated on the deck to which the rule depth
'D' is measured or on superstructures which are less
than 1.8 [m] in height.
1.3 Symbols
1.3.1 L and k as defined in Ch.1, Sec.2.
s = spacing of stiffeners [mm].
l = span of stiffener [m].
Section 2
Scantlings
2.1 End bulkheads and exposed sides of
deckhouses
2.1.1The thickness 't' of steel plating of the fronts,
sides and aft ends of deckhouses and the front and aft
ends of superstructures is not to be less than:
t = (0.004 s + 2.5) k - for lowest tier
= (0.004 s + 1.5) k - for upper ti ers
2.1.2 The section modulus Z of stiffeners on fronts,
sides and aft ends of deck houses and the front and
aft ends of superstructures is not to be less than:
Z = 3.6 sl2 x 10-3 . k [cm3] - for uppermost tier
I is not to be taken less than 2.0 [m].
When a multiple tier erection is fitted, the section
modulus of stiffeners on lower tiers is to be increased at the rate of 15% per tier fitted above the tier under
consideration.
2.1.3 The upper end of stiffeners on all erections are
to be bracketed to the deck beams or longitudinals
and the lower end is to be welded to the deck below.
2.2 Protected machinery casings
2.2.1 The thickness of plating is not to be less than:
t = (0.003 s + 1.5) k [mm]
2.2.2 The section modulus 'Z' of stiffeners is not to be
less than:
Z = 0.003 sl2 k [cm3]
where, l is not to be taken less than 2.0 [m].
2.2.3 Casings supporting one or more decks above
are to be adequately strengthened.
Section 3
Structural Arrangement and Details
3.1 Structural continuity
3.1.1 Adequate transverse strength is to be provided
to the deckhouses and superstructures by means of
transverse bulkheads, girders and web frames. 3.1.2 The front and the after end bulkheads of large
superstructures and deckhous es are to be effectively
supported below by a transverse bulkhead or by a
combination of partial bulkheads, girders and pillars.
Similarly, the exposed sides of various tiers of
erections are to be supported by bulkheads, girders or
carlings below.
3.1.3 A ll openings cut on the sides are to be
substantially framed and have well rounded corners. 3.1.4 At the ends of superstructures, which have no
set-in from the ships' side, the side plating is to
extend beyond the ends of the superstructure, and is
to be gr adually reduced in height down to the sheer
strake. The extended plating is to be adequately
stiffened, particularly at its upper edge.
Section 4
Bulwarks and Guard Rails
4.1 General requirements
4.1.1 Bulwar ks or guard rails are to be provided on
the exposed parts of the freeboard and superstructure
decks and also on all upper deck spaces normally
accessible to crew and passengers. The height of the
bulwarks or guard rails measured above the
sheathing, if any , should not be less than the
following:
For all passenger ships :
For all Zones : 900 [mm]
For all other ships :
For Zone 1 : 900 [mm]
For Zone 2 : 600 [mm]
For Zone 3 : 300 [mm].
Consideration will be given to cases where this
height would interfere with the normal operation of
the ship.
4.1.2 Bulwarks or guard rails as required by 4.1.1
may be dispensed with in way of hatch side coamings
fitted with suitable handrails.
4.1.3 Where bulwarks on the weather portion of
freeboard or superstructure decks f orm wells,
provision is to be made for rapidly freeing the decks
of water.
4.2 Bulwark construction
4.2.1 Bulwarks are to be stiffened at the upper edge
by a strong rail section and supported by stays from
the deck, spaced not more than 2.0 [m] apart. Wher e
bulwarks are cut in way of a gangway or other
openings, stays of increased strength are to be fitted
at the ends of the openings.
Bulwark stays are to be supported by, or are to be in
line with, suitable underdeck stiffening, which is to
be connected by double continuous fillet welds in
way of the bulwark stay connection.
Bulwarks are to be adequately strengthened in way of
the eyeplates for cargo gear. In way of the mooring
pipes, the plating is to be increased in thickness and
also adequately stiffened.
4.2.2 Bulwarks are generally not to be welded to the
top of the sheerstrake within 0.6L amidships and so
arranged as to ensure their freedom from main
structural stresses.
4.3 Bulwark scantlings
4.3.1 The thickness of the bulwark plating is not to
be les s than 4.0 [mm].
4.3.2 The section modulus 'Z' at the bottom of the
bulwark stay is not to be less than:
Z = (33 + 0.44 L) h2 s [cm3]
where,
h = height of the bulwark [m].
s = spacing of bulwark stays [m].
In the calculation of section modulus 'Z', only the
material connected to the deck is to be included. The
contribution from bulwark plating and/or stay flange
may be considered depending upon the construction
details.
4.4 Guard rails
4.4.1 The guard rails are to be supported by
stanchions fitted not mor e than 3.0 [m] apart;
At least every third stanchion is to be supported by a
bracket or stay.
4.4.2 Lengths of chain may be accepted in lieu of
guard rails if they are fitted between two fixed
stanchions and/or bulwarks.
4.4.3 The clear opening below the l owest course of
the guard rails is not to exceed 230 [mm].
Chapter 11
Openings and Closing Appliances, Ventilators, Air Pipes and Discharges
Contents
Section
1 General
2 Hatch Coamings
3 Hatch Covers
4 Miscellaneous Openings
5 Ventilators
6 Air and Sounding Pipes
7 Scuppers and Sanitary Discharges
Section 1
General
1.1 Scope
1.1.1 This Chapter applies to all ship types in
general. Additional requirements pertaining to
special ship types are given in Annex 4.
1.1.3 For the purpose of this section,
weathertightness of hatch covers means that closing
appliances do not permit entry of water into the ship
which may prejudice the safety of the vessel under
the navigational conditions envisaged.
Section 2
Hatch Coamings
2.1 Ha tch coaming construction
2.1.1 Hatchside coamings are to extend to the lower
edge of the deck beams. Side coamings not forming a
part of continuous girders, are to extend two frame
spaces beyond the hatch ends below the deck.
2.1.2 Hatch end coamings when not in line with the
deck transverses are to extend below the deck, at
least three longitudinal frame spaces beyond the side
coaming.
2.1.3 Continuous hatchway coamings or coamings
forming an effective part of the deck girder system
are to be made from st eel of same tensile strength as
that of the deck plating.
2.1.4 If the junction of hatch coamings forms a sharp
corner, the side and end coamings are to be extended
in the form of tapered brackets in longitudinal and
transverse directions respectively. 2.1.5 Extension brackets or rails arranged
approximately in line with the cargo hatch side
coamings and intended for the stowage of steel hatch
covers are not to be welded to deckhouse, masthouse
or to each other unless they form a part of the
longitudinal strength members. The ends of
supporting structures of hatch cover stowage rails are
not to end abruptly and are to be tapered by suitable
end brackets.
2.2 Coaming scantlings
2.2.1 The scantlings of hatch coaming plating and
stiffeners are to be not less than that required for the
adjacent deck.
2.2.2 Hatchway coamings 300 [mm] and above are to
be stiffened in their upper edge.
Coaming stays are to be fitted at spacing of not more
than 3.0 [m]. The stays are to end on stiffened
plating. The coamings are t o be satisfactorily
stiffened against buckling.
Section 3
Hatch Covers
3.1 General
3.1.1 Hatch covers, where fitted, may be of the types
a) to e) as described below.
Hatch Cover Types : 'a' : Steel plated cargo hatch covers stiffened by webs
or stiffeners and secured by clamping devices.
Weathertightness is to be ensured by means of
gaskets. Hatch covers used for holds containing
liquid cargoes are also included in this category.
'b' : Steel plated pontoon type cargo hatch covers
with internal webs and stiffeners extending over the
full width of the hatchway. Weather - tightness is to
be achieved by tarpaulins.
'c' : Wood or steel hatch covers used in conjunction
with the portable beams. Weathertightness to be
obtained by tarpaulins.
'd' : Access hatch covers for cargo oil tanks and
adjacent spaces. The hatch covers are to be of steel
and gasketed.
'e' : Access hatch covers other than 'd'. The covers are
to be of steel or wood and weathertight. Escape
hatches are t o be operable from both sides.
3.1.2 Materials for steel hatch covers are to satisfy
the requirements of hull structural steel. Where other
approved materials are used, equivalent strength and
stiffness are to be provided.
3.2 Design loads
3.2.1 The design weather load on the weather deck
hatchcovers is to be taken as:
p = H 1 - 10 h o [kN/m2], minimum 3 [kN/m2]
where,
ho = Vertical distance [m] from the maximum load
waterline to the top of hatch covers.
H1 = as given in Table 3.2.1.
Table 3.2.1
Zone H1
1 9 for L 20 [m]
9 + 0.15 (L -20) for 20 < l < 60
15 for L 60 m
2 0
3 5
3.2.2 For hatch covers subjected to cargo loading the
design pressure is to be taken as:
p = 12.5 q [kN/m2]
where,
q = specified cargo loading [t/m2] on the hatch cover.
3.2.3 The design internal pressure on hatch covers
above tanks are to be determined as per the design
pressure on deck structure given in Ch.8.
3.3 Hatchcover plating
3.3.1 The thickness of steel hatch cover plating is not
to be less than:
or [mm],t 10x p/s15.8c3 t
3 [mm] whichever is greater where,
p = design pressure as per 3.2
= 160/k [N/mm2]
Hatch covers of G.I. sheet and other material will be
specially considered.
3.3.2 The plating of hatch covers acting as
compression flanges for the hatch cover stiffeners
and girders is to be effectively stiffened against
buckling.
In the middle part of the simply supported span the
critical buckling stress s c is to be such that:
c 1.15 b [N/mm2]
where,
b = calculated bending stress in the compression
flange correspo nding to the design load as given in
3.2.
c = the critical buckling stress as per Ch.3, Sec.6.
3.4 Stiffeners and girders
3.4.1 The section modulus of the stiffeners and
girders is not to be less than the following :
] [cmmspl6.25Z32
where,
l = the member span between effective supports [m]
s = the member spacing [m]
m = 8 for members simply supported at ends
= 12 for members which can be considered as fixed
at both ends.
The moment of inertia of stiffeners and girders is not
to be less than:
I = 2. 1 Zl [cm4]
For other materials the requirement will be specially
considered.
3.4.2 For covers above cargo and ballast tanks, fillet
welds on tank side are to be double continuous.
3.5 Hatch cover edges
3.5.1 The cover edges are to be adequately stiffened
to withstand the forces imposed upon them during
opening and closing of the hatches.
3.6 Wooden hatch covers
3.6.1 Wooden hatch cover planks are to have a
finished thickness not less than 1/24th of the
unsupported span, with a minimum of 20 [mm]. The
plank s of wood covers are to be connected at their
underside by cross planks spaced not more than 1.5
[m].
3.6.2 The ends of all wooden hatch covers are to be
protected by encircling with galvanized steel bands.
3.7 Portable hatch beams
3.7.1 The section modulu s and the moment of inertia
of the portable hatch beams stiffened at their upper
and lower edges by continuous flat bars are to satisfy
the requirements of 3.4.
3.7.2 Carriers or sockets, or other suitable
arrangements are to be provided as means of the
efficient fitting and securing of portable
hatch beams.
3.7.3 Sliding hatch beams are to be provided with an
efficient device for locking them in their correct fore
and aft positions when the hatchway is closed. 3.8 Direct calculations
3.8.1 Hatchcovers of special construction and
arrangement e.g. covers designed and constructed as
a grillage, covers supported along more than two
opposite edges and covers supporting other covers,
may require submission of direct strength calculation
taking into account the arrangement of stiffeners and
the supporting members.
3.9 Hatch cover securing arrangement
3.9.1 The gaskets and the securing arrangements are
to be designed for the expected relative movement
between cover and coaming or special devices are to
be fitted t o restrict such movement.
3.9.2 Securing arrangements together with suitable
gasketting material are to ensure weathertightness of
the covers to the satisfaction of the surveyors.
3.9.3 The gasket material is to be of satisfactory air,
seawater and if nece ssary oil resistant quality. It is to
be effectively secured along the edges of the cover in
a manner as to ensure that the forces from the hatch
covers or cargo stowed on top of the hatchcovers are
transferred to the coaming or to the deck by direct
conta ct without the load coaming on the gaskets. The
sealing is to be achieved by relatively soft packing.
The hatch coaming or steel parts on the adjacent
covers in contact with the packing are to be well
rounded where necessary.
A metallic contact is to be ke pt between the
hatchcover and the hull to effect electrical earthing.
3.9.4 Where tarpaulins are fitted to make hatch
covers weathertight. They are to be free from jute,
and are to be waterproof and of ample strength. At
least two layers of tarpaulins are to be provided and
these are to be secured by battens and wedges or
equivalent arrangements.
Chapter 12
Rudders
Contents
Section
1 General
2 Arrangement and Details
3 Design Loads
4 Rudder Blades
5 Rudder Stock and Pintles
6 Rudder Couplings
Section 1
General
1.1 Scope
1.1.1 The requirements of this Chapter apply to
arrangement and scantlings of normal streamlined or
plate rudders and their supporting structure. Rudders
fitted with special features e.g. special profiles, fins,
flaps, steering propellers etc. to increase the lift force
will be specially considered.
1.2 Material
1.2.1 All materials used in the construction of the
rudder are to be tested and approved in accordance
with Annex 1.
1.2.2 Material grades for plates and sections for the
rudder blade are to be sel ected as per Ch.2, Sec.1.3.
1.2.3 Bearing materials for bushings are to be
stainless steel, bronze, white metal, synthetic material or lignum vitae. If stainless steel is proposed to be
used for liners or bushes for the rudder stocks and
pintles, the chemi cal composition is to be submitted
for approval.
Hardness of the material of the bushing is to be at
least 65 Brinell lower than that of the liner or the
rudder stock or pintle.
Synthetic bush materials are to be of approved type.
Arrangement is to be pro vided for adequate supply of
sea-water to these bearings.
1.3 Testing
1.3.1 Bodies of the rudders are to be tested in
accordance with the requirements given in Ch.15.
Section 2
Arrangement and Details
2.1 Gen eral
2.1.1 Various types of rudder arrangement are shown
in Fig. 2.1.1; other combinations of couplings and
bearings may, however, be proposed.
2.1.2 Effective means are to be provided for
supporting the weight of the rudder. Where the support is provided by a carrier bearing attached to
the rudder head, the structure in way of the bearing is
to be adequately strengthened. The plating under all
rudder head bearings or rudder carriers is to be
increased in thickness.
2.1.3 All rudder bearings are to be accessible for
measuring wear without lifting or unshipping the
rudder.
2.1.4 Satisfactory arrangement is to be provided to
prevent water from entering the steering gear
compartment and lubricant from being washed away
from the rudder carrier. A seal or stuffing box is to
be fitted above the deepest load water line for this
purpose unless the top of the rudder trunk (steering gear flat) is more than 300 [mm] above the deepest
waterline in way trimmed condition. When the
rudder carrier is fitted below the deepest load water
line, two separate seals or stuffing boxes are to be
provided.
2.1.5 Suitable arrangement is to be provided to
prevent the rudder from lifting and accidental
unshipping.
Section 3
Design Loads
3.1 Rudder force
3.1.1 The rudder force, upon which rudder scantlings
are t o be based, is to be determined from the
following formula:
Fr = 132 . K 1 . K 2 . K 3 . A . V2 [N]
where,
Fr = rudder force [N]
A = area of rudder blade [m2]
V = maximum achievable ship speed (knots) in the
lightest operating condition in which the rudder is
fully immersed. V is not to be taken as less than 6
knots.
For astern condition, the maximum astern speed is to
be used, but in no case less than:
Vastern = 0.5V
K1 = ( + 2)/3; with not to be taken greater than 2.
= b2/At; where b is the mean height of the rudder
area [m] and A t, the sum of rudder blade area and
area of rudder post or rudder horn, if any, within the
height b [m2]
Mean breadth C [m] and mean height b [m] of rudder
are calculated according to the co -ordinate system in
Fig.3.1.1.
K2 = Factor depending on the kind of rudder profile
as per Table 3.1.1.
K3 = 0.80 for rudders outside the propeller jet
= 1.15 for rudders behind a fixed propell er nozzle
= 1.0 otherwise.
Table 3.1.1
Profile type K2
ahead astern
NACA:00
Gottingen profiles 1.1 0.80
Hollow profiles 1.35 0.90
Flat side profiles 1.1 0.90
3.2 Rudder torque
3.2.1 The rudder torque on regular shaped rudders in
both the ahead and astern conditions of travel is to be
calculated as follows:
Qr = F r . r [N -m];
where,
r = x c - f [m]; but not to be taken less than 0.1C.
xc = the distance of the point of application of the
design force Fr from the leading edge
= 0.33 C in ahead cond ition
= 0.66 C in astern condition.
C = Mean breadth of rudder area [m] See Fig. 3.1.1.
f = C . A f/A where A f is the portion of the rudder
blade area situated ahead of the centre line of the
rudder stock.
3.2.2 In case of rudder blades with stepped contours
the total rudder torque is to be obtained as follows:
Qr = Qri for i = 1,2,3,.....
where,
Qri = Fri.ri; individual torque component from each
part Ai of the total rudder area.
Fri = Fr. Ai/A
ri = xci fi; but not to be taken less than 0.1 C i.
xci, fi and C i are to be taken as x c, f and C as in 3.2.1
for each discrete part except that for those rudder
parts immediately aft of rudder horn x ci is to be taken
as 0.25C i and 0.55C i in ahead and astern conditions
respectively.
3.3 Bending moments, s hear forces and reactions
3.3.1 The bending moment (BM) and shear force
(SF) distributions along the entire height of the
rudder blade and rudder stock as well as the bearing
reactions (R) may be obtained by direct calculation.
The rudder is to be assumed as simply supported at the centres of the upper bearing and the neck bearing.
In case of rudders supported by the sole piece or
rudder horn the flexibility of the sole piece or rudder
horn, and rudder and rudder stock is to be taken into
consideration.
3.3.2 For common types of rudders , the following
approximate values may be used:
- For balanced rudders with heel support : -
m] [N8b.FBMr
at mid -height of the rudder blade;
m] [N7b.Fr
at centre of neck bearing.
SF = 0.6 F r [N]
at top and bottom ends of the rudder blade;
= 0.1 F r [N]
at mid -height of the rudder blade.
R = 0.6 F r [N]
at the heel pintle bearing;
= 0.7 F r [N]
at the neck bearing/stern pintle;
= 0.1 F r [N]
at the upper bearing.
- For spade rudders : -
m] [NAb.A.FBM1 1 r
at any cross section below and including the neck
bearing.
[N]AA.FSF1 r
at any cross section upto the centre of the neck
bearing.
m] [NF.bb bRr
33 2
at the neck bearing;
[N].bb
rF
at upper bearing;
where,
A1 = rudder area below the cross section under
consideration;
b1 = vertical distance from the centroid of A 1 to the
cross section;
b2 = vertical distance from the centroid of rudder area
A to the centre of the neck bearing, and
b3 = vertical distance between the centres of the
upper and lower bearings. 3.3.3 At upper bearings the bending moments are to
be taken as zero and between the upper bearing and
the neck bearing the bending moments may be varied
linearly.
Section 4
Rudder Blades
4.1 Construction details
4.1.1 Care is to be taken to avoid notch effects and to
maintain continuity of strength around cut -outs and
openings in the side plating. The plating thickness is
to be increased suitably and corners a re to be well
rounded and ground smooth.
4.1.2 Side plating and vertical webs transmitting the
torque are to be welded to the coupling flange by full
penetration welds.
4.1.3 In general, welds between plates and heavy
pieces are to be made as full penetrat ion welds.
Where back welding is not practicable, welding is to
be performed against backing bar or equivalent.
4.1.4 Webs are to be connected to the side plating in
accordance with Ch.14. Where fillet welding is not
practicable, side plating is to be conn ected by means
of slot welding to flat bars welded to the webs.
Normally slots of length 75 [mm], breadth at least
twice the side plating thickness and spaced 200 [mm]
centre to centre will be accepted. The ends of the
slots are to be well rounded. In are as subjected to
large bending stresses, horizontal slots may require to
be replaced by continuous weld.
4.1.5 Arrangement is to be provided to drain the
rudders completely. Drain plugs are to be provided
with efficient packing.
4.1.6 Internal surfaces of r udders are to be efficiently
coated for corrosion resistance after completion of
fabrication and testing. Where it is intended to fill
the rudder with plastic foam, details of the foam
material are to be submitted.
4.2 Double plated rudders
4.2.1 Thickness 't' of the rudder side, top and bottom
plating is not to be less than:
𝑡=5.5𝑠𝑓𝑎√𝑘(𝑇+𝐹𝑟
𝐴10−4) 10−3+2.5 [𝑚𝑚 ]
where,
00.1.max;). 1000/(5.01.1 f2
a l s
s = the smaller of the distances between the
horizontal or the vertical web plates [mm].
l = the la rger of the distances between the horizontal
or the vertical web plates [m].
The thickness 't' is however not to be less than the
minimum side shell thickness as per Pt.3, Ch.7.
For nose plates the thickness is to be increased to
1.25 t.
4.2.2 The thicknes s of the vertical and horizontal
webs is not to be less than 70 per cent of the
requirement given in 4.2.1 with a minimum of 7
[mm].
4.2.3 The thickness of side plating and vertical webs
forming the main piece may have to be increased
locally in way of the coupling and cut -outs or
openings, if any.
4.3 Single plated rudders
4.3.1 Rudder blade thickness is not to be less than:
t = 1.5 . y. V √𝑘. 10-3 + 2.5 [mm]
where y is the spacing of horizontal arms, [mm]; and
V, the speed in knots as per 3.1.1.
4.3.2 Rudder blade is to be stiffened by horizontal
arms spaced not more than 1000 [mm] apart. The
arms are to be efficiently attached to the main piece.
The thickness of the arms is not to be less than the
blade thickness. The section modulus of the arms in
way of main piece is not to be less than:
Z = 0.5 . y . x2 V2 k. 10-3 [cm3]
where,
x is the distance from the centre line of the stock to
the after end of the rudder [m].
4.3.3 The diameter of the mainpiece at top end is not
to be less than that of the lowe r rudder stock, and it
may be gradually reduced towards lower end.
Section 5
Rudder Stock and Pintles
5.1 Rudder stock
5.1.1 Diameter of the rudder stocks, when obtained
by direct calculation, are normally to gi ve an
equivalent stress se not exceeding 138 [N/mm2] i.e.
] N/mm[138 32 2 2
e t
where,
is the bending stress [N/mm2],
t is the torsional shear stress [N/mm2].
This requirement is regardless of the liners; and both
ahead and astern conditions are to be considered.
5.1.2 The diameter of the rudder stock at and above
rudder carrier is given by
][mm)(Q0.4 d3
r u
5.1.3 The diameter of rudder stock at any other cross
section is given by
] [mm
QBM.341. d 62
r2
s
ud
where BM is the bending moment at the cros s section
under consideration obtained as per 3.3.
5.1.4 The diameter of the rudder stock at neck
bearing is to be maintained to a point as far as
practicable above the top of the neck bearing and
may subsequently be tapered to that required at the
rudder carrier. The length of the taper is to be at least
three times the reduction in diameter. Particular care
is to be taken to avoid the formation of a notch at the
upper end of the taper.
5.1.5 Sudden changes of section or sharp corners in
way of the rudder coupling, jumping collars and
shoulders for rudder carriers are to be avoided.
Jumping collars are not to be welded to the rudder
stock. Keyways in the rudder stock are to have
rounded ends and the corners at the base of the
keyway are to be adequately rad iused.
5.2 Pintles and bearings
5.2.1 The diameter d p of the pintles, measured on the
inside of liners where fitted, is not to be less than:
dp = 0.35 R [mm]
where,
R = Reaction force [N] at the pintle bearing, obtained
as per Sec.3.3.
5.2.2 Pintles are to have a conical attachment to the
gudgeons and the taper on diameter is generally to
range between 1:8 to 1:12. The slugging nut is to be efficiently secured. An effective sealing against sea
water is to be provided at both ends of the cone.
5.2.3 The length of pintle housing in the gudgeon is
not to be less than the pintle diameter d p. The
thickness of the pintle housing is not to be less than
0.25 d p.
5.2.4 Where liners are fitted to pintles, they are to be
shrunk on or otherwise effic iently secured. If liners
are to be shrunk on, the shrinkage allowance is to be
indicated on the plans. Where liners are formed by
stainless steel weld deposit, the pintles are to be of
weldable quality steel, and details of the procedure
are to be submitt ed. Bushing is to be effectively
secured against movement.
5.2.5 Pintle clearances are normally to be as given in
Table 5.2.5.
Attention is to be paid to the manufacturer's
recommendations particularly where bush material
requires pre -soaking.
Table 5.2. 5 : Pintle Clearances
- For metal
bearing
material 0.001 d p + 1.0 [mm]
- For synthetic
bearing
material To be specially determined
considering the swelling and
thermal expansion properties
of the material, but not less
than 1.5 [mm].
5.2.6 The bearing pressure 'p', due to reaction 'R' on
projected bearing area is not to exceed the values
given in Table 5.2.6. For the purpose of this
calculation, the bearing length is not to be taken
greater than 1.2 times the rudder stock or pintle
diameter measured out side of liners, if fitted. Higher
values than given in the table may be taken on
verification by tests.
Table 5.2.6 : Bearing pressure
Bearing Materials P [N/mm2]
Steel or bronze against lignum vitae 2.5
Steels against white metal, oil lubricated 4.5
Steel against synthetic material with hardness between
60 and 70 shore D(1) 5.5
Steel against stainless steel, bronze and hot pressed
bronze -graphite materials 7.0
Note : (1) Indentation hardness test at 23 C and with 50% moist ure, according to a recognised standard. Synthetic
bearing materials to be of approved type.
Section 6
Rudder Couplings
6.1 Horizontal bolted couplings
6.1.1 The diameter of the coupling bolts is not to be
less than:
𝑑𝑏=0.62[𝑑𝑠3 𝑘𝑏
𝑛𝑒𝑚 𝑘𝑠]12⁄
[𝑚𝑚 ]
where,
ds = Rule stock diameter [mm] in way of the
coupling flange;
ks = material factor for the rudder stock material;
kb = material factor for the bolt material
n = total number of bolts;
em = mean distance of the bolt axis from the centre of
the bolt system [mm].
6.1.2 Coupling bolts are to be fitted bolts and a
minimum of six (6) bolts are to be provided. Their
nuts are to be effectively locked.
6.1.3 Mean distance em from the centre of the bolts
to the centre of the bolt syst em is not to be less than
0.9 d s [mm]. In addition, where the coupling is
subjected to bending stress the mean athwartship
distance from the centre of bolts to the longitudinal
centreline of the coupling is not to be less than 0.6 d s
[mm].
6.1.4 The thickn ess of coupling flanges is not to be
less than the diameter of the coupling bolts.
6.1.5 The width of material outside the bolt holes is
not to be less than 0.67 d b [mm].
6.2 Vertical flange couplings
6.2.1 The diameter of the coupling bolts is not to be
less than:
𝑑𝑏=0.81[𝑑𝑠3 𝑘𝑏
𝑛 𝑘𝑠]12⁄
[𝑚𝑚 ]
where,
ds = Rule stock diameter [mm] in way of the
coupling flange
ks = material factor for the rudder stock material;
kb = material factor for the bolt material
n = total number of bolts, not to be less than 8.
6.2.2 The first moment of area of the bolts about the
centre of the coupling to be not less than:
m = 0.00043
sd [cm3]
6.2.3 The thickness of the coupling flanges must be
at least equal to the bolt diameter; and the width of
the flange material outside the bolt holes must be
greater than or equal to 0.67 d b.
Chapter 13
Anchoring and Mooring Equipment
Contents
Section
1 General
2 Structural Arrangement for Anchoring Equipment
3 Anchors
4 Anchor Chain Cables
5 Towlines and Mooring Lines
6 Windlass
Section 1
General
1.1 Introduction
These requirements are based on maximum current
of 8 [km/hr], water depth of 5 -7 [m] and good
holding ground conditions. Where environmental
conditions are different from those specified above,
the anchoring and moor ing equipment would be
specially considered based on actual conditions.
1.1.2 For tugs intended for towing other ships, having
onboard suitable lines for the same purpose, the
requirement of towline may be waived with written
concurrence from the Owners.
1.1.3 The requirements for anchoring and mooring equipment specified in this Section are
intended for vessels operating purely in Inland
Waterways.
1.2 Documentation
1.2.1 The arrangement of anchoring and mooring
equipment and Equipment calcul ations are to be
submitted for information.
1.2.2 Following details of the proposed equipment
are to be submitted for approval: -
1) Number, weight, type and design of anchors.
2) Length, diameter, grade and type of chain cables.
3) Type and breaking load of steel a nd fibre ropes.
1.3 Symbols
1.3.1 L,B,T as defined in Ch.1, Sec.2.
Section 2
Structural Arrangement for Anchoring Equipment
2.1 General
2.1.1 The fore end of the vessel is to be arranged in
such a way that t he anchors do not protrude beyond
the side shell. The anchors are normally to be housed
in hawse pipes and anchor pockets of adequate size,
scantlings and suitable form to prevent movement of
anchor and chain due to wave action.
The arrangements are to pro vide an easy lead of
chain cable from windlass to the anchors. Upon
release of the brake, the anchors are to immediately
start falling by their own weight. Substantial chafing
lips are to be provided at shell and deck. These are to
have sufficiently large, radiused faces to minimise
the probability of cable links being subjected to large
bending stresses. Alternatively, roller fairleads of
suitable design may be fitted.
Alternative arrangements for housing of anchors will
be specially considered. 2.1.2 The shell plating and framing in way of the
hawse pipes are to be reinforced as necessary.
2.1.3 When two chain cables are used, the chain
locker is to be divided into two compartments, each
capable of housing the full length of one line. The
chain locker is to have adequate capacity and depth
to provide an easy direct lead for the cable into the
chain pipes, when the cable is fully stowed. The
chain pipes are to be of suitable size and
provided with chafing lips. The chain lockers
boundaries are to b e watertight. Provisions are to be
made to minimize the ingress of water to the chain
locker in bad weather. Adequate arrangement for
drainage of chain lockers is to be provided.
Provisions are to be made for securing the inboard
ends of the chains to the structure. The strength of
this attachment should be between 15 per cent to 30
per cent of the breaking strength of the chain cable. It
is recommended that suitable arrangements be
provided so that in an emergency the chain can be
readily made to slip from an accessible position
outside the chain locker.
2.1.4 The windlass and chain stoppers are to be
efficiently bedded and secured to deck. The thickness
of deck plating is to be increased in way of the
windlass and chain stoppers and adequate stiffening
underneath is to be provided.
2.1.5 Hawse pipe scantlings .1 The gross thickness of the hawse pipes is not to be
less than:
— for t 0 <10 mm; t = min (t 0 + 2; 10)
— for t 0 ≥ 10 mm; t = t0
Where t0 = gross thickness of adjacent shell plating
[mm]
Section 3
Anchors
3.1 General
3.1.1 Anchors are to be of an approved design and of
a type suitable for the intended service. Cast iron
anchors are not permitted to be used.
3.1.2 The mass of each bower anchor as required in
this Section is for anchors of equal mass. The masses
of individual anchors may vary by 7 per cent of the
calculated masses, provided that the total mass of the
anchors is not less than would have been required fo r
anchors of equal mass.
3.1.3 Where the maximum current expected in
service differs considerably from 8 [km/hr], the
anchor weight is to be suitably modified. Where the
maximum current expected in service considerably
exceeds 8 [km/hr] or 4.32 [knots], t he calculated
anchor mass is to be increased by the factor:
(Curent speed in km/hr
8)1.875
(Curent speed in knots
4.32)1.875
Where the maximum current expected in service is
less than 8 [km/hr] or 4.32 [knots], the calculated
anchor mass may be reduced by the factor:
(Current speed in km/hr
8)0.5
(Current speed in knots
4.32)0.5
3.1.4 The mass of the head, including pins and
fittings, of an ordinary stockless anchor is not to be
less than 60 per cent of the total mass of the anchor.
3.1.5 The mass 'ex stock' of sto cked bower or stream
anchors is not to be less than 80 per cent of the
tabular mass of ordinary stockless bower anchors.
The mass of the stock is to be 25 per cent of the total
mass of the anchor including the shackle etc. but
excluding the stock.
3.1.6 Wh en anchors of a design approved for the
designation 'High Holding Power' are used as bower anchors, the mass of each such anchor may be
reduced as indicated in 3.5.1. Approval of other HHP
anchors will be specially considered.
3.1.7 Anchor shackles are to be of a design and
material suitable to the service for which the anchor
is intended.
3.2 Manufacture and testing
3.2.1 Anchors and anchor shackles are to be
manufactured and tested in accordance with the
requirements of Annex 1.
3.3 Bow Anchors
3.3.1 Cargo Vessels
3.3.1.1 The total mass ‘P’ of the bow anchors of
cargo carriers is to be calculated in accordance with
the following:
𝑃=𝑘𝐵𝑇
Where, 𝑘=𝑐 (𝐿𝑜𝑎
8𝐵)0.5
Loa is the length overall
c is a coefficient defined in Table 3.3.1.1
For pushed barges, k = c
The breath B, to be considered for the application of
these requirements to multi -hull vessels is to be
determined using the following formula:
𝐵= ∑𝐵𝑖
where Bi is the individual breadth of each hull.
Table 3.3.1.1 : Value of Coefficient ‘c ’
Deadweight [tonnes] c
≤ 400 45
> 400 ≤ 650 55
> 650 ≤ 1000 65
> 1000 70
3.3.2 Passenger vessels and vessels not intended for
carriage of goods (e.g. launches)
3.3.2.1 Passenger vessels and vessels not intended for
the carriage of goods, apart from pushers, are to be
fitted with bow anchors whose total mass ‘P’ is
obtained from the formula in 3.3.1.1 where:
k: Coefficient corresponding to 3.3.1.1 but, where, in
order to obtain the value of the empirical coefficient
c, the maximum displacement, i n m3, is to be taken
instead of the deadweight tonnage.
3.3.3 Increased bower anchor mass
3.3.3.1 For passenger vessels, and for vessels having
a large windage area (such as container vessels), the
bow anchor mass is to be increased as follows:
𝑃𝑖=𝑃+4 𝐴𝑓
where, 𝐴𝑓 is the Transverse profile view (windage
area) of the hull above waterline at the draught T, in
m2.
For calculating the area 𝐴𝑓, all superstructures,
deckhouses and cargoes (e.g. containers) having a
breadth greater than B/4 are to be take n into account.
Parts of windscreens or bulwarks which are more
than 0.8 [m] in height are to be regarded as parts of
houses when determining 𝐴𝑓.
3.4 Stern Anchors
3.4.1 Stern anchors are to be fitted in compliance
with the requirements of 3.4.4 to 3.4.8.
3.4.2 The requirement for stern anchors may be
specially considered in certain cases depending on
specified operating conditions regarding, for
instance, current speed or vessel positioning.
3.4.3 Self -propelled vessels are to be fitted with stern
anchors whose total weight is equal to 25% of the
mass P calculated in accordance with 3.3.
3.4.4 Vessels whose maximum length L oa exceeds 86
[m] are to, however, be fitted with stern anchors
whose total mass is equal to 50% of the mass P or Pi
calculated in accordance with 3.3.
3.4.5 Pushers
Vessels intended to propel rigid convoys not more
than 86 [m] in length are to be fitted with stern
anchors whose total mass is equal to 25% of the
maximum mass P calculated in accordance with
3.3.1.1 for the largest formation considered as a
nautical unit.
3.4.6 Vessels intended to propel downstream rigid
convoys that are longer than 86 [m] are to be fitted
with stern anchors whose total mass equals 50% of
the greatest mass P calculated in accordance with
4.3.1.1 for the largest formation considered as a
nautical unit.
3.4.7 Stern anchors requirements are not applicable
to the following: • vessels for which the calculated stern
anchor mass will be less than 150 [kg]
• vessels intended to operate on reservoirs,
lakes;
• pushed barges and pontoons;
• tugs intended for towing operations only.
3.5 Mass Reduction
3.5.1 The anchor masses calculated in accordance
with 3.3 and 3.4 may be reduced for certain special
anchors, such as high holding power anchors.
Examples of such a nchors and the permissible mass
reduction is specified in Table 3.5.1
Table 3.5.1 : High Holding Power Anchors
Anchor Type Mass Reduction
HA-DU 30%
D’Hone Special 30%
Pool 1 (hol) 35%
Pool 2 (massief) 40%
De Biesbosch -Danforth 50%
Vicinay -Danforth 50%
Vicinay AC 14 25%
Vicinay Typ 1 45%
Vicinay Typ 2 45%
Vicinay Typ 3 40%
Stockes 35%
D'Hone -Danforth 50%
Schmitt high holding anchor 40%
SHI high holding anchor,
type ST (standard) 30%
SHI high holding anchor,
type FB (fully balanced) 30%
Klinsmann anchor 30%
HA-DU-POWER anchor 50%
3.6 Number of Anchors
3.6.1 The total mass P specified for bow anchors may
be distributed among one or two anchors. It may be
reduced by 15% where the vessel is equipped with
only a single bow anchor.
3.6.2 Th e required total weight of stern anchors
for pushers and vessels whose maximum length
exceeds 86 [m] may be distributed between one or
two anchors. 3.6.3 The mass of the lightest anchor is not to be less
than 45% of that total mass.
Section 4
Anchor Chain Cables
4.1 General
4.1.1 Chain cables may be either short link or stud
link and of mild steel or special quality steel meeting
the requirements of breaking strength and the length
as give n in 4.3. The required chain diameter is to be
obtained by using tables of chain breaking strength
given in Annex 1 Ch.10.
4.1.2 In conjunction with HHP anchors, only Grade
CC2 or ISO Grade 40 chain cable is to be used,
however, for HHP anchors having a ma ss of 300 [kg]
or less, Grade CC1 chain cable may be accepted
provided the diameter of Grade CC1 cable required is
increased by ten per cent.
4.1.3 When desired by the Owners, steel wire ropes
may be used instead of chain cables. Steel wire ropes
are to ha ve a breaking strength not less than that
required for chain cables and their length is to be not
less than 20 per cent in excess of the length required
for chain cable.
In such cases it is recommended that a short length of
chain or a swivel is fitted bet ween the anchor and the
wire rope, having a length equal at least the distance
from the anchor in the stowed position to the winch.
4.1.4 Where wire rope is used in lieu of chain cable
for anchoring, galvanised wire rope with an independent wire core in ac cordance with Annex 1
Chapter 10 is to be used. Wire rope terminal fittings
are to comply with a recognised standard.
4.2 Manufacture and testing
4.2.1 Chain cables, steel wire ropes and shackles are
to be manufactured and tested in accordance with the
requirements of Annex 1.
4.3 Minimum Breaking Strength
4.3.1 The minimum breaking load of chain cables is
to be calculated by the formulae given in Table 4.3.1.
The breaking loads of short -link chains and stud -link
chains may be determined in accordance wi th Annex
1 Chapter 10.
4.3.2 Where the anchors have a mass greater than
that required in 3.3.1 to 3.3.3, the breaking load of
the anchor chain cable is to be determined as a
function of that highest anchor mass.
4.3.3 The attachments between anchor and ch ain are
to withstand a tensile load 20% higher than the
tensile strength of the corresponding chain.
Table 4.3.1: Breaking load R of chain cable
Anchor Mass [kg] R [kN]
≤ 500 0.35 P’
> 500 and ≤ 2000 𝑅= (0.35− 𝑃′−500
15000) 𝑃′
> 2000 0.25P’
Note: P’ is the theoretical mass of the anchor as established in accordance with 3.3 and 3.4
Where the actual anchor mass is greater than required, P ’ is to be taken as the actual anchor mass
Where the actual anchor is an anchor of the High Holding Power type, the equivalent mass of a normal
anchor is to be used for P’
Table 4.4.1 Minimum length of chain cable per anchor
Loa [m] Minimum length of chain cable [m]
Zones 2 & 3 Zone 1
< 30 40 Loa + 10 with a minimum of 40 [m]
≥ 30 and ≤ 50 Loa + 10 and need not be greater than 100
[m].
> 50 60
4.4 Length of Chain Cables
4.4.1 Bow anchor chain cables
Refer to Table 4.4.1 for the minimum length of bow
anchor chain cables. 4.4.2 Stern anchor chain cables
The length of stern anchor chain cables is not to be
less than 40 [m]. However, where vessels need to
stop facing downstream they are to be equipped with
a stern anchor chain of not less than 60 [m] in length.
Section 5
Towlines and Mooring Lines
5.1 General
5.1.1 Towlines and mooring lines may be of steel
wire, natural fibre or synthetic fibre and are to be
made by an approved manufacturer. During loading
and unloading of tank vessels carrying inflammable
liquids, steel wire ropes only are to be used for
mooring purposes.
5.1.2 Vessels are to be equipped with three mooring
lines. The length and breaking strength of mooring
lines are to be as required by Table 5 .1.2 and Table
5.1.3 respectively. Also see Sec.1.1.2.
Ropes and lines should preferably be of the
following type:
— 6 × 24 wires + 7 fibre cores for towing ropes and
mooring lines.
5.1.3 The diameter of a fibre rope is not to be less
than 20 [mm]
Table 5 .1.2 : Mooring Lines
Mooring line Minimum length [m]
1st line l’ = min (l 1, l2)
l1 = L oa + 20
l2 = lmax1
2nd line
l’’ = 2/3 * l’
3rd line2
l’’ = 1/3 * l’
1. l max = 100 [m]
2. This line is not required on vessels with L oa < 20
[m].
Table 5.1.3 : Minimum breaking strength of
mooring lines, Rs
Loa *B * T Rs [kN]
≤ 1000 [m3] 𝑅𝑠=60+ 𝐿𝑜𝑎 ∗𝐵∗𝑇
> 1000 [m3] 𝑅𝑠=150 + 𝐿𝑜𝑎 ∗𝐵∗𝑇
5.1.4 Pushed barges may be equipped with atleast
least four wire ropes having a theoretical breaking
strength of 440 [kN] instead of the towing ropes. 5.2 Manufacture and testing
5.2.1 Steel wire ropes are to be manufactured and
tested in accordance with the requirements of Annex
1 Ch.10 .
5.3 Mooring arrangement
5.3.1 Means are to be provided to enable mooring
lines to be efficiently secured on board ship by an
adequate number of suitably placed bollards on either
side of the ship.
5.3.2 Every vessel is to be equipped with one double
bollard each on the fore and after body on port and
starboard side. In between, de pending on the vessel’s
size, one to three single bollards are to be arranged
on either side of the vessel.
5.3.3 Mooring winches should be fitted with drum
brakes of sufficient strength to prevent unreeling of
the mooring lines.
5.3.4 Adequate stiffening is to be provided in way of
Bollards, Mooring winches etc.
5.4 Towing lines
5.4.1 Tugs are to be equipped with a number of lines
that are suitable for their operation. However, the
main cable is to be at least 100 [m] long and have a
breaking strength, in [kN], not less than one third of
the total power, in [kW], of the main engine(s).
5.4.2 Self -propelled vessels and pushers that are also
intended to tow are to be equipped with an at least
100 [m] long towing line whose breaking strength in
[kN], is not l ess than one quarter of the total power,
in [kW], of the main engine(s).
Section 6
Windlass
6.1 General
6.1.1 The requirements of 6.1.2 to 6.1.5 apply
equally to bow and stern anchor winches.
6.1.2 On ships equipped with anchors having a mass
of over 50 [kg], windlass(es) of sufficient power and
suitable for the type and size of chain cable are to be
fitted. Arrangements for anchor davits will be
specially considered.
6.1.3 The windlasses may be hand or power operated.
Hand operated windlasses are acceptable only if the
effort required a t the handle does not exceed 15 [kgf]
for raising one anchor at a speed of not less than 2
[m/min] and making about 30 turns of the handle per
minute. 6.1.4 A power operated windlass is to be capable of
exerting, for a period not less than 30 minutes, a
continuous duty pull of 28 d c2 [N] and to raise one
anchor with chain cable at a mean speed of not less
than 9 [m/min], d c [mm] being the diameter required
for Grade CC1 chain cable.
6.1.5 Winches suitable for operation by hand as well
as by external power a re to be so constructed that the
power drive cannot activate the hand drive.
6.2 Testing
6.2.1 After installation on board, anchoring tests are
to be carried out to demonstrate satisfactory working.
Chapter 14
Welding
Contents
Section
1 General
2 Welding
3 Welded Connections
Section 1
General
1.1 Scope
1.1.1 Welding in steel hull construction of all types
of ships is to comply with the requirements of this
Chapter.
Welding in aluminium structures will be specially
considered.
1.2 Documentation
1.2.1 Connection details of the welded structural
members, including type and size of welds are to be clearly indicated on the plans submitted for approval.
An explanation of all symbols or abbreviations used
in detailing the weld connections should be included
on the plans.
Details of proposed welding procedure is to be
submitted indicating preheating temperature and any
postwelding heat treatment, if employed. Extent to
which automatic welding, including dee p penetration
welding, is to be employed should also be indicated.
Section 2
Welding
2.1 Welders and supervision
2.1.1 Welders are to be proficient in the type of work
on which they are to be engaged. The records of their
tests and qualifications are to be kept by the builders
and made available to the Surveyors. A sufficient
number of skilled supervisors are to be employed to
ensure effective control at all stages of assembly and
welding operations.
2.2 We lding electrodes
2.2.1 Electrodes and welding consumables approved
by Designated Authority in accordance with the requirements of Annex 1, Ch.11 and suitable for the
type of joint and grade of steel, are to be used.
2.2.2 For the connection of two differen t grades of
steel of the same tensile strength properties,
electrodes suitable for the lower grade will be
generally acceptable except at structural
discontinuities or other points of stress concentration.
2.2.3 For the connection of steel of different ten sile
strengths, the electrodes are to be suitable for the
tensile strength of the component, on the basis of
which the weld fillet size has been determined in
Sec.3.
2.3 Preparation for welding
2.3.1 The parts to be welded are to be fitted in
accordance wi th the approved joint detail. The edge
preparation is to be accurate and uniform. Means are
to be provided for maintaining the parts to be welded,
in correct position during the welding operations.
Excessive force is not to be employed in aligning the
parts before welding and the means employed in
maintaining the alignment are to be so arranged as to
allow for expansion and contraction during the
welding operation. All methods employed in
correcting improper alignment are to be to the
satisfaction of the Su rveyor.
2.3.2 All surfaces to be welded are to be clean, dry
and free from rust, scale and grease. The surface and
boundaries of each run of deposit are to be
thoroughly cleaned and freed from slag before the
next run is applied. Before a manual sealing ru n is
applied to the back of a weld, the original root
material is to be gouged out to sound metal.
2.3.3 Tack welding is to be kept to a minimum, and
where used, should be equal in quality to that of the
finished welds. Any defective tack weld is to be cut
out before completing the finished welds. Care is to
be taken in removing the tack welds to ensure that
the structure is not damaged in doing so.
2.4 Welding procedure
2.4.1 Only approved welding procedures are to be
used, See 2.5.
2.4.2 Structural arrang ements are to be such as to
allow adequate access for satisfactory completion of
all welding operations. Welded joints are to be so
arranged so as to facilitate downhand welding
wherever possible.
2.4.3 The sequence of welding is to be so planned
that any restraint during welding operations is
reduced to a minimum. The ends of the frames and
stiffeners should be left unattached to the plating at
the subassembly stage until connecting welds are
made, in the intersecting systems of plating, framing
and stiffe ners, at the erection stage.
Where a butt meets a seam, the welding of the seam
should be interrupted well clear of the junction and
not be continued until the butt is completed. Welding
of the butt should continue past the open seam and
the weld be chippe d out for the seam to be welded
straight through. 2.4.4 Adequate precautions are to be taken to ensure
that the welding site is protected from the deleterious
effects of high moisture, severe wind and extreme
cold.
2.5 Approval of procedures
2.5.1 Unless previously approved, welding
procedures are to be established by the yard and
forwarded to Designated Authority for approval. The
welding procedure specifications are to include
detailed description of the base material, primer,
plate thickness range, join t/groove design, welding
consumable, welding position, welding techniques,
welding parameters, preheating/ interpass
temperature and post heat treatment if any.
The welding for procedure qualification and
subsequent testing, are to be witnessed by the
Surv eyor of the Designated Authority.
2.6 Inspection of welds
2.6.1 Effective arrangements are to be provided for
the inspection of finished welds to ensure that all
welding has been satisfactorily completed.
2.6.2 All finished welds are to be visually inspect ed
and are to be sound, uniform and substantially free
from slag inclusions, porosity, undercutting or other
defects. Welds and adjacent base metal are to be free
from injurious arc strikes.
2.6.3 For the examination of important structural
welds, visual i nspection is to be supplemented by
radiography or other acceptable non - destructive
crack or flaw detection methods. The extent of such
examination is to be to the Surveyors' satisfaction,
but particular attention is to be given to the following
locations:
a) Junction and crossings of seams and butts in
strength deck, sheer strake, side and bottom shell
within 0.4L amidships.
b) Butts of keel plating and rounded sheerstrake
within 0.4L amidships.
c) Insert plates in way of hatch openings on the
strength deck.
d) Butts of longitudinal framing and longitudinal
bulkhead stiffeners within 0.4L amidships.
2.6.4 Defective sections of welds as found by visual
or non - destructive examination or leakages under
hydrostatic tests, are to be gouged out as necessary
and carefully re welded.
Section 3
Welded Connections
3.1 Butt welds
3.1.1 Plates of equal thickness may be manually butt
welded as per Fig.3.1.1. For automatic welding
procedures and special welding techniques, the
welding proc edure will be specially considered. 3.1.2 For joints of plates with difference in thickness
of more than 4 [mm], the thicker plate is to be
tapered. The taper is not to exceed 1:3. Edge
preparation after the tapering is to be as indicated in
Sec.3.1.1.
3.1.3 All manual butt welds are normally to be
welded from both sides. Where a back ceiling run is
not practicable or in certain cases when the stress
level in the members is very low, welding on one
side may be permitted provided the welding process
is found satisfactory.
3.1.4 Where stiffening members, attached by
continuous fillet welds, cross the finished butt or
seam welds, these welds are to be made flush in way
of the faying surface. Similarly for butt welds in
webs of stiffening members, the butt weld is to be
first completed and made flush with the stiffening
member before the stiffener is connected to the
plating by fillet weld. The ends of the flush portion
are to run out smoothly without notches or any
sudden change of section. Where such conditions can
not be complied with, a scallop is to be arranged in
the web of the stiffening member. Scallops are to be
of such size and in such a position, that a satisfactory
weld can be made.
3.2 'T' connections
3.2.1 The throat thickness (See Fig.3.2.1) of the fillet
welds is given by: throat thickness = t p . weld factor . d/s
where,
tp = thickness [mm], of the thinner of the two parts
being connected.
d = distance [mm], between the successive weld
fillets.
s = length [mm], of the correctly proportioned weld
fillets, clear of end craterss is not to be less than 75
[mm].
The weld factors for various connections are
generally to be as given in Table - 3.2.1.
Where an approved automatic deep penetration
procedure is used, the weld factors may be reduced
by 15 per ce nt
3.2.2 The throat thickness is not to be less than 3.0
[mm] and generally not to be greater than 0.44 t p for
double continuous welds and the greater of 0.44 t p or
4.5 [mm] for intermittent welds.
Table 3.2.1 : Weld factors for fillet welds
Structural items Weld
Factors d.c. Int.wel
d Remarks
Single Bottom
Centre girder to keel plate or bar keel 0.3 *
to face plate 0.15 *
Side girder to bottom shell 0.15 *
to face plate 0.13 *
to floors 0.20 *
Floors to keel plate 0.15 *
to shell plating 0.15 *
to centre girder 0.35 *
to longitudinal bulkheads 0.35 *
to face plate 0.15 *
sterntube covering 0.15 *
Bottom longitudinal to shell plating 0.13 *
Double Bottom, See Note 1
Centre girder or
duct keel to keel plate 0.3 *
to inner bottom 0.25 *
Side girder to bottom shell 0.15 *
to inner bottom 0.15 *
to floors 0.15 *
Floors to shell plating 0.15 *
to inner bottom/margin plate 0.15 *
to centre girder/keel plate 0.20 *
Margin plate to shell plating 0.4 *
to inner bottom 0.4 *
Inner bottom to side shell 0.4 *
Tank side brackets to shell plating 0.3 *
to margin plate 0.3, *
Bracket floor to inner bottom/bottom shell 0.15 *
to centre girder 0.25 *
to side shell/margin plate 0.25 *
Bottom frames to shell plating 0.13 *
Reverse frames to inner bottom 0.13 *
Longitudinals to shell plating 0.13 *
to inner bottom 0.13 *
Tank boundaries
and bilge wells 0.40 *
Stiffeners to floors and girders 0.13 *
Structural items Weld
Factors d.c. Int.wel
d Remarks
Structure in Machinery Space
Floors and girders to shell & inner bottom 0.3 *
to face plate 0.2 *
Transverse &
longitudinal frames to shell plating 0.15 *
Floors to centre girder in way of
engine, thrust blocks & boiler
seatings
in single bottom 0.50 *
in double bottom 0.30 *
Main engine
foundation girders to top plate 0.5 * See Note 2
to hull structure 0.4 *
Floors to engine girder 0.4 *
Brackets etc. to engine girders 0.3 *
Side Structure
Transverse frames to side shell
in tanks 0.13 *
elsewhere 0.11 *
Side longitudinals to shell plating 0.13 *
Web frames & side
stringers to shell plating
within 0.2 x span from ends 0.35 *
elsewhere 0.20 *
to face plate and tripping
bracket 0.15 *
Web frames to side stringers 0.3 *
Bilge keel to ground bars 0.2 *
Bilge keel ground
bar to side shell 0.35 * Single cont.
Deck Structure
Strength deck to shell F.P. See Note 3
Other decks to shell and bulkheads 0.3 * Generally
Deck beams to deck plating
in tanks 0.13 *
elsewhere 0.11 *
Deck longitudinals to decks 0.13 *
Deck girders to deck plating
within 0.2 x span from ends 0.35 *
elsewhere 0.20 *
to face plating and tripping
brackets 0.15 *
Cantilever webs to shell, decks, face plates and
longitudinal girders at ends 0.35 *
Pillars to deck, inner bottom and pillar
brackets 0.40 *
Structural items Weld
Factors d.c. Int.wel
d Remarks
Construction in 0.25L from F.P.
Floors & girders to shell 0.25 *
to inner bottom 0.25 *
Bottom
longitudinals to shell 0.15 *
Shell to transverse & longitudinal side
framing 0.15 *
Panting stringers to shell & frames 0.30 *
All internal
structure in fore peak (unless a higher
factor is specified) 0.13 *
Aft Peak Construction
All internal
structure on bottom, side shell & aft peak
bulkhead 0.3 * See 3.2.5
Bulkheads and Partitions
Boundaries of watertight, oiltight & wash
bulkheads and shaft tunnels 0.4 * To be specially
considered for
chemical cargo
tanks
Stiffeners on tank & wash bulkheads 0.13 *
on pillar bulkheads 0.13 *
on ordinary bulkheads 0.11 *
Vertical &
horizontal girders in
tanks & wash
bulkheads to bulkhead plating
within 0.2 x span from ends 0.40 *
elsewhere 0.40 *
to faceplate 0.30 *
to tripping brackets 0.30 *
Vertical &
horizontal girders
elsewhere to bulkhead plating 0.15
within 0.2 x span from ends 0.35 *
elsewhere 0.20 *
to faceplate & tripping brackets 0.15 *
Primary Structures in Cargo Tanks
Webs to shell, deck & bulkheads
within 0.2 x span from ends 0.4 *
elsewhere 0.3 * *
Webs to face plates 0.3 *
Webs to webs of other primary
members 0.3 *
Boundaries of tripping brackets 0.15 *
Superstructures & deckhouses
External bulkheads to deck
on 1st and 2nd tiers 0.40 *
elsewhere 0.25 *
Internal bulkheads boundaries 0.13 *
Stiffeners to external bulkheads 0.10 *
Structural items Weld
Factors d.c. Int.wel
d Remarks
Hatchways and closing appliances
Hatch coaming to deck at corners 0.5 *
to deck elsewhere 0.4 *
to face plate 0.4 *
to hatch cover rest bar 0.16 *
Hatch cover to stiffeners 0.12 *
Rudders & Nozzles
Rudders See Note 4
Main piece
members to coupling flange F.P. *
to each other 0.44 *
Rudder plating to rudder webs, elsewhere 0.20 *
Nozzles generally as for rudders
Miscellaneous fittings & equipment
Framing ring for
manhole type
covers to deck & bulkhead 0.4 *
Framing around
ports and
W.T./oiltight doors to plating 0.4 *
Sea-chest boundary exposed to sea 0.5 *
welds
elsewhere 0.4 *
Ventilators, air
pipes etc. to deck 0.4 *
Bulwark stays to deck 0.4 *
to bulwark plating 0.2 *
Fabricated anchors F.P.
Masts, derrick posts, crane pedestals, deck machinery
& mooring equipment seating - to deck etc. To be considered in each individual case
d.c double continuous
F.P. Full penetration weld
Note 1 For tank boundaries see 3.2.5.
Note 2 Preferably to be deep penetration or full penetration weld depending on the thickness of the engine
girders.
Note 3 Generally full penetration, but alternative proposals may be considered.
Note 4 Se e Chapter 12, Section 4.1.
3.2.3 The leg length is not to be less than √2 times
the specified throat thickness.
3.2.4 Where the connection is highly stressed, deep
penetration or full penetration welding may be
required. Where full penetration welding s required,
the abutting plate may require to be beveled.
3.2.5 Continuous welding is to be adopted in the
following locations and in any other region of high
dynamic loading: -
a) Boundaries of weathertight decks and erections,
inclu ding hatch coamings, companionways and
other openings.
b) Boundaries of tanks and watertight
compartments.
c) All structures in the afterpeak and the afterpeak
bulkhead stiffeners.
d) All framing within holds of bulk carriers
intended for carriage of coal.
e) All weld ing inside tanks intended for chemicals
or edible liquid cargoes.
f) All lap welds in tanks.
g) Primary and secondary members to plating in
way of end connections and end brackets to
plating in the case of lap connection.
h) Other connections as given in Table - 3.2.1.
3.2.6 Where intermittent welding is used, the welding
is to be made continuous around the ends of brackets,
lugs, scallops and at other orthogonal connections
with other members. In tanks for water ballast, cargo
oil or fresh water, only scalloped wel ding is to be
used.
3.2.7 Where structural members pass through the
boundary of a tank, and leakage into the adjacent
space could be hazardous or undesirable, full
penetration welding is to be adopted for the members
for at least 150 [mm] on each side of t he boundary.
Alternatively, a small scallop of suitable shape may
be cut in the member close to the boundary outside
the compartment, and carefully welded all round.
3.3 Lap connections
3.3.1 Overlaps are not to be used to connect plates
which may be subjected to high tensile or
compressive loading. However, where they are
adopted, the width of overlap is to be adequate to
ensure a good weld, the surfaces are to be in close
contact and the joints should be closed all round by
continuous fillet weld.
3.4 Slot weld
3.4.1 For the connection of plating to internal webs,
where access for welding is not practicable, the
closing plating is to be attached by continuous full
penetration or slot welds to flat bars fitted to the
webs. Slots are to be well rounded at ends, to have a
minimum length of 75 [mm] and in general, a
minimum width of twice the plating thickness. The distance between the slots is not to exceed 150 [mm].
Complete filling of the slots is normally not
permitted.
3.5 End connection
3.5.1 In way of the end connections of girders double
continuous welding is to be used all around. The
weld area is not to be less than the cross -sectional
area of the member, and the throat thickness not less
than that given by Table 3.2.1 for girder ends.
3.5.2 Where stiffeners have bracketed end
connections, bracket arms are to be welded all around
and the throat thickness is not to be less than 0.35
times the thickness of bracket.
3.5.3 Where stiffeners are continuous at girder, they
are to be connected to the webs, either directly and/or
by means of lugs. The weld area is to be such that the
shear stress does not exceed 80/k [N/mm2]. Where
the shear forces are high, a double sided connection
to the web and/or a web stiffener welded on top of
the continuous stiffener may be required.
Chapter 15
Hull Inspection, Workmanship and Testing
Contents
Section
1 Hull Inspection
2 Workmanship
3 Testing
Section 1
Hull Inspection
1.1 Approval of works
1.1.1 The builders are to demonstrate their capability
to carry out the fabrication to acceptable quality
standards before the commencement of the
fabrication. Similar approval procedure shall apply to
subcontractor's works also. Previous experience in
the building and repair of relevant structures and equipment can be considered favourably in this
regard.
1.2 Inspection facilities
1.2.1 Adequate facilities are to be provided to enable
the Surveyor to carry out a satisfactory inspection of
all components du ring each stage of prefabrication
and construction.
Section 2
Workmanship
2.1 General
2.1.1 All workmanship is to be of good quality and in
accordance with good shipbuilding practice. Any
defect is to be rec tified to the satisfaction of the
Surveyor before being covered with paint, cement or
other composition.
2.1.2 The assembly sequence and welding sequence
are to be agreed prior to construction and are to be to
the satisfaction of the Surveyor.
2.2 Plate ed ges and cut -outs
2.2.1 Openings, holes and other cut -outs in the main
structural components are to be rounded off by
adequately large radii. The free edges of cut -outs,
hatch corners etc. are to be properly prepared and are
to be free from notches. All edg es should be faired. 2.3 Cold forming
2.3.1 Flanging and bending of plates while cold
forming are not to have an average bending radius
less than three times the plating thickness. The
minimum radius is not to be less than twice the
plating thickness.
2.3.2 During joggling of plates and profiles, the depth
of joggle is not to be less than four times and the
bending radius not less than twice the web thickness.
2.4 Hammering, bending and straightening
2.4.1 Steel being worked on when hot, is not to be
overh eated, and it is to be hammered and bent in the
appropriate heat condition. Steel which is burnt, is
not to be used.
2.4.2 Flame heating may be employed to straighten
buckled plating when the buckling is not severe.
Section 3
Testi ng
3.1 Definitions
3.1.1 Shop primer is a thin coating applied after
surface preparation and prior to fabrication as a
protection against corrosion during fabrication.
Protective coating is a final coating protecting the
structure from corrosion.
3.1.2 Structural testing is a hydrostatic test carried
out to demonstrate the tightness of the tanks and the
structural adequacy of the design. Where practical
limitations prevail and hydrostatic testing is not feasible (for example when it is difficult, in practice,
to apply the required head at the top of the tank),
hydropneumatic testing may be carried out instead.
When a hydropneumatic testing is performed, the
conditions should simulate, as far as practicable, the
actual loading of the tank.
3.1.3 Hydropneumatic testing is a combination of
hydrostatic and air testing, consisting of filling the
tank with water up to its top and applying an
additional air pressure. The value of the additional air
pressure is to be at least as given in Sec. 3.4.
3.1.4 Leak testing is an air or other medium test
carried out to demonstrate the tightness of the
structure.
3.1.5 Hose testing is carried out to demonstrate the
tightness of structural items not subjected to
hydrostatic or leak testing and to other c omponents
which contribute to the watertight or weathertight
integrity of the hull.
3.2 Application
The requirements of this Section apply to:
tanks, including independent tanks
watertight or weathertight structures.
The purpose of these tests is to check the tightness
and/or the strength of structural elements.
Tests are to be carried out in the presence of the
Surveyor at a stage sufficiently close to completion
so that any subsequent work would not impair the
strength and tightness of the structure.
For the general testing requirements, See Sec.3.8 and
Sec.3.9.
3.3 Structural testing
3.3.1 Structural testing as required in Table 3.3.1
may be carried out before or after launching.
Shop primer may be applied before carrying out the
structural testing.
3.3.2 Structural testing may be carried out after the
protective coating has been applied, provided that
one of the following two conditions is satisfied:
a) all the welds are completed and carefully
inspected visually to the satisfaction of the
Surveyor, prior to the application of the
protective coating,
b) leak testing is carried out prior to the application
of the protective coating.
However, when leak testing is not carried out,
protective coating in way of the following welds
should be applied only after the str uctural testing has
been satisfactorily completed:
all erection welds, both manual and
automatic
all manual fillet weld connections on tank
boundaries and manual penetration welds.
3.4 Leak testing
3.4.1 Where leak testing is carried out in accordance
with Table 3.3.1, an air pressure of 7 [KN/m2] is to
be applied during the test.
Prior to inspection, it is recommended that the air
pressure in the tank is raised to 10 [KN/m2] and kept
at this level for about 1 hour to reach a stabilized
state, with a minimu m number of personnel in the
vicinity of the tank, and then lowered to the test
pressure. 3.4.2 Welds are to be coated with an efficient
indicating liquid.
3.4.3 A U -tube filled with water up to a height
corresponding to the test pressure is to be fitted t o
avoid overpressure of the compartment tested and to
verify the test pressure. The U -tube should have a
cross section larger than that of the pipe supplying
air.
In addition, the test pressure is also to be verified by
means of one master pressure gauge. Alternative
means which are considered to be equally reliable,
may be accepted.
3.4.4 Where leak testing is carried out it should be
prior to the application of a protective coating, on all
fillet weld connections on tank boundaries,
penetrations and erect ion welds on tank boundaries
excepting welds made by automatic processes.
Selected locations of automatic erection welds and
pre-erection manual or automatic welds may require
to be similarly tested at the discretion of the
Surveyor, taking account of the quality control
procedures operating in the shipyard. For other
welds, leak testing may be carried out after the
protective coating has been applied, provided that
these welds were carefully inspected visually to the
satisfaction of the Surveyor.
Any other recognized method may be accepted to the
satisfaction of the Surveyor.
3.5 Hose testing
When hose testing is required to verify the tightness
of the structures, as defined in Table 3.3.1, a
minimum pressure in the hose of at least 200
[KN/m2] is to be app lied at a maximum distance of
1.5 [m]. The nozzle diameter is not to be less than 12
[mm].
3.6 Hydropneumatic testing
When hydropneumatic testing is performed, the same
safety precautions as for leak testing (See Sec.3.4)
are to be adopted.
3.7 Other testi ng methods
Other testing methods may be accepted, at the
discretion of the Designated Authority, based upon
equivalency considerations.
3.8 General testing requirements
General requirements for testing are given in Table
3.3.1.
3.9 Additional requirements for special type
vessels/tanks
In addition to the requirements of Table 3.3.1,
particular requirements for testing of certain spaces
within the cargo area of following types of vessels
are given in Table 3.9.1.
edible liquid carriers
chemical carriers
Thes e requirements intend generally to verify the
adequacy of the structural design of the tank, based on the loading conditions on which the scantlings of
the tank structure were determined.
Table 3.3.1 : General testing requirements
Item
number Structure to be
tested Type of testing Structural test pressure Remarks
1 Double bottom tanks Structural
testing[a] The greater of the following:
head of water up to the top of
overflow
head of water up to the
uppermost continuous deck Tank boundaries
tested from at least
one side
2 Double side tanks Structural
testing[a] The greater of the following:
head of water upto the top of
overflow
1.0 [m] head of water above
highest point of tank Tank boundaries
tested from at least
one side
3 Tank bulkheads, deep
tanks Structural
testing[a] The greater of the following[b]:
head of water up to the top of
overflow
1.0 [m] head of water above
highest point of tank
setting pressure of the safety
relief valves, where relevant Tank boundaries
tested from at least
one side Fuel oil bunkers Structural testing
4 Fore peak and after
peak used as tank Structural testing The greater of the following:
head of water up to the top of
overflow
1.0 [m] head of water above
highest point of tank Test of the after
peak carried out
after the stern tube
has been fitted
Fore peak not used as
tank Structural testing head of water upto the
uppermost continuous deck
for cargo ships and bulkhead
deck for passenger ships
After peak not used
as tank Leak testing
5 Watertight bulkheads Hose testing[c] Thorough
inspection of
bulkhead to be
carried out
6 Watertight doors
below uppermost
continuous deck or
bulkhead deck Structural
testing[d] Water pressure head upto the
uppermost continuous deck
for cargo ships and bulkhead
deck for passenger ships
7 Double plate rudders Leak testing
8 Shaft tunnel clear of
deep tanks Hose testing
9 Shell doors Hose testing
10 Weathertight
hatchcovers and
closing appliances Hose testing
11 Chain locker (if aft of
collision bulkhead), Structural testing Head of water up to the top
12 Independent tanks Structural testing Head of water upto the top of
overflow, but not less than 0.9
[m],
13 Ballast ducts Structural testing Ballast pump maximum pressure
Notes:
[a] Leak or hydropneumatic testing may be accepted under the conditions specified in 3.4, provided that at least
one tank for each type is structurally tested. This however does not apply to cargo space boundaries in tankers and
tanks for segregated cargoe s or pollutants. If the structural test reveals weakness or severe faults not detected by
the leak test, all tanks are to be structurally tested.
[b] Where applicable, the highest point of tank is to be measured to the deck and excluding hatches.
[c] When hose test cannot be performed without damaging possible outfitting (machinery, cables, switchboards,
insulation, etc.) already installed, it may be replaced, at the discretion of the Designated Authority by a careful
visual inspection of all the crossings and welded joints; where necessary, dye penetrant test or ultrasonic leak test
may be required.
[d] The test may be made before or after the door is fitted. In case test is done before, hose testing is to be carried
out in place after the door is fitted.
Table 3.9.1 : Additional testing requirements for spaces within the
cargo area of certain types of ships
Item No. Types of ships Structure to be
tested Testing
requirements Structural test
pressure Remarks
1 Edible liquid
carriers Independent
tanks Structural
testing Head of water up to the
top of overflow without
being less than 0.9 [m]
2 Chemical carriers Integral or
independent
tanks Structural
testing of cargo
tanks
boundaries from
at least one side The greater of the
following:
1.0 [m] head of
water above
highest point of
tank
setting pressure of
the safety relief
valves, where
relevant
Annex 3
Main and Auxiliary Machinery
Contents
Chapter 1 General Requirements for the Design and
Construction of Machinery
Chapter 2 Piping Design Requirements
Chapter 3 Pumping and Piping
Chapter 4 Prime Movers and Propulsion Shafting Systems
Chapter 5 Boilers and Pressure Vessels
Chapter 6 Steering Gear
Chapter 7 Control Engineering Systems
Chapter 8 Electrical Insta llations - Equipment and Systems
Chapter 9 Spare Gear
Annex 3
Contents
Chapter 1
General Requirements for the Design and Construction of Machinery
Section 1
General
1.1 Scope
1.2 Machinery to be constructed under survey
1.3 Extent of survey
1.5 Plans and particulars
1.6 Availability of machinery for operation
1.7 Ambient reference conditions
1.8 Power ratings
1.9 Units
1.10 Power conditions for generator sets
1.11 Fuel
1.12 Astern power
Section 2
Machinery R oom Arrangements
2.1 General
2.2 Accessibility
2.3 Fire protection
2.4 Ventilation
2.5 Communications
Section 3
Trials
3.1 General
3.2 Trials
Chapter 2
Piping Design Requirements
Section 1
General
1.1 Scope
1.2 Classes of pipes
1.3 Design pressure
1.4 Design temperature
1.5 Design symbols
1.6 Heat treatment Section 2
Carbon and Low Alloy Steel Pipes and Fittings
2.1 Materials
2.2 Minimum thickness of steel pipes and bends
2.3 Flange connections
2.4 Threaded sleeve joints
2.5 Non -destructive examination of welded pipes
2.6 Post -weld heat treatment
Section 3
Copper and Copper Alloys Pipes and Fittings
3.1 Materials
3.2 Minimum thickness of pipes
3.3 Heat treatment
Section 4
Cast Iron Pipes and Fittings
4.1 Spheroidal or nodular graphite cast iron
4.2 Grey cast iron
Section 5
Plastic Pipes
5.1 General 5.2 Applications
5.3 Intactness of bulkheads and decks
5.4 Design and construction
Section 6
Flexible Hoses
6.1 General
6.2 Applications
Section 7
Hydraulic Tests on Pipes and Fittings
7.1 Hydraulic tests before installation on board
7.2 Testing after assembly on board
Chapter 3
Pumping and Piping
Section 1
General
1.1 Scope
1.2 Plans
1.3 Materials
1.4 Design pressure
1.5 Design temperature
1.6 Redundancy
1.7 Valves and cocks
1.8 Shipside fittings (other than sanitary discharges
and scuppers)
1.9 Piping installation
Section 2
Bilge and Ballast Piping Systems
2.1 General
2.2 Drainage of cargo holds
2.3 Drainage from fore and aft peaks
2.4 Drainage from tanks, cofferdams and void spaces
2.5 Drainage from spaces above fore and after peaks
and above machinery spaces
2.6 Drainage from machinery spaces
2.7 Sizes of bilge suctions
2.8 Bilge pumps and ejectors
2.9 Pump types
2.10 Bilge piping arrangements and fittings 2.11 Ballast system
Section 3
Air and Sounding Piping Systems
3.1 General
3.2 Air pipes
3.3 Sounding arrangements
Section 4
Fuel Oil Systems
4.1 General
4.2 Oil fuel tanks
4.3 Oil fuel piping
4.4 Arrangement of valves, cocks, pumps and fittings
4.5 Filling arrangements
4.6 Oil fuel burning arrangements
4.7 Remote stop of oil fuel pumps and fans
Section 5
Engine Cooling Water Systems
5.1 General
5.2 Cooling water main supply
5.3 Cooling water standby supply
5.4 Relief valves on cooling water pumps
5.5 Sea inlets for cooling water pumps
Section 6
Lubricating Oil Piping Systems
6.1 General
6.2 Pumps
6.3 Control of pumps and alarms
6.4 Filters
6.5 Valves and cocks on lubricating oil tanks
Section 7
Engine Exhaust Gas Piping Systems
7.1 General
Section 8
Pumping and Piping Systems fo r Vessels not
Fitted with Propelling Machinery
8.1 Scope
8.2 Vessels without auxiliary power
8.3 Vessels with auxiliary power
Chapter 4
Prime Movers and Propulsion Shafting Systems
Section 1
General
1.1 General
1.2 Materials
1.3 Primemovers and reduction gearing
1.4 Turning Gear
Section 2
Main Propulsion Shafting
2.1 Scope
2.2 Plans and particulars
2.3 Materials for shafting
2.4 Intermediate and thrust shafts
2.5 Tailshafts and tube shafts
2.6 Hollow shafts
2.7 Integral couplings
2.8 Demountable couplings
2.9 Coupling bolts
2.10 Tailshaft liners
2.11 Keys and keyways
2.12 Stern tube and bearings Section 3
Propellers
3.1 Scope
3.2 Plans and particulars
3.3 Materials
3.4 Design
3.4.1 Minimum blade thickness
3.4.2 Keyless propellers
3.4.3 Controllable pitch propellers
3.5 Fitting of propellers
Section 4
Vibrations and Alignment
4.1 Scope
4.2 Basic system requirements
4.3 Resilient mountings
4.4 Torsional vibration
4.5 Axial vibrations
4.6 Lateral vibrations
4.7 Shaft alignment
Chapter 5
Boilers and Pressure Vessels
Section 1
General
1.1 Scope
1.2 Design pressure
1.3 Metal temperature
1.4 Plans and particulars 1.5 Classification of pressure vessels
1.6 Materials
1.7 Pressure parts of irregular shape
1.8 Adverse working conditions
1.9 Design
1.10 Manufacture
Chapter 6
Steering Gears
Section 1
General
1.1 General
Section 2
Design Criteria
2.1 General 2.2 Fully powered steering gear
2.3 Manual drive
2.4 Rudder position
2.5 Rudder propellers and Voith Schneider
equipment
2.6 Tillers, quadrants and connecting rods
2.7 Locking or brake gear and springs
2.8 Rudder stops
Chapter 7
Control Engineering Systems
Section 1
General Requirements
1.1 General
1.2 Plans
1.3 Alarm and control equipment
1.4 Alterations or additions
Section 2
Essential Features for Control and Alarm Systems
2.1 General
2.2 Control station(s) for machinery
2.3 Alarm system
2.4 Control systems 2.5 Computer based systems
2.6 Fire detection alarms systems
Section 3
Control and Supervision of Machinery
3.1 General
3.2 Oil engines for propulsion purposes
3.3 Boilers
3.4 Auxiliary engines
3.5 Remote control for pr opulsion machinery
3.6 Controllable pitch propellers and transverse thrust
units
3.7 Steering gear
3.8 Main propulsion shafting
Chapter 8
Electrical Installations - Equipment and Systems
Section 1
General Requirements
1.1 General
1.2 Plans
1.3 Additions or alterations
1.4 Application
1.5 Ambient reference conditions
1.6 Location and Construction
1.7 Earthing
1.8 Creepage and Clearance
1.9 Electrical equipment for use in explosive gas
atmospheres
Section 2
System Design
2.1 Design
2.1.1 Supply and distribution systems
2.1.2 Earth indication 2.1.3 Number and rating of generating sets
2.1.4 Essential services
2.1.5 Diversity factor
2.1.6 Lighting circuits
2.1.7 Motor circuits
2.1.8 Motor control
2.1.9 Remote stops for ventilation fans and pumps
2.1.10 Steering gear
2.1.11 Fire detection, alarm and extinguishing
systems on passenger ships
2.1.12 Navigation Lights
2.1.13 Size of batteries and charging facilities
2.1.14 Heating and cooking equipment
2.1.15 Tempor ary external supply/shore connection
2.2 Protection
2.2.1 General
2.2.2 Protection against overload
2.2.3 Protection against short -circuit
2.2.4 Combined circuit -breakers and fuses
2.2.5 Protection of circuits
2.2.6 Protection of generators
2.2.7 Protection of feeder circuits
2.2.8 Protection of power transformers
2.2.9 Protection of lighting circuits
2.2.10 Protection of meters, pilot lamps, capacitors
and control circuits
2.2.11 Protection of batteries
2.2.12 Protection of communication circuits
2.3 Renewable sources of electrical power
2.3.1 General requirements for solar power systems
Section 3
Cables
3.1 General
3.2 Insulating Materials
3.3 Sheaths and protective coverings
3.4 Voltage rating
3.5 Current rating
3.6 Correction factors for current rating
3.7 Testing
3.8 Connections between entrained ships
3.9 Installation of cables
3.10 Mechanical protection of cables
3.11 Earthing of metal coverings
3.12 Penetration of bulkheads and decks by cables
3.13 Installation of cables in pipes and conduits
3.14 Cables for alternating current
3.15 Cable ends
3.16 Joints and branch circuits in cable systems
Section 4
Switchboards
4.1 General
4.2 Instruments
4.3 Instrument transformers
4.4 Switchgear
4.5 Fuses
4.6 Testing
Section 5
Control Gear 5.1 Ge neral
5.2 Testing
Section 6
Rotating Machines Construction and Testing
6.1 General
6.2 Rating
6.3 Temperature rise
6.4 Direct current service generators
6.5 Alternating current service generators
6.6 Inspection and testing
Section 7
Transformers - Construc tion and Testing
7.1 General
7.2 Installation
7.3 Construction
7.4 Regulation
7.5 Short circuit
7.6 Tests
Section 8
Miscellaneous Equipment
8.1 Accumulator Batteries
8.1.1 Construction
8.1.2 Location
8.1.3 Installation
8.1.4 Ventilation
8.2 Luminaries
8.2.1 General
8.3 Accessories - Construction and testing
8.3.1 Enclosures
8.3.2 Inspection and draw boxes
8.3.3 Socket outlets and plugs
8.4 Heating and cooking equipment
8.4.1 General
8.5 Lightning conductors
Section 9
Trials
9.1 General
9.2 Insulation resistance measurement
9.3 Earth continuity
9.4 Performance
9.5 Voltage drop
Chapter 9
Spare Gear
Section 1
General
1.1 General
1.2 Table of spare parts
Chapter 1
General Requirements for the Design and Construction of Machinery
Contents
Section
1 General
2 Machinery Room Arrangements
3 Trials
4 Certification of Machinery and Components based upon Quality management Systems
Section 1
General
1.1 Scope
1.1.1 The requirements of this Chapter and those
given in Ch.2 to 10 apply to the construction and
installation of main propulsion and auxiliary
machinery systems, together with their associated
equipment, boilers, pressure vessels and pumping
and piping arrangements.
1.2 Machinery to be constructed under survey
1.2.1 In ships intended to be built under Special
Survey, all important units of equipment are to be
surveyed at the manufacturer's works. The
workmanship is to be to the Surveyor's satisfaction
and the Surveyor is to be satisfied that the
components are suitable for the intended purpose and
duty. Examples of such units are :
Main propulsion engines, including their
associated gearing, flexible couplings, scavenge
blowers and superchargers;
Boilers supplying steam for propulsion or for
services essential for the safety or the oper ation
of the ship at sea, including superheaters,
economisers, desuperheaters, steam receivers.
All other boilers having working pressures
exceeding 3.5 bar, and having heating surfaces
greater than 4.65 [m2];
Auxiliary engines of 110 [kW] (150 shp) and
over which are the source of power for services
essential for safety or for the operation of the
ship.
Steering machinery;
Athwartship thrust units, their prime movers and
control mechanisms;
All pumps necessary for the safety of vessel, e.g.
bilge, ballast, fire pumps, etc.;
Air compressors, air receivers and other pressure
vessels necessary for the operation of main
propulsion and essential machinery. Alarm and control equipment as detailed in Ch.7;
and
Electrical equipment and electrical propelling
machinery as detailed in Ch.8.
1.3 Extent of survey
1.3.1 The Surveyors are to examine and test the
materials and workmanship from the commencement
of work until the final test of the machinery under
full power working conditions. Any defects, etc., are
to be indicated as early as possible.
1.5 Plans and particulars
1.5.1 Before the work is commenced, plans in
triplicate of all machinery items, as detailed in the
Ch.2 to 9 giving the requirements for individual
systems, are to be submitted for approval. The
particulars of the machinery, including power ratings
and design calculations, where applicable, necessary
to verify the design, are also to be submitted. Any
subsequent modifications are subject to approval
before being put in to operation.
1.5.2 The str ength requirements for rotating parts of
the machinery, as specified in Ch.4 to 8, are based
upon strength consideration only and their
application does not relieve the manufacturer from
the responsibility for the presence of dangerous
vibration s in the in stallation at speeds within the
operating range.
1.6 Availability of machinery for operation
1.6.1 The design and arrangement is to be such that
the machinery can be started and controlled on board
ship without external aid, so that operating conditions
can be maintained under all circumstances.
1.7 Ambient reference conditions
1.7.1 The rating of the main and auxiliary machinery
is to be suitable for the temperature conditions
associated with the geographical limits of the
restricted service.
1.7.2 Machine ry installations are to be designed such
as to ensure proper operations under the conditions as
under:
Permanent list of 10
Permanent trim of 5
1.8 Power ratings
1.8.1 In the following Chapters, where the
dimensions of any particular component are
determ ined from shaft power, P in [kW] (H, in shp),
and revolutions per minute, R, the values to be used
are to be derived from the following :
For main propelling machinery, the maximum
shaft power and corresponding revolutions per
minute giving the maximum tor que for which the
machinery is to be classed; and
For auxiliary machinery, the maximum
continuous shaft power and corresponding
revolutions per minute which will be used in
service.
1.9 Units
1.9.1 Units and formulae included in the
requirements are shown in SI units followed by
metric units in brackets, where appropriate.
1.9.2 Where the metric version of shaft power, i.e.
(shp), appears in the requirements, 1 shp is
equivalent to 75 [kgf metre/sec] or 0.735 [kW].
1.9.3 Pressure gauges may be calibrated in bar,
where,
1 bar = 0.1 [N/mm2] = 1.02 [kgf/cm2]
1.10 Power conditions for generator sets 1.10.1 Auxiliary engines coupled to electrical
generators are to be capable under service conditions
of developing continuously the power to drive the
generators at full rated output and, if developing for a
short period (15 minutes) an overload power of not
less than 10 per cent.
1.10.2 Engine builders are to satisfy the Surveyors by
tests on individual engines that t he above
requirements, as applicable, can be complied with,
due account being taken of the deference between the
temperature under test conditions and those specified
in 1.7.1. Alternatively, where it is not practicable to
test the engine/generator set as a unit, type tests (e.g.
against a brake) representing a particular size and
range of engines may be accepted. With oil engines
any fuel stop fitted is to be set to permit the short
period overload power of not less than 10 per cent
above full rated output being developed.
1.11 Fuel
1.11.1 The flash point (closed cup test) of oil fuel is
to be not less than 55 C, unless specially approved.
1.11.2 Fuels with flash points lower than 55 C, but
not less than 43 C, unless specially approved, may be
used in ships intended for service restricted to certain
geographical limits, where it can be ensured that the
temperature of the machinery spaces will always be
10C below the flash point of the fuel .
In such cases, safety precautions and the
arrangements for storage and pumping will be
specially considered.
1.12 Astern power
1.12.1 Sufficient astern power is to be provided to
maintain control of the ship in all normal
circumstances.
Section 2
Machinery Room Arrangements
2.1 General
2.1.1 The machinery is to be so designed, installed
and protected that risks of fire, explosions, accidental
pollution, leakages and accidents thereof, and
accidents to personnel working in machinery spaces
will be minimised.
2.1.2 The design and arrangement of machinery
foundations, shaft connections, piping and ducting is
to take into account the effects of thermal expansion,
vibrations, mis -alignment and hull interaction to
ensure operation within safe limits. Bolts and nuts
exposed to dynamic f orces and vibrations are to be
properly secured.
2.2 Accessibility
2.2.1 Accessibility, for attendance and maintenance
purposes, is to be provided for machinery plants.
2.3 Fire protection
2.3.1 All surfaces of machinery where the surface
temperature may e xceed 220 C and where impingement of flammable liquids may occur are to
be effectively shielded to prevent ignition. Where
insulation covering these surfaces is oil absorbing or
may permit penetration of oil, the insulation is to be
encased in steel or equ ivalent.
2.3.2 Flammable or oil absorbing materials are not to
be used in floors, gratings, etc. in boiler and engine
rooms, shaft tunnels or in compartments where
settling tanks are installed.
2.4 Ventilation
2.4.1 All spaces, including engine and cargo p ump
spaces, where flammable or toxic gases or vapours
may accumulate, are to be provided with adequate
ventilation under all conditions.
2.5 Communications
2.5.1 At least one independent means of
communication is to be provided between the bridge
and engine room control station.
Section 3
Trials
3.1 General
3.1.1 Tests of components and trials of machinery, as
detailed in the Chapters giving the requirements for
individual systems are to be carried out to the
satisfaction of the Surveyors.
3.2 Trials
3.2.1 For all types of installations, the trials are to be
of sufficient duration, and carried out under normal
maneuvering conditions, to prove the machinery
under power. The trials are also to demonstrate tha t
any vibration which may occur within the operating
speed range is acceptable.
3.2.2 The trials are to include demonstrations of the
following :
The adequacy of the starting arrangements to
provide the required number of starts of the main
engines;
The ab ility of the machinery to reverse the
direction of thrust of the propeller in sufficient
time, under normal maneuvering conditions, and
so bring the ship to rest from maximum ahead
rated speeds . 3.2.3 Where controllable pitch propellers are fitted,
the fr ee route astern trial is to be carried out with the
propeller blades set in full pitch astern position.
Where emergency manual pitch setting facilities are
provided, their operation is to be demonstrated to the
satisfaction of the Surveyors.
3.2.4 All tria ls are to be to Surveyor's satisfaction.
Chapter 2
Piping Design Requirements
Contents
Section
1 General
2 Carbon and Low Alloy Steel Pipes and Fittings
3 Copper and Copper Alloy Pipes and Fittings
4 Cast Iron Pipes and Fittings
5 Plastic Pipes
6 Flexible Hoses
7 Hydraulic Tests on Pipes and Fittings
Section 1
General
1.1 Scope
1.1.1 The requirements of this Chapter apply to the
design and construction of piping systems, including
pipe fittings forming parts of such systems but
excluding steam piping systems and systems where
the temperature exceeds 300 C.
1.1.2 Steam piping systems and systems having
temperatures greater than 300 C will be specially
considered.
1.2 Classes of pipes
1.2.1 For the purpose of testing, type of joints to be
adopted, heat treatment and welding procedure,
piping systems are divided into three classes, as
given in Table 1.2.1.
. 1.2.3 In addition to the pressure piping systems in
Table 1.2.1, Class III pipes may be used for open
ended piping, e.g. overflows, vents, boiler was te
steam pipes, open ended drains etc.
1.3 Design pressure
1.3.1 The design pressure, P, is the maximum
permissible working pressure and is to be not less
than the highest set pressure of the safety valve or
relief valve.
1.3.2 The design pressure of feed piping and other
piping on the discharge from pumps is to be taken as
the pump pressure at full rated speed against a shut
valve. Where a safety valve or other protective
device is fitted to restrict the pressure to a lower
value than the shut valve load, the design pressure is
to be the highest set pressure of the protective device.
Table 1.2.1 : Classes of piping systems
Piping system Class I Class II Class III
Fuel oil P > 16 or T > 150 P 16 and T 150 P 7 and T 60
Other media P > 49 or T > 300 P 40 and T 300 P 16 and T 200
1.4 Design temperature
1.4.1 The design temperature is to be taken as the
maximum temperature of the internal fluid, but in no
case is it to be less than 50 C.
1.5 Design symbols
1.5.1 The symbols used in this Chapter are defined as
follows :
a = percentage negative manufacturing tolerance on
thickness;
b = bending allowance [mm];
c = corrosion allowance [mm];
D = outside diameter of pipe [mm] (see 1.5.2); d = insid e diameter of pipe [mm] (see 1.5.3);
e = weld efficiency factor (see 1.5.4);
P = design pressure, in [N/mm2];
Pt = hydraulic test pressure, in [N/mm2];
R = radius of curvature of a pipe bend at the
centreline of the pipe [mm];
T = design temperature, in C ;
t = the minimum thickness of a straight pipe [mm]
including corrosion allowance and negative
tolerance, where applicable;
tb = the minimum thickness of a straight pipe to be
used for a pipe bend [mm] including bending
allowance, corrosion allowance and n egative
tolerance, where applicable;
= maximum permissible design stress, in [N/mm2].
1.5.2 The outside diameter, D, is subject to
manufacturing tolerance, but these are not to be used
in the evaluation of formulae.
1.5.3 The inside diameter, d, is not t o be confused
with nominal size, which is an accepted designation
associated with outside diameters of standard rolling
sizes. 1.5.4 The weld efficiency factor, e, is to be taken
as1.0 for seamless and electric resistance and
induction welded steel pipes. Where other methods
of pipe manufacture are proposed, the value of e will
be specially considered.
1.6 Heat treatment
1.6.1 Method of heat treatment and means of
temperature control and recording are to be to the
satisfaction of Surveyors.
Section 2
Carbon and Low Alloy Steel Pipes and Fittings
2.1 Materials
2.1.1 Materials for Class I and Class II piping
systems, also for ship -side valves and fittings and
valves on the collision bulkhead, are to be
manufactured and tested in accordance with the
appropriate requirements of Annex 1 Ch.8.
2.1.2 Materials for Cla ss III piping systems may be
manufactured and tested in accordance with the
requirements of acceptable national /international
specifications. Pipes having forge butt welded
longitudinal seams are not to be used for oil fuel
systems, for heating coils in o il tanks, or for
pressures exceeding 0.4 [N/mm2]. The manufacturer's
test certificate will be acceptable and is to be
provided for each consignment of material.
2.2 Minimum thickness of steel pipes and bends
2.2.1 The maximum permissible design stress, , is
to be taken as the lowest of the following values : -
1.6Sor2.7R
1.6EtR 20 or
where,
Et = specified minimum lower yield or 0.2 per cent
proof stress at the design temperature,
R20 = specified minimum tensile strength at ambient
temperature,
SR = average stress to produce rupture in 100,000
hours at the design temperature.
Table 2.2.1 : Carbon and carbon -manganese
steel pies : Maximum permissible stress [N/mm2]
Design
temp.C Specified minimum tensile strength
[N/mm2]
320 360 410 460 490
50 107 120 136 151 160
100 105 117 131 146 156 150 99 110 124 139 148
200 92 103 117 132 141
250 78 91 106 122 131
300 62 76 93 111 121
2.2.2 The minimum thickness, t, of straight steel
pipes is to be determined by the following formula : -
[mm]a 100100
P e2PDt
c
where,
P, D, e and a are defined in Sec.1, Cl.1.5.1
is defined in 2.2.1 and also obtained from Tables
2.2.1.
c is obtained from Table 2.2.2.
Table 2.2.2 : Values of c for steel pipes
Piping service C [mm] (See
Note)
Compressed air systems 1.0
Hydraulic/Lubricating oil systems 0.3
Fuel oil systems 1.0
Cargo oil systems 2.0
Refrigerating plants 0.3
Fresh water systems 0.8
Note:
For pipes passing through tanks an additional
corrosion allowance is to be considered according
to the figures given in Table and depending upon
the external medium in order to account for the
external corrosion.
2.2.3 The minimum thickness, t b, of a straight steel
pipe to be used for a pipe bend is to be determined by
the following formula, except where it can be
demonstrated that the use of a thickness less than t b
would not reduce the thickness below 't' at any point
after bending : -
[mm]a 100100
P e2PDtb
cb
where,
P, D, R, e, b and a are defined in Sec.1, Cl.1.5.1;
and c are defined in tables 2.2.1 and 2.2.2
respectively;
[mm]2PD
2.5RDb
Pe
In general, R, is to be not less than 3D.
2.2.4 The minimum thickness calculated in
accordance with 2.2.2 and 2.2.3 is not to be less than
that given in Table 2.2.4. Where the pipes are
efficiently protected against corrosion, the thickness
may be reduced by not more than 1.0 [mm]. For
threaded pipes, where permitted, the thickness is to
be measured at the bottom of the threads.
Table 2.2.4 : Minimum pipe thicknesses,
t [mm] (see note)
External
diameter D
[mm] Pipes in
general Venting
overflow &
sounding pipes
for structural
tanks
10.2 - 12 1.6 -
13.5 - 19.3 1.8 -
20 2 -
21.3 - 25 2 -
26.9 - 33.7 2 -
38 - 44.5 2 4.5
48.3 2.3 4.5
51 - 63.5 2.3 4.5 70 2.6 4.5
76.1 - 82.5 2.6 4.5
88.9 - 108 2.9 4.5
114.3 - 127 3.2 4.5
133 - 139.7 3.6 4.5
152.4 - 168.3 4 4.5
177.8 4.5 5
193.7 4.5 5.4
219.1 4.5 5.9
244.5 - 273 5 6.3
298.5 - 368 5.6 6.3
406.4 - 457.2 6.3 6.3
2.3 Flange connections
2.3.1 Flanges with their pressure -temperature ratings
in accordance with recognized national/international
standards will normally be accepted.
2.3.2 Flanges may be cut from plates or may be
forged or cast. The material is to be suitable for the
design temperature. Flanges may be attached to the
branches by screwing and ex panding or by welding.
Alternative methods of flange attachment may be
accepted provided details are submitted for
consideration.
2.3.3 Examples of accepted flanged connections and
their uses are given in Fig. 2.3.1 and Table 2.3.1
respectively.
Fig. 2.3.1
Table 2.3.1 : Type of flange connections
Class of piping Lub. and fuel oil Other media
Typical flange
application tC Typical flange
application
II A - B - C > 250 250 A - B - C
A - B - C - D - E
III A - B - C - E A - B - C -D - E
2.3.4 Where flanges are secured by screwing, as
indicated in Fig.2.3.1, the pipe and flange are to be
screwed with a vanishing thread and the diameter of
the screwed position of pipe over the thread is not to
be appreciably less than the outside diameters of the
unscrewed pipe. After the flange has been screwed
hard home, the pipe is to be expanded into the flange. The vanishing thread on a pipe is to be not less than
three pitches in length, and the diameter at the root of
the thread is to increase uniformly from the standard
root diameter to the diameter at the top of the thread.
This may be produced by suitably grinding the dies,
and the flange should be tapered out to the same
formation.
2.4 Threaded sle eve joints
2.4.1 Threaded sleeve joints, in accordance with
national or other established standards, may be used
with carbon steel pipes within the limits given in
Table 2.4.1 and for services other than pipe systems
conveying combustible fluids.
Table 2 .4.1 : Limiting design conditions for
threaded sleeve joints
Nominal bore
[mm] Maximum
pressure
[N/mm2] Maximum
temperature
C
25 1.2 260
> 25 40 1.0 260
> 40 80 0.85 260
> 80 100 0.7 260
2.5 Non -destructive examination of welded pipes
2.5.1 In addition to visual examination of pipe welds
by the Surveyors, non -destructive examination of butt and fillet welds is to be carried out in accordance
with 2.5.2 to 2.5.4 to the satisfaction of the
Surveyors.
2.5.2 Selected butt welds of pipes of outside diameter
of 101.6 [mm] and over in Class II piping systems
are to be radiographed at Surveyor's discretion. Use
of ultrasonic examination in lieu of radiography will
be specially considered.
2.5.3 Selected fillet welds in pipes of 101.6 [mm]
outsid e diameter and over in Class II piping systems
are to be examined by magnetic particle or liquid
penetrant flaw testing at Surveyor's discretion.
2.5.4 Defects in welds are to be rectified and re -
examined by the appropriate test method, all to the
satisfac tion of the Surveyors.
2.6 Post -weld heat treatment
2.6.1 Carbon and carbon -manganese steel pipes and
fabricated branch pieces, manufactured from material
having a carbon content not exceeding 0.25 per cent
and having a thickness exceeding 30 [mm], are to be
given a stress relieving heat treatment on completion
of welding. All pipes and branches having a carbon
content in excess of 0.25 per cent are to be given a
stress relieving heat treatment. Where oxy -acetylene
welding has been employed, however, all th e pipes
and branch pieces are to be normalised on
completion of welding.
Section 3
Copper and Copper Alloys Pipes and Fittings
3.1 Materials
3.1.1 Materials for Class II piping systems and
shipside valves and fittings and valves on the
collision bulkhead are to be manufactured and tested
in accordance with the requirements of Annex 1
Ch.8 .
3.1.2 Materials for Class III piping systems are to be
manufactured and tested in accordance with the
requirements of acceptable national/ international
specifications. The manufacturer's test certificate will
be acceptable and is to be provided for each
consignment of material.
3.1.3 Pipes are to be seamless and branches are to be
provided by cast or stamped fittings, pipe pressings
or other approved fabrications.
3.1.4 Brazing and welding materials are to be
suitable for the operating temperature and for the
medium being carried. All brazing and welding are t o
be carried out to the satisfaction of the Surveyors.
3.1.5 In general, the maximum permissible service
temperature of copper and copper alloy pipes, valves
and fittings is not to exceed 200 C for copper and
aluminium brass, and 300 C for copper nickel. C ast
bronze valves and fittings complying with the requirements of Annex 1 Ch.8 may be accepted up to
260C.
3.2 Minimum thickness of pipes
3.2.1 The minimum thickness, t, of straight copper
and copper alloy pipes is to be determined by the
following formul a :-
[mm]a 100100
P e2PDt
c
where P, D and a are as defined in Sec.1, Cl.1.5.1;
= maximum permissible design stress, in [N/mm2],
from Table 3.2.1; Intermediate values of stresses may
be obtained by linear interpolation;
c = corrosion allowance;
= 0.8 [mm] for copper, aluminium brass and copper -
nickel alloys where the nickel content is less than 10
per cent;
= 0.5 [mm] for copper -nickel alloys where the nickel
content is 10 per cent or greater;
= 0 where the media are non -corrosive relative to the
pipe material.
Table 3.2.1 : Copper and copper alloy pipes
Pipe material Condition of
supply Specifie
d min.
tensile
strength
[N/mm2] Permissible stress [N/mm2]
Maximum design temperature C
50 75 100 125 150 175
Copper Annealed 220 41.2 41.2 40.2 40.2 34.3 27.5
Aluminium
brass Annealed 320 78.5 78.5 78.5 78.5 78.5 51.0
90/10 copper
nickel iron Annealed 270 68.6 68.6 67.7 65.7 63.7 61.8
70/30 copper
nickel Annealed 360 81.4 79.4 77.5 75.5 73.5 71.6
Maximum design temperature C
200 225 250 275 300
Copper Annealed 220 18.6 - - - -
Aluminium
brass Annealed 320 24.5 - - - -
90/10 copper
nickel iron Annealed 270 58.8 55.9 52.0 48.1 44.1
70/30 copper
nickel Annealed 360 69.6 67.7 65.7 63.7 61.8
3.2.2 The minimum thickness, t b, of a straight
seamless copper or copper alloy pipe to be used for a
pipe bend is to be determined by the formula below,
except where it can be demonstrated that the use of a
thickness less than t b would not reduce the thickness
below `t` at any point after bending :
[mm]a 100100cbP e2PDtb
where P, D, b and c are defined in Sec.1, Cl.1.5.1,
and e and c are defined in 3.2.1
[mm]2PD
2.5RDb
Pe
In general, R is to be not less than 3D.
Table 3.2.2 : Limiting design conditions for
threaded sleeve joints
Standard pipe
sizes (outside
diameter)
[mm] Minimum overriding nominal
thickness [mm]
Copper Copper alloy
8 to 10 1.0 0.8
12 to 20 1.2 1.0 25 to 44.5 1.5 1.2
50 to 76.1 2.0 1.5
88.9 to 108 2.5 2.0
133 to 159 3.0 2.5
193.7 to 267 3.5 3.0
273 to 457.2 4.0 3.5
508 4.5 4.0
3.2.3 Where the minimum thickness calculated by
3.2.1 or 3.2.2 is less than shown in Table 3.2.2, the
minimum nominal thickness for the appropriate
standard pipe size shown in the Table is to be used.
No allowance is required for negative tolerance or
reduction in thickness due to bending on this nominal
thickness. For threaded pipes, where permitted, the
minimum thickness is to be measured at the bottom
of the thr ead.
3.3 Heat treatment
3.3.1 Pipes which have been hardened by cold
bending are to be suitably heat treated on completion
of fabrication and prior to being tested by hydraulic
pressure. Copper pipes are to be annealed and copper
alloy pipes are to be either annealed or stress relief
heat treated.
Section 4
Cast Iron Pipes and Fittings
4.1 Spheroidal or nodular graphite cast iron
4.1.1 Spheroidal or nodular graphite iron castings for
pipes, valves and fittings in Class II and III piping
systems are to be made in a grade having a specified
minimum elongation not less than 12 per cent on
gauge length of 5.65 So, where So is the actual
cross -sectional area of the test piece.
4.1.2 Castings for Class II and III systems, also for
ship-side valves and fittings and valves on collision
bulkhead, are to be manufactured and tested in
accordance with the requirements of acceptable
national specifications. A manufacturer's test
certificate will be accepted and is to be provided for
each consignment of material.
4.1.3 Where the elongation is less than the minimum
required by 4.1.1, the material is, in general, to be
subject to the same limitations as grey cast iron.
4.2 Grey cast iron
4.2.1 Grey cast iron pipes, valve s and fittings will, in
general, be accepted in Class III piping systems
except as stated in 4.2.2. 4.2.2 Grey cast iron is not to be used for the
following:
a) Pipes for steam systems and fire extinguishing
systems;
b) Pipes, valves and fittings for boiler blo w down
systems and other piping systems subject to
shock or vibration;
c) Ship-side valves and fittings;
d) Valves fitted on collision bulkhead;
e) Clean ballast lines through cargo oil tanks to
forward ballast tanks;
f) Bilge lines in tanks;
g) Outlet valves of fuel tan ks with static head.
4.2.3 Grey iron castings for piping systems are to
comply with acceptable national/international
specifications.
Section 5
Plastic Pipes
5.1 General
5.1.1 Proposals to use plastics material in shipboard
piping systems will be considered in relation to the
properties of the materials, the operating conditions
of temperature and pressure, and the intended
service. Any proposed service for plastics pipe not
mentioned in these requiremen ts is to be submitted
for special consideration.
5.1.2 The specification of the plastics material,
including mechanical and thermal properties and
chemical resistance data, is to be submitted for
consideration.
5.1.3 These requirements are applicable to th ermo -
plastic pipes but, where appropriate, may also be
applied to pipes manufactured in fibre -reinforced
thermosetting resins.
5.1.4 Plastics pipes are not to be used where they will
be subjected to temperatures above 60 C or below
0C. Special considerati on will be given to particular
materials in appropriate applications at higher
temperatures.
5.2 Applications
5.2.1 Plastics pipes of approved type may be used for
the following
services:
a) Air and sounding pipes to tanks used exclusively
for carrying water ballast or fresh water, with the
exception of the portion above deck;
b) Sounding pipes to cargo holds;
c) Water ballast and fresh water pipes situated
inside tanks used exclusively for carrying water
ballast or fresh water; and d) Scupper pipes draining inboard provided they
are not led within the boundaries of refrigerated
chambers. The first two items (a and b) are not
applicable to passenger ships.
5.2.2 Plastics pipes may be used for domestic and
similar services for which there are no Rule
requirements, such as for the following:
a) Domestic cold sea and fresh water systems;
b) Sanitary systems;
c) Sanitary and domestic waste pipes wholly
situated above the freeboard deck; and
d) Water pipes associated with air conditioning
plants.
Not withstanding the foregoing, plastic s pipes are not
to be used in sea water systems where leakage or
failure of the pipes could give rise to the danger of
flooding.
5.2.3 Since plastics materials are generally heat
sensitive and very susceptible to fire damage, plastics
pipes will not be acc eptable for service essential to
safety, such as the following :
a) Fire extinguishing pipes;
b) Bilge pipes in cargo holds;
c) Bilge and ballast pipes in the machinery space;
d) Main and auxiliary water circulating pipes;
e) Feed and condensate pipes; and
f) Pipes carrying oil or other flammable liquids.
5.3 Intactness of bulkheads and decks
5.3.1 Where plastics pipes are arranged to pass
through watertight or fire - resisting bulkheads or
decks, provision is to be made for maintaining the
integrity of the bulkhead or deck i n the event of pipe
failure. Details of the arrangements are to be
submitted for approval.
5.4 Design and construction
5.4.1 Pipes and fittings are to be of robust
construction and are to comply with the requirements
of such national/international standard s as may be
consistent with their intended use. Particulars of
scantlings and joints are to be submitted for
consideration.
5.4.2 All pipes are to be adequately but freely
supported. Suitable provision for expansion and
contraction is to be made in each ra nge of pipes to
allow for large movements between plastics pipe and steel structure, the coefficient of thermal expansion
for plastics being eight or more times that of steel.
5.4.3 All fittings and branches are to be suitable for
the intended service and are to have joints of
cemented, flanged or other approved types.
5.4.4 The strength of the pipes and fittings and the
acceptability of any jointing system employed is to
be check tested at the Surveyor's discretion. The
strength of pipes, fittings, joints between pipes and
joints between pipes and fittings, as appropriate, is to
be determined by hydraulic pressure tests to
destruction of sample assemblies. The pressure is to
be so applied that failure of the test sample assembly
occurs in not less than 5 mi nutes. Deformation of the
pipes and fittings during tests is acceptable.
Section 6
Flexible Hoses
6.1 General
6.1.1 Short joining lengths of flexible hoses of
approved type may be used, where necessary to
accommodate relative movement between various
items of machinery connected to permanent piping
systems.
6.1.2 For the purpose of approval for the applications
in 6.2, details of the materials and construction of the
hoses, and the method of attaching the end fittings,
are to be submitted for consideration.
6.1.3 In general, the use of hose clips as a means of
securing the ends of hoses is to be restricted to the
engine cooling water system, where the hose consists
of a short, straight length joining two metal pipes,
between two fixed points on the engine.
6.1.4 Prototype pressure tests are to be carried out on
each new type of hose, complete with end fittings, and in no case is the bursting pressure to be less than
five times the maximum working pressure in se rvice.
6.2 Applications
6.2.1 Synthetic rubber hoses, with integral cotton or
similar braid reinforcement, may be used in fresh and
sea water cooling systems. In the case of sea water
systems, where failure of the hoses could give rise to
the danger of flooding, the hoses are to be suitably
enclosed.
6.2.2 Synthetic rubber hoses, with single or double
closely woven integral wire braid reinforcement, or
convoluted metal pipes with wire braid protection,
may be used in bilge, ballast, compressed air, fresh
water, sea water, fuel oil and lubricating oil systems.
Where synthetic rubber hoses are used for fuel oil
supply to burners, the hoses are to have external wire
braid protection in addition to the integral wire braid.
Section 7
Hydraulic Tests on Pipes and Fittings
7.1 Hydraulic tests before installation on board
7.1.1 All Class II pipes and their associated fittings
are to be tested by hydraulic pressure to the
Surveyor's satisfaction. Further, all steam, f eed,
compressed air and fuel oil pipes, together with their
fittings, are to be similarly tested where the design
pressure is greater than 0.35 [N/mm2]. The test is to
be carried out after completion of manufacture and
before installation on board and, where applicable,
before insulating and coating.
7.1.2 The test pressure is to be 1.5 times the design
pressure.
7.1.3 All valve bodies are to be tested by hydraulic
pressure to 1.5 times the nominal pressure rating at
ambient temperature. However, the tes t pressure need
not be more than 7 [N/mm2] above the design
pressure specified for the design temperature. 7.2 Testing after assembly on board
7.2.1 Heating coils in tanks and fuel oil piping are to
be tested by hydraulic pressure, after installation on
board, to 1.5 times the design pressure but in no case
to less than 0.35 [N/mm2].
7.2.2 Where bilge pipes are accepted in way of
double bottom tanks or deep tanks, the pipes after
fitting are to be tested by hydraulic pressure to the
same pressure as the tan ks through which they pass.
Chapter 3
Pumping and Piping
Contents
Section
1 General
2 Bilge and Ballast Piping Systems
3 Air and Sounding Piping Systems
4 Fuel Oil Systems
5 Engine Cooling Water Systems
6 Lubricating Oil Piping Systems
7 Engine Exhaust Gas Piping Systems
8 Pumping and Piping Systems for Vessels not Fitted with Propelling Machinery
Section 1
General
1.1 Scope
1.1.1 The requirements of this Chapter are applicable
to all ships except where otherwise stated.
1.1.2 Piping systems layouts, for which no
requirements are given herein, will be specially
considered.
1.2 Plans
1.2.1 The following plans in diagrammatic form are
to be submitted for consideration before proceeding
with the work.
a) General arrangement of pumps and piping
systems;
b) Fuel oil filling, transfer and service piping
systems;
c) Bilge and ballast piping systems;
d) Lubricating -oil piping systems;
e) Liquid cargo pumping systems;
f) Hydraulic power piping systems for essential
services;
g) Compressed air piping systems;
h) Steering gear piping systems;
i) Sea water and fresh water service piping
systems;
j) Air and sounding piping systems;
k) Steam and feed water piping systems
l) Sanitary piping systems;
m) Fire main and fire extinguishing piping systems.
1.2.2 The plans are to include the information like,
wall thickness, maximum workin g pressure
temperature and material of all pipes and type, size
and material of the valves and fittings. 1.3 Materials
1.3.1 The materials to be used in piping systems are
to be suitable for the service intended. In general,
except where otherwise stated, pipes, valves and
fittings are to be made of steel, cast iron, copper,
copper alloy or other approved material.
1.3.2 Cast iron is not to be used for:
a) Shipside and collision bulkhead fittings;
b) Outlet valves of fuel tanks with static head;
c) Bilge and ballast lines passing through double
bottom tanks, pipe tunnel and cargo oil tanks;
d) Any piping which can be subjected to shock
such as water hammer.
1.3.3 Materials sensitive to heat such as aluminium,
lead or plastics, are not to be used in systems
essential to the safe operation of the ship.
1.4 Design pressure
1.4.1 The design pressure is considered to be, the
most severe condition of co -incident pressure and
temperature expected in normal operation. For this
purpose the maximum difference in pressure between
inside and outside of the part is to be considered.
1.5 Design temperature
1.5.1 Unless otherwise specified the tempe -rature
used in design is to be not less than the mean metal
temperature (through the thickness) expected under
operating conditions for the part considered.
1.5.2 When sudden cyclic changes in tempe -rature
are apt to occur in normal operation with only minor
pressure fluctuations, the design is to be governed by
the highest probable operating temperature and
corresponding pressure.
1.6 Redundancy
1.6.1 Redundancy is the ability of a system or a
component thereof to maintain or restore its function
when one failure has occurred. This can be achieved
for instance by installation of more units or
alternative means for performing the functio n.
1.7 Valves and cocks
1.7.1 All the valves and cocks are to be so designed
and constructed so that the valve covers or glands
will not slacken up when the valves are operated.
1.7.2 All the valves are to be designed to close with
right hand (clockwise wh en facing the end of the
stem) motion of the wheel of the valve.
1.7.3 All the valves and cocks are to be fitted in
places where they are easily accessible at all times
and are to be fitted with legible nameplates indicating
their function in the system an d their installation is to
be such that it can be readily observed that they are
open or closed.
1.7.4 All the valves and cocks fitted with remote
control are to be provided with local manual control
independent of the remote operating mechanism. The
opera tion of the local control is not to render the
remote control system inoperable.
1.7.5 The valves, cocks and other fittings which are
attached directly to plating, which is required to be of
watertight construction, are to be secured to the
plating by mean s of studs screwed into the plating
and not by bolts passing through clearance holes.
Alternatively the studs may be welded to the plating.
1.8 Shipside fittings (other than sanitary
discharges and scuppers)
1.8.1 All sea inlet and overboard discharge valves are
to be fitted in either of the following ways:
a) directly on the shell plating;
b) to the plating of fabricated steel water boxes of
rigid construction integral with the ship's plating;
c) to short, rigid distance pieces welded to the shell
plating.
1.8.2 Valves for ship -side applications are to be
installed such that the section of piping immediately
inboard of the valve can be removed without
affecting the watertight integrity of the hull.
1.8.3 All valves and cocks fitted directly to the shell
plating are to have spigots extending through the
plating. These spigot on valves may however be
omitted, if valves are fitted on pads which themselves
form spigots in way of plating.
1.8.4 Valves and cocks are to be attached to the shell
plating by bolts tapped into the plating and fitted with
countersunk heads, or by studs screwed into heavy
steel pads fitted to the plating. The stud holes are not
to penetrate the pad plating. 1.8.5 Ship side valves and fittings, if made of steel or
material with low corrosion r esistance, are to be
suitably protected against wastage.
1.8.6 Gratings are to be fitted at all openings in ship's
side for inlet of seawater. The net area through the
gratings is to be at least twice the area of the valves
connected to the opening.
1.8.7 The scantlings of valves and valve stools fitted
with steam, or compressed air clearing connections
are to be suitable for the maximum pressure to which
the valves and stools may be subjected.
1.9 Piping installation
1.9.1 Heavy pipes and valves are to be so supported
that their weight is not taken up by connected pumps
and fittings.
1.9.2 Support of the pipes is to be such that
detrimental vibrations do not arise in the system.
1.9.3 Where pipes are carried through watertight
bulkheads or tank tops, means are to be made to
ensure the integrity of the watertightness of the
compartment.
1.9.4 As far as possible, installation of pipes for
water, oil, or steam, is to be avoided near electric
switchboards. If this is impracticable, all the joints in
pipe line an d valves are to be at a safe distance from
the switchboards and shielded to prevent damage to
switchboard.
1.9.5 Provision is to be made to take care of
expansion or contraction stresses in pipes due to
temperature stresses or working of the hull.
1.9.6 Ex pansion pieces of approved type, made of oil
resistant re -inforced rubber or other approved
material may be used in circulating water systems in
machinery spaces.
1.9.7 All piping systems, where a pressure greater
than the designed pressure could be develo ped, are to
be protected by suitable relief valves.
1.9.8 All pipes, situated in cargo spaces, fish holds or
other spaces, where they can be damaged
mechanically, are to be suitably protected.
1.9.9 All pipes which pass through chambers
intended for the carriage or storage of refrigerated
cargo are to be well insulated. In case the
temperature of the chamber is below 0C the pipes are
to be insulated from the ship's structure also, except
at positions where the temperature of the ship's
structure is always above 0C and is controlled by
outside temperature.
Air refreshing pipes leading to and from refrigerated
chambers need not be insulated from the ship's
structure.
Section 2
Bilge and Ballast Piping Systems
2.1 General
2.1.1 All ships are to be provided with necessary
pumps, suction and discharge piping and means of
drainage so arranged that any compartment can be
pumped out effectively, when the ship is on an even
keel and is either upright or has a list o f not more
than 5 degrees, through at least one suction, except
from machinery spaces where at least two suctions
are required, one of which is to be a branch bilge
suction and the other is to be a direct bilge suction.
Wing suctions will, generally, be ne cessary for this
purpose, except for short narrow compartments,
where a single suction may be sufficient.
2.1.2 All passenger ships are to be provided with an
efficient bilge pumping plant capable of pumping
from and draining any watertight compartment und er
all practicable conditions after a casualty whether the
ship is upright or listed.
2.1.3 Attention is drawn to any relevant statutory
requirements of the National Authority of the country
in which the ship is to be registered.
2.2 Drainage of cargo hold s
2.2.1 In ships having only one hold, and this over 30
[m] in length, bilge suctions are to be provided in the
fore and after sections of the hold.
2.2.2 In ships having a flat bottom with breadth
exceeding 5 [m], bilge suctions are to be fitted at the
wings.
2.2.3 Where close ceilings or continuous gusset
plates are fitted over the bilges, arrangements are to
be made whereby the water in the hold may find its
way to the suction pipes.
2.2.4 In ships fitted with double bottoms, suitably
located bilge wel ls are to be provided.
2.3 Drainage from fore and aft peaks
2.3.1 Where the peaks are used as tanks, a power
pump suction is to be led to each tank, except in case
of small tanks (generally not exceeding 2 [m3] used
for the carriage of domestic fresh water where hand
pumps may be used.
2.3.2 The peaks may be drained by hand pumps
provided the peaks are not used as tanks and they are
not connected to bilge main. The suction lift is to be
well within the capacity of the hand pumps and is not
to exceed 7.3 [m] .
The after peak may be drained by means of a self
closing cock situated in a well lighted and accessible
position, and draining into engine room or tunnel.
2.3.3 The collision bulkhead is not to be pierced
below the bulkhead deck by more than one pipe for
dealing with the contents inside the fore peak tank
except as permitted in 2.3.4. The pipe is to be
provided with a screw down valve capable of being operated from above the bulkhead deck and the chest
of the valve is to be secured to the collision bulkhe ad
inside the tank except as permitted by 2.3.5. An
indicator is to be provided to indicate whether the
valve is open or shut.
2.3.4 In ships, other than passenger vessels, where
the forepeak is divided into two compartments, the
collision bulkhead may be pierced by two pipes, i.e.
one for each compartment and fitted as in 2.3.3.
2.3.5 In ships other than passenger ships, the valve
required by 2.3.3 may be fitted on the after side of
the collision bulkhead, provided the valve is readily
accessible at all ti me and is not subject to mechanical
damage.
2.4 Drainage from tanks, cofferdams and void
spaces
2.4.1 All the tanks except self -draining tanks,
whether for water ballast, oil fuel, liquid cargoes, etc.
are to be provided with suction pipes led to suitable
power pumps. The pumping plant is to be so
arranged that any water or liquid within any
compartment of the ship can be pumped out through
at least one suction, when the ship is on an even keel
and is either upright or has a list of not more than 5
degrees.
2.4.2 Where the length of the ballast tank exceeds 30
[m], an additional suction is to be provided at the
forward end of the tank. Where the width of the tank
is unusually large, suctions near the centreline in
addition to wing suctions may be required.
2.4.3 Suction pipes from the cofferdams and void
spaces are to be led to the main bilge line.
2.4.4 In ships where deep tanks may be used for
either water ballast or dry cargo, provision is to be
made for blanking the water ballast suction and
filling when the tank is being used for carrying cargo
and for blanking the bilge line when the tank is being
used for carriage of water ballast.
2.5 Drainage from spaces above fore and after
peaks and above machinery spaces
2.5.1 Provision is to be made for the drain age of
chain locker and watertight compartments above the
fore peak tank by hand or power pump suctions.
2.5.2 Steering gear compartments or other small
enclosed spaces situated above the after peak tank are
to be provided with suitable means of drainage, either
by hand or power bilge suctions.
2.5.3 If the compartments referred to in 2.5.2 are
adequately isolated from the adjacent 'tween decks,
they may be drained by scuppers of not less than 38
[mm] bore, discharging into the tunnel (or machinery
spaces i n case of ships with machinery aft) and fitted
with self -closing cocks situated in well lighted and
visible positions. These arrangements are not
applicable to passenger ships unless they are
specially approved in relation to subdivision
considerations.
2.5.4 Accommodation spaces which overhang
machinery spaces may also be drained as in 2.5.3.
2.6 Drainage from machinery spaces
2.6.1 The bilge drainage arrangements for machinery
spaces are to be in accordance with the requirements
of 2.1.
2.6.2 In ships in which the propelling machinery is
situated at the after end of the ship, it will generally
be necessary for the bilge suctions to be fitted in the
forward wings as well as in the after end of the
machinery space, but each case will be dealt with
according to the size and structural arrangements of
the compartment.
2.6.3 Where the machinery space is divided into
watertight compartments, the drainage system for all
compartments except for main engine room is to be
same as for cargo holds except that one direc t bilge
suction from each watertight compartment would
also be required.
2.7 Sizes of bilge suctions
2.7.1 The internal diameter of the bilge pipes is not to
be less than that found by the following formula to
the nearest 5 [mm] commercial size available:
a) d m = 1.5
D)(BL + 25 [mm]
b) d m = 2.0
D)(BC + 25 [mm]
where,
dm = internal diameter of bilge main [mm];
db = internal diameter of branch bilge [mm];
L = Rule length of ship [m];
B = Moulded breadth of ship [m];
C = Length of the compartment [m];
D = Moulded depth to bulkhead deck [m].
2.7.2 In any case, bilge main suction line and branch
bilge suction line diameters are not to be less than 40
[mm] and the diameter of the main bilge line is not
be less than that of the bran ch bilge line.
2.7.3 The internal diameter of the direct bilge suction
is not to have less than the main bilge line when
connected to a power pump and not less than branch
bilge suction when connected to a hand pump.
2.7.4 In oil tankers and similar ships, where the
engine room pumps do not deal with bilge drainage
outside the machinery spaces, the rule diameter of the
bilge main may be reduced provided the proposed
cross -sectional area of the bilge main is not less than
twice that required for the branch b ilge suction in
machinery spaces. 2.7.5 The area of each branch pipe connecting the
bilge main to a distribution chest is to be not less than
the sum of the areas required by the rules for the two
largest branch bilge suction pipes connected to that
chest, but need not be greater than that required for
the main bilge line.
2.8 Bilge pumps and ejectors
2.8.1 In ships with main propulsion engines up to 220
[kW] (300 shp), at least one power bilge is to be
provided which may be driven by the main engines.
In addition hand pump suctions are to be fitted. In
ships where the main propulsion engines power
exceeds 220 [kW] (300 shp), at least two power bilge
pumps are to be provided and at least one of which is
to be independently driven. See Annex 4 Chapter 3
for requirements regarding passenger ships.
2.8.2 The capacity of the bilge pump may be found
by the following formula:
Q = 5.75 x 10-3 x d2 [m3/hour]
where,
Q = capacity of pump [m3/hour]
d = rule diameter of bilge main [mm].
2.8.3 In ships, other than passenger ships, where one
bilge pump is of slightly less than rule capacity, the
deficiency may be made good by an excess capacity
of the other pump. In general this deficiency is to be
limited to 30 percent.
2.8.4 An ejector in conjunction with a sea wat er
pump may be accepted as a substitute for
independent power bilge pump. This however, is not
acceptable on passenger ships.
2.9 Pump types
2.9.1 The bilge pumps required by the rules are to be
of self -priming type, unless an approved priming
system is pr ovided for these ships.
2.9.2 General service pumps and ballast pumps may
be accepted as independent power bilge pumps
provided:
a) Their capacity is adequate and in accordance
with 2.8.2;
b) These pumps, together with the pipelines to
which they are connected, are fitted with
necessary devices to ensure that there is no risk
of entry of water or oil fuel in the holds or
machinery spaces.
2.10 Bilge piping arrangements and fittings
2.10.1 Bilge pipes are not, as far as possible, to pass
through double bottom tank s. If un -avoidable, such
bilge pipes are to be of heavy gauge, with welded
joints or heavy flanged joints and are to be tested
after fitting to the same pressure as the tanks through
which they pass.
2.10.2 The parts of bilge pipes passing through deep
tanks, intended to carry water ballast, fresh water,
liquid cargo or fuel oil are normally to be contained
in a pipe tunnel, but where this is not done, the pipes
are to be of heavy gauge with welded or heavy
flange joints. The open ends of such pipes ar e to be
fitted with non -return valves. The pipes are to be
tested, after fitting, to a pressure of not less than the
maximum head to which the tanks may be subjected.
2.10.3 Expansion bends, not glands, are to be fitted to
pipes passing through double bott om tanks or deep
tanks.
2.10.4 The intactness of the machinery spaces,
bulkheads and of tunnel plating is not to be impaired
by fitting of scuppers discharging into machinery
spaces or tunnel from adjacent compartments which
are situated below the bulkhead deck. These scuppers
may, however, be led into a strongly built scupper
drain tank situated in the machinery space or tunnel
but closed to these spaces and drained by means of a
suction of appropriate size led from the main bilge
line through a screw -down non-return valve.
a) The scupper tank air pipe is to be led above the
bulkhead deck and provision is to be made for
ascertaining the level of the water in the tank;
b) Where one tank is used for the drainage of
several watertight compartments, the scupper
pipes are to be provided with screw -down non -
return valves.
2.10.5 No drain valve or cock is to be fitted to the
collision bulkhead. Drain valves or cocks are not to
be fitted to other watertight bulkheads if alternative
means of drainage are practicable. These
arrangements are not permissible in passenger ships.
2.10.6 Where drain valves or cocks are fitted to
bulkheads other, than collision bulkhead, as
permitted by 2.10.5, the drain valves or cocks are to
be at all times readily accessible and are to be
capab le of being shut off from positions above the
bulkhead deck. Indicators are to be provided to show
whether the drains are open or shut.
2.10.7 Bilge pipes which are required for draining
cargo or machinery spaces are to be entirely distinct
from sea inlet pipes or from pipes which may be used
for filling or emptying spaces where water or oil is
carried. This does not, however, exclude a bilge
ejection connection, a connecting pipe from a pump
to its suction valve chest, or a deep tank suction pipe
suitably connected through a change -over device to
bilge, ballast or oil line.
2.10.8 The arrangement of pumps, valves and piping
is to be such that any pump could be opened up for
overhaul and repairs without affecting the operation
of the other pumps.
2.10.9 The arrangement of valves, pumps, cocks and
their pipe connections is to be such as to prevent the
possibility of placing one watertight compartment in
communication with another, or of cargo spaces,
machinery spaces or other dry spaces coming in
communication with the sea or the tanks. For this purpose the bilge suction, pipe of any pump also
having sea suction is to be fitted with a non -return
valve which cannot permit communication between
the bilges and the sea or the compartments in use as
tanks .
2.10.10 Screw -down non -return valves are to be
provided in the following fittings:
a) Bilge distribution chest valves;
b) Direct bilge suction and bilge pump connection
to main line;
c) Bilge suction hose connections on the pumps or
on the main line;
d) Emergency bi lge suctions.
2.10.11 Bilge suction pipes from machinery spaces
and shaft tunnel, except emergency bilge suction, are
to be led from easily accessible mud boxes fitted with
straight tail pipes to the bilges. The open ends of the
tail pipes are not to be fi tted with strum boxes. The
mud boxes are to be provided with covers which can
be easily opened and closed for cleaning purposes.
2.10.12 Strum boxes are to be fitted to the open ends
of bilge suction pipes from the cargo holds. The
diameter of holes from t hese strum boxes is not to be
more than 10 [mm] and the total area of the holes is
not to be less than twice the area of the pipes.
2.10.13 Where access manholes to bilge wells are
necessary, they are to be fitted as near to the suction
strums as practicab le.
2.10.14 Adequate distance is to be provided between
the open ends of suction pipes and bilge well bottom
to permit adequate and easy flow of water and to
facilitate cleaning.
2.10.15 All the valves, cocks and mud boxes are to
be located in easily acces sible positions above or at
the same level as the floor plates. Where this is
unavoidable, they may be fitted immediately below
the floor plates provided the floor plates are capable
of being opened and closed easily and suitable name
plates are fitted ind icating the fittings below.
2.10.16 Where relief valves are fitted to pumps
having sea connections, these valves are to be fitted
in readily visible positions above the platform. The
arrangement is to be such that any discharge from the
relief valves will also be readily visible.
2.10.17 Where non -return valves are fitted to the
open ends of bilge suction pipes in cargo holds in
order to decrease the risk of flooding, they are to be
of an approved type which does not offer undue
obstruction to the flow of w ater.
2.11 Ballast system
2.11.1 Provision is to be made for ballasting and
deballasting all the ballast tanks by pipe lines which
are entirely separate and distinct from pipe lines used
for bilging.
2.11.2 Where the length of the ballast tanks exceeds
30 [m], an additional suction is to be provided at the
forward end of the tanks. Where the width of the tank is unusually large, suction near the centreline in
addition to wing suctions may be required.
Section 3
Air and Sounding Piping Systems
3.1 General
3.1.1 Reference to oil in this Section is to be taken to
mean oil which has a flash point of 60 C or above
(closed cup test).
3.1.2 The portions of vent, o verflow and sounding
pipes fitted above the weather deck are to be of steel.
3.1.3 Name plates are to be affixed to the upper ends
of all vent and sounding pipes.
3.2 Air pipes
3.2.1 Vent pipes are to be fitted to all tanks,
cofferdams, tunnels and other compartments which
are not fitted with alternative ventilation
arrangements.
3.2.2 The vent pipes are to be fitted at the opposite
end of the tank to which the filling pipes are placed
and/or at the highest part of the tank and are to be of
the self draini ng type. Where the tank top is of
unusual or irregular profile, special consideration will
be given to the number and positions of the vent
pipes.
3.2.3 Tanks provided with anodes for cathodic
protection are to be provided with vent pipes at
forward and af t ends.
3.2.4 Vent pipes to double bottom tanks, deep tanks
extending to the shell plating or tanks which can be
run up from the sea and sea chests are to be run up
from the sea and sea chests are to be led above the
bulkhead deck.
3.2.5 Vent pipes to oil fuel and cargo oil tanks,
cofferdams, all tanks which can be pumped up, shaft
tunnels and pipe tunnels are to be led above the
bulkhead deck and to open air.
3.2.6 Vent pipes from lubricating oil storage tanks
may terminate in the machinery spaces, provide d that
the open ends are so situated that issuing oil cannot
come into contact with electrical equipment or heated
surfaces.
3.2.7 The open ends of vent pipes to oil fuel and
cargo oil tanks are to be situated where no danger
will be incurred from issuing oil or vapour when the
tank is being filled.
3.2.8 The open ends of vent pipes to oil fuel, cargo
oil and ballast tanks fitted with anodes for cathodic
protection, are to be fitted with a wire gauze
diaphragm of incorrodible material which can be
readily r emoved for cleaning. The clear area through
the wire gauze is to be at least equal to the area of the
vent pipe. 3.2.9 In the case of all tanks which can be pumped up
either by ship's pumps or by shore pumps through a
filling main, the total cross -sectiona l area of the vent
pipes to each tank, or of the overflow pipes where an
overflow system is provided, is to be not less than 25
per cent greater than the effective area of the
respective filling pipes.
3.3 Sounding arrangements
3.3.1 All tanks, cofferdams and pipe tunnels are to be
provided with sounding pipes or other approved
means for ascertaining the level of liquid in the tanks.
Bilges of compartments which are not at all times
readily accessible are to be provided with sounding
pipes. The soundings ar e to be taken as near the
suction pipes as practicable.
3.3.2 Where gauge glasses are used for indicating the
level of liquid in tanks containing lubricating oil, oil
fuel or other flammable liquid, the glasses are to be
of heat resisting quality, adequate ly supported,
protected from mechanical damage and fitted with
self-closing valves at the lower ends and at the top
ends if these are connected to the tanks below the
maximum liquid level.
3.3.3 Except as permitted by 3.3.4 sounding pipes are
to be led to positions above the bulkhead deck which
are at all times accessible and in the case of oil fuel
tanks, cargo oil tanks and lubricating oil tanks, the
sounding pipes are to be led to safe positions on the
open deck.
3.3.4 Short sounding pipes may be fitted to double
bottom tanks and cofferdams in shaft tunnels and
machinery spaces provided the pipes are readily
accessible. Short sounding pipes to oil fuel tanks,
cargo oil tanks and lubricating oil tanks are not to be
placed in the vicinity of boilers, prehea ters, heated
surfaces, electric generators or motors with
commutator or collector rings or electric appliances
which are not totally enclosed. The short sounding
pipes are to be arranged in such a way that overflow
or oil spray will not reach any of machin ery
components mentioned above. The short sounding
pipes are to be fitted with self -closing cocks having
cylindrical plugs with weight loaded levers
permanently attached and with pedals for opening or
other approved arrangements. Short sounding pipes
to ta nks not intended for oil are to be fitted with
screw caps attached by chain to the pipe or with shut
off cocks.
3.3.5 In passenger ships, short sounding pipes are
permissible only for sounding cofferdams and double
bottom tanks situated in the machinery sp ace and are
in all cases to be fitted with self closing cocks as
described in 3.3.4.
3.3.6 Striking plates of adequate thickness and size
are to be fitted under open ended sounding pipes.
Where slotted pipes having closed ends are
employed, the closing plu gs are to be of substantial
construction. 3.3.7 The upper ends of all sounding pipes are to be
provided with efficient closing devices. The sounding
pipes are to be arranged to be as straight as
practicable, and if curved, the curvature is to be large
enou gh to permit easy passage of sounding rod/chain.
Section 4
Fuel Oil Systems
4.1 General
4.1.1 Oil fuel for machinery and boilers is normally
to have a flash point not lower than 60 C (closed cup
test). For emergenc y generator engines, the oil fuel is
to have a flash point not lower than 43 C (closed cup
test).
4.1.2 Fuels with flash point lower than 60 C may be
used in ships intended for service restricted to
geographical limits where it can be ensured that the
temperature of the machinery and boiler spaces will
always be 10 C below the flash point of the fuel. In
such cases safety precautions and the arrangements
for storage and pumping will be specially considered.
However, the flash point of the fuel is not to be less
than 43C unless specially approved.
4.2 Oil fuel tanks
4.2.1 Oil fuel tanks are to be separated from fresh
water and lubricating oil tanks by means of
cofferdams.
4.2.2 Oil fuel tanks are not to be located directly
above the highly heated surfaces.
4.3 Oil fuel piping
4.3.1 Oil fuel pressure pipes are to be led, where
practicable, remote from heated surfaces and
electrical appliances, but where this is impracticable
the pipes are to have a minimum number of joints
and are to be led in well lighted and readily visible
positions.
4.3.2 Transfer, suction and other low pressure oil
pipes and all pipes passing through oil storage tanks
are to be made of cast iron or steel, having flanged
joints suitable for a working pressure of not less than
0.69 [N/mm2]. The flanges are to be machined and
the jointing material is to be impervious to oil. Where
the pipes are 25 [mm] bore or less, they may be
seamless copper or copper alloy, except those which
pass through storage tanks.
4.3.3 Pipes in connection with compartments storing
fresh water are to be separate and distinct from any
pipes which may be used for oil or oily water and are
not to be led through tanks which contain oil, nor are
oil pipes to be led through fresh water tanks.
4.3.4 Pipes conveying vegetable oils or similar cargo
oils are not to be led through oil fuel tanks, nor are oil fuel pipes to be led through tanks containing such
cargoes.
4.3.5 In passenger ships, provision is to be made for
the transfer of oil fuel from any oil fuel storage or
settling tank to any other oil fuel storage tank.
4.4 Arrangement of valves, cocks, pumps and
fittings
4.4.1 The oil fuel and pumping piping arrangements
are to be distinct from other pumping systems as far
as practicable and the means provided for pre venting
dangerous interconnection in service are to be
thoroughly effective.
4.4.2 All valves and cocks forming part of the oil fuel
installation are to be capable of being controlled from
readily accessible positions which, in the machinery
spaces are to be above the working platform.
4.4.3 Every oil fuel suction pipe from a double
bottom tank is to be fitted with a valve or a cock.
4.4.4 For oil fuel tanks which are situated above the
double bottom tanks, the inlet and outlet, pipes which
are connected to the tank at a point lower than the
outlet of the overflow pipe or below the top of the
tanks without an overflow pipe, are to be fitted with
shut off valves located on the tank itself.
4.4.5 In the machinery spaces valves, mentioned in
4.4.4, are to be ca pable of being closed locally and
from positions outside these spaces which will
always be accessible in the event of fire occurring in
these spaces. Instructions for closing the valves are to
be indicated at the valves and at the remote control
positions.
4.4.6 Settling tanks are to be provided with means for
draining water from the bottom of the tanks. If the
settling tanks are not provided, the oil fuel bunkers or
daily service tanks are to be fitted with water drains.
Open drains for removing water from oil tanks are to
be fitted with valves or cocks of self -closing type and
suitable provision is to be made for collecting the
oily discharge.
4.4.7 Where a power driven pump is necessary for
transferring oil fuel, a stand by pump is to be
provided and conn ected ready for use, or,
alternatively, emergency connections may be made to
another suitable power driven pump.
4.4.8 All pumps which are capable of developing a
pressure exceeding the design pressure of the system
are to be provided with relief valves. E ach relief
valve is to be in close circuit, i.e. arranged 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.
4.4.9 Valves or cocks are to be interposed between
the pu mps on the suction and discharge pipes in order
that any pump may be shut off for opening up and
overhaul.
4.4.10 Drip trays are to be fitted under all oil fuel
appliances which are required to be opened up
frequently for cleaning or adjustment.
4.5 Fillin g arrangements
4.5.1 The bunkering of the ship is to be carried out
through a permanently fitted pipeline, provided with
the required fittings and ensuring fuel delivery to all
storage tanks. The open end of the fitting pipe is to
be led to the tank bottom .
In passenger ships fuel bunkering stations are to be
isolated from other spaces and are to be efficiently
drained and ventilated.
4.5.2 Provision is to be made against over -pressure in
the filling pipes, and any relief valve fitted for this
purpose is to be discharge in to an overflow tank or
other safe position.
4.6 Oil fuel burning arrangements
4.6.1 Filters are to be fitted in the supply lines to the
main and auxiliary machinery. For non -redundant
units for essential services, it must be possible to
clean the filters without stopping the unit or reducing
the supply of filtered oil to the unit.
For auxiliary engines one single oil fuel filter for
each engine may be accepted.
4.6.2 Where an oil fuel booster pump is fitted, which
is essential to the operat ion of the main engine(s), a
standby pump is to be provided. The standby pump is
to be connected ready for immediate use but where
two or more main engines are fitted, each with its
own pump, a complete spare pump may be accepted
provided that it readily a ccessible and can be easily
installed.
4.6.3 Where pumps are provided for fuel valve
cooling, the arrangements are to be as in 4.6.2. 4.7 Remote stop of oil fuel pumps and fans
4.7.1 Emergency stop of power supply to the
following pumps and fans is to be arranged from a
central place outside the engine and boiler room:
oil fuel transfer pump;
oil fuel booster pump;
nozzle cooling pumps when oil fuel is used
as coolant;
oil fuel purifiers;
pumps for oil -burning installations;
fans for ventilation of engine rooms.
Section 5
Engine Cooling Water Systems
5.1 General
5.1.1 Centrifugal cooling water pumps are to be
installed as low as possible in the ship.
5.2 Cooling water main supply
5.2.1 Provision is to be made for an adequate supply
of cooling water to the main propelling machinery and essential auxiliary engines, also to lubricating oil
and fresh water coolers, where these coolers are
fitted. The cooling water pump(s) may be worked
from the engines or be driven independently.
5.3 Cooling water standby supply
5.3.1 Provision is also to be made for a separate
supply of cooling water from a suitable independent
pump of adequate capacity.
5.3.2The following arrangements are acceptable,
depending on the purpose for which the cooling
water is intended:
a) Where only one main engine, with power
exceeding 370 [kW] (500 shp), is fitted, the
standby pump is to be connected ready for
immediate use;
b) Where more than one main engine is fitted, each
with its own pump, a complete spare pump of
each type may be accepted;
c) Where fresh water cooling is employed for
main/auxiliary engines, a standby means of
cooling need not be fitted if there are suitable
emergency connections from a salt water system;
d) Where each auxiliary is fitted with a cooling
water pump, standby means of cooling need not
be provided for auxiliaries. Where, however a
group of auxiliaries is supplied with cooling
water from a common system, a standby cooling
water pump is to be provid ed for this system.
This pump is to be connected ready for
immediate use and maybe a suitable general
service pump.
5.3.3 When selecting a pump for standby purposes,
consideration is to be given to the maximum pressure
which it can develop if the overboard discharge valve
is partly or fully closed and, when necessary,
condenser doors, water boxes, etc. are to be protected
by an approved device against inadvertent over
pressure.
5.4 Relief valves on cooling water pumps
5.4.1 Where cooling water pumps can dev elop a
pressure head greater than the design pressure of the
system, they are to be provided with relief valves on
the pump discharge to effectively limit the pump
discharge pressure to the design pressure of the
system. 5.5 Sea inlets for cooling water p umps
5.5.1 Sea -water cooling systems for main and
auxiliary machinery are to be connected to at least
two cooling water inlets, preferably on opposite sides
of the ship.
5.5.2 Where sea water is used for the direct cooling
of main engines and auxiliaries, the sea water suction
pipes are to be provided with strainers which can be
cleaned without interrupting the cooling water
supply.
Section 6
Lubricating Oil Piping Systems
6.1 General
6.1.1 Lubricating oil system s are to be entirely
separated from other systems. This requirement,
however, does not apply to hydraulic governing and
maneuvering systems for main and auxiliary engines.
6.1.2 Lubricating oil tanks are to be separated from
other tanks containing water, f uel oil or cargo oil by
means of cofferdams.
6.2 Pumps
6.2.1 Where lubricating oil for the main engine(s) is
circulated under pressure, a standby lubricating oil
pump is to be provided where one main engine is
fitted and the output of the engine exceeds 37 0 [kW]
(500 shp). 6.2.2 Satisfactory lubrication of the engines is to be
ensured while starting and maneuvering.
6.2.3 Similar provisions to those of 6.2.1 and 6.2.2
are to be made where separate lubricating oil systems
are employed for piston cooling, red uction gearing,
oil operated couplings and controllable pitch
propellers, unless approved alternative arrangements
are provided. Where the oil glands for stern tubes are
provided with oil circulating pump, and the
continuous running of this pump is necessa ry during
normal operation, then a standby pump for this
purpose is to be provided.
6.2.4 Independently driven rotary type pumps are to
be fitted with non -return valves on the discharge side
of the pumps.
6.2.4 A relief valve in close circuit is to be fitt ed on
the pump discharge if the pump is capable of
developing a pressure exceeding the design pressure
of the system, the relief valve is to effectively limit
the pump discharge pressure to the design pressure of
the system.
6.3 Control of pumps and alarms
6.3.1 The power supply, to all independently driven
lubricating oil pumps is to be capable of being
stopped from a position outside the space which will
always be accessible in the event of fire occurring in
the compartment in which they are situated, as well
as from the compartment itself.
6.3.2 All main and auxiliary engines intended for
essential services are to be provided with means of
indicating the lubricating oil pressure supply to them.
Where such engines and turbines are of more than 75
[kW] (100 shp), audible and visual alarms are to be
fitted to given warning of an appreciable reduction in
pressure of the lubricating oil supply. Further, these alarms are to be actuated from the outlet side of any
restrictions, such as filters, coolers, etc.
6.4 Filters
6.4.1 In systems, where lubri cating oil is circulated
under pressure, provision is to be made for efficient
filtration of the oil. For non -redundant units, for
essential services, it must be possible to clean the
filters without stopping the unit or reducing the
supply of filtered oil to the units.
6.5 Valves and cocks on lubricating oil tanks
6.5.1 Outlet valves and cocks on lubricating oil
service tanks, other than double bottom tanks,
situated in machinery spaces are to be capable of
being closed locally and from positions outside t he
space which will always be accessible in the event of
fire occurring in these spaces. Remote controls need
only be fitted to outlet valves and cocks which are
open in normal service and are not required for other
outlets such as those on storage tanks.
Section 7
Engine Exhaust Gas Piping Systems
7.1 General
7.1.1 Where the surface temperature of the exhaust
pipes and silencer may exceed 220 C, they are to be
water cooled or efficiently lagged.
7.1.2 Where lagging covering the exhaust piping
including flanges, is oil -absorbing or may permit
penetration of oil, the lagging is to be encased in
sheet metal or equivalent. In locations where the
Surveyor is satisfied that oil impingement could not
occur, the lag ging need not be encased.
7.1.3 Exhaust pipes which are led overboard near the
waterline are to be protected against the possibility of
water finding its way inboard. Where the exhaust is cooled by water spray, the exhaust pipes are to be
self-draining ove rboard.
7.1.4 Exhaust pipes of two or more engines are not to
be connected together, but are to be led separately to
the atmosphere unless arranged to prevent the return
of gases to an idle engine.
7.1.5 In two -stroke engines fitted with exhaust gas
turbo -chargers which operate on the impulse systems,
provision is to be made to prevent broken piston
rings entering the turbine casing and causing damage
to blades and nozzle rings.
Section 8
Pumping and Piping Systems for Vessels not Fitted with
Propelling Machinery
8.1 Scope
8.1.1 Following requirements are applicable to
vessels not fitted with propelling machinery.
8.2 Vessels without auxiliary power
8.2.1 Hand pumps are to be fitted in number and
position, as may be required for the efficient drainage
of the vessel.
8.2.2 In general, one hand pump is to be provided for
each compartment. Alternatively, two pumps
connected to a bilge main, having at least one branch
to each compartment are to be provided through non -
return
valves.
8.2.3 The hand pumps are to be capable of being
worked from the upper deck or from positions above
the load waterline which are at all times readily
accessible. The suction lift is not to exceed 7.3 [m]
and is to be well within the capacity of the pump. 8.2.4 The pump capacity is to be based u pon the
diameter of the suction pipe required for the
compartment and as determined in Sec.2.
8.3 Vessels with auxiliary power
8.3.1 In vessels in which auxiliary power is available
on board, power pump suctions are to be provided for
dealing with the drai nage of tanks and of the bilges
of the principal compartments.
8.3.2 The pumping arrangements are to be as
required for self propelled vessels, so far as these
requirements are applicable.
Chapter 4
Prime Movers and Propulsion Shaf ting Systems
Contents
Section
1 General
2 Main Propulsion Shafting
3 Propellers
4 Vibrations and Alignment
Section 1
General
1.1 General
1.1.1 The requirements of this Chapter are applicable
to all ships but may be modified for ships intended
for special services.
1.1.2 Prime movers of electric generators of less than
50 [kW] capacity, supplying power for lighting loads
only, when the ship is in harbour, need not be built
under survey.
1.1.3 Attention is drawn to any relevant statutory
requirements of the country in which the ship is to be
registered.
1.1.4 Po wer transmission systems not specified in
this Chapter will be specially considered.
1.2 Materials
1.2.1 Materials intended for the main parts of the
prime movers and power transmission systems are to
be manufactured and tested in accordance with the
requi rements of Annex 1 . 1.3 Primemovers and reduction gearing
1.3.1 Prime movers and reduction gearings are to be
designed, manufactured and tested in accordance
with the requirements of Designated
Authority/Classification Society.
1.3.2 Engines below 100 [k W] including gear boxes
used for propulsion and for essential auxiliary
machinery may be accepted based on certificate from
approved manufacturers. Such engines between 100
[kW] and 300 [kW] are to be type approved. Engines
of 300 [kW] and over including g ear boxes used for
propulsion and for essential auxiliary machinery, are
to be type approved and undergo unit certification.
1.4 Turning Gear
1.4.1 Arrangements are to be provided to turn the
primemover of main propulsion systems and
auxiliary drives.
Section 2
Main Propulsion Shafting
2.1 Scope
2.1.1 The requirements of this Section relate, in
particular, to formulae for determining the diameters
of shafting for main propulsion installations, but
requir ements for couplings, coupling bolts, keys,
keyways, sternbushes and associated components are
also included. The diameter of shafting as calculated
may require to be modified as a result of alignment
considerations and vibration characteristics (See
Sec.8 ) or the inclusion of stress raisers, other than
those contained in this section.
2.2 Plans and particulars
2.2.1 The following plans, in triplicate, together with
the necessary particulars of the machinery, including
the maximum power and revolutions per minute, are
to be submitted for approval before the work is
commenced:
Final gear shaft; Thrust shaft;
Intermediate shafting;
Tube shaft, where applicable;
Tail shaft;
Stern bush.
2.2.2 The specified minimum tensile strength of each
shaft is to be stated.
2.2.3 A shafting arrangement plan indicating the
relative position of the main engines, flywheel,
flexible coupling, gearing, thrust block, line shafting
and bearings, stern tube, 'A' brackets and propeller,
as applicable, is to be submitted for informatio n.
2.3 Materials for shafting
2.3.1 The materials are to comply with the relevant
requirements of Annex 1 Ch.5 . The specified
minimum tensile strength of forgings is to be selected
within the following general limits :
a) Carbon and carbon -manganese steel - 400-600
[N/mm2]
b) Alloy steels - Not exceeding 800 [N/mm2]
2.3.2 Ultrasonic tests are required on shaft forgings
where the diameter is 250 [mm] or greater.
2.4 Intermediate and thrust shafts
2.4.1 The diameter, d, of the shaft is to be not less
than determined by the following formula :
3 ]mm[R 160) (UP410ak 103.5d
where,
a = 0.95 for turbine installations, electric propulsion
installations and oil engine installations with slip type
couplings;
= 1.0 for other oil engine installations;
k = 1.0 for shafts with integral coupling flanges
complying with 2.7 or shrink fit couplings;
= 1.10 for shafts with keyways, where the fillet radii
in the transverse section of the bottom of the keyway
are not to be less than 0.0125 d; after a length of 0.2
d from the end o f the keyway, the shaft diameter may
be reduced to the diameter calculated with k = 1.0;
= 1.10 for shafts with transverse or radial holes,
where the diameter of the hole is not greater than 0.3
d;
= 1.20 for shafts with longitudinal slots having a
length of not more than 1.4 d and a width of not more
than 0.2 d, where d is calculated with k=1.0;
U = Specified minimum tensile strength of the
material [N/mm2]
P = maximum shaft power [kW];
R = Revolutions per minute corresponding to
maximum shaft power giving maximum torque.
2.4.2 For shafts with design features other than stated
in 2.4.1, the value of k will be specially considered.
2.5 Tailshafts and tube shafts
2.5.1 The diameter, d p, of the tailshaft immediately
forward of the forward face of the propeller boss or,
if applicable, the forward face of the tailshaft flange,
is to be not less than determined by the following
formula :
3 ]mm[R 160) (UP410ak 103.5 dp
where,
k = 1.22 for a shaft carrying a keyless propeller, or
where the propeller is attached to an integ ral flange,
and where the shaft is fitted with continuous liner or
is oil lubricated and provided with an approved type
of oil sealing gland; = 1.26 for a shaft carrying a keyed propeller, and
where the shaft is fitted with a continuous liner or is
oil lub ricated and provided with an approved type of
oil sealing gland;
= 1.25 for a shaft carrying a keyless propeller, or
where the propeller is attached to an integral flange
and is fitted with water lubricated bearings with non -
continuous shaft liners;
= 1.29 for a shaft carrying a keyed propeller and is
fitted with water lubricated bearings with non -
continuous shaft liners;
U = Specified minimum tensile strength of the shaft
[N/mm2], but is not to be taken greater than 600
[N/mm2];
P, a and R are defined in 2.4.1.
2.5.2 The diameter, d p of the tailshaft determined in
accordance with the formula in 2.5.1 is to extend
over a length not less than that to the forward edge of
the bearing immediately forward of the propeller or
2.5 d p whichever is the greater.
2.5.3 The diameter of the portion of the tailshaft and
tubeshaft forward of the length required by 2.5.2 to
the forward end of the forward sterntube seal is to be
determined in accordance with the formula in 2.5.1
except that:
k = 1.15, when k = 1.22 or 1.2 6 as required by 2.5.1
k = 1.18, when k = 1.25 or 1.29 as required by 2.5.1
The change of diameter from that required by 2.5.1 to
that required by this clause should be gradual.
2.5.4 The taper of the shaft cone is normally not to be
steeper than 1:12 on diameter in case of keyed shafts
and 1:15 on diameter in case of keyless shafts.
2.5.5 Tailshafts which run in sterntubes and tube
shafts may have the diameter forward of the forward
stern tube seal gradually reduced to the diameter of
the intermediate sha ft. Abrupt changes in shaft
section at the tailshaft/ tubeshaft to intermediate shaft
couplings is to be avoided.
2.6 Hollow shafts
2.6.1 For hollow shafts where the bore exceeds 40
per cent of the outside diameter the minimum shaft
diameter is not to be less than that given by the
following equation :
3]mm[
dd -11d d4
oio
where,
do = outside diameter [mm],
d = Rule size diameter of shaft [mm], calculated in
accordance with 2.4 or 2.5
di = diameter of central hole [mm].
2.6.2 Where the diameter of centra l hole does not
exceed 0.4 times the outside diameter, no increase
over Rule size need be provided.
2.7 Integral couplings
2.7.1 The thickness of coupling flanges is not to be
less than the minimum required diameter of the
coupling bolts calculated as in p ara 2.9, where U B =
U or 0.2 times the rule diameter of the shaft under
consideration, whichever is greater.
2.7.2 The fillet radius at the base of the coupling
flange is to be not less than 0.08 of the diameter of
the shaft at the coupling. The fillets are to have a
smooth finish and are not to be recessed in way of
nuts and bolt heads.
2.7.3 Where the propeller is attached by means of a
flange, the thickness of the flange is to be not less
than 0.25 times the actual diameter of the adjacent
part of the tailshaft. The fillet radius at the base of the
coupling flange is to be not less than 0.125 times the
diameter of the shaft at the coupling.
2.8 Demountable couplings
2.8.1 Couplings are to be made of steel or other
approved ductile material. The strength of
demountable couplings and keys is to be equivalent
to that of the shaft. Couplings are to be accurately
fitted to the shaft.
2.8.2 Hydraulic and other shrink fit couplings will be
specially considered upon submittal of detailed pre -
loading and stress c alculations and fitting
instructions. In general, the torsional holding
capacity is to be at least 2.8 times the transmitted
torque and pre -load stress is not to exceed 70 per cent
of the yield strength.
2.8.3 Provision is to be made to resist astern pull.
2.9 Coupling bolts
2.9.1 The diameter of the coupling bolts of the fitted
type at the joining faces of the coupling is to be not
less than that given by the following formula:
[mm]UDN155) (Ud 0.427d
B3
b
where,
db = diameter of the fitted coupling bolts [mm];
d = required diameter [mm] for the shaft in
accordance with 2.4 or 2.5 as appropriate calculated
by taking the value of k as 1.0;
U = specified minimum tensile strength of the shaft
material in [N/mm2];
UB = specified minimum tensile strength of the bolt
material in [N/mm2];
and also U UB 1.7U;
N = Number of bolts in the coupling;
D = Pitch circle diameter of bolt holes [mm]. 2.9.2 The diameter of the non -fitted bolts will be
specially considered upon the submittal of detailed
pre-loading and stress calculations and fitting
instructions.
2.10 Tailshaft liners
2.10.1 The thickness, t, of bronze or gunmetal liners
fitted on tail shafts, in way of bearings, is not to be
less than given by following formula :
][mm28d 168
tp
where,
t = thickness of liner [mm];
dp = diameter of tail shaft under the liner [mm].
2.10.2 The thickness of the continuous liner between
the bearings is not to be less than 0.75t.
2.10.3 Continuous liners are preferably to be cast in
one length. If made of several lengths, th e joining of
the separate pieces is to be made by welding through
the whole thickness of liner before shrinking. In
general, the lead content of the gunmetal of each
length forming a butt welded liner is not to exceed
0.5 per cent. The composition of the e lectrode or
filler rods is to be substantially lead free.
2.10.4 The liners are to withstand a hydraulic
pressure of 0.2 [N/mm2] after rough machining.
2.10.5 The liners are to be carefully shrunk or forced
upon the shaft by hydraulic pressure, and they ar e not
to be secured by pins.
2.10.6 Effective means are to be provided for
preventing water from reaching the shaft at the part
between the after end of the liner and the propeller
boss.
2.10.7 If the liner does not fit the shaft tightly
between the bearin g portions in the stern tube, the
space between the shaft and the liner is to be filled
with a plastic insoluble non - corrosive compound.
2.11 Keys and keyways
2.11.1 Round ended or sled -runner ended keys are to
be used, and the key ways in the propeller b oss and
cone of the tail shaft are to be provided with a
smooth fillet at the bottom of the keyways. The
radius of the fillet is to be at least 0.0125 of the
diameter of the tail shaft at the top of the cone. The
sharp edges at the top of the keyways are t o be
removed.
2.11.2 Two screwed pins are to be provided for
securing the key in the keyway, and the forward pin
is to be placed at least one -third of the length of the
key from the end. The depth of the tapped holes for
the screwed pins is not to exceed t he pin diameter
and the edges of the holes are to be slightly beveled.
2.11.3 The distance between the top of the cone and
the forward end of the keyway is to be not less than
0.2 of the diameter of the tailshaft at the top of the
cone.
2.11.4 The effectiv e sectional area of the key in
shear, is to be not less than
d2.6d [mm2]
where,
d = diameter [mm], required for the intermediate
shaft determined in accordance with 2.4, based on
material having a specified minimum tensile strength
of 400 [N/mm2];
d1 = diameter of shaft at mid -length of the key [mm].
2.12 Stern tube and bearings
2.12.1 The length of the bearing in the sternbush next
to and supporting the propeller is to be as follows :
a) For water lubricated bearings which are lined
with lig num vitae, rubber composition or staves
of approved plastic material; the length is to be
not less than 4 times the rule diameter required
for the tailshaft under the liner;
b) For bearings which are white -metal lined, oil
lubricated and provided with an approved type
of oil sealing gland; the length of the bearing is
to be approximately twice the rule diameter
required for the tailshaft and is to be such that
the nominal bearing pressure will not exceed 0.8
[N/mm2]. The length of the bearing is to be not
less than 1.5 times its rule diameter;
c) For bearings of cast iron, bronze which are oil
lubricated and fitted with an approved oil sealing
gland; the length of the bearing is, in general, to
be not less than 4 times the rule diameter
required for tailshaft; d) For bearings which are grease lubricated; the
length of bearing is to be not less than 4 times
the rule diameter required for the tailshaft;
e) For water lubricated bearings lined with two or
more circumferentially spaced sectors of an
approved plastics mate rial, in which it can be
shown that the sectors operate on hydrodynamic
principles, the length of the bearing is to be such
that the nominal bearing pressure will not exceed
0.55 [N/mm2]. The length of the bearing is not to
be less than twice actual diamet er of shaft.
2.12.2 Forced water lubrication is to be provided for
all bearings lined with rubber or plastics and for
those bearings lined with lignum vitae where the
shaft diameter is 380 [mm] or over. The supply water
may come from a circulating pump or other pressure
source. The water grooves in the bearings are to be of
ample section and of a shape which will be little
affected by weardown, particularly for bearings of
the plastic type.
2.12.3 The shut off valve or cock controlling the
supply of water i s to be fitted direct to the after peak
bulkhead, or to the sterntube where the water supply
enters the sterntube forward of the bulkhead.
2.12.4 Where a tank supplying lubricating oil to the
sterntube is fitted, it is to be located above the load
water li ne and is to be provided with a low level
alarm device in the engine room.
2.12.5 Where sternbush bearings are oil lubricated,
provision is to be made for cooling the oil by
maintaining water in the after peak tank above the
level of the sterntube or by ot her approved means.
Means of ascertaining the temperature of the oil in
the sternbush are also to be provided.
2.12.6 The oil sealing glands used for sterntube
bearings, which are oil lubricated, are to be of
approved type.
Section 3
Propellers
3.1 Scope
3.1.1 The requirements of this Section cover the
construction, materials and inspection of propellers.
3.2 Plans and particulars
3.2.1 A plan, in triplicate, of the propeller is to be
submitted for approval, toge ther with the following
particulars:
a) Maximum shaft power, P, in [kW];
b) Revolutions per minute of the propeller at
maximum power, R;
c) Propeller diameter, D [m];
d) Pitch at 25 per cent radius (for solid propellers
only), P 0.25 [m];
e) Pitch at 35 per cent radius (f or controllable pitch
propellers only), P 0.35 [m]; f) Pitch at 70 per cent radius, P 0.7, [m];
g) Length of blade section of the expanded
cylindrical section at 25 per cent radius (for solid
propeller only), L 0.25, [mm];
h) Length of blade section of expanded cylindrical
section art 35 per cent radius (for controllable
pitch propellers only) L 0.35, in [mm];
i) Rake at blade tip measured at shaft axis
(backward rake positive, forward rake negative),
K, in [mm];
j) Number of blades, N;
k) Developed area ratio, a.
3.3 Mate rials
3.3.1 Castings for propellers and propeller blades are
to comply with the requirement of Annex 1 Ch.8.
The specified minimum tensile strength is to be not
less than stated in Table 3.4.1.
3.3.2 When it is proposed to use materials which are
not inclu ded in Table 3.4.1, details of the chemical
composition, mechanical properties and density are
to be submitted for approval.
3.4 Design
3.4.1 Minimum blade thickness
3.4.1.1 Where the propeller blades are of
conventional design, the thickness, t, of the p ropeller
blades at 25 per cent radius for solid propellers, at 35
per cent for controllable pitch propellers, neglecting
any increase due to fillets, is to be not less than :
a) For fixed propellers
[mm]CCCKB 0.024
NRCCAP1003 t
ns
n0.25
b) For controllable pitch propellers
[mm]CCCKB 0.015
NRCCAP805 t
ns
n0.25
where,
t0.25 = minimum blade thickness required at 25 per
cent radius;
t0.35 = minimum blade thickness required at 35 per
cent radius;
Cn = Section modulus coefficient at 25 per cent
radius or 35 per cent radius as applicable;
fo
TLUl
and is not to be taken
greater than 0.10;
Io = Moment of inertia of the expanded cylindrical
section at 25 per cent radius or 35 per cent radius, as
applicable, about a straight line passing through the
center of g ravity parallel to the pitch line or to the
nose-tail line, in [mm4];
Uf = maximum normal distance from the moment of
inertia axis to points on the face boundary (tension
side) of the Section at 25 per cent radius or 35 per
cent radius, as applicable [mm];
L = Length of the blade Section of the expanded
cylindrical Section at 25 per cent radius or 35 per
cent radius, as applicable, [mm];
T = Maximum thickness of the expanded cylindrical
Section as approved at 25 per cent or 35 per cent
radius, as applicable [mm];
Cs = Section area coefficient at 25 per cent radius or
35 per cent radius as applicable;
TLas
as = area of the expanded cylindrical Section at 25
per cent radius or 35 per cent radius, as applicable
[mm2];
f = material constant as per Table 3.4.1;
w = material constant as per Table 3.4.1;
a) For fixed -pitch propellers
DP4.3
pD6.01.0A0.25
0.7
3 2
20 100 Naw 4300B
D R
Bf LDP1.51 C0.250.25
b) For controllable pitch propellers
DP3.0
pD6.01.0A0.35
0.7
3 2
20 100 Naw 4900B
D R
Bf LDP1.51 C0.350.35
3.4.1.2 Propellers of unusual design or application
will be subject to special consideration upon
submittal of detailed stress calculations.
3.4.1.3 Fillets at the root of the blades are not to be
considered in the determination of blade thickness.
Table 3.4.1 : Material constants
Materials Specified
min. UTS
[N/mm2] f w
Manganese bronze
Grade Cu 1 440 22.6 8.3
Ni-Manganese
bronze Grade Cu 2 440 22.9 8.0
Ni-Aluminium
bronze Grade Cu 3 590 25.7 7.5
Mn-Aluminium
bronze Grade Cu 4 630 25.6 7.5
Cast iron 250 11.77 7.2
Carbon and low
alloy steels 400 14.0 7.9
Note: The value of f may be increased by 10
percent for twin screw and outboard propellers of
triple screw ships
3.4.2 Keyless propellers
3.4.2.1 Where propellers are fitted without keys,
detailed stress calculations and fitting instructions are
to be submitted for approval.
3.4.3 Controllable pitch propellers
3.4.3.1 In the case of controllable - pitch propellers,
means are to be provided to lock the blades in ahead
position in case of the failure of the pitch operating
mechanism.
3.4.3.2 A propeller pitch indicator is to be fitted at
each station from which it is possible to control the
pitch of the propeller.
3.5 Fitting of propellers
3.5.1 The propeller boss is to be a good fit on the
tailshaft cone. The forward edge of the bore of the
propeller boss is to be rounded to about 6 [mm]
radius.
3.5.2 The exposed part of the tailshaft is to be
protected from the action of water by filling all
spaces between propeller hub, cap and shaft with a
suitable filling material. The propeller assembly is to be sealed at the forward end with a well -fitted
soft rubber packing ring. When the rubber ring is
fitted in an external gland, the hub counterbore is to
be filled with suitable material, and clear ances
between shaft liner and hub counterbore are to be
kept to a minimum. When the rubber ring is fitted
internally, ample clearance is to be provided between
liner and hub and the ring is to be sufficiently sized
to squeeze in to the clearance space when the
propeller is driven up on the shaft; and, where
necessary, a filler piece is to be fitted in the propeller
- hub keyway to provide a flat unbroken seating for
the ring. The recess formed at the small end of the
taper by the over hanging propeller hub is to be
packed with red lead putty or rust -preventing
compound before the propeller nut is put on.
3.5.3 Effective means are to be provided to prevent
the slackening of the propeller nut.
Section 4
Vibrations and Alignment
4.1 Scope
4.1.1 The requirements of this Section are applicable
to main propulsion systems with power exceeding
200 [kW] and auxiliary machinery systems for
essential services with powers exceeding 200 [kW].
4.1.2 Unless otherwise a dvised, it is the
responsibility of the Shipbuilder as the main
contractor to ensure, in co -operation with the Engine
builders, that the information required by this Section
is prepared and submitted.
4.2 Basic system requirements
4.2.1 The systems are to be free from excessive
torsional, axial and lateral vibration, and are to be
aligned in accordance with tolerances agreed with the
respective manufacturers.
4.2.2 Where changes are subsequently made to a
dynamic system which has been approved, revised
calculations are to be submitted for consideration.
4.3 Resilient mountings
4.3.1 Where the machinery is installed on resilient
mountings, linear vibration (steady state and transient) is not to exceed the limiting values agreed
with the manufacturers of the m achinery nor those of
the resilient mountings.
4.3.2 Misalignment arising from such vibration is not
to impose excessive loading on machinery
components within the system.
4.4 Torsional vibration
4.4.1 Torsional vibration calculations, including an
analysi s of the vibratory torques and stresses for the
dynamic systems formed by the oil engines, turbines,
motors, generators, flexible couplings, gearing,
shafting and propeller, where applicable, including
all branches, are to be submitted for approval
togethe r with the associated plans.
4.4.2 Particulars of the division of power developed
throughout the speed range for turbines, or from all
intended combinations of operation in oil engine
installations having more than one engine and/or with
power take -off sys tems are to be submitted.
4.4.3 Any special speed requirements for prolonged
periods in service are to be indicated, e.g., range of
trawling revolutions per minute, range of operation
revolutions per minute with a controllable pitch
propeller, idling speed , etc.
4.4.4 The calculations and/or measurements carried
out on oil engine installations containing
transmission items sensitive to vibratory torque, e.g.
gearing, flexible couplings, or generator rotors and
their drives, are to take into account the effe cts of
engine malfunction commonly experienced in
service, such as cylinder(s) not firing.
4.4.5 Restricted speed ranges will be imposed in
regions of speed where stresses are considered to be
excessive for continuous running. Similar restrictions
will be imposed, or other protective measures
required to be taken, where vibratory torques are
considered to be excessive for particular machinery
items.
4.4.6 Where calculations indicate the possibility of
excessive torsional vibration within the range of
workin g speeds, torsional vibration measurements,
using the appropriate recognized techniques, may be
required to be taken from the machinery installation
for the purpose of determining the need for restricted
speed ranges.
4.5 Axial vibrations
4.5.1 For all mai n propulsion shafting systems, the
Shipbuilders are to ensure that amplitudes due to
axial vibrations are satisfactory throughout the speed
range, so far as practicable. Where appropriate,
amplitudes may be reduced by the use of suitable
vibration dampers or phasing of propeller and engine,
etc.
4.5.2 Unless previous experience of similar
installation shows it to be unnecessary, calculations
of the shafting system are to be carried out. These
calculations are to include the effect of the thrust
block seatin g and the surrounding hull structure
taking part in the vibration. The result of these
calculations or the evidence of previous experience is
to be submitted for consideration.
4.5.3 Where calculations indicate the possibility of
excessive axial vibration amplitudes within the range
of working speeds, measurements using an
appropriate recognized technique may be required to
be taken from the shafting systems for the purpose of
determining the need for restricted speed ranges.
4.6 Lateral vibrations
4.6.1 F or all main propulsion shafting systems, the
Shipbuilders are to ensure that amplitudes due to
lateral vibrations are satisfactory throughout the
speed range.
4.6.2 Unless previous experience of similar
installations shows it to be unnecessary, calculation s
of lateral, or bending, vibration characteristics of the
shafting system are to be carried out. These
calculations, taking account of dynamic bearing
stiffnesses, are to cover the frequencies giving rise to all critical speeds which may result in signifi cant
amplitudes within the speed range, and are to indicate
relative deflections and bending moments throughout
the shafting system.
4.6.3 The results of these calculations, or the
evidence of previous experience, is to be submitted
for consideration.
4.6.4 Where calculations indicate the possibility of
excessive lateral vibration amplitudes within the
range of working speeds, measurements using an
appropriate recognized technique may be required to
be taken from the shafting system for the purpose of
deter mining the need for restricted speed ranges.
4.7 Shaft alignment
4.7.1 For main propulsion installations, the shafting
is to be aligned to give acceptable bearing reactions,
and bending moments at all conditions of ship
loading and operation. The Shipbuild er is to position
the bearings and construct the bearing seatings to
minimize the effects of movements under all
operating conditions.
4.7.2 For geared installations, where two or more
pinions are driving the final reduction wheel,
calculations are to be s ubmitted to verify that shaft
alignment is such that proper bearing reactions are
maintained under all operating conditions.
4.7.3 Shaft alignment is to be verified by
measurement.
Chapter 5
Boilers and Pressure Vessels
Contents
Section
1 General
Section 1
General
1.1 Scope
1.1.1 The requirements of this Chapter are applicable
to pressure vessels of seamless and fusion welded
construction, and their mountings and fittings, for the
following uses :
a) Fired boilers;
b) Exhaust gas heated boilers;
c) Economizers, superheaters, reheaters and steam
receivers for, and associated with (a) and(b);
d) Steam heated steam generators;
e) Other pressure vessels, not included in (a) to (d).
1.1.2 Consideration will be given to arrangements or
details of boilers, pressure vessels and equipment
which can be shown to comply with other recognized
standards, provided they are not less effective.
1.2 Design pressure
1.2.1 The design pressure is the maximum
permissible working pressure and is to be not less
than the highest set pressure of any safety valve.
1.2.2 The calculations made to determine the
scantlings of the pressure parts are to be based on the
design pressure, adjusted where necessary to take
account of pressure variations corresponding to the
most severe operational conditions.
1.2.3 It is desirable that there should be a margin
between the normal pressure at which the boiler or
pressure vessel operates and the lowest pressure at
which any safety valve is set to lift, to prevent
unnecessary lifting of the safety valve.
1.3 Metal temperature
1.3.1 The metal temperature, T, used to evaluate the
allowable stress is to be taken as the actual metal
temperature expected under operating conditions for
the pressure part concerned, and is to be stated by the
manufacturer when plans of the pressure parts are
submitte d for consideration.
1.3.2 For boilers, the design metal temperature is not
to be taken less than the following values, unless
justified by an exact calculation of the temperature
drop and is in no case to be taken less than 250 C:
a) For steam heated steam g enerators, secondary
drums of double evaporation boilers, steam
receivers and pressure parts of fired pressure vessels not heated by hot gases and adequately
protected by insulation, the metal temperature, T
is to be taken as the maximum temperature of
the internal fluid;
b) For pressure parts heated by hot gases, T is to be
taken as not less than 25 C in excess of the
maximum temperature of the internal fluid;
c) For combustion chambers of the type used in
horizontal wet -back boilers, T is to be taken as
not les s than 50C in excess of the maximum
temperature of the internal fluid;
d) For furnaces, fire boxes, rear -tube plates of dry -
back boilers and pressure parts subject to similar
rates of heat transfer, T is to be taken as not less
than 90C in excess of the max imum
temperature of the internal fluid;
e) For boiler, superheater, reheater and economizer
tubes, the design temperature is to be taken as
under :
For boiler tubes the design temperature is to
be taken as not less than saturated steam
temperature plus 25 C for tubes mainly
subject to convection heat, or plus 50 C for
tubes mainly subject to radiant heat;
For superheater and reheater tubes, the
design temperature is to be taken as not less
than steam temperature expected in the part
being considered, plus 35 C for tubes
mainly subject to convection heat. For tubes
mainly subject to radiant heat the design
temperature is to be taken as not less than
the steam temperature expected in the part
being considered, plus 50 C, but the actual
metal temperature expected is to be stated
when submitting plans;
The design temperature for economizer
tubes is to be taken as not less than 35 C in
excess of the maximum temperature of the
internal fluid.
1.3.3 In general, any part of boiler drums or headers
not protected by tubes , and exposed to radiation from
the fire or to the impact of hot gases, is to be
protected by a shield of good refractory material or
by other approved means.
1.3.4 Drums and headers of thickness greater than 30
[mm] are not to be exposed to combustion gas es
having an anticipated temperature in excess of 650 C
unless they are efficiently cooled by closely arranged
tubes.
1.4 Plans and particulars
1.4.1 The following plans, in triplicate, for boiler and
pressure vessels are to be submitted for approval, in
so far as applicable:
a) General arrangement, including arrangement of
valves and fittings;
b) Sectional assembly;
c) Seating arrangements;
d) Steam, water drum and header details;
e) Water wall details;
f) Steam and superheater tubing, including the tube
support arrangements;
g) Economizer details;
h) Casing arrangement;
i) Reheat section;
j) Fuel oil burning arrangement;
k) Forced draft system;
l) Boiler mountings including steam stop valves,
safety valves and their relieving capacities, feed
water connections, blow -off arrangements,
watergauges, test cocks, etc.
1.4.2 The plans are to include the following
particulars, in so far as applicable :
a) Scantlings;
b) Materials;
c) Weld details;
d) Design pressures and temperatures;
e) Heating surface areas of boilers and
superheaters;
f) Estim ated pressure drop through superheater;
g) Estimated evaporation rate;
h) Proposed setting pressure of safety valves on
steam drum and superheater;
i) Pressure vessel class;
j) Details of heat treatment and testing of welds; k) Calculations of thicknesses, when required ;
l) Test pressures.
1.5 Classification of pressure vessels
1.5.1 For Rule purposes, boilers and pressure vessels
are graded as shown in Table 1.5.1.
1.5.2 Pressure vessels which are constructed in
accordance with the requirements of Class 2 or
Class 3 will, if manufactured in accordance with the
requirements of a superior class, be approved with
the scantlings appropriate to that class.
Table 1.5.1 : Grading of pressure vessels
Boilers Steam -heated steam
generators Other pressure v essels
Class 1 p > 3.5 Di >
1p15 1000 P > 50 or t > 38
Class 2 p 3.5 Di <
1p15 1000 P 50 or D i >
1p20 1000 and 16 < t
38 or material temperature > 150 C
Class 3 Di
1p20 1000 and t 16 and
material temperature 150C
Notes:
P = design pressure, in bar D i = internal diameter [mm] t = shell thickness [mm]
1.5.3 In special circumstances relating to service
conditions, materials, operating temperature, the
carriage of dangerous gases and liquids, etc., it may
be required that certain pressure vessels be
manufactured in accordance with the requirements of
a superior class.
1.6 Materials
1.6.1 Materials used in the construction of boilers
and pressure vessels are to be manufactured in
accordance with the requirements of Annex 1.
1.6.2 The specified minimum tensile strength of
carbon and carbon manganese steel plates, pipes,
forgings and castings is to be within the following
general limits :
a) For seamless and Class 1 and Class 2 fusion
welded pressure vessels - 340 - 520 [N/mm2];
b) For boiler furnaces, combustion chambers and
flanged plates - 400 - 520 [N/mm2].
1.6.3 The specified minimum tensile strength of low
alloy steel plates, pipes, forgings and castings is to be
within the general limits of 400 - 500 [N/mm2], and
pressure vessels made in these steels are to be either
seamless or Class 1 fusion welded.
1.6.4 The specified minimum tensile strength of
boiler and superheater tubes is to be within the
following general limits :
क) Carbon and carbon -manganese steels - 320 - 460
[N/mm2];
ख) Low alloy steels - 400 - 500 [N/mm2].
1.6.5 Where it is proposed to use materials other than
those specified in Annex 1, details of the chemical
compositions, heat treatment and mechanical
properties are to be submitted for approval. In such
cases the values of the mechanical properties used for
deriving the allowable stress are to be subject to
agreement by Designated Authority.
1.6.6 Wh ere a fusion welded pressure vessel is to be
made of alloy steel and approval of the scantlings is
required on the basis of the high temperature
properties of the material, particulars of the welding
consumables to be used, including typical mechanical properties and chemical composition of the deposited
weld metal, are to be submitted for approval.
1.7 Pressure parts of irregular shape
1.7.1 Where pressure parts are of such irregular
shape that it is impracticable to design their
scantlings by the application of formulae given in
this Chapter, the suitability of their construction is to
be determined by hydraulic proof test of a prototyp e
or by an agreed alternative method.
1.8 Adverse working conditions
1.8.1 Where working conditions are adverse, special
consideration may be required to be given to
increasing the scantlings derived from the formulae,
e.g. by increasing the corrosion or other allowance at
present shown in the formulae, or by adopting a
design pressure higher than defined in 1.2, to offset
the possible reduction of life in service caused by the
adverse conditions. In this connection, where
necessary, account should also be taken of any excess
of loading resulting from :
a) impact loads, including rapidly fluctuating
pressures;
b) weight of the vessel and normal contents under
operating and test conditions;
c) superimposed loads such as other pressure
vessels, operating equipment, i nsulation,
corrosion -resistant or erosion -resistant linings
and piping;
d) reactions of supporting lugs, rings, saddles or
other types of supports;
or
e) the effect of temperature gradients on maximum
stress.
1.9 Design
1.9.1 The boilers and pressure vessels ar e to be
designed in accordance with the requirements of
Designated Authority/Classification Society.
1.10 Manufacture
1.10.1 The manufacture of boilers and pressure
vessels is to be carried out in accordance with the
requirements of Designated Authority/Cl assification
Society.
Chapter 6
Steering Gears
Contents
Section
1 General
2 Design Criteria
Section 1
General
1.1 General
1.1.1 All ships are to be provided with reliable
steering systems which would allow the vessel to be
steered safely having regard to the use and principal
dimensions of the ship. This requirement does not
apply to ships intended to be pushed only. Proposals
to fit a hand tiller only will receive special
consideration.
1.1.2 For ships not fitted with rudders but equipped
with steering propellers/nozzles or Vo ith-Schneider
propellers, see 2.5. For ships fitted with rudders, a
steering gear is to be provided.
1.1.3 The steering gear is to be secured to the seating
by fitted bolts, and suitable chocking arrangements
are to be provided. The seating is to be of sub stantial
construction. 1.1.4 The steering gear is to be so designed that the
rudder cannot change position when not intended to
do so.
1.1.5 Steering gears may be manually operated
(steering chains and rods or hand/hydraulic) or fully
powered (electric or electric/hydraulic). However,
when the rule diameter of the rudderstock exceeds
150 [mm] in way of tiller, a fully powered steering
gear is to be provided.
1.1.6 Manually operated gears or power assisted
gears are only acceptable when the operation does
not require an effort exceeding 16 [kgf] under normal
conditions.
1.1.7 If a fully powered steering gear is fitted an
independent secondary means of steering is to be
provided.
1.1.8 Requirements for chemical tankers, gas carriers
and similar vessels will be specially considered.
Section 2
Design Criteria
2.1 General
2.1.1 The entire steering gear is to be designed,
constructed and installed to allow for a permanent
transverse list of up to 15 and for ambient
temperat ures commensurate with the area in which
he ship is to operate.
2.1.2 The parts comprising the steering gear are to be
so dimensioned that they can withstand all the
maximum stresses to which they will be subjected in
normal operating conditions. The steer ing gear is to
be sufficiently strong so that in the event of rudder
touching the bottom or bank, the maximum damage
would be limited to deformation or fracturing of the
rudder stock.
2.1.3 The steering gear is to be so designed that a
rudder angle of not less than 35 on either side can be
obtained.
2.1.4 Where the steering gear is manually operated,
on an average one complete turn of the hand wheel is
to correspond to at least 3 of rudder angle.
2.1.5 Where the steering gear is fully powered, it is to
be capable of turning the rudder at an average rate of
4 degree per second through the entire rudder arc when the rudder is fully immersed and with the ship
at full speed.
2.1.6 Where fully powered s teering gear is provided
with a second, manually operated gear, the latter is to
permit the ship to proceed to a mooring at reduced
speed.
2.2 Fully powered steering gear
2.2.1 Fully powered steering gears may be of the
direct electric or electric/hydrauli c type.
2.2.2 Powered steering gears are to be fitted with
means to limit the torque exerted by the drive.
2.2.3 In case of failure of the main drive and the
secondary drive not engaging automatically, it is to
be possible to engage the secondary drive by hand at
the steering position within 5 seconds, with the
rudder in any position.
2.2.4 At the steering station, automatic indication is
to be provided as to which drive is in operation.
2.2.5 If the independent secondary drive is manual
the power drive is not to actuate the hand wheel. A
device is to be fitted to prevent inadvertent turning of
the hand wheel when the manual drive is engaged
automatically.
2.2.6 Where the main steering gear is power
hydraulically operated whilst the secondary steering
is a m anually operated hydraulic system, the piping
of both systems is to be completely separate, and the
main installation is to operate without using the
steering wheel pump of the secondary installation.
2.2.7 Where both the main and secondary drive are
power hydraulic, the respective pumps must be
driven independently.
2.2.8 Where the secondary pump is driven by an
engine which does not operate continuously whilst
the ship is in motion, means are to be provided to
operate the steering gear instantly whilst th e
emergency engine is gaining the required speed.
2.2.9 The two installations are to have separate pipes,
valves, controls, etc. Where the independent
functioning of the two installations is ensured, they
may have common components.
2.3 Manual drive
2.3.1 Where the sole steering installation is a
manually operated system, an independent secondary
steering system is not required, provided that in the
case of a hydraulic system, the dimensioning,
construction and layout of the piping precludes
deterioration t hrough mechanical action or fire, and
the construction of the steering wheel pump ensures
faultless operation.
2.4 Rudder position
2.4.1 If the position of the rudder(s) is not clearly
perceivable from the steering station, a reliable
rudder angle indicato r is to be provided at the
steering station.
2.4.2 Any rudder angle indicator fitted, is to function
for both the main and secondary steering gear.
2.5 Rudder propellers and Voith Schneider
equipment
2.5.1 Where a steering propeller/nozzle or Voith
Schneid er propeller is fitted, two independent control
systems are to be provided between the steering
station and the propulsion installation.
2.5.2 Where two or more independent steering
propulsion installations are fitted, a secondary
independent control syste m is not required provided
the ship remains sufficiently maneuverable in the
event of one of the installations failing.
2.6 Tillers, quadrants and connecting rods
2.6.1 For the requirements regarding rudder, rudder
stock, See Annex 2, Ch.12.
2.6.2 All comp onents transmitting mechanical forces
to the rudder stock are to have a strength of at least
equivalent to the rudder stock in way of the tiller.
The combined resultant stress, e, caused by the
transmission of rudder torque, Q r, in tillers, vanes and other power transmitting components is not to exceed
138 [N/mm2], i.e.
] N/mm[ 138 32 2 2e
where,
e = The combined equivalent stress, [N/mm2]
= The bending stress, [N/mm2]
= The torsional shear stress, [N/mm2]
Qr = The rudder torque [N -m] calculated as per
Annex 2, Ch.12, Sec.3.2;
2.6.3 The section modulus 'Z' [cm3] and the sectional
area 'A' [cm2] of the tiller arms is not to be less than
the following :
] [cmRx1Q 0.012Z3
r
] [cm 10xRQ2.0A2 4 r
where,
R = The distance [m] from the point of application of
the effort on the tiller to the centre of rudder stock;
and
x = The distance [m] from the section under
consideration to the centre of the rudder stock.
2.6.4 The boss may be fitted on the rudder stock by
shrinking with/without key or may be of the split
type. The ratio between the mean of outer and inner
diameters of the boss is to be not less than 1.75 and
the height of the boss is not to be less than the inner
diameter of the boss.
2.6.5 Co -efficient of f riction for shrink fitting is not
to be taken greater than 0.17 for dry fitting and 0.15
for oil injection fitting.
2.6.6 In case of split type boss, the total number of
joining bolts is to be at least 4. The distance of the
centre of the bolts from the ce ntre of the rudder stock
is generally to be 1.15du and the thickness of the
coupling flange is to be at least 1.1 times the required
bolt diameter. The thickness of shim to be fitted
between two halves before machining is to be
0.0015du. The diameter of th e coupling bolt, d b is to
be not less than :
[mm]
nd.600 du
b
where,
du = The rudder stock diameter in way of the tiller
calculated in accordance with Annex 2 Ch.12, Sec.3;
n = Total number of joining bolts.
2.6.7 The shear area of the key, As, is no t to be less
than :
] [cmdQ0.18A2
mr
s
where,
dm = diameter of the conical part of the rudderstock
at midway of key, [mm]
The keyway is to extend over the full depth of the
tiller and have rounded edges. The abutting surface
area of the key, A b, (disco unted rounded edges)
between the key and the rudder stock or the key and
the tiller boss is not to be less than:
Ab 0.5 A s
2.6.8 Where higher tensile bolts are used on bolted
tillers and quadrants, the yield and ultimate tensile
stresses of the bolt material are to be stated on the
plans submitted for approval, together with full
details of the methods to be adopted to obtain the
required setting -up stress. Where patent nuts or
systems are used, the manufacturer's instructions for
assembly should be a dhered to.
2.6.9 In bow rudders having a vertical locking pin
operated from the deck above, positive means are to
be provided to ensure that the pin can be lowered
only when the rudder is exactly central. In addition,
an indicator is to be fitted at the de ck to show when
the rudder is exactly central.
2.6.10 Steel -wire rope, chain and other mechanical
systems, when these are used for rudder stock
diameters of 120 [mm] and less but excluding
allowance for strengthening in ice, will be specially
considered. I n general the breaking strength of
rods/chains etc. is not to be less than:
Breaking strength 6
RQr [ N ]
Where R is defined in 2.6.3.
2.7 Locking or brake gear and springs
2.7.1 An efficient locking or brake arrangement is to
be fitted to all gears to keep the rudder steady when
necessary. In the case of hydraulic steering gears
which are fitted with isolating valves on the body of
the gear and duplicate power units, an additional
mechanical brake need not be fitted.
2.7.2 In bow rudders having a vertical locking pin
operated from the deck above, positive means are to
be provided to ensure that the pin can be lowered
only when the rudder is exactly central. In addition,
an indicator is to be fitted at the deck to show when
the rudd er is exactly central.
2.7.3 The steering gear, unless hydraulically
powered, is to be protected by means of springs or
buffers from damage by impact on the rudder.
2.8 Rudder stops
2.8.1 Suitable stopping arrangements are to be
provided for the rudder. C ut-outs on the steering
engine are to be arranged to operate at a smaller
angle of helm than those for the rudder.
Chapter 7
Control Engineering Systems
Contents
Section
1 General Requirements
2 Essential Features for Control and Alarm Systems
3 Control and Supervision of Machinery
Section 1
General Requirements
1.1 General
1.1.1 This Chapter applies to all ships and is in
addition to other relevant Chapters of the Rules.
1.1.2 Attention should also be given to any relevant
requirements of National, International or Local
Authorities which would apply to the ships in
service.
1.1.3 This Chapter states requirements for systems of
automatic or remote control which may be used for
controlling the machinery contained in 1.2.2. The
design and installation of other control equipment is
to be such that there is no risk of danger due to
failure.
1.1.4 The details of control systems will vary with
the type of machinery being controlled and special
consideration will be given to each case.
1.2 Plans
1.2.1 Where control systems are applied to esse ntial
machinery or equipment as listed in 1.2.2, plans are
to be submitted in triplicate. They are to include or to
be accompanied by:
Details of operating medium, i.e. pneumatic,
hydraulic or electric, including standby sources
of power.
Description and/o r block diagram showing
method of operation.
Line diagrams of control circuits.
Lists of points monitored.
List of alarm points.
List of control points.
Test facilities provided.
Test schedules.
1.2.2 Control systems . Plans are required for the
following:
Ballast systems.
Bilge systems.
Cargo pumping systems for tankers. Controllable pitch propellers.
Electrical generating plant.
Fire detection systems.
Main propelling machinery including essential
auxiliaries.
Steam raising plant.
Transverse thrust units.
Steering gear plant.
Inert gas generators.
1.2.3 Alarm systems . Details of the overall alarm
system linking engine room, wheelhouse and, where
applicable, accommodation spaces are to be
submitted.
1.2.4 Control Station . Location and details of
control stat ion are to be submitted, e.g. control
panels.
1.2.5 Standard system. Where it is intended to
employ a system which has been previously
approved, plans may not be required to be submitted.
1.2.6 Computer based systems . In addition to
documentation specified at 1.2.2 following plans/
documents are to be submitted as applicable:
- System requirement specification
- System block diagram showing details of
hardware
- Software quality plans when requested
- Factory acceptance test procedures.
1.3 Alarm and control equi pment
1.3.1 Major units of equipment associated with
control, alarm and safety systems as defined in 1.2
are to be surveyed at the manufacturers' works and
the inspection and testing is to be to the Surveyor's
satisfaction.
1.3.2 Equipment used in control, alarm and safety
systems should be type approved.
1.3.3 Assessment of performance parameters, such as
accuracy, repeatability and the like, are to be in
accordance with an acceptable National or
International Standard.
1.4 Alterations or additions
1.4.1 When an alteration or addition to the approved
system(s) is proposed, plans are to be submitted for
approval. The alterations or additions are to be
carried out under survey, and the inspection, testing
and installation is to be to the Surveyor's satisfact ion. 1.4.2 Any changes in software are to be submitted for
consideration. Where considered necessary,
validation tests may be required to be carried out to
verify the software performance. Software version
changes are to be identified and submitted to
surveyor on request.
Section 2
Essential Features for Control and Alarm Systems
2.1 General
2.1.1 Where it is proposed to install control and
alarm systems to the equipment defined in 1.2.2 the
applicable features contained in 2.2 to 2.5 are to be
incorporated in the system design.
2.2 Control station(s) for machinery
2.2.1 A system of alarm displays and controls are to
be provided which readily ensure identification of
faults in the machinery and satisfactory super vision
of related equipment.
2.3 Alarm system
2.3.1 Where an alarm system, which will provide
warning of faults in the machinery and control
systems is installed, the requirements of 2.3.1 to
2.3.10 are to be satisfied.
2.3.2 Machinery and control system f aults are to be
indicated at the relevant control station to advise duty
personnel of a fault condition.
2.3.3 Individual alarm channels may be displayed as
group alarms at the main control station (if fitted) or
alternatively at subsidiary control station s.
2.3.4 All alarms are to be both audible and visual. If
arrangements are made to silence audible alarms they
are not to extinguish visual alarms.
2.3.5 If an alarm has been acknowledged and a
second fault occurs before the first was rectified then
audibl e and visual alarms are again to operate.
2.3.6 Failure of the power supply to the alarm system
is to be indicated.
2.3.7 The alarm system should be designed with self -
monitoring properties. As far as practical, any fault in
the alarm system should cause i t to fail to the alarm
condition.
2.3.8 The alarm system is to be designed as far as
practical to function independently of control
systems, such that a failure or malfunction in these
systems will not prevent the alarm from operating.
2.3.9 Disconnection or manual overriding of any part
of the alarm system should be clearly indicated.
2.3.10 The alarm system is to be capable of being
tested. 2.3.11 The alarm system is to be designed with self -
monitoring capabilities.
2.3.12 In wheelhouse illumination of al l indications
and controls are to be provided with dimming
facility.
2.4 Control systems
2.4.1 Control systems for machinery operations are to
be stable throughout their operating range.
2.4.2 Failure of the power supply to a control system
for propulsion machinery and associated systems is
to operate an audible and visual alarm.
2.4.3 When remote or automatic controls are
provided, sufficient instrumentation is to be fitted at
the relevant control stations to ensure effective
control and indicate that the system is functioning
correctly.
2.4.4 Where valves are operated by remote or
automatic control, the system of control should
include the following safety features:
(a) Failure of actuator power should not permit a
closed valve to open inadvertently.
(b) Positive indication is to be provided at the
remote control station for the service to show the
actual valve position or alternatively that the
valve is fully open or closed. Valve position
indicating systems are to be of an approved type.
(c) Equipment located in plac es which may be
flooded should be capable of operating when
submerged.
(d) A secondary means of operating the valves,
which may be local manual control is to be
provided.
2.5 Computer based systems
2.5.1 The requirements specified in this sub -section
are to be complied with for equipment, which are
intended to be used for essential services and safety
critical equipment, which incorporate computer
based systems.
2.5.2 Computer based systems are to be provided
with self -monitoring facilities
2.5.3 Systems is to revert to a defined safe state on
initial startup or restart in the event of failure.
2.5.4 In the event of failure of any programmable
electronic equipment the system is to fail to a defined
safe state or maintain safe operation, as applicable.
2.5.5 Wh ere software is used for control of essential
equipment, the software is to be certified towards
software quality assurance.
2.5.6 Alternate means of back -up fully independent
and hard wired are to be provided. Alternatively, if
they are dependent on software then the software is
to be certified by Designated Authority/Classification
Society towards software quality assurance.
2.5.7 Failure of power supply is to initiate an alarm.
2.5.8 Emergency stop systems are to be hard wired
and where they are i mplemented through computer
based system, then the software is to be certified by
Designated Authority/Classification Society.
2.5.9 Essential equipment in integrated system are to
be able to operate independently.
2.5.10 Failure of one part of integrated system is not
to affect the functionality of other parts of the
integrated system.
2.6 Fire detection alarms systems
2.6.1 Where an automatic fire detection system is to
be fitted in a machinery space the requirements of
2.6.2 to 2.6.9 are to be satisfied . 2.6.2 A fire detector indicator panel is to be located
in such a position that a fire in the machinery spaces
will not render it inoperative.
2.6.3 The audible fire alarm is to have a characteristic
tone which distinguishes it from any other alarm
syste m. The audible fire alarm is to be audible on all
parts of the bridge and in the accommodation areas.
2.6.4 The alarm system should, so far as practicable,
be designed with self -monitoring properties.
2.6.5 Failure of power supply to the alarm system is
to be indicated.
2.6.6 Detector heads of an approved type are to be
located in the machinery spaces so that all potential
fire outbreak points are guarded.
2.6.7 The fire detection system is to be capable of
being tested.
2.6.8 It is to be demonstrated to th e Surveyor's
satisfaction that detector heads are so located that air
currents will not render the system ineffective.
2.6.9 A drawing showing the location of the fire
detector heads and the fire indicator panel, is to be
submitted.
Section 3
Control and Supervision of Machinery
3.1 General
3.1.1 When machinery, as defined in 1.2.2, is fitted
with automatic or remote controls so that under
normal operating conditions it does not require any
manual intervention by the operators then it is to be
provided with the arrangements specified in 3.2 to
3.7. Alternative arrangements which provide
equivalent safeguards will be considered.
3.2 Oil engines for propulsion purposes
3.2.1 The following systems are to be provid ed with
alarms:
System Alarm
Lubricating oil pressure for
the engine including gearing Low
Lubricating oil pressure for
the engine including gearing Failure, see 3.2.2
Cooling system(s) temperature High
Cooling system(s) temperature Excessively high,
see 3.2.3
3.2.2 In the case of the lubricating oil system, in
addition to the alarm indication as required by 3.2.1, at complete loss of lubricating oil the engine is to be
stopped automatically or alternatively a second and
separate alarm is to be provided giving audible and
visible warning in the wheelhouse and in the engine
room. The circuit and sensor employed for this
automatic stop or alarm are to be additional to the
alarm circuit and sensor required by 3.2.1.
3.2.3 In the case of cooling sys tem(s), in addition to
the alarm indication as required by 3.2.1, a shutdown
system for excessively high temperatures may be
fitted, which is to be independent of the alarm
system.
3.2.4 Prolonged running in a restricted speed range is
to be prevented auto matically; alternatively,
indication of restricted speed ranges is to be provided
at each control station.
3.3 Boilers
3.3.1 A system of water level detection is to be fitted
which will operate alarms and shut off automatically
the oil supply to the burner s when the water level
falls to a predetermined low level.
3.3.2 The oil fuel is to be shut off automatically from
the burners, and alarms are to operate on flame
failure and failure of combustion air supply detected
by either low pressure at the fan outlet or stopping of
the fan motor.
3.3.3 Where the burner flame(s) is/are extinguished
and reignited automatically in response to steam
demand then after total flame failure re -ignition shall
not take place until the furnace has been purged of
explosive gases.
3.4 Auxiliary engines
3.4.1 The following systems for auxiliary engines of
more than 37 kW (50 shp) are to be provided with
alarms:
System Alarm
Lubricating oil pressure Low *
Cooling system temperature High *
* These alarms may be combined with an automatic
shutdown system, if fitted
3.5 Remote control for propulsion machinery
3.5.1 The following systems are to be provided with
alarms:
System Alarm
Operating medium for hydraulic
or pneumatic coupling in
propulsion system Low pressure
Operating medium for hydraulic
or pneumatic remote control
system for main engine Low pressure
Electrical supply to remote
control system for main engine Loss of supply
3.6 Controllable pitch propellers and trans -verse
thrust units
3.6.1 Preferred alarm s and safeguards are indicated in
3.6.2 to 3.6.4.
3.6.2 In the case of main propulsion systems, means
are to be provided to prevent the engines and shafting
being subjected to excessive torque due to changes in
propeller pitch, alternatively an engine over load
indicator may be fitted at each station for which it is
possible to control the pitch of the propeller.
3.6.3 Where transverse thrust units are remotely
controlled, means are to be provided at the remote
control station to stop the propulsion
unit.
3.6.4 The following systems are to be provided with
alarms:
System Alarm
Hydraulic system pressure Low
Power supply to the control
system between the remote
control station and hydraulic
actuator Loss of supply
3.7 Steering gear
3.7.1 For power operated steering gear, safeguards
and alarms are to be provided as indicated in 3.7.2
and 3.7.5.
3.7.2 Provision should be made at the bridge to
ensure that the steering gear may be rapidly and
effectively transferred to an alternative power and
control s ystem, which may be manual.
3.7.3 Where the alternative steering gear system is
also power operated this system should be
independent of the main power system.
3.7.4 The control system for the alternative steering
gear system required by 3.7.2 is to be ind ependent of
the main steering gear control system.
3.7.5 The following systems are to be provided with
alarms:
System Alarm
Steering gear power system(s) Failure
Steering gear control system(s) Failure
Steering gear hydraulic oil tank
level Low
3.8 Main propulsion shafting
3.8.1 Where a tank supplying lubricating oil to the
sternbush is fitted, it is to be located above the load
waterline and is to be provided with a low level
alarm.
Chapter 8
Electrical Installations - Equipment and Systems
Contents
Section
1 General Requirements
2 System Design
3 Cables
4 Switchboards
5 Control Gear
6 Rotating Machines - Construction and Testing
7 Transformers - Construction and Testing
8 Miscellaneous Equipment
9 Trials
Section 1
General Requirements
1.1 General
1.1.1 The requirements of this Chapter apply to self -
propelled and non self -propelled ships for service on
inland waterways unless otherwise stated.
1.1.2 In passenger ships, services essential for safety
are to be maintained under emergency conditions an d
the safety of ship and personnel from electrical
hazards is to be assured.
1.1.3 Electrical installations are to be constructed and
installed in accordance with the relevant sections of
this Chapter and are to be inspected and tested by the
Surveyors. Co mpliance with the requirements of an
acceptable National or International Standard may be
accepted as meeting the requirements of this Chapter,
subject to inspection and testing by the Surveyors.
1.1.4 Consideration will be given to the electrical
arrangem ents of small ships and ships to be assigned
class notation for a specified limited service.
1.1.5 In addition to the requirements of this Chapter,
vessels using batteries as the main and/ or additional
source of power for propulsion are also to be in
accordance with requirements of Designated
Authority/Classification Society.
1.2 Plans
1.2.1 The plans and particulars in 1.2.2 to 1.2.4 are to
be submitted in triplicate for approval.
1.2.2 Electrical Equipment : The arrangement plan
and circuit diagram of the switchboard(s). Diagrams
of the wiring system including cable sizes, type of
insulation, normal working current in the circuits and
the capacity, type and make of protective devices.
Calculations of short circuit currents at main busbars
and the second ary side of transformers are to be
submitted. 1.2.3 Oil tankers, and similar vessels : A general
arrangement of the ship showing hazardous zones or
spaces and the location of electrical equipment in
such zones or spaces. A schedule of safe type
electrical e quipment located in hazardous zones or
spaces giving details of the type of equipment fitted,
the Certifying Authority, the certificate number and
copies of the certificate.
1.2.4 Centralised, remote or automatic controls:
See Ch.7.
1.3 Additions or altera tions
1.3.1 Additions or alterations, (temporary or
permanent) to the approved load of an existing
installation are not to be made until it has been
ascertained that the current carrying capacity and the
condition of the existing accessories, conductors an d
switchgear are adequate for the proposed
modification.
1.3.2 Plans for the proposed modifications are to be
submitted for approval and the alterations or
additions are to be carried out under the inspection,
and to the satisfaction of the Surveyors.
1.4 Application
1.4.1 Except where a specific statement is made to
the contrary, all requirements of this Chapter are
applicable to both alternating current and direct
current installations.
1.4.2 Direct current equipment is to operate
satisfactorily under vol tage fluctuations of plus 6 per
cent and minus 10 per cent.
1.4.3 Alternating current equipment is to operate
satisfactorily under voltage fluctuations of plus 6 per
cent and minus 10 per cent at rated frequency, and
under frequency fluctuations of 5 per cent at rated
voltage.
1.4.4 Contactors and similar electromagnetic
equipment are not to drop out at or above 85 per cent
rated voltage.
1.4.5 For D.C. installations supplied by batteries,
consideration is to be given to the supply voltage
variations betw een the battery's full charged and
minimum charged voltages. For installations with
float charging, the maximum charging voltage is also
to be considered.
1.5 Ambient reference conditions
1.5.1 The rating of electrical equipment is to be
suitable for the temperature conditions associated
with the geographical limits of the intended service.
See also Ch.1.
1.6 Location and construction
1.6.1 Electrical equipment is to be placed in
accessible and adequately lighted spaces clear of
flammable material and heat sources. The spaces
should be well ventilated, and the equipment should
not be exposed to risk of mechanical injury or
damage from water, excessive moisture, steam, oil or
any other dangerous fluid. Where necessarily
exposed to such hazards, the equipment is to be
suitably constructed or enclosed.
1.6.2 Live parts are to be efficiently shielded from
any accidental contact.
1.6.3 All electrical apparatus and equipment is to be
constructed and installed so as to avoid injury or
electrical shock when handled or touched in the
course of normal operation.
1.6.4 All nuts and bolts/screws used to connect or
secure current - carrying parts and working parts are
to be effectively locked, to prevent them from
working loose during operation.
1.7 Earthing
1.7.1 All non -current -carrying exposed metal parts of
electrical machines or equipment are to be effectively
earthed.
1.7.2 All accessible non -current -carrying metal parts
of portable electrical apparatus rated in excess of 55
volts are to be earthed through a suitable conductor
unless equivalent safety provisions are made such as
by double insulation or by an isolating transformer. 1.7.3 In general earthing connections are to be equal
to the cross section of the current -carrying conductor
up to 16 [mm2]. Above this figu re they are to be
equal to at least half the cross section of the current
carrying conductor with a minimum of 16 [mm2].
Earthing connections which are not made of copper
are to have a conductance not less than that specified
for a copper earthing connecti on. These are to be
securely installed and protected where necessary
against mechanical damage and electrolytic
corrosion. These are to be made in an accessible
location and secured at both ends by corrosion
resistant screws or clamps with cross section
corresponding to the earth conductor. Such screws or
clamps are not to be used for other purposes. Suitable
washers and conductor terminals are to be used so
that a reliable contact is ensured.
1.7.4 The metallic sheaths of cables other than the
measuring c ircuits are to be earthed at their two ends.
1.8 Creepage and clearance
1.8.1 Distance between live parts and between live
parts and earthed metal, whether across surfaces or in
air, are to be adequate for the working voltages
considering the nature of the insulating material and
the transient over voltages developed by switch and
fault conditions.
1.9 Electrical equipment for use in explosive gas
atmospheres
1.9.1 Where the Rules require electrical equipment to
be of a "safe type", such equipment is to be certified
for the gases/vapours involved. The equipment
should conform to IEC publication 79, "Electrical
Apparatus for Explosive Gas Atmospheres", or an
equivalent national standard.
1.9.2 Copies of type test certificate by a competent
independent Testin g Authority are to be made
available.
1.9.3 When "safe type" equipment is permitted in
hazardous zones or spaces all switches and protective
devices are to interrupt all lines or phases and, where
practicable, are to be located in a non -hazardous zone
or s pace unless specifically permitted otherwise.
Appropriate labels of non -flammable material are to
be permanently affixed to such equipment, switches
and protective devices for identification purposes.
Section 2
System Design
2.1 Design
2.1.1 Supply and distribution systems
2.1.1.1 The following systems of generation and
distribution are acceptable for parallel systems at
constant voltage (refer Table 2.1.1 for details): - क) d.c. two -wire insulated,
ख) a.c. single -phase two -wire insulated,
ग) a.c. three -phase, three -wire insulated,
घ) a.c. three -phase, four -wire with neutral earthed
but without hull return.
System voltages for both alternating current and
direct current are not to exceed:
500 V for generation, powe r, cooking
and heating equipment permanently
connected to fixed wiring. 250 V for lighting, heaters in cabins and
public rooms, and other applications not
mentioned above.
2.1.1.2 Systems of generation and distribution,
having voltages other than those spe cified above,
will, upon application, be given special
consideration.
Table 2.1.1 : Systems of generation and distribution
Description Tankers intended for the carriage in bulk of oil,
liquefied gases and other hazardous liquids
having a flashpoint not exceeding 60 C (closed
cup test) Other vessels
d.c. two wire insulated system
(See Note 1) Acceptable Acceptable
a.c., single -phase, two wire
insulated system (See Note 1) Acceptable Acceptable
a.c., three -phase, three wire
insulated system (See Note 2) Acceptable Acceptable
a.c. or d.c. earthed systems Normally not acceptable (See Note 3) Acceptable
a.c. three -phase, four wire system
with neutral earthed but without
hull return Not acceptable Accept able upto 1000V
Hull return system of distribution
(a.c. or d.c.) Normally not acceptable
(See Notes 4 and 5) Normally not acceptable
(See Notes 4 and 5)
Note 1 : None of the poles/phases is earthed (see also para 2.1.2).
Note 2 : Neutral is not earthed.
Note 3 : This may be acceptable for -
क) Power supplied control circuits and instrumentation circuits, where technical or safety reasons require
connection to earth, provided the current in the hull is limited to not more than 5 amps in both normal and
fault conditions.
ख) Earthed intrinsically safe circuits.
ग) Limited and locally earthed systems, provided that any possible resulting current does not flow directly
through any of the dangerous spaces.
Note 4 : This may be acceptable for -
क) Impressed current ca thodic protection systems.
ख) Limited and locally earthed systems, such as starting and ignition systems of internal combustion engines,
provided that any possible resulting current does not flow directly through any of the dangerous spaces.
ग) Insulation level monitoring devices, provided the circulation current does not exceed 30 mA under the most
unfavourable conditions.
Note 5 : All final sub -circuits, i.e. all circuits fitted after the last protective device are to be of two insulated wires
the hull return b eing achieved by connecting to the hull, one of the busbars of the distribution board from which
wires originate.
2.1.2 Earth indication
2.1.2.1 Every insulated distribution system is to be
provided with lamps or other devices to indicate the state of electrical insulation from earth and to give an
alarm in case of abnormally low insulated values.
Where lamp indicators are used, the lamps a re to be
of the metal filament type and their power is not to
exceed 30 watts.
2.1.3 Number and rating of generating sets
2.1.3.1 The number and rating of service generating
sets are to be adequate to ensure the operation of
services essential for the prop ulsion and safety of the
ship. The power source can be in the form of:
a) two diesel alternator sets
b) one diesel generator and battery. The battery is to
be capable of supplying all essential services for a
period of at least 30 minutes. Means are to b e
provided to charge the batteries even when main
engine is stationary.
Note : Generator driven by main propulsion unit is
accepted as main source of power provided that a
battery source is arranged in 2.1.3.1 (b) as back up
source. The generator voltage i s to regulated.
2.1.3.2 On oil tankers and similar vessels, where
electrical power is required for essential equipment,
the generating plant and converting plant is to be of
such capacity that this essential equipment can be
operated satisfactorily even w ith one generating set
or converting set out of action.
2.1.4 Essential services
2.1.4.1 Where essential services are duplicated, they
are to be served by individual circuits separated
throughout their length as widely as is practicable
and without the use of common feeders, protective
devices or control circuits.
2.1.5 Diversity factor
2.1.5.1 Circuits supplying two or more final sub -
circuits are to be rated in accordance with the total
connected load subject, where justified, to the
application of a diver sity factor. Where spare ways
(feeders) are provided on a section or distribution
board, an allowance for future increase of load is to
be added to the total connected load before
application of any diversity factor.
2.1.5.2 The diversity factor may be ap plied when
calculating cable size and when calculating the rating
of switchgear and fusegear.
2.1.5.3 The diversity factors are not applicable to
supply cables to distribution switchboards for
lighting and heating.
2.1.6 Lighting circuits
2.1.6.1 Lighting circuits are to be supplied by final
sub-circuits, which are separate from those for
heating and power. This provision need not be
applied to cabin fans and small wardrobe heaters.
2.1.6.2 A final sub -circuit of rating exceeding 15
amperes is not to suppl y more than one point.
2.1.6.3 A final sub -circuit of rating 15 amperes or
less is not to supply more than the following number
of lighting points: - 10 for 24 - 55 V circuits
14 for 110 - 127 V circuits
18 for 220 - 250 V circuits
This provision is not app licable to final sub -circuits
for cornice lighting, panel lighting and electric signs
where lampholders are closely grouped. In such
cases, the number of points is unrestricted provided
the maximum operating current in the sub -circuit
does not exceed 10 am peres.
2.1.6.4 Lighting of unattended spaces, such as cargo
spaces is to be controlled by multi -pole linked
switches located outside such spaces. Provision is to
be made for the complete isolation of these circuits
and locking in the "OFF" position of the means of
control.
2.1.6.5 Emergency lighting where required to be
provided for passenger vessels, is to be fitted in
accordance with Part 5, Chapter 3.
2.1.6.6 Where more than one light is installed in a
space, the lighting is to be supplied from at least two
final sub -circuits in such a way that failure of one of
the circuits does not leave the space in darkness.
2.1.6.7 In general, main and emergency lighting are
to be provided at the following locations, where
required by the Rules/ statutory authorities , as
applicable:
(a) at all stowage and designated preparation
positions for life -saving appliances;
(b) at all muster stations and, where applicable,
embarkation stations and over sides;
(c) escape route alleyways, stairways and exits;
(d) accommodation a reas, cabins and personnel lift
cars;
(e) in other areas intended for use by persons with
reduced mobility;
(f) in the machinery spaces and main generating
stations, including their control positions and their
exits;
(g) in the wheelhouse;
(h) at all stowa ge positions for fireman’s outfits.
2.1.7 Motor circuits
2.1.7.1 A separate final sub -circuit is to be provided
for every motor required for essential services and
for every motor of 1 [kW] or more.
2.1.8 Motor control
2.1.8.1 Every electric motor is to be provided with an
efficient means of starting and stopping so placed as
to be easily accessible to the person controlling the
motor.
2.1.8.2 Every motor required for essential services
and every motor of 0.5 [kW] or more is to be
provided with the control apparatus as mentioned in
2.1.8.4 to 2.1.8.8.
2.1.8.3 When motor control gear is being selected,
the maximum current of the motor is to be taken as
its rated full load current.
2.1.8.4 Efficient means of isolation are to be
provided so that all voltage may be cut off from the
motor and any associated apparatus including any
automatic circuit breaker.
2.1.8.5 Where the primary means of isolation (viz.
that provided at the switchboard, section board or
distribution fuse board) is remote from a motor, one
of the following provisions is to be made : -
क) An additional means of isolation fitted adjacent
to the motor; or
ख) Provision made for locking the primary means of
isolation in the OFF position; or
ग) Provision made so that the fuses in each line can
be readily removed and retained by authorized
personnel.
2.1.8.6 Means to prevent the undesired restarting
after a stoppage due to low volts or complete loss of
volts are to be provided. This does not apply to
motors where a dangerous condition might result
from the failure to restart automatically e.g. steering
gear motor. It is, however, to be ensured that the total
starting current of motors having automatic re -start
will not cause excessive voltage drop or overcurrent
on the installation.
2.1.8.7 Means for automat ic disconnection of the
supply in the event of excess current due to
mechanical overloading of the motor are to be
provided. (This does not apply to steering gear
motors).
2.1.8.8 Where fuses are installed to protect
polyphaser motor circuits, means are to be
provided to protect the motor against unacceptable
overload in the case of single phasing.
2.1.9 Remote stops for ventilation fans and pumps
2.1.9.1 Ventilating fans for machinery and cargo
spaces are to be provided with means for stopping
them from easily accessible control stations located
outside such spaces.
2.1.9.2 Motors driving forced and induced draught
fans, independently driven pumps delivering oil to
main propulsion machinery for bearing lubrication
and piston cooling, oil fuel tran sfer pumps, oil fuel
unit pumps and other similar fuel pumps, fuel and
lubricating oil purifiers and their attached pumps are
to be fitted with remote controls situated outside the
space concerned so that the electrical supply thereto
can be disconnected i n the event of fire arising in the
space in which they are located.
2.1.9.3 In passenger ships all power ventilation
systems, except cargo and machinery spaces
ventilation, which is to be in accordance with 2.1.9.1,
are to be fitted with master controls so that all fans
may be stopped from either of two separate positions
which are to be situated as far apart as practicable. 2.1.10 Steering gear
2.1.10.1 Where electrical control of the steering
system is fitted, an independent alternative control
system is to be installed. This may be a duplicate
electrical control system or control by other means.
2.1.10.2 Provision is to be made on the bridge to
transfer the steering control instantaneously to the
alternative means of control.
2.1.10.3 Indicators for runni ng indication of steering
gear motors are to be installed on the bridge.
2.1.10.4 Audible and visual alarms are to operate at
the steering positions for failure of steering gear
power system and failure of steering gear control
system.
2.1.11 Fire detectio n, alarm and extinguishing
systems on passenger ships
2.1.11.1 Where electrically driven emergency fire
pumps are installed in accordance with Ch.9 the
supply to such pumps is not to pass through the main
machinery space.
2.1.11.2 Any fire alarm system is to operate both
audible and visual signals at the fire detection control
station(s).
2.1.12 Navigation lights
2.1.12.1 Each navigation light is to be controlled and
protected in each insulated pole by a switch and fuse
or circuit breaker mounted in the dis tribution board.
2.1.12.2 Automatic indication of failure is to be
provided unless the lights are visible from the bridge.
2.1.12.3 Any statutory requirements of the country of
registration are to be complied with and may be
accepted as an alternative to t he above.
2.1.13 Size of batteries and charging facilities
2.1.13.1 Where batteries are used for starting main
engines, they are to be of adequate capacity to meet
the requirements of Ch.4.
2.1.13.2 Adequate charging facilities are to be
provided, and where batteries are charged from line
voltage by means of a series resistor, protection
against reversal of current is to be provided when the
charging voltage is 20 per cent of line voltage or
higher. Means are also to be provided to isolate the
batteries from the low voltage system when being
charged from a higher voltage system.
2.1.14 Heating and cooking equipment
2.1.14.1 Every heating or cooking appliance is to be
controlled as a complete unit by a multi -pole linked
switch mounted in the vicinity of t he appliance.
2.1.14.2 In the case of small heaters, for individual
cabins or similar small dry accommodation spaces
where the floor coverings, bulkheads and ceiling
linings are of insulating materials, a single pole
switch is acceptable.
2.1.14.3 Heating arrangements of the exposed
element type are not to be used in any location.
2.1.15 Temporary external supply/shore
connection
2.1.15.1 Where arrangements are provided for the
supply of electric power from a source on shore or
elsewhere, a connection box i s to be installed in an
easily accessible location in a manner suitable for
the convenient reception of flexible cables from the
external source. This box should contain a circuit -
breaker or isolating switch and fuses and terminals of
ample size and suit able shape to facilitate a
satisfactory connection. The mechanical stress of the
portable cable is to be conveyed directly to the
metallic framework and not to electrical connectors.
Suitable cables, permanently fixed, are to be
provided, connecting the ci rcuit breaker/isolating
switch in the connection box to a linked switch
and/or circuit breaker at the main switchboard.
2.1.15.2 For alternating current systems an earthed
terminal is to be provided for the reception of three -
phase external supplies with e arthed neutrals.
2.1.15.3 The external connection is to be provided
with an indicator at the main switchboard in order to
show when the cable is energized.
2.1.15.4 Means are to be provided for checking the
polarity (for direct current) or the phase sequen ce
(for three -phase alternating current) of the incoming
supply. This device should be connected between the
incoming connectors and the interrupting device in
the connection box.
2.1.15.5 A notice is to be provided at the connection
box giving complete in formation on the system of
supply and the normal voltage (and frequency for
alternating current) of the ship's installed system. Full
details of the procedure for effecting the connection
are to be given on this notice.
2.1.15.6 Alternate arrangements for providing a
temporary external supply will be specially
considered.
2.2 Protection
2.2.1 General
2.2.1.1 Installations are to be protected against
accidental over - currents including short circuits. The
choice, location and characteristics of the protective
device are to provide complete and co -ordinated
protection to ensure: -
क) Elimination of the fault to reduce damage to the
system and hazard of fire.
ख) Continuity of service so as to maintain, through
the discriminative action of the protective
devic es, the supply to circuits not directly
affected by the fault.
2.2.2 Protection against overload
2.2.2.1 Protection against overloads may be provided
by circuit -breakers, automatic switches or fuses. The
tripping characteristics of these devices are to be
appropriate to the system. Fuses rated above 320
amperes are not to be used for protection against
overload, but may be used for short - circuit
protection.
2.2.3 Protection against short -circuit
2.2.3.1 Protection against short -circuit currents is to
be provided by circuit -breakers or fuses.
2.2.3.2 The breaking capacity of every protective
device is to be not less than the maximum value of
the short -circuit current which can flow at the point
of installation at the instant of contact separation.
2.2.3.3 The making capacity of every circuit -breaker
or switch intended to be capable of being closed, if
necessary, on short circuit, is to be not less than the
maximum value of the short -circuit current at the
point of installation. On alternating current this
maximum value corresponds to the peak value
allowing for maximum asymmetry.
2.2.3.4 Every protective device or contactor not
intended for short circuit interruption is to be
adequate for the maximum short -circuit current
which can occur at the point of inst allation having
regard to the time required for the short circuit to be
removed.
2.2.3.5 In the absence of precise data of rotating
machines the following short -circuit currents at the
machine terminals are to be assumed. The short
circuit current is to be the sum of short circuit
currents of generators and that of motors;
क) Direct current systems
Ten times full load current for generators
normally connected (including spare),
Six times full load current for motors
simultaneously in service;
ख) Alternating curre nt systems.
Ten times full load current for generators
normally connected (including spare) -
symmetrical RMS,
Three times full load current for motors
simultaneously in service.
2.2.4 Combined circuit -breakers and fuses
2.2.4.1 The use of a circuit -breake r of breaking
capacity less than the prospective short -circuit
current at the point of installation is permitted,
provided that it is preceded on the generator side by
fuses, or by a circuit -breaker having at least the
necessary breaking capacity. The gene rator breakers
are not to be used for this purpose.
2.2.4.2 Fused circuit -breakers with fuses connected
to the load side may be used where operation of the
circuit -breaker and fuses is co -ordinated.
2.2.4.3 The characteristics of the arrangement are to
be such that: -
क) When the short -circuit current is broken, the
circuit -breaker on the load side is not to be
damaged and is to be capable of further service,
ख) When the circuit -breaker is closed on the short -
circuit current, the remainder of the installation
is not to be damaged. However, it is admissible
that the circuit -breaker on the load side may
require servicing after the fault has been cleared.
2.2.5 Protection of circuits
2.2.5.1 Short circuit protection is to be provided in
each live pole of a direct curr ent system and in each
phase of an alternating current system.
2.2.5.2 Protection against overloads is to be provided
as follows: -
क) Two-wire direct current or single -phase
alternating current system - at least one line or
phase,
ख) Insulated three -phase alternating current system
- at least two phases,
ग) Earthed three -phase alternating current system -
all three phases.
2.2.5.3 No fuse, non -linked switch or non -linked
circuit -breaker is to be inserted in an earthed
conductor. Any switch or circuit -breaker f itted is to
operate simultaneously in the earthed conductor and
the insulated conductors.
2.2.5.4 These requirements do not preclude the
provision (for test purposes) of an isolating link to be
used only when the other conductors are isolated.
2.2.6 Protec tion of generators
2.2.6.1 In addition to over -current protection, the
provisions of 2.2.6.2 to 2.2.6.7 are to be adhered to as
a minimum.
2.2.6.2 For generators not arranged to run in parallel
a multi -pole circuit -breaker arranged to open
simultaneously a ll insulated poles or in the case of
generators rated at less than 50 [kW] a multi -pole
linked switch with a fuse in each insulated pole on
the generator side is to be provided. The fuse rating
in such cases is to be maximum 125 per cent of the
generator r ated current.
2.2.6.3 For generators arranged to run in parallel a
circuit -breaker arranged to open simultaneously all
insulated poles is to be provided. This circuit -breaker
is to be provided with: -
क) For direct current generators, instantaneous
reverse -current protection operating at not more
than 15 per cent rated current,
ख) For alternating current generators -
i) A reverse -power protection, with time
delay selected and set within the limits
of 2 per cent to 15 per cent of full load to a value fixed in accordan ce with
characteristics of primemovers.
ii) A device for protection against the
effects of parallel connection in
opposite phase.
2.2.6.4 The reverse -current protection is to be
adequate to deal with the reverse -current conditions
emanating from the network, e .g. from winches. The
reverse -power protection specified for alternating
current generators may be replaced by other devices
ensuring adequate protection of the prime movers.
2.2.6.5 Generator circuit -breakers are normally to be
provided with under voltage release.
2.2.7 Protection of feeder circuits
2.2.7.1 Isolation and protection of each main
distribution circuit is to be ensured by a multi -pole
circuit -breaker or multi -pole switch and fuses. The
provisions of 2.2.2, 2.2.3 and 2.2.5 are to be
complied with. The protective devices are to allow
excess current to pass during the normal accelerating
period of motors. Where multi -pole switch and fuses
are used, the fuses are generally to be installed
between the busbars and the switch.
2.2.7.2 Circuits which supply motors fitted with
overload protection may be provided with short -
circuit protection only.
2.2.7.3 Motors of rating exceeding 0.5 [kW] are to be
protected individually against overload and short -
circuit. The short -circuit protection can be provi ded
by the same protective device for the motor and its
supply cable. The overload protection may be
replaced by an overload alarm, if desired by the
Owner.
2.2.8 Protection of power transformers
2.2.8.1 The primary circuits of power transformers
are to be protected against short -circuit by circuit -
breakers or fuses. The rating of fuses or the setting
for overcurrent releases of circuit breakers is not to
exceed 125 per cent of rated primary current.
2.2.8.2 When transformers are arranged to operate in
parallel, means are to be provided for isolation of the
secondary circuits. Switches and circuit -breakers are
to be capable of withstanding surge currents.
2.2.9 Protection of lighting circuits
2.2.9.1 Lighting circuits are to be provided with
overload and short - circuit protection.
2.2.10 Protection of meters, pilot lamps,
capacitors and control circuits
2.2.10.1 Protection is to be provided for voltmeters,
voltage coils of measuring instruments, earth
indicating devices and pilot lamps, together with
their connecting leads by means of protective devices
fitted to each insulated pole or phase.
2.2.10.2 A pilot lamp installed as an integral part of
another item of equipment need not be individually
protected, provided it is fitted in the same enclosure.
Where a fault in a pilot lamp would jeopardise the
supply to essential equipment such lamps are to be
individually protected.
2.2.11 Protection of batteries
2.2.11.1 Accumulator batteries other than engine
starting batteries are to be protected against short
circuit by devices, in each insulated pole, placed at a
position adjacent to the battery compartment.
2.2.12 Protection of communication circuits
2.2.12.1 Communication circuits other than those
supplied from primary batteries are to be protected
against ove rload and short -circuit.
2.3 Renewable sources of electrical power
2.3.1 General requirements for solar power systems
2.3.1.1 Solar power may be used as an additional
source for charging battery systems. Suitable
changeover arrangements are to be provided to
ensure charging of the batteries when the output from
photovoltaic (PV) panels is not sufficient to charge
the batteries.
2.3.1.2 The components of solar power systems are
to be suitably sized for charging the connected
batteries.
2.3.1.3 The PV panels and associated power system
components are to be suitable for marine use.
2.3.1.4 Following are to be considered while
designing and sizing the solar power system:
environmental conditions
geographical conditions
solar radiation
rated voltage and current photovoltaic module maintenance
requirements
storage battery capacity
2.3.1.5 Adequate space and access is to be provided
for operation, inspection and maintenance. Cables are
to be secured by cable ties, hangers or similar fittings
and terminated appropr iately.
2.3.1.6 All live parts of the solar power system are to
be insulated and protected by barrier/ enclosure,
where required by the Rules.
2.3.1.7 Manufacturer’s instructions regarding
maintenance and replacement of PV modules are to
be available onboa rd.
2.3.1.8 Tests and trials are to be carried out to verify
satisfactory operation of solar power systems.
2.3.1.9 PV modules are to comply with recognised
standards such as:
(a) IEC 61215 -1:2021 Terrestrial
photovoltaic (PV) modules - Design
qualification and type approval - Part 1:
Test requirements
(b) IEC 61215 -2:2021 Terrestrial
photovoltaic (PV) modules - Design
qualification and type approval - Part 1:
Test procedures
(c) IEC 61701:2020 - Photovoltaic (PV)
modules - Salt mist corrosion testing
(d) IEC 61730 -1:2016 – Photovoltaic (PV)
module safety qualification, Requirements
for construction
(e) IEC 62716:2016 – Photovoltaic (PV)
modules - Ammonia corrosion testing
(for modules installed on -board ammonia
carriers)
Section 3
Cables
3.1 General
3.1.1 Cables are to be in accordance with an
acceptable National or International Standard, due
regard being given to the ambient conditions stated in
1.5.
3.2 Insulating materials
3.2.1 Permitted insulat ing materials with maximum
rated conductor temperatures are given in Table
3.2.1.
3.2.2 The rated operating temperature of the
insulating material is to be at least 10 C higher than
the maximum ambient temperature liable to be
produced in the space where t he cable is installed. 3.2.3 Where a rubber or rubber like material with
maximum conductor temperature greater than 60 C
is used, it is to be readily identifiable.
3.3 Sheaths and protective coverings
3.3.1 Cables are to be protected by one or more of the
following, and the material of the sheath or protective
covering is to be compatible with the material of the
insulation: -
(a) Sheath
Lead -alloy
Copper
Non-metallic
(b) Protective covering
Steel -wire armour
Steel -tape armour
Metal -braid armour (basket weave)
Fibrous braid
3.3.2 Unsheathed cables, e.g. rubber insulated taped
and braided or equivalent, may be used only if
installed in conduit.
3.3.3 Non -metallic sheath : Polychloroprene
compound, polyvinyl chloride compound and
chlorosulphonated polyethylene may be used for
impervious sheaths. Other compounds will be given
due consideration.
Table 3.2.1 : Insulating materials
Insulating materials Max. rated
conductor
temp.C
Elastomeric Compounds
Natural or synthetic rubber
(general purpose) 60
Rubber
Butyl rubber 80
Ethylene propylene rubber 85
Silicone rubber 95
Thermoplastic Compounds
Polyvinyl chloride (general
purpose) 60
Polyvinyl chloride (heat
resisting quality) 75
Other Materials
Minerals 95
Notes:
1. Silicone rubber and mineral insulation may be
used for higher temperatures (upto 150 C for
silicone rubber and upto 250 C for mineral
insulation) when installed where they are not
liable to be touched by personnel. Proposals for
such installations will be specially considered.
2. The temperature of th e conductor is the
combination of ambient temperature and
temperature rise due to load.
3. Other insulating materials will be considered.
3.3.4 Fibrous braid : Textile braid is to be of cotton,
hemp, asbestos, glass or other equivalent fiber, and is
to be of strength suitable for the size of the cable. It is
to be effectively impregnated with a compound
which is resistant to moisture and which is flame
retarding.
3.3.5 Cables fitted in the following locations: - Decks exposed to weather;
Bathrooms;
Cargo hol ds;
Machinery spaces;
or any other location where water condensation or
harmful vapour (e.g. oil vapour) may be present are
to have an impervious sheath. In permanently wet
situations, metallic sheaths are to be used for cables
with hygroscopic insulation.
3.3.6 All cables are to be of flame -retardant type or
fire-resisting type, except that non flame -retardant
cables may be accepted for final circuits only where
cables are installed in metallic conduits having
internal diameter not exceeding 25 [mm] and
provided the conduits are electrically and
mechanically continuous.
3.4 Voltage rating
3.4.1 The rated voltage of any cable is to be not
lower than the nominal voltage of the circuit for
which it is used.
3.4.2 The voltage drop from the main switchboard
bus bars to any point in the installation when the
cables are carrying maximum current under normal
conditions of service is not to exceed 6 per cent of
the nominal voltage.
3.5 Current rating
3.5.1 The highest continuous load carried by a cable
is not to exce ed its current rating. The diversity factor
of the individual loads and the duration of the
maximum demand may be allowed for in estimating
the maximum continuous load and is to be shown on
the plans submitted for approval.
3.5.2 In assessing the current r ating of lighting
circuits, every lampholder is to be assessed at the
maximum load likely to be connected to it, with a
minimum of 60 W, unless the fitting is so connected
as to take only a lamp rated at less than 60 W.
3.5.3 Cables supplying winches, cra nes, windlasses
and capstans are to be suitably rated for their duty.
Unless the duty is such as to require a longer time
rating, cables for winch or crane motors may be half
hour rated on the basis of the half hour [kW] rating of
the motors. Cables for wi ndlass and capstan motors
are to be not less than one hour rated on the basis of
the one hour [kW] rating of the motor. In all cases
the rating is to be subject to the voltage drop being
within the specified limits.
3.5.4 The current ratings given in Table s 3.5.1 to
3.5.5 are based on the maximum operating conductor
temperatures, given in Table 3.2.1. Alternatively
current rating in accordance with an acceptable
National or International Standard may be applied.
See 3.1.1.
Table 3.5.1 : General purpose rubber and PVC
insulation current rating
(Based on ambient temp. 45 C)
Nominal
cross -
section Single
core 2 core 3 or 4 core
[mm2] amperes amperes amperes
1 8 7 6
1.5 12 10 8
2.5 17 14 12
4 22 19 15
6 29 25 20
10 40 34 28
16 54 46 38
25 71 60 50
35 87 74 61
50 105 89 74
70 135 115 95
95 165 140 116
120 190 162 133
150 220 187 154
185 250 213 175
240 290 247 203
300 335 285 235
d.c. a.c. d.c. a.c. d.c. a.c.
400 390 380 332 323 273 266
500 450 430 383 365 315 301
630 520 470 442 400 364 329
3.6 Correction factors for current rating
3.6.1 Bunching of cables : Where more than six
cables belonging to the same circuit are bunched
together a correction factor of 0.85 is to be applied.
Table 3.5.2 : Heat resisting PVC insulation
current rating
(Based on ambient temp. 45 C)
Nominal
cross -
section Single
core 2 core 3 or 4 core
[mm2] amperes amperes amperes
1 13 11 9
1.5 17 14 12 2.5 24 20 17
4 32 27 22
6 41 35 29
10 57 48 40
16 76 65 53
25 100 85 70
35 125 106 88
50 150 128 105
70 190 162 133
95 230 196 161
120 270 230 189
150 310 264 215
185 350 298 245
240 415 353 291
300 475 404 333
d.c. a.c. d.c. a.c. d.c. a.c.
400 570 560 485 475 400 390
500 650 620 550 530 455 435
630 740 670 630 570 520 470
Table 3.5.3 : Butyl insulation current rating
(Based on ambient temp. 45 C)
Nominal
cross -
section Single
core 2 core 3 or 4 core
[mm2] amperes amperes amperes
1 15 13 11
1.5 19 16 13
2.5 26 22 18
4 35 30 25
6 45 38 32
10 63 54 44
16 84 71 59
25 110 94 77
35 140 119 98
50 165 140 116
70 215 183 151
95 260 221 182
120 300 255 210
150 340 289 238
185 390 332 273
240 460 391 322
300 530 450 371
d.c. a.c. d.c. a.c. d.c. a.c.
400 610 590 519 502 427 413
500 690 640 587 544 483 448
630 790 690 672 587 553 483
Table 3.5.4 : Ethylene propylene rubber, cross -
linked polyethylene insulation current rating
(Based on ambient temp. 45 C)
Nominal
cross -
section Single
core 2 core 3 or 4 core
[mm2] amperes Amperes amperes
1 16 14 11
1.5 20 17 14
2.5 28 24 20
4 38 32 27
6 48 41 34
10 67 57 47
16 90 77 63 25 120 102 84
35 145 123 102
50 180 153 126
70 225 191 158
95 275 234 193
120 320 272 224
150 365 310 256
185 415 353 291
240 490 417 343
300 560 476 392
d.c. a.c. d.c. a.c. d.c. a.c.
400 650 630 553 536 445 441
500 740 680 629 578 518 476
630 840 740 714 629 588 516
Table 3.5.5 : Silicon rubber, mineral insulation
current rating
(Based on ambient temp. 45 C)
Nominal
cross -
section Single
core 2 core 3 or 4 core
[mm2] amperes Amperes amperes
1 20 17 14
1.5 24 20 17
2.5 32 27 22
4 42 36 29
6 55 47 39
10 75 64 53
16 100 85 70
25 135 115 95
35 165 140 116
50 200 175 140
70 255 217 179
95 310 264 217
120 360 306 252
150 410 349 287 185 470 400 329
240 570 485 400
300 660 560 460
Table 3.6.1 : Correction factors for temperature
Insulation Correction factor for ambient temperature in C
25 30 35 40 45 50 55
Rubber or PVC (general
purpose) 1.53 1.41 1.29 1.15 1.00 0.82 0.58
PVC (heat -resisting quality) 1.29 1.22 1.15 1.08 1.00 0.91 0.82
Butyl rubber 1.25 1.2 1.13 1.07 1.pp 0.93 0.85
Ethylene propylene rubber,
cross -linked polyethylene 1.22 1.17 1.12 1.06 1.00 0.94 0.87
Mineral, silicone rubber - - - 1.05 1.00 0.95 0.89
Notes:
1 For cables in refrigerated chambers and holds and for vessels restricted to service in non -tropical waters,
correction factors for 35 C may be acceptable.
2 Correction factors for intermediate values of the ambient temperature can be ascertained by interpolation.
Table 3.6.2 : Correction factors for intermittent rating
Correction factor Half -hour rating One-hour rating
With metallic
sheath [mm2] Without metallic
sheath [mm2] With metallic
sheath [mm2] Without metallic
sheath [mm2]
1.00 Upto 20 Upto 75 Upto 67 Upto 230
1.10 21 - 40 76 - 125 68 - 170 231 - 400
1.15 41 - 65 126 - 180 171 - 290 401 - 600
1.20 66 - 95 181 - 250 291 - 430 -
1.25 96 - 120 251 - 320 431 - 600 -
1.30 131 - 170 321 - 400 - -
1.35 171 - 220 401 - 500 - -
1.40 221 - 270 - - -
3.6.2 Ambient temperature : The current ratings in
Table 3.5.1 to 3.5.5 are based on an ambient
temperature of 45 C. For other values of ambient
temperature the correction factors shown in Table
3.6.1, are to be applied.
3.6.3 Intermittent service : Where the load is
intermittent, the correction factors in Table 3.6.2 may
be applied for half hour and one hour ratings. In no
case is a shorte r rating than one half hour rating to be
used, whatever the degree of intermittency.
3.7 Testing
3.7.1 Tests in accordance with an acceptable National
or International Standard are to be made at the
manufacturer's works prior to dispatch.
3.8 Connections b etween entrained ships
3.8.1 Cables are to be suitable for use in the
connections between entrained ships i.e., are to be
flexible, robust and of commensurate cross -section
area.
3.8.2 The connection is to include provisions for the
continuity of out -of-balance or earth -fault current
return. The connecting device is to include provisions
to ensure that this circuit is closed before, and opened
after, the live circuits.
3.8.3 Terminal plugs and sockets, if used, are to be so
arranged that any exposed pins ca nnot be energized.
3.8.4 Where hull -return systems are used, hull
polarity is to be compatible.
3.9 Installation of cables
3.9.1 Cable runs are to be, as far as practicable,
straight and accessible and as high as possible above
bilges.
3.9.2 Cables having insulating materials with
different maximum -rated conductor temper -atures
are not to be bunched together, or, where this is not
practicable, the cables are to be operated so that no
cable reaches temperature higher than that permitted
for the lowest temper ature -rated cable in the group.
3.9.3 Cables having a protective covering which may
damage the covering of other cables are not to be
bunched with those other cables.
3.9.4 The minimum internal radius of bends of
installed cables is to be generally in acco rdance with
following :
4d for cables without braiding, armouring
or other metal sheath and with an
overall diameter not exceeding 25
[mm]
6d for all other cables
(d = overall diameter of cable)
3.9.5 Cables, are to be effectively supported and
secured in a manner that prevents damage to their
coverings.
3.9.6 Supports and accessories are to be robust and
are to be of corrosion -resistant material or suitably
corrosion inhibited before erection.
3.9.7 The distance between supports, for horizontal
as well as vertical runs of cables, is to be chosen
according to the type/size of cable, but generally in
accordance with Table 3.9.1.
3.10 Mechanical protection of cables
3.10.1 Cables exposed to risk of mechanical damage
are to be protected by metal cha nnels or casing or
enclosed in steel conduit unless the protective
covering (e.g. armour or sheath) is adequate to
withstand the possible damage.
Table 3.9.1 : Distance between supports
External diameter of
cable Non-
armoured
cables Armoured
cables Excee -
ding Not excee -
ding
[mm] [mm] [mm] [mm]
- 8 200 250
8 13 250 300
13 20 300 350
20 30 350 400
3.10.2 Cables, in spaces where there is exceptional
risk of mechanical damage (e.g. on weather decks, in
cargo hold areas and inside the cargo holds) and also
below the floor in engine room, are to be suitably
protected, even if armoured, unless the steel structure
affords adequate protection.
3.10.3 Metal casings for mechanical protection of
cables are to be efficiently protected against
corrosi on.
3.11 Earthing of metal coverings
3.11.1 Metal coverings of cables are to be effectively
earthed at both ends of the cable, except in final sub -
circuits, where earthing at the supply end only will be
considered adequate. This does not necessarily apply
to instrumentation cables where single point earthing
may be desirable for technical reasons.
3.11.2 The electrical continuity of all metal coverings
of cables throughout the length of the cable,
particularly at joints and tappings, is to be ensured.
3.11. 3 The lead sheath of lead -sheathed cables is not
to be used as the sole means of earthing the non -
current carrying parts of items of equipment.
3.12 Penetration of bulkheads and decks by cables
3.12.1 Penetration of watertight bulkheads or decks is
to be c arried out with either individual watertight
glands or with packed watertight boxes carrying
several cables. In either case, the watertight integrity
and strength of the bulkheads and decks are to be
maintained. Where cables with polyvinyl chloride
insulation are being installed, particular care is to be
taken to avoid damage to the sheathing during the
fitting of watertight bulkhead glands.
3.12.2 Where cables pass through non -watertight
bulkheads or structural steel, the holes are to be
bushed, in orde r to protect the cables, with lead or
other approved material which will prevent damage
to the cables by abrasion. If the steel is 6 [mm] thick,
adequately rounded edges may be accepted as the
equivalent of bushing.
3.12.3 Cables passing through decks are to be
protected by deck tubes or ducts.
3.12.4 Materials used for glands and bushings are to
be such that there is no risk of corrosion.
3.12.5 Where rectangular holes are cut in bulkheads
or structural steel the corners are to be adequately
rounded.
3.13 Installation of cables in pipes and conduits
3.13.1 Installation of cables in pipes and conduits is
to be carried out in such a manner that there is no
damage to the cable covering.
3.13.2 Metal conduit systems are to be earthed and
are to be mechanically and electrically continuous
across joints. Individual short lengths of conduit need
not be earthed.
3.13.3 The internal radius of bend of pipes and
conduit is to be not less than that laid down for
cables, provided that for pipes exceeding 64 [mm]
diameter the internal radius of bend is not less than
twice the diameter of the pipe.
3.13.4 The drawing -in factor (ratio of the sum of the
cross -sectional areas of the cables, based on their
external diameter, to the internal cross -section area of
the pipe) is no t to exceed 0.4.
3.13.5 Expansion joints are to be provided where
necessary.
3.13.6 Cable pipes and conduits are to be adequately
and effectively protected against corrosion. Where
necessary, openings are to be provided at the highest
and lowest points to permit air circulation and to
prevent accumulation of water.
3.13.7 Where cables are laid in trunks, the trunks are
to be so constructed as not to afford passage for fire
from one deck or compartment to another.
3.13.8 Non -metallic ducting or conduit is to be of
flame -retardant material. PVC conduit is not to be
used in refrigerated spaces or on open decks, unless
specially approved.
3.14 Cables for alternating current
3.14.1 Generally, multi -core cables are to be used in
A.C. installations. Where it is ne cessary to use
single -core cables for alternating current circuits
rated in excess of 20 amperes the requirements of
3.14.2 to 3.14.8 are to be complied with.
3.14.2 Cables are to be either non -armoured or
armoured with non - magnetic material.
3.14.3 If in stalled in pipe or conduit, cables
belonging to the same circuit are to be installed in the
same conduit, unless the conduit or pipe is of non -
magnetic material.
3.14.4 Cable clips are to include cables of all phases
of a circuit unless the clips are of no n-magnetic
material.
3.14.5 When installing two, three or four single -core
cables forming respectively single -phase circuits,
three -phase circuits or three -phase and neutral
circuits, the cables are to be in contact with one
another, as far as possible. In any case, the distance
between the external covering of two adjacent cables
is not to be greater than one diameter.
3.14.6 In the case of circuits using two or more
parallel connected cables per phase, all cables are to
have the same length and cross sect ional area.
3.14.7 Where single core cables of rating exceeding
50 amperes are used, magnetic material is not to be
placed between single -core cables of a group. If these
cables pass through steel plates, all cables of the
same circuit are to pass through the plate or gland so
constructed that there is no magnetic material
between the cables, and suitable clearance is
provided between the cable core and magnetic
material. This clearance, wherever practicable, is not
to be less than 75 [mm] when the current exceeds
300 amperes. For currents between 50 amperes and
300 amperes the clearance may be proportionately
reduced.
3.14.8 If single -core cables of current rating greater
than 250 amperes are run along a steel bulkhead,
wherever practicable the cables shoul d be spaced
away from the steel.
3.15 Cable ends
3.15.1 The ends of all conductors of cross -sectional
area greater than 4 [mm2] are to be fitted with
soldering sockets, compression type sockets or
mechanical clamps. Corrosive fluxes are not to be
used.
3.15.2 Cables having hygroscopic insulation (e.g.
mineral insulated) are to have their ends sealed
against ingress of moisture.
3.15.3 Cables with a supplementary insulating belt
beneath the protective sheath are to have additional
insulation at those points where the insulation of each
core makes or may make contact with earthed metal.
3.16 Joints and branch circuits in cable systems
3.16.1 Cable runs are normally not to include joints.
However, if a joint is necessary it is to be carried so that all conduct ors are adequately secured, insulated
and protected from atmospheric action. Terminals
and busbars are to be of dimensions adequate for the
cable rating.
Section 4
Switchboards
4.1 General
4.1.1 Switchboards, s ection boards and distribution
boards are to be constructed of, or enclosed with non -
flammable, non -hydroscopic material and are to be
so installed that live parts are sufficiently guarded
and adequate space is provided for maintenance.
Also they are to be protected where necessary in way
of pipes etc.
4.1.2 All measuring instruments and all apparatus
controlling circuits are to be clearly and indelibly
labeled for identification purposes. An indelible label
is to be permanently secured adjacent to every fu se
and every circuit breaker and marked with particulars
of the full load current of the generator, motor or
cable which the fuse or circuit breaker protects.
Where inverse time limit and/or reverse current
devices are provided in connection with a circuit
breaker, the appropriate settings of these devices are
to be stated on the label. Name plates are to be of
flame retardant material.
4.2 Instruments
4.2.1 Sufficient instrumentation is to be provided for
measuring voltage, current, frequency and, for
alternating current generators above 50 [kW].
4.2.2 Where alternating current generators are
required to operate in parallel, synchronising
arrangements are to be fitted.
4.3 Instrument transformers
4.3.1 The secondary windings of instrument
transformers are t o be earthed.
4.4 Switchgear
4.4.1 Circuit breakers and switches are to be of the
air break type and are to be constructed in accordance
with an acceptable National or International
Standard.
4.4.2 Report of tests to establish the capacity of
circuit -break ers are to be submitted for consideration
when required. 4.4.3 Overcurrent releases are to be calibrated in
amperes and settings marked on the circuit -breaker.
4.5 Fuses
4.5.1 Fuses are to comply with an acceptable
National or International Standard.
4.5.2 Fuse links and fuse bases are to be marked with
particulars of rated current and rated voltage. Each
fuse position is to be permanently and indelibly
labeled with the current carrying capacity of the
circuit protected by it and with the appropriate
approv ed size of fuse or replaceable element.
4.6 Testing
4.6.1 Before installation, switchboards complete or in
sections with all components are to pass the
following tests at the manufacturer's works and a
certificate furnished. A high voltage test is to be
carried out in all switching and control apparatus for
systems greater than 60V with a test voltage of
1000V plus twice the rated voltage with a
minimum of 2000V at any frequency between 25 and
100 Hz for one minute applied between (a) all
current -carrying parts connected together and earth
and (b) between current carrying parts of opposite
polarity or phases.
4.6.2 For systems of 60V or less the test shall be at
500V for one minute.
4.6.3 Instruments and ancillary apparatus may be
disconnected during the high voltage test.
4.6.4 Immediately after the high voltage test, the
insulation resistance between (a) all current -carrying
parts connected together and earth and (b) between
current carrying parts of opposite polarity or phase,
shall not be less than 1 Megohm when tested with a
direct current voltage of at least 500V.
4.6.5 Functional tests. The correct functions of the
installation components in line with the connections
intended to be made have to be checked as far as
possible.
Section 5
Control Gear
5.1 General
5.1.1 Control gear is to comply with an acceptable
National or International Standard, amended where
necessary for ambient temperature.
5.1.2 Control gear, including isolating and reversing
switches, is to be so arranged that shunt field circuits are not disconnected without adequate discharging
path being provided.
5.2 Testing
5.2.1 Control gear and resistors are to be tested by
the manufacturers with a high voltage applied
between the earthed frame a nd all live parts and a
certificate furnished by them to this effect. For
operating voltages above 55 V, the test voltage is to
be 1000 V plus twice the rated voltage with a
minimum of 2000 V. The voltage is to be alternating
at any frequency between
25 an d 100 Hz and is to be maintained for one minute
without failure.
5.2.2 Control gear and resistors operating at 55 V or
below are to be tested to 500 V for one minute.
5.2.3 Immediately after the high voltage test, the
insulation resistance between (a) all current -carrying parts connected together and earth, and (b) between
current -carrying parts of opposite polarity or phase,
is not to be less than 1 megaohm when tested with a
direct current voltage of at least 500 V.
5.2.4 Instruments and ancillary apparat us may be
disconnected during the high voltage test.
5.2.5 Functional Test : The correct functions of the
installation components in line with the connections
intended to be made, have to be checked as far as
possible.
Section 6
Rotating Machines Construction and Testing
6.1 General
6.1.1 Rotating machines are to be constructed in
accordance with an acceptable National or
International Standard, due regard being given to the
ambient conditions stated in 1.5.
6.2 Rating
6.2.1 Ship's service generators including their
exciters, and continuously rated motors are to be
suitable for continuous duty at their full rated output
at maximum cooling air or water temperature for an
unlimited period, without the limits of temperature
rise in 6.3 being exceeded. Other generators and
motors are to be rated in accordance with the duty
which they are to perform, and when tested under
rated load conditions the temperature rise is not to
exceed the values in 6.3. Alternatively l imits of
temperature rise in accordance with an acceptable
National or International Standard may be applied. 6.3 Temperature rise
6.3.1 The limits of temperature rise specified in
Table 6.3.1 are based on a cooling air temperature of
45C and a cooling w ater temperature of 30 C.
6.3.2 If the temperature of the cooling medium is
known to exceed the value given in 6.3.1, the
permissible temperature rise is to be reduced by an
amount equal to the excess temperature of the
cooling medium.
6.3.3 If the tempera ture of the cooling medium is
known to be permanently less than the value given in
6.3.1, the permissible temperature rise may be
increased by an amount equal to the difference
between the declared temperature and that given in
6.3.1 upto a maximum of 15 C.
Table 6.3.1 : Limits of temperature rise in C
Item Part of machines Method of
measurement of
temperature Temperature rise in air -cooled machines
C Insulation Class
A E B
1 (a) a.c. windings R 50 65 70
T 40 55 60
(b) Field windings of a.c. and d.c.
machines having d.c. excitation other
than those in Items 2 and 3 R 50 65 70
T 40 55 60
(c) Windings of armatures having
commutators R 50 65 70
T 40 55 60
2 Field windings of turbine -type
machines having d.c. excitation R - - 80
3 (a) Low-resistance field windings of
more than one layer and
compensating windings T,R 50 65 70
(b) Single -layer windings with exposed
bare surfaces T,R 55 70 80
4 Permanently short -circuited insulated
windings T 50 65 70
5 Permanently short -circuited windings
uninsulated T The temperature rise of these parts shall in
no case reach such a value that there is a
risk of injury to any insulating or other
material on adjacent parts
6 Iron core and other parts not in
contact with windings - The temperature rise of these parts shall in
no case reach such a value that there is a
risk of injury to any insulating or other
material on adjacent parts
7 Iron core and other parts in contact
with windings T 50 65 70
8 Commutators and slip-rings open or
enclosed T 50 60 70
Notes:
1 T = Thermometer method
R = Resistance method
2 When Class F or Class H insulation is employed, the permitted temperature rises are respectively 20 C and
40C higher than the values given for Class B insulation.
3 Classes of insulation are to be in accordance with IEC Publication 85 (1957) - "Recommendations for the
Classification of Material for the Insulation of Electrical Machinery and Apparatus in relation to their Thermal
Stability in Service".
6.4 Direct current service generators
6.4.1 Shunt wound direct current generators are to be
provided with automatic voltage regulators.
6.4.2 Direct current generators used for charging
batteries without series -regulating resistors are to be
either: -
(a) Shunt wound, or
(b) Compound wound with switches arranged so
that the series winding can be switched out of
service.
6.4.3 If terminal voltage is required to be manually
adjusted to ensure satisfactory operation of
generators, then, facilities are to be provided at the
switchboard or at an appropriate and convenient
control position to enable such adjustments to be
made.
6.4.4 For each direct current generator, whilst being
driven by its prime mover, at any temperature within
the work ing range, the means provided is to be
capable of adjusting the voltage at any load between
no load and full load to within: -
क) 1.0 per cent of rated voltage for generators of
rating less than 100 [kW],
ख) 0.5 per cent of rated voltage for generators of
rating exceeding 100 [kW]. 6.4.5 The inherent regulation of service generators is
to be such that the following conditions are fulfilled: -
(a) For shunt or stabilised shunt wound generators
when the voltage has been set at full load, the
steady voltage at no load is not to exceed 115
per cent of the full load value, and the voltage
obtained at any intermediate value of load is not
to exceed the no -load value.
(b) For compound wound generators with the
generator at full load operating temperature, and
starting at 20 per c ent load with voltage within 1
per cent of rated voltage, then at full load the
voltage is to be within 2.5 per cent of rated
voltage. The average of the ascending and
descending load/voltage curves between 20 per
cent load and full load is not to vary mor e than 4
per cent from rated voltage.
6.4.6 Generators are to be capable of delivering
continuously the full load current and normal rated
voltage at the terminals when running at full load
engine speed at all ambient temperatures up to the
specified maxim um.
6.4.7 Generators required to run in parallel are to be
stable from no load up to the total combined load of
the group, and load sharing is to be satisfactory.
6.4.8 The series winding of each two -wire generator
is to be connected to the negative termin al.
6.4.9 Equalizer connections are to have a cross -
sectional area appropriate to the system but in no
case less than 50 per cent of that of the negative
connection from the generator to the switchboard.
6.5 Alternating current service generators
6.5.1 Eac h alternating current service generator,
unless of the self regulating type, is to be provided
with automatic means of voltage regulation.
6.5.2 The voltage regulation of any alternating
current generator with its regulating equipment is to
be such that at all loads from zero to full load the
voltage at rated power factor is maintained under
steady conditions within 2.5 per cent of rated voltage.
6.5.3 Alternating current generators required to run in
parallel are to be stable from 20 per cent full load
[kW] up to the total combined full load [kW] of the
group, and load sharing is to be such that the load on
any generator does not normally differ from its proportionate share of the total load by more than 15
per cent of the rated output [kW] of the largest
machine or 25 per cent of the rated output [kW] of
the individual machine, whichever is less.
6.5.4 When generators are operated in parallel, the
KVA loads of the individual generating sets are not
to differ from their proportionate share of the total
KVA l oad by more than 5 per cent of the rated KVA
output of the largest machine when operating at 0.8
power factor.
6.6 Inspection and testing
6.6.1 On machines for essential services tests are to
be carried out in accordance with the relevant
standard and a ce rtificate furnished by the
manufacturers.
6.6.2 Generators and motors of 100 [kW] or over
intended for essential services are to be inspected by
the Surveyors during manufacture and testing.
Section 7
Transformers - Construction and Testing
7.1 General
7.1.1 Transformers are to be in accordance with an
acceptable National or International Standard, due
regard being given to the ambient conditions stated in
1.5.
7.1.2 Transformers are to be of the dry, natural air
cooled type. Proposals for the use of liquid cooled
transformers will be subject to special consideration.
7.2 Installation
7.2.1 Transformers are to be placed in easily
accessible well ventilated spaces free from any
gaseous or acid fumes. The y are to be clear of non -
protected ignitable materials, and so arranged as to be
protected against shocks and any damage resulting
from water, oil, liquid fuel, steam etc.
7.3 Construction
7.3.1 Transformers are to be double wound except
those for motor st arting.
7.3.2 Each transformer is to be provided with a
nameplate of corrosion -resistant metal giving information on make, type, serial number, insulation
class and any other technical data necessary for the
application of the transformer.
7.4 Regulation
7.4.1 The inherent regulation at 0.8 power factor is
not to exceed 5 per cent.
7.4.2 Regulation of the complete system is to comply
with 3.4.2.
7.5 Short circuit
7.5.1 All transformers are to be constructed to
withstand, without damage, the thermal and
mech anical effects of a short -circuit at the terminals
of any winding for 2 seconds with rated primary
voltage and frequency without damage.
7.6 Tests
7.6.1 Transformers for essential services are to be
tested by the manufacturer in accordance with the
relevan t standard and test certificates supplied.
Section 8
Miscellaneous Equipment
8.1 Accumulator batteries
8.1.1 Construction
8.1.1.1 The cells of all batteries are to be so
constructed and secured as to preven t spilling of the
electrolyte due to the motion of the ship and to
prevent emission of acid or alkaline spray.
8.1.1.2 All batteries are to be provided with durable
labels of flame retardant material, giving information
on the application for which the bat tery is intended,
voltage and capacity. 8.1.2 Location
8.1.2.1 Alkaline batteries and lead acid batteries of
the vented type are not to be installed in the same
compartment.
8.1.2.2 Large batteries are to be installed in a space
assigned to them only. A box on deck would meet
this requirement if adequately ventilated and
provided with means to prevent ingress of water.
8.1.2.3 Engine starting batteries are to be located as
close as practicable to the engine(s) served. If such
batteries cannot be accommoda ted in the battery
compartment, they are to be installed so that adequate
ventilation is ensured.
8.1.3 Installation
8.1.3.1 Batteries should be so arranged that each cell
or crate of cells is accessible from the top and at least
one side.
8.1.3.2 Cells or crates are to be carried on non -
absorbent insulating supports. Similar insulators are
to be fitted to prevent any movement of cells arising
from the motion of the vessel. Adequate space for
circulation of air is to be ensured.
8.1.3.3 Where acid is used a s the electrolyte a tray of
acid resisting material is to be provided below the
cells unless the deck below is similarly protected.
8.1.3.4 The interiors of all compartments including
the shelves, are to be painted with corrosion resistant
paint.
8.1.3.5 A permanent notice is to be fitted to all
compartments prohibiting naked lights and smoking
in the compartment.
8.1.3.6 Switches, fuses and other electrical
equipment liable to cause an arc are not to be fitted in
battery compartments.
8.1.4 Ventilation
8.1.4.1 Battery compartments, lockers and boxes are
to be adequately ventilated by an independent
ventilating system to avoid accumulation of
flammable gases. Particular attention should be given
to the fact that these gases are lighter than air and
tend to a ccumulate at the top of the spaces.
8.1.4.2 Natural ventilation may be employed if ducts
can be run directly from the top of the compartment
to the open air with no part of the duct more than 45
degrees from the vertical. If natural ventilation is
impracti cable, mechanical ventilation is to be
installed. Interior surfaces of ducts and fans are to be
painted with corrosion -resistant paint. Fan motors are
not to be located in the air stream.
8.1.4.3 Necessary precautions are to be taken to
prevent sparking du e to possible contact by the
ventilation fan blades with fixed parts.
8.1.4.4 All openings through the battery compartment
bulkheads or decks, other than ventilation openings,
are to be effectively sealed to reduce the possibility
of escape of gas from the battery compartment into
the ship.
8.2 Luminaries
8.2.1 General
8.2.1.1 Lighting fittings installed in engine rooms or
similar spaces where they are exposed to the risk of
mechanical damage are to be provided with suitable
grilled mechanical guards to protect their lamps and
glass globes against such damage. 8.2.1.2 Precautions are to be taken so that a lamp for
one voltage cannot be inserted in a lampholder for
another voltage.
8.2.1.3 Incandescent lamps are to be in accordance
with the following : -
B22 upto 250 V and 200 W
E27 upto 250 V and 200 W
E40 upto 210 V and 3000 W
8.2.1.4 Lampholders are to be constructed of flame -
retarding and non - hygroscopic material. All metal
parts are to be of robust construction. Goliath
lampholders (E40) are to be pro vided with means for
locking the lamp in the holder. The temperature of
cable connections is not to exceed the maximum
conductor temperature permitted for the cable as
given in Table 3.2.1.
8.2.1.5 The ratings of tubular fluorescent lamps are
not to exceed 250 V and 80 W.
8.3 Accessories - Construction and testing
8.3.1 Enclosures
8.3.1.1 Enclosures are to be of metal or of flame -
retardant insulating materials.
8.3.2 Inspection and draw boxes
8.3.2.1 If metal conduit systems are used, inspection
and draw boxes are to be of metal and are to be in
rigid electrical and mechanical connection with the
conduits.
8.3.3 Socket outlets and plugs
8.3.3.1 Socket outlets and plugs are to be so
constructed that they cannot be readily short -
circuited whether the plug is in or out, and so that a
pin of the plug cannot be made to earth either pole of
the socket outlet.
8.3.3.2 All socket outlets of current rating 16
amperes or more are to be provided with a switch.
8.3.3.3 Where it is necessary to earth the non -current -
carrying parts of portable or transportable equipment,
an effective means of earthing is to be provided at the
socket outlet.
8.3.3.4 In all wet situations socket outlets and plugs
are to be effectively shielded against rain and spray
and are to be provided w ith means for maintaining
this quality after removal of the plug.
8.4 Heating and cooking equipment
8.4.1 General
8.4.1.1 Heaters are to be so constructed, installed and
protected that clothing, bedding and other
inflammable material cannot come in contact with
them in such a manner as to cause risk of fire. There
is to be no excessive heating of adjacent bulkheads or
decks.
8.5 Lightning conductors
8.5.1 Lightning conductors are to be fitted to each
mast of all wood, composite and steel ships having
wooden masts or topmasts. They need not be fitted to
steel ships having steel masts, unless the mast is
partly or completely insulated from the ship's hull.
8.5.2 Lightning conductors are to be run as straight as
possible, and sharp bends in the conductors are t o be
avoided. All clamps used are to be of brass or copper,
preferably of the serrated contact type, and efficiently
locked. Soldered connections are not acceptable.
8.5.3 The resistance of the lightning conductors,
measured between the mast head and the p osition on
the earth plate or hull to which the lightning
conductor is earthed, is not to exceed 0.02 ohms. 8.5.4 The lightning conductors are to be composed of
continuous copper tape and/or rope, having a section
not less than 100 [mm2] and are to be rive ted with
copper rivets or fastened with copper clamps to an
appropriate copper spike of not less than 13 [mm] in
diameter and projecting at last 150 [mm] above the
top of the mast. The lower end of the lightning
conductor is to be securely clamped to a cop per plate
having an area of at least 0.2 [m2], fixed to the ship's
hull well below the light load waterline in such a
manner that it is immersed under all conditions of
heel. In steel ships fitted with wooden masts, the
lower end of the lightning conductor is to be securely
clamped to the nearest metal forming part of the hull.
Section 9
Trials
9.1 General
9.1.1 Before a new installation, or any alteration or
addition to an existing installation, is put into service
the tests and trials specified in this Section are to be
carried out. These tests and trials are intended to
demonstrate the general condition of the installation
at the time of completion. They are in addition to any
acceptance tests which may hav e been carried out at
the manufacturer's works.
9.2 Insulation resistance measurement
9.2.1 Insulation resistance is to be measured using a
self-contained instrument such as a direct reading
ohm-meter of the generator type applying a voltage
of at least 50 0 V. Where a circuit incorporates
capacitors of more than 2 F total capacitance, a
constant -voltage type instrument is to be used to
ensure accurate test readings.
9.2.2 Power and light circuits : The insulation
resistance between all insulated poles and e arth and,
where practicable, between poles, is to be at least 1
megaohm. The installation may be subdivided and
appliances may be disconnected if initial tests
produce results less than this figure.
9.2.3 Low voltage circuits : Circuits operating at less
than 55 V are to have an insulation resistance of at
least 0.33 megaohm.
9.2.4 Switchboards, Section boards and distribution
boards : The insulation resistance is to be at least 1
megaohm when measured between each busbar and
earth and between busbars. This test may be made
with all circuit -breakers and switches open, all fuse
links for pilot lamps, earth fault -indicating lamps,
voltmeters, etc., removed and voltage coils
temporarily disconnected, where otherwise damage
may result.
9.2.5 Generators and motor s : The insulation
resistance of generators and motors, in normal
working condition and with all parts in place, is to be
measured and recorded. The test should be carried
out with the machine hot, if possible. The insulation
resistance of generator and mo tor cables, field
windings and control gear is to be at least 1
megaohm. 9.3 Earth continuity
9.3.1 Tests are to be made to verify that all earth
continuity conductors are effective and that the
bonding and earthing of metallic conduit and/or
sheathing of cables is effective.
9.4 Performance
9.4.1 It is to be established that the provisions of the
Rules have been complied with respect to the criteria
mentioned in this sub -section.
9.4.2 Temperatures of joints, connections, circuit -
breakers and fuses.
9.4.3 The operation of engine governors,
synchronising devices, overspeed trips, reverse -
current, reverse -power, over -current and under -
voltage trips and other safety devices.
9.4.4 Satisfactory commutation, excitation and
performance of each generator throughou t a run at
full rated load.
9.4.5 Voltage regulation of every generator when full
rated load is suddenly thrown off.
9.4.6 For alternating current and direct current
generators, satisfactory parallel operation and [kW]
load sharing of all generators capabl e of being
operated in parallel at all loads up to normal working
load. For alternating current generators satisfactory
parallel operation and KVA load sharing of all
generators capable of being operated in parallel at all
loads up to normal working load.
9.4.7 All essential motors and other important
equipment are to be operated under service
conditions, though not necessarily at full load or
simultaneously, for a sufficient length of time to
demonstrate that they are satisfactory.
9.5 Voltage drop
9.5.1 V oltage drop is to be measured, where
necessary, to verify that this is not excessive.
Chapter 9
Spare Gear
Contents
Section
1 General
Section 1
General
1.1 General
1.1.1 Adequate spare parts for the propelling and
essential auxiliary machinery together with necessary
tools for maintenance and repair are to be readily
available for use.
1.1.2 Spare parts are to be supplied and their location
is to be the responsibility of the Owner but must take
in to account the design and arrangements of the
machinery and the intended service and operation of
the ship. Account should also be taken of th e
recommendations of the machinery manufacturer and any applicable statutory requirements of the country
of registration of the ship.
1.2 Table of spare parts
1.2.1 For guidance purposes spare parts for main and
auxiliary machinery installations are shown in the
following Tables: -
Table 1.2.1 - Spare parts for main internal
combustion engines;
Table 1.2.2 - Spare parts for auxiliary boilers;
Table 1.2.3 - Spare parts for auxiliary air
compressors.
Table 1.2.1 : Main internal combust ion engines
Sr.No. Item Spare Part Qty.
1 Main thrust block Pads for one face of thrust block 1 set
Complete white metal thrust shoe of solid ring type 1
Inner and outer race with rollers, where roller thrust bearings are
fitted 1
2 Cylinder valves Exhaust valves, complete with casings, seats, springs and other
fittings for one cylinder 1 set
Air inlet valves, complete with casings, seats springs and other
fittings for one cylinder 1 set
Starting air valve, complete with casing, seat, springs and other
fittings 1
Relief valve, complete 1
Fuel valves of each size and type fitted complete with all fittings, for
one engine 1/4 set
3 Special gaskets and packing of each size and type fitted for cylinder
cover and cylinder liner for one cylinder 1 set
Table 1.2.2 : Auxiliary boilers
Sr.No. Item Spare Part Qty.
1 Tube stoppers or
plugs Tube stoppers or plugs, of each size used, for boiler superheater and
economiser tubes 10
2 Fire bars Fire bars for one boiler, where coal fired Half set
3 Oil fuel burners Oil fuel burners complete, for one boiler 1 set
Table 1.2.3 : Auxiliary air compressor
Sr.No. Item Spare Part Qty.
1 Piston rings Rings of each size fitted for one piston 1 set
2 Valves Suction and delivery valves, complete, of each size fitted Half set
Annex 4
Specific Ship Types
Contents
Chapter 1 Dry Bulk Carriers
Chapter 2 Tankers
Chapter 3 Passenger Vessels
Chapter 4 Tugs
Chapter 5 Barges and Pontoons
Contents
Chapter 1
Dry Bulk Cargo Carriers
Section 1
General
1.1 Application
1.2 Documentation
1.3 Design loads in cargo holds
Section 2
Bulk Carriers
2.1 Hull arrangement
2.2 Longitudinal strength 2.3 Bottom structure
2.4 Side structure – single skin
2.5 Side structure – double skin
2.6 Deck structure
2.7 Continuous longitudinal hatch coamings
2.8 Bulkheads
Section 3
Ore Carriers
3.1 Hull arrangement
Chapter 2
Tankers
Section 1
General
1.1 Application
1.2 Class Notation
Section 2
Hull Scantlings
2.1 General
2.2 Thermal stress
Section 3
Structural Arrangement
3.1 General
3.2 Bottom structure
3.3 Side structure
3.4 Deck structure
3.5 Tank bulkheads
3.6 Vessels with independent tanks
3.7 Construction details
Section 4
General Requirements for Tankers Carrying
Dangerous Goods
4.1 General
4.2 Class Notations
4.3 Classification of dangerous goods
4.4 Types of tankers
4.5 Designation of dangerous liquids to vessel types
4.6 Stability
4.7 Approved list of cargoes
4.8 Definitions
Section 5
Vessels Carrying Dangerous Cargoes in Liquid
State ( Type N & C Vessels )
5.1 Application
5.2 Documents to be submitted 5.3 Materials of construction
5.4 Requirements for Type N tankers
5.5 Requirements for Type C tankers
Section 6
Vessels Carrying Dangerous Cargoes in Gaseous
State ( Type G Vessels )
6.1 Application
6.2 Documents to be submitted
6.3 Materials of construction
6.4 Requirements for Type G vessel
Section 7
Fire Safety Requirements for Tankers Carrying
Dangerous Goods
7.1 Application
7.2 Fire -extinguishing arrangements
7.3 Fire and naked light
Chapter 3
Passenger Vessels
Section 1
General
1.1 Application
1.2 Definition
1.3 Material
Section 2
Vessel Arrangement
2.1 Stability and freeboard
2.2 Subdivision and transverse bulkheads
2.3 Watertight doors and doors
2.4 Windows
2.5 Passenger spaces
2.6 Escape from passenger spaces
2.7 Warning against unauthorized entry
2.8 Passageways in passenger spaces
2.9 Superstructure
2.10 Tanks and cofferdams
Section 3
Machinery and Systems
3.1 Bile system
3.2 Air and sounding pipes
3.3 Prevention of communication between
compartments in the event of damage Section 4
Electrical Installations
4.1 General
4.2 Emergency source of electrical power
4.3 Lighting
4.4 Batteries, accumulators and their charging
devices
4.5 Internal communication facilities
4.6 Alarm system
4.7 Escape guidance system
4.8 Watertight doors and doors
Section 5
Fire Protection, Detection and Extinction
5.1 General
5.2 Definit ions
5.3 Fire prevention
5.4 Fire detection
Section 6
Additional Requirements for Ro -Ro PAX
6.1 General
6.2 Vessel arrangements
6.3 Hull structure
6.4 Drainage of ro -ro spaces, intended for the
carriage of motor vehicles with fuel in their tanks for
their own propulsion 6.5 Electrical installations
6.6 Fire safety
Chapter 4
Tugs
Section 1
General
1.1 Application
1.2 Documentation
1.3 Materials
Section 2
Hull Arrangement and Strength
2.1 General
2.2 Side structure
2.3 Deck structure
2.4 Machinery casings, emergency exits, scuttles, air
pipes, ventilators and bulwark etc.
2.5 Sternframe, rudder and steering gear
2.6 Fenders Section 3
Towing Arrangement
3.1 General
3.2 Towing hook
Section 4
Pushing Arrangeme nts
4.1 General
Section 5
Stability
5.1 General
Section 6
Tests and Trials
6.1 Towing gear
6.2 Bollard pull test procedure
Chapter 5
Barges and Pontoons
Section 1
General
1.1 Application
1.2 Documentation
Section 2
Hull Arrangement and Strength
2.1 General
2.2 Bottom structure 2.3 Truss arrangements
Section 3
Pushing, Towing – Devices and Connecting
Elements
3.1 General
Section 4
Machinery and Electrical Installation
4.1 General
Chapter 1
Dry Bulk Cargo Carriers
Contents
Section
1 General
2 Bulk Carriers
3 Ore Carriers
Section 1
General
1.1 Application
1.1.1 The requirements of this chapter apply to single
deck vessels designed primarily for carriage of dry
bulk cargoes and are supplementary to those given
for the assignment of main characters of class. It is
implied that the cargo loading would largely be
homogeneous, without any hold being empty in fully
loaded condition.
1.2 Documentation
1.2.1 The following additional documents are to be
subm itted for approval, as applicable:
a) Design values of maximum mass of bulk cargo
to be carried in the vessel and total volume of
holds upto top of the hatch coaming.
b) Maximum density of heavy bulk cargo
envisaged and the corresponding angle of
repose.
c) Detail s of all envisaged loading conditions
clearly stating special features if any e.g. loading
in heaps. Calculations of still water bending
moments in all these loading conditions and also
for transient conditions during loading /
unloading, if more onerous, are to be submitted.
1.3 Design loads in cargo holds
1.3.1 Definitions
M = maximum mass [tonnes], to be carried in the
vessel
V = Total volume of the holds upto the top of hatch
coaming [m3]
f = value of maximum density of bulk cargo to be
carried in the holds assuming the cargo is filed
homogeneously upto the top of hatch coaming i.e.
(M/V) [t/m3].
f is not to be taken less than the following:
= 0.8 [t/m3] for vessels with class notation “Bulk
carrier”. = 1.0 [t/m3] for vessels with class notation, “Bulk
carrier” “Strengthened for heavy cargoes” and for
“Ore carriers”.
H = height [m], from the load point to the top of
hatch coaming.
h = Maximum density of heavy bulk cargo
envisaged [t/m3].
hc = height [m], from the load point to the actual
cargo sur face determined by considering the
corresponding hold geometry, cargo volume at
density h angle of repose and the loading pattern e.g.
loading in heaps.
= angle of repose of bulk cargo in degrees, not to
be taken greater than:
= 20° for light bulk car go (e.g. grain, coal)
= 25° for bulk cement cargo
= 35° for heavy bulk cargo (e.g. iron ore).
1.3.2 The scantlings of inner bottom and sloping or
vertical bulkhead plating and stiffeners are to be
based on the cargo pressure or the flooding pressure
given below, whichever is greater.
Cargo pressure, p = 12.5 C.q [kN/m2]
Flooding pressure, p = 10h [kN/m2]
where ,
C = 1.0 for inner bottom
= Tan2 (45 - /2) for vertical bulkheads
= Sin2α . Tan2(45° - /2) + Cos2α for sloping
bulkheads
α = angle of sloping bulkhead with the horizontal
plane, [degrees]
q = f . H [t/m2], or
= f . hc [t/m2]; whichever is greater.
h = vertical distance from load point to the deck at
side [m].
Section 2
Bulk Carriers
2.1 Hull arrangement
2.1.1 Bulk carriers are to be constructed with two
longitudinal bulkheads bounding the cargo space or
with single side skin construction in association with
hopperside tanks at the bottom and topside tanks
fitted below the deck. Between the longitudinal
bulkheads or hopperside tanks, double bottom
construction is generally to b e adopted. However, for
vessels upto 65 [m] in length single bottom
construction with floors at each frame may be
accepted. 2.1.2 For vessels of L ≥ 65 [m] longitudinal framing
system is to be adopted within the cargo region on
deck and in the double botto m, wing spaces or
hopperside and topside tanks.
2.1.3 The number and disposition of transverse
bulkheads are to be as per Annex 2 Ch.9. Additional
bulkheads may have to be fitted from side to side or
in wing spaces to provide sufficient transverse
strength .
2.2 Longitudinal strength
2.2.1 The longitudinal strength is to be in accordance
with the requirements given in Annex 2 Ch.4,
considering the maximum of still water bending
moments calculated as per 1.2.1.
2.3 Bottom structure
2.3.1 The scantlings and arrangements are, in
general, to be as per Annex 2, Ch.6, except as given
below.
2.3.2 In double bottom spaces, the spacing of plate
floors and girders is generally not to exceed 2.5 [m]
and 3 [m], respectively.
2.3.3 The scantlings of inner bottom and hop per side
plating and stiffeners based on Annex 2, Ch.6 and
design pressures given in 1.3.2 are minimum
requirements. It should be noted that for vessels
where cargoes are to be regularly discharged by
grabs, the scantlings would require to be increased
suitably to reduce the risk of local damage and
erosion and are to be as per Annex 2, Ch.6, 4.2.3..
2.3.4 In addition to the requirements of Annex 2,
Ch.6, the section modulus of single bottom floors in
cargo holds is also to be not less than the following:
Z = 0.006 s le2 (f . H – 0.3T) [cm3]
- Where the cargo is always to be leveled
Z = 0.006 s l e2 (1.25f . H – 0.3T) [cm3]
- Where the cargo is loaded in heaps.
where ,
s = spacing of floors [mm]
le = span of floors, measured between longitudinal
bulkheads [m].
The strength of floors is to be maintained in way of
and outboard of the connection with longitudinal
bulkheads.
2.4 Side structure – single skin
2.4.1 The scantlings and arrangement of side shell
plating and stiffening is to be, in general, as per
Annex 2, Ch.7. The thickness of hold frame web and
its lower bracket is not to be less than 8 [mm] and 10
[mm] respectively.
2.5 Side structure – double skin
The following apply to vessels where double skin
structure is provided.
2.5.1 Scantlings of the longitudinal bulkhead plating
and stiffening is to be as per Annex 2, Ch.9 based on
the actual spacing of stiffeners and design pressure
given in 1.3.2.
2.5.2 The longitudinal bulkheads are generally to
have the same framing system as the side shell. 2.5.3 Where longitudinal framing is adopted,
transverses supporting longitudinal are to be arranged
in line with double bottom floors.
2.5.4 Where transverse framing is adopted, the
section modulus of the stiffeners of side shell and
longitudinal bulkhead may b e reduced by 20%
provided a strut is fitted at mid span of the stiffeners.
The strut is to have the same cross sectional area as
the greater of the members interconnected.
2.5.5 The inner bottom plating is to be extended into
the wing tank structure in the form of a gusset plate,
arranged to ensure a smooth structural transition in
way of transverse primary members. The gusset plate
is to be of sufficient width to provide effective
scarfing of the inner bottom into the wing tank
structure.
2.5.6 All waterti ght and non -watertight bulkheads in
wing tanks are to be suitably reinforced in way of
double bottom scarfing arrangements. Openings in
wing tank bulkheads are to be kept clear of these
areas.
2.5.7 Ends of longitudinal bulkheads are to be well
scarfed int o the fore and aft structure.
2.5.8 It is recommended that the space between the
side shell and longitudinal bulkhead be adequately
subdivided such that the vessel remains afloat even
when one of the compartments is flooded.
2.6 Deck structure
2.6.1 The scantlings and arrangements of the deck
structure are generally to be as per Annex 2, Ch.8.
2.6.2 The thickness of the deck plating is to be
maintained over the length of hatch opening and in
any case over 0.5L region amidships.
2.7 Continuous longitudinal hatch coamings
2.7.1 In addition to the requirements of Annex 2,
Ch.4, Sec.3 and Ch.11, Sec.2; the following
requirements are to be complied with.
2.7.2 Coamings are to be stiffened at the upper edge
by a horizontal stiffener of substantial size.
Addition al longitudinal stiffeners are to be fitted on
the coaming above deck to provide sufficient strength
against buckling.
2.7.3 Substantial coaming stays are to be fitted
generally not more than 2.0 [m] apart. Special
attention is to be paid to their attachme nt to deck and
stiffening below.
2.8 Bulkheads
2.8.1 The scantlings of bulkheads are to be as per
Annex 2, Ch.9, taking into account the dry bulk
cargo loading given in 1.3.2.
2.8.2 Where bulkheads are of corrugated
construction, the angle of corrugation ( i.e. of webs
with the plane of bulkheads) is not to be less than
55°.
Section 3
Ore Carriers
3.1 Hull arrangement
3.1.1 Ore carriers are to be provided two longitudinal
bulkheads and a double bottom in way of the cargo
holds. It is assumed that only spaces between the
longitudinal bulkheads are used as cargo holds.
3.1.2 The bottom and deck outside the hatch
openings are to be longitudinally framed. The side shell and longitudinal bulkheads also, in general, are
to be longitudinally framed.
3.1.3 In wing tanks, primary bottom structure is to be
so arranged as to maintain structural continuity of the
hold double bottom structure in the transverse
direction.
3.1.4 Other additional requirements given in Sec.2.2
to 2.8 for bulk carriers, also apply to ore carriers.
Chapter 2
Tankers
Contents
Section
1 General
2 Hull Scantlings
3 Structural Arrangement
4 General Requirements for Tankers Carrying Dangerous Goods
5 Vessels Carrying Dangerous Cargoes in Liquid State ( Type N & C Vessels)
6 Vessels Carrying Dangerous Cargoes in Gaseous State ( Type G Vessels)
7 Fire Safety Requirements for Tankers Carrying Dangerous Goods
General
1.1 Application
1.1.1 This chapter applies to vessels intended for
carriage of liquid cargo in tanks.
1.1.2 The requirements in this chapter are
supplementary to the applicable requirements of
Annex 1, 2, and 3.
Hull Scantlings
2.1 General
2.1.1 Hull scantlings are to be determined as
specified in Annex 2 using appropriate design
loads, unless otherwise specified in this chapter. 2.2 Thermal Stress
2.2.1 Where heated liquids are intended to be
carried in tanks, a calculation of thermal stresses
is required, if carriage temperature of liquid
exceeds 90 degree Celsius.
Structural Arrangement
3.1 General
3.1.1 The bottom shell, inner bottom and deck
are generally to be longitudinally framed in the
cargo tank region. Vessels provided with
transverse framing will be specially considered.
3.1.2 Inner hull and longitudinal bulkheads are to
extend beyond the cargo tank region as far
forward and aft as practicable and are to be
effectively scarfed into the adjoining structure.
3.1.3 Primary members are to be so arranged as
to ensure effective continuity of st rength
throughout the tank structure. Abrupt changes in
depth of sections are to be avoided. Vertical webs
on structure are to be arranged in line with the
double bottom floors, deck transverses and
vertical transverses at the longitudinal bulkheads
to ens ure continuity of transverse structure.
Longitudinal deck girders are to be supported at transverse bulkheads by vertical webs or
equivalent. The depth and scantlings of the
continuous girders are to be increased in way to
provide effective support. Where members abutt
on both sides of bulkhead or other deeper
members, the alignment of webs and faceplates
are to be ensured.
3.2 Bottom Structure
3.2.1 Longitudinal girders are to be provided at
a) centerline (or duct keel)
b) under longitudinal
bulkhead (or sloping plates
of bulkhead stool in case of
vertically corrugated
longitudinal bulkheads)
c) under sloping plate of
hopper side tank where
fitted.
3.2.2 Plate floors are to be arranged in way of
transverse bulkheads and sloping plates of
bulkhead stools.
3.2.3 Transverse continuity of in ner bottom is to
be maintained outboard of inner hull.
3.2.4 Spacing of girders is to be in accordance
with Part 3, Ch 6, Sec 6.3.
3.3 Side Structure
3.3.1 Brackets are to be provided at the ends of
the crossties to connect to the transverses or
girders. Transverses and v ertical webs are to be
fitted with tripping brackets at the junctions with
cross ties. Where the width of the face plate of
the cross ties exceeds 150 [mm] on any one side
of the web, additional tripping brackets are to be
provided to support the face plat e.
3.3.2 End connections of cross -ties are to ensure
adequate area of connection and may require
additional bracket thickness. Full penetration
welding may be required particularly in way of
toes of the end brackets.
3.4 Deck Structure
3.4.1 A trunk deck, if fitted is to extend over the
full length of the cargo tanks and is to be
effectively scarfed into the main hull structure.
The trunk deck and the sides are to be
longitudinally framed and the transverse primary
members are to be aligned with the outboard deck
transvers es.
3.4.2 Where external stiffening is carried in way
of the trunk deck, appropriate tripping brackets
are to be fitted in way of the underdeck
supporting structure. The arrangement and details
of the external girders will be specially
considered.
3.5 Tank Bulkheads
3.5.1 The arrangement and stiffening of
transverse oil tight bulkheads are to efficiently
support the lateral liquid pressure as well as the
loads transmitted by end connection of inner hull,
longitudinal bulkheads, shell and deck
longitudinal. Where transverse bulkheads are
vertically corrugated, horizontal stringers or
equivalent is to be fitted to provide adequate
resistance to transverse compressive forces.
3.5.2 The top and bottom strakes of longitudinal
corrugated bulkheads are to be plane over width
of 0.1D fro m the deck and bottom. The thickness
of this plating is not to be less than 75% of the
adjoining deck and inner bottom plating. Stools
provided for corrugated bulkheads will be
specially considered.
3.5.3 Particular attention is to be paid to the
through thickne ss properties at the connection to
the deck and inner bottom. 3.5.4 Where longitudinal bulkheads are
corrugated horizontally, the corrugations are to be
aligned, and stiffening arrangements on plane
members are to be arranged to provide adequate
support in way o f flanges of abutting
corrugations. Where both the longitudinal and
transverse bulkheads are horizontally corrugated,
the ends are to be connected to ensure continuity.
3.5.5 Where horizontal girders (or vertical webs)
on the transverse bulkheads do not form par t of a
ring structure, they are to be arranged with
substantial end brackets forming a buttress
extending to the adjacent vertical web (or
transverse). The shear and combined stresses in
the buttress arrangement is to be specially
examined.
3.6 Vessels with in dependent tanks
3.6.1 The side frames may be inside or outside
the tank. When tank longitudinal sides are framed
vertically, stiffeners are to form continuous
frames with the top and bottom stiffeners,
whether the frames are connected or not by
brackets.
3.6.2 The ve rtical or horizontal stiffeners of
transverse sides are to be welded on to the
perpendicular tank sides, either directly or by
means of brackets extending up to the first of
previous side.
3.6.3 Bottom structure is to be adequately
stiffened, to ensure proper co ntact between tank
plates and vessel bottom.
3.6.4 Fastening of Independent tanks
3.6.4.1 The tank seatings are to be constructed
in such a manner so as to make it impossible for
the tanks to move in relation to the vessel
structure. Suitable partial girders are to be
provided below this seatings.
3.6.4.2 The tanks are to be supported by the
floors or bottom longitudinals.
3.6.4.3 When stringer is chocked against tanks
in way of some web frames or side shell
transverses, chocking may consist in a bolted
assembly. Arrangements are to be provided to
avoid an accidental shifting during navigation
in case of applying wedges in hard wood or
synthetic material capable of transmitting the
chocking stress.
3.6.4.4 Anti-flotation arrangements are to be
provided for independent tanks. The anti -
flotation a rrangements are to be suitable to
withstand an upward force caused by an empty
tank in a hold space flooded to the damage
draught of the vessel, without plastic
deformation likely to endanger the hull
structure.
3.6.4.5 Strength check of the seatings and stays
is to be done. Stress concentrations in the tank
walls are to be avoided and care is to be taken
to ensure that the tank seatings do not impede
the contraction of the tank when cooled down
to transport temperature.
3.6.4.6 When refrigerated cargo is carried,
material used for fastening is to be suitable for
the corresponding lower temperature
3.7 Construction Details
3.7.1 The members are to have adequate end
fixity, lateral support and web stiffening, and the
structure is to be arranged to minimize hard spots
or other sources of stress concentration. Openings
are to have well rounded corners and smooth
edges and are to be located having regard to the
stress distribution and buckling strength of the
plate panel.
3.7.2 To maintain continuity of strength,
substantial horizontal and vert ical brackets are to
be fitted to transverses or stringers at the ends of
the cross ties. Horizontal brackets are to be
aligned with the cross tie face plates, and vertical
end brackets are to be aligned with the cross tie
web.
3.7.3 In a ring system where the e nd bracket is
integral with the webs of the members, and the
face plate is carried continuously along the edges
of the members and the bracket, the full area of
the largest face plate is to be maintained upto the
mid-point of the bracket and then gradually
tapered to the smaller face plates. Butts in face
plates are to be kept well clear of the toes of
brackets.
3.7.4 The thickness of separate end brackets is
generally to be not less than that of the thicker of
the primary member webs being connected, but
may be required to be locally increased at the
toes. The bracket is to extend to adjacent tripping
brackets, stiffen ers or other support points. Bracket toes are to be well radiused. Where the
bracket is attached to a corrugated bulkhead, the
plating at the bracket toe is to be suitably
reinforced.
3.7.5 Tripping brackets are generally to be fitted
close to the toes of end br ackets, in way of cross
ties and generally at every fourth stiffener
elsewhere. Arrangements should also be made to
prevent tripping at the intersection with other
primary members.
3.7.6 In way of cross ties and their end
connections lightening holes are not to be cut in
side and longitudinal bulkhead stringers.
Lightening holes are also to be avoided on
vertical webs on longitudinal bulkheads and in
wing ballast tanks.
3.7.7 Holes cut in primary longitudinal members
within 0.1D of deck and bottom are, in general to
be reinforced. Where holes are cut in primary
longitudinal members in areas of high stress and
where primary members are of higher tensile
steel, they are to be elliptical, or equivalent, to
minimise stress concentration.
3.7.8 Longitudinals within the range of ca rgo
tanks are not permitted to have closely spaced
scallops except in way of ballast pipe suctions.
Reinforcement in these areas will be specially
considered. Small air and drain holes, cut -outs at
erection butts and similar widely spaced openings
are, in general not to be less than 200 [mm] clear
of the toes of end brackets, intersections with
primary supporting members and other areas of
high stress. All openings are to be well rounded
with smooth edges.
3.7.9 Where holes are cut for heating coils, the
lower e dge of the hole is to be not less than 100
[mm] from the inner bottom. Where large notches
are cut in the transverses for the passage of
longitudinal framing, adjacent to openings for
heating coils, the notches for longitudinals are to
be collared.
General Requirements for Tankers Carrying Dangerous Goods
4.1 General
4.1.1 Application
4.1.1.1 The requirements in this section apply
to tankers intended for carriage of dangerous
goods in bulk.
4.1.1.2 The requirements of Inland Waterways
tankers intended for the carriage of dangerous
liquids in bulk are based on the United Nation’s
ADN regulations. The ADN are the regulations
for the transport of dangerous goods. Refer:
https://www.unece.org/trans/danger/publi/adn/
adn_e.html
4.2 Tanker types and cargo tank
design types
4.2.1 Tanker Type
a) tankers complying with the
requirements of Section 5, 5.4 and
other relevant requirements will be
TYPE N
b) tankers complying with the
requirements of Section5, 5.5 and
other relevant requirements will be
TYPE C
c) tankers complying with the
requirements of Section 6 and other
relevant requirements will be TYPE
G
Note: Alternative requirements to
section 6 and ADN regulations as
acceptable to the Designated
Authority/ Classification Society may
be applied for Type G
4.2.2 Cargo Tank Design Types
a) pressure tank : TANK DESIGN
b) closed tank : TANK DESIGN 2
c) open tank with flame arresters :
TANK DESIGN 3
d) open tank: TANK DESIGN 4
4.2.3 Cargo Tank Type
a) Independent tank: TANK TYPE 1
b) integral tank: TANK TYPE 2
c) When walls of cargo tank used are
distinct from outer hull of vessel:
TANK TYPE 3
4.2.4 Based on allowed tanker type and cargo
tank configuration for the cargoes mentioned in
list of car goes, an appropriate combination of
Tanker Type, Cargo Tank Design and Cargo
Tank Type is to be assigned.
4.3 Classification of Dangerous
Goods
4.3.1 Classification of dangerous goods are
defined according to the UN Model Regulations. 4.3.2 The following dangerous goods of the
classes listed below may be carried in tankers
complying with the rules for carriage of the
intended cargo:
Class 2 Gases
Class 3 Flammable Liquids
Class 6.1 Toxic Substances
Class 8 Corrosive Substances
Class 9 Miscellaneous dangerous
substances and articles
4.3.3 Products listed in the product list (see Part
3 Table C of ADN Regulations) are permitted to
be carried in tankers complying with the
requirements of this chapter.
4.4 Types of Tankers
4.4.1 Based on type of cargo carried by the
tanker, a distinction can be made between three
different tanker types:
a) Type G : means a tank vessel intended for
carriage of liquefied gases. Carriage may
be under pressure or under refrigeration.
b) Type C : means a tank vessel intended for
the carriage of liquids. The vessel is to be
of the flush -deck/double -hull type with
double -hull spaces, double bottoms, but
without trunk. The cargo tanks may be
formed by the vessel’s inner hull or may
be installed in the hold spaces as
independent tanks.
c) Type N : means a tank vesse l intended for
the carriage of liquids.
Fig.1 : Examples of possible hull configurations for Tankers of the Type G
Fig.2 : Examples of possible hull configurations for Tankers of the Type C
Fig.3 : Examples of possible hull configurations for Tankers of the Type N
4.4.2 Cargo Tank Design
a) Pressure cargo tank (see
4.8.11.1 )
b) Closed cargo tank (see
4.8.11.2 )
c) Open cargo tank with
flame arrester (see
4.8.11.3 ) d) Open cargo tank (see
4.8.11.4 )
4.4.3 Cargo Tank Type
a) Independent cargo tank (see
4.8.12.1 )
b) Integral cargo tank (see 4.8.12.2 )
c) Cargo tank with walls distinct from
the outer hull (see 4.8.12.3 )
Table 1: Variations of Cargo Tank Configurations
Type N Tankers
Cargo Tank Type
Independent
TANK TYPE 1 Integral
TANK TYPE 2 Walls Distinct from
outer hull
TANK TYPE 3 Cargo Tank Design Pressure Tank
TANK DESIGN 1 X N.A N.A
Closed Tank
TANK DESIGN 2 X X X
Open Tank with flame arresters
TANK DESIGN 3 X X X
Open Cargo Tank
TANK DESIGN 4 X X X
Type C Tankers
Independent
TANK TYPE 1 Integral
TANK TYPE 2 Walls Distinct from
outer hull
TANK TYPE 3 Cargo Tank Design Pressure Tank
TANK DESIGN 1 X N.A N.A
Closed Tank
TANK DESIGN 2 X X N.A
Open Tank with flame arresters
TANK DESIGN 3 N.A N.A N.A
Open Cargo Tank
TANK DESIGN 4 N.A N.A N.A
Type G Tankers
Independent
TANK TYPE 1 Integral
TANK TYPE 2 Walls Distinct from
outer hull
TANK TYPE 3 Cargo Tank Design Pressure Tank
TANK DESIGN 1 X N.A N.A
Closed Tank
TANK DESIGN 2 X N.A N.A
Open Tank with flame arresters
TANK DESIGN 3 N.A N.A N.A
Open Cargo Tank
TANK DESIGN 4 N.A N.A N.A
4.5 Designation of dangerous
liquids to vessel types
4.5.1 Permitted Vessels
4.5.1.1 Dangerous substances may be carried in
tankers of Type N, C and G in accordance with
the requirements of Sec 5, or 6. The type of vessel to be used is specified in Colum n (6) of
Table C of Chapter 3.2 of ADN and in 4.5.2.1
to 4.5.2.7 . Cargo tank design and cargo tank
type to be used are mentioned in column (7)
and (8) of Table C of Chapter 3.2 of ADN
respectively.
Dangerous Goods
Class Vessel Type
2 Gases; compressed, liquefied or dissolved under pressure are to be carried in Type G
tankers.
3 Flammable liquids are generally to be carried in Type N tankers unless, depending on
their properties and classification, a higher vessel type is required. Liquids for which a
certain vessel type is requested may also be carried in a higher vessel type.
6.1 Poisonous (toxic) liquids are to be carried in Chemical tankers of Type C. These
liquids may also be carried in Type C or G tankers respectively.
8 Corrosive liquids are generally to be c arried in Tankers of Type N, having,
(depending on the properties of the liquids), open integral cargo tanks or open cargo
tanks independent from the vessel’s structure. For some liquids, depending on their
properties and classification, a higher vessel ty pe may be required. Corrosive liquids
for which a certain vessel type is requested may also be carried in a higher vessel
type.
9 Liquids having a potential hazard during transport not described in the above
categories are to be carried in Tankers of Type N, having, (depending on the
properties of the liquids), open integral cargo tanks or open cargo tanks independent
from the vessel’s structure. These liquids may also be carried in tankers of Type N
Closed, Type C and Type G respectively.
4.5.2 Carriage in Cargo Tanks
4.5.2.1 Substances, which according to column
(6) of Table C of Chapter 3.2 of ADN, have to
be carried in a tank vessel of type N, open, may
also be carried in a tank vessel of
type N, open, with flame arresters;
type N, closed;
types C or G provided that all
conditions of carriage prescribed for
tank vessels of type N, open, as well
as all other conditions of carriage
required for these substances in Table
C of Chapter 3.2 of ADN are met.
4.5.2.2 Substances which, according to column
(6) of Table C of Chapter 3.2 of ADN have to
be carried in a tank vessel of type N, open, with
flame -arresters, may also be carried in tank
vessels of
type N, closed, and types C or G
provided that all conditions of
carriage prescribed for tank vessels of
type N, open, with flame arresters, as
well as all other conditions of carriage
required for these substances in Table
C of Chapter 3.2 of ADN are met.
4.5.2.3 Substances which, according to column
(6) of Table C of Chapter 3.2 of ADN have to be carried in a tank vessel of type N, closed,
may also be carried in tank vessels of
type C or G provided that all
conditions of carriage prescribed for
tank vessels of type N, closed, as well
as all other conditions of carriage
required for these substances in Ta ble
C of Chapter 3.2 of ADN are met.
4.5.2.4 Substances which, according to column
(6) of Table C of Chapter 3.2 of ADN have to
be carried in tank vessels of type C may also be
carried in tank vessels of
type G provided that all conditions of
carriage prescribed for tank vessels of
type C as well as all other conditions
of carriage required for these
substances in Table C of Chapter 3.2
of ADN are met.
4.5.2.5 Oily and greasy wastes resulting from
the operation of the vessel may only be carried
in fire -resistant receptacl es, fitted with a lid, or
in cargo tanks.
4.5.2.6 A substance which according to column
(8) of Table C of Chapter 3.2 of ADN must be
carried in cargo tank type 2 (integral cargo
tank), may also be carried in a :
cargo tank type 1 (independent cargo
tank) or
cargo tank type 3 (cargo tank with
walls distinct from the outer hull) of
the vessel type prescribed in Table C
or a vessel type prescribed in 4.5.2.1
to 4.5.2.4 , provided that all other
conditions of carriage required for
this substance by Table C of Chapter
3.2 of ADN are met.
4.5.2.7 A substance which according to column
(8) of Table C of Chapter 3.2 of ADN must be
carried in cargo tank type 3 (cargo tank with
walls distinct from the outer hull), may also be
carried in a :
cargo tank type 1 (independent cargo
tank) of the vessel type prescribed in
Table C of Chapter 3.2 of ADN or a
vessel type prescribed in 4.5.2.1 to
4.5.2.4 or in a type C vessel with
cargo tank type 2 (integral cargo
tank), provided that at least the
conditions of carriage concerning the
prescribed N type are met and all
other conditions of carriage required
for this subst ance by Table C of
Chapter 3.2 of ADN or 4.5.2.1 to
4.5.2.4 are met.
4.5.2.8 All requirements for the particular
substance as contained in Table C of Part 3 of
the ADN are to be complied with. An approved
list of defined cargoes is to be carried on board.
4.6 Stability
4.6.1 The intact or damage stability of tan kers of
Type G, C or N is to be in accordance with
requirements given in the individual sections.
4.6.2 A stability booklet is to be provided
containing the following details:
General description of the vessel:
– General arrangement and capacity plans
indicating the assigned use of
compartments and spaces (cargo tanks,
stores, accommodation, etc.);
– A sketch indicating the position of the
draught marks referring to the vessel’s
perpendiculars;
– A scheme for ballast/bilge pumping and
overflow prevention systems;
– Hydr ostatic curves or tables corresponding
to the design trim, and, if significant trim
angles are foreseen during the normal
operation of the vessel, curves or tables
corresponding to such range of trim are to
be introduced;
– Cross curves or tables of stabilit y
calculated on a free trimming basis, for the ranges of displacement and trim
anticipated in normal operating
conditions, with an indication of the
volumes which have been considered
buoyant;
– Tank sounding tables or curves showing
capacities, centres of g ravity, and free
surface data for all cargo tanks, ballast
tanks and compartments, drinking water
and sewage water tanks and tanks
containing products for the operation of
the vessel;
– Lightship data (weight and centre of
gravity) resulting from an inclinin g test or
deadweight measurement in combination
with a detailed mass balance or other
acceptable measures. Where the above -
mentioned information is derived from a
sister vessel, the reference to this sister
vessel is to be clearly indicated, and a
copy of the approved inclining test report
relevant to this sister vessel is to be
included;
– A copy of the approved test report is to be
included in the stability booklet;
Operating loading
conditions with all
relevant details, such as:
Lightship data, tank
fillin gs, stores, crew and
other relevant items on
board (mass and centre
of gravity for each item,
free surface moments
for liquid loads);
Draughts amidships and
at perpendiculars;
Metacentric height
corrected for free
surfaces effect;
Righting lever values
and curve;
Longitudinal bending
moments and shear
forces at read –out
points;
Information about
openings (location, type
of tightness, means of
closure); and
Information for the
master;
4.7 Approved List of cargoes
4.7.1 Designated Authority/Classification
Society will give approved list of all the
dangerous goods accepted for carriage in tankers.
To the extent required for safe carriage the list
can contain reservation for certain goods
regarding
the criteria for strength and stability
of the vessel; and
the compatibility of the accepted
dangerous goods with all the
construction materials of the vessel,
including installations and equipment,
which come into contact with the
cargo.
4.7.2 A list of cargoes, for the carriage of whi ch
the vessel has been approved, will be attached to
the Certificate of Survey .
4.7.3 Only those cargoes which are included in
the approved list of cargoes may be carried.
4.7.4 An approved list of cargoes will be issued
by Designated Authority/Classification Society
and will be based on Table C of Part 3, Chapter
3.2 of the ADN. Parameters will include the
tanker type, cargo tank design and cargo tank
type as well as the characteristics of all relevant
equipment fitted in the cargo zone. All relevant
requirements of T able C will be used as a basis
for the list, including any relevant additional
requirements contained in column 20.
4.8 Definitions
4.8.1 Accommodation means spaces intended
for the use of persons normally living on board,
including galleys, food stores, lavatories ,
washrooms, bathrooms, laundries, halls,
alleyways, etc., but excluding the wheelhouse.
4.8.2 ADN means European agreement
concerning the International Carriage of
Dangerous Goods by Inland Waterways .
4.8.3 Bilge water means oily water from the
engine room bilges, th e peak, the cofferdams and
the double -hull spaces;
4.8.4 Boil-off means the vapour produced above
the surface of a boiling cargo due to evaporation.
It is caused by heat ingress or a drop in pressure; 4.8.5 Bulkhead means a metal wall, generally
vertical, inside the v essel and which is bounded
by the bottom, the side plating, a deck, the
hatchway covers or by another bulkhead;
4.8.6 Bulkhead (watertight) means in a tank
vessel: a bulkhead constructed to withstand a
water pressure of 1[m] above the deck;
4.8.7 Cargo area means the whole of the
following spaces( Refer to Fig.4: Cargo Area )
4.8.7.1 Cargo area (additional part above
deck) (when anti -explosion protection is
required, comparable to Zone 1) means the
spaces not included in the main part of the
cargo area above deck comprising 1 [m] radius
spherical segments centred over the ventilation
openings of the cofferdams and the service
spaces located in the cargo area part below the
deck and 2 [m] spherical segments centred over
the ventilation openings of the cargo tanks and
the opening of the pump -rooms.
4.8.7.2 Cargo area (main part above deck)
(when anti -explosion protection is required –
comparable to Zone 1) means the space which
is bounded:
At the sides, by the shell plating
extending upwards from the deck
sides
Fore and aft, by planes inclined at 45˚
towards the cargo area, starting at the
boundary of the cargo area part below
deck
Vertically, 3 [m] above the deck
4.8.7.3 Cargo area (part below deck) means
the space between two vertical planes
perpendicular to the centre -line plane of the
vessel, which comprises cargo tanks, hold
spaces, cofferdams, double -hull spaces and
double bottom; these planes normally coincide
with the outer cofferd am bulkheads or hold end
bulkheads. Their intersection line with the deck
is refers to as the boundary of the cargo area
part below deck.
Fig.4: Cargo Area
4.8.8 Cargo pump room (when anti-explosion
protection is required, comparable to Zone 1)
means a service space where the cargo pumps
and stripping pumps are installed together with
their operational equipment.
4.8.9 Cargo residues means liquid cargo which
cannot be pumped out of the cargo tanks or
piping by means of the stripping system.
4.8.10 Cargo tank (when anti -explosion
protection is required, comparable to zone 0)
means a tank which is permanently attached to
the vessel and intended for the carriage of
dangerous goods.
4.8.11 Cargo Tank Design
4.8.11.1 Pressure cargo tank means a cargo
tank independent of the vessel’s hull, built
according to dedicated recognized standards for
a working pressure ≥ 400 [kPa]
4.8.11.2 Closed cargo tank means a cargo tank
connected to the outside atmosphere through a
device preventing unacceptable overpressure or
under pressure
4.8.11.3 Open cargo tank with flame arrester
means a cargo tank connected to the outside
atmosphere through a device fitted with a flame
arrester.
4.8.11.4 Open cargo tank means a cargo tank
in open connection with the outside
atmosphere. 4.8.12 Cargo tank type
4.8.12.1 Independent cargo tank means a
cargo tank which is permanently built in, but
which is independent of the vessel’s structure.
4.8.12.2 Integral cargo tank means a cargo
tank which is constituted by the vessel’s
structure itself and bounded by the outer hull or
by walls separate from the outer hull.
4.8.12.3 Cargo tank with wall distinct from
the outer hull means an integral cargo tank of
which the bottom and side wa lls do not form
the outer hull of the vessel or an independent
cargo tank.
4.8.13 Classification of zones (see IEC
publication 79 -10, EU directive 1999/92/CE ):
Zone 0: areas in which dangerous
explosive atmospheres of gases,
vapours or sprays exist permanently
or during long periods;
Zone 1: areas in which dangerous
explosive atmospheres of gases,
vapours or sprays are likely to occur
occasionally;
Zone 2: area s in which dangerous
explosive atmospheres of gases,
vapours or sprays are likely to occur
rarely and, if so, for short periods
only.
4.8.14 Certified safe type electrical apparatus
means an electrical apparatus which has been
tested and approved by the competen t authority
regarding its safety of operation in an explosive
atmosphere, e.g.
intrinsically safe apparatus;
flameproof enclosure apparatus;
apparatus protected by pressurization;
powder filling apparatus;
apparatus protected by encapsulation;
increased sa fety apparatus.
4.8.15 Cofferdam (when anti -explosion
protection is required, comparable to zone 1)
means an athwartship compartment which is
bounded by watertight bulkheads and which can
be inspected. The cofferdam is to extend over the
whole area of the end bul kheads of the cargo
tanks. The bulkhead not facing the cargo area is
to extend from one side of the vessel to the other
and from the bottom to the deck in one frame
plane.
4.8.16 Deflagration means an explosion which
propagates at subsonic speed (see EN
13237:201 1);
4.8.17 Design pressure means the pressure on
the basis of which the cargo tank or the residual
cargo tank has been designed and built.
4.8.18 Detonation means an explosion which
propagates at supersonic speed and is
characterized by a shock -wave (see EN
13237:2011);
4.8.19 Explosion means a sudden reaction of
oxidation or decomposition with an increase in
temperature or in pressure or both simultaneously
(see EN 13237:2011);
4.8.20 Flame arrester means a device mounted
in the vent of part of an installation or in the
interconnecti ng piping of a system of
installations, the purpose of which is to permit
flow but prevent the propagation of a flame front.
This device is to be tested according to the
European standard EN ISO 16852:2010;
4.8.21 Flame arrester plate stack means the
part of the flame arrester the main purpose of
which is to prevent the passage of a flame front;
4.8.22 Flame arrester housing means the part
of a flame arrester the main purpose of which is
to form a suitable casing for the flame arrester
plate stack and ensure a mechanical connection
with other systems;
4.8.23 Flash -point means the lowest
temperature of a liquid at which its vapours form a flammable mixture with air.
4.8.24 Gas (for the purposes of Class 2) means a
substance which:
a) at 50 [° C] has a vapour pressure
greater than 300 [kPa] (3 bar); or
b) is completely gaseous at 20 [° C]
under standard pressure of 101.3
[kPa];
Otherwise, Gases means gases or vapours;
4.8.25 Gas detection system means a fixed
system capable of detecting in time significant
concentrations of flam mable gases given off by
the cargoes at concentrations below the lower
explosion limit and capable of activating the
alarms;
4.8.26 High -velocity vent valve means a
pressure relief valve designed to have nominal
flow velocities which exceed the flame velocity
of the flammable mixture, thus preventing flame
transmission. This type of installation is to be
tested in accordance with standard EN ISO
16852:2010;
4.8.27 Identification number means the
number for identifying a substance to which no
UN number has been assigned o r which cannot
be classified under a collective entry with a UN
number. These numbers have four figures
beginning with 9.
4.8.28 Liquid means a substance which at 50 [°
C] has a vapour pressure of not more than 300
[kPa] (3 bar) which is not completely gaseous at
20 [° C] and 101.3 [kPa], and which:
a) has a melting point or initial melting
point of 20 [° C] or less at a pressure
of 101.3 [kPa], or
b) is liquid according to the ASTM D
4359 -90 test method or
c) is not pasty according to the criteria
applicable to the test f or determining
fluidity (penetrometer test)
4.8.29 Loading instrument: A loading
instrument consists of a computer (hardware) and
a programme (software) and offers the possibility
of ensuring that in every ballast or loading case:
the permissible values concerning
longitudinal strength as well as the
maximum permissible draught are not
exceeded; and
the stability of the vessel complies
with the requirements applicable to
the vessel. For this purpose, intact
stability and damage stability are to
be calcula ted.
4.8.30 Maximum working pressure means the
maximum pressure occurring in a cargo tank or a
residual cargo tank during operation. This
pressure equals the opening pressure of high
velocity vent valves.
4.8.31 Naked light means a source of light using
a flame which is not enclosed in a flameproof
enclosure.
4.8.32 Opening pressure means the pressure
referred to in a list of substances at which the
high velocity vent valves open.
4.8.33 Packing group means a group to which,
for packing p urposes, certain substances may be
assigned in accordance with their degree of
danger. The packing groups have the following
meanings which are explained in a more detailed
manner in Part 2 of the ADN:
Packing group I: Substances
presenting high danger;
Packing group II: Substances
presenting medium danger; and
Packing group III: Substances
presenting a lower danger.
4.8.34 Pressure relief device means a spring -
loaded device which is activated automatically by
pressure the purpose of which is to protect the
cargo tank against unacceptable excess internal
pressure;
4.8.35 Pressure receptacle means a collective
term that includes cylinders, tubes, pressure
drums, closed cryogenic receptacles, metal
hydride storage systems, bundles of cylinders and
salvage pressure recep tacles;
4.8.36 Pressures. For tanks, all kinds of
pressures (e.g. working pressure, opening
pressure of the high velocity vent valves, test
pressure) are to be expressed as gauge pressures
in kPa (bar); the vapour pressure of substances,
however, is to be express ed as an absolute
pressure in kPa (bar).
4.8.37 Receptacle means a containment vessel
for receiving and holding substances or articles,
including any means of closing. This definition
does not apply to shells (see also Cryogenic
receptacle, Inner receptacle, Rigi d inner
receptacle and Gas cartridge);
4.8.38 Receptacle for residual products means
a tank, intermediate bulk container or tank -
container or portable tank intended to collect
residual cargo, washing water, cargo residues or slops which are suitable for pumping;
4.8.39 Receptacle for slops means a steel drum
intended to collect slops which are unsuitable for
pumping;
4.8.40 Safety valve means a spring -loaded
device which is activated automatically by
pressure the purpose of which is to protect the
cargo tank against unacceptabl e excess internal
pressure or negative internal pressure (see also,
High velocity vent valve, Pressure -relief device
and Vacuum valve);
4.8.41 Service space means a space which is
accessible during the operation of the vessel and
which is neither part of the acco mmodation nor
of the cargo tanks, with the exception of the
forepeak and after peak, provided no machinery
has been installed in these latter spaces;
4.8.42 Slops means a mixture of cargo residues
and washing water, rust or sludge which is either
suitable or not suitable for pumping;
4.8.43 Tanker. A vessel which has been
specially designed and constructed for the
carriage of liquids or gases in bulk.
4.8.44 Test pressure means the pressure at
which a cargo tank, a residual cargo tank, a
cofferdam or the loading and unloading p ipes is
to be tested prior to being brought into service for
the first time and subsequently regularly within
prescribed times.
4.8.45 UN number means the four -figure
identification number of the substance or article
as indicated in the United Nations Model
Regul ations
4.8.46 Water film means a deluge of water for
protection against brittle fracture;
4.8.47 Water spray system means an on -board
installation that, by means of a uniform
distribution of water, is capable of protecting all
the vertical external surfaces of the vesse l’s hull
fore and aft, all vertical surfaces of
superstructures and deckhouses and deck surfaces
above the superstructures, engine rooms and
spaces in which combustible materials may be
stored. The capacity of the water spray system for
the area to be prot ected should be at least 10 [l/m2
per minute]. The water spray system is to be
designed for full -year use. The spray system
should be operable from the wheelhouse and the
safe area;
Vessels Carrying Dangerous Cargoes in Liquid State
(Type N & C Vessels)
5.1 Application
5.1.1 This section applies to propelled and non -
propelled tankers of Types C, N Closed, N Open
with flame arrestors and N Open, in general,
intended for the carriage of dangerous liquid oil
and chemical cargo es of Classes 3, 6.1, 8 and 9 in
bulk.
5.2 Documents to be submitted
5.2.1 Following plans and documents are to be
submitted in addition to the documentation
required in the other Parts of the Rules for the
parts of the vessel not affected by the cargo, as
applicabl e.
5.2.1.1 Documents for Approval
a) Ventilation duct arrangement in gas -
dangerous spaces and adjacent zones
b) Details of hull structure in way of
cargo tanks, including support
arrangement for tanks, saddles, anti -
floating and anti -lifting devices, deck
sealing arran gements, independent
cargo tanks, etc.
c) Intact and damage stability
calculations
d) Scantlings, material and arrangement
of the cargo containment system.
e) Details of cargo handling system,
including arrangements and details
of piping and fittings
f) Details of c argo pumps
g) Details of temperature and pressure
control systems
h) Bilge and ballast system in cargo
area
i) Gas freeing system in cargo tanks
including inert gas system
j) Ventilation system in cargo area
k) Details of electrical equipment
installed in cargo area, including the
list of certified safe equipment and
apparatus and electrical bonding of
cargo tanks and piping
l) Schematic electrical wiring diagram
m) Pressure drop calculation note
n) Gas detection syste m
o) Cargo tank instrumentation
p) Details of fire -extinguishing appliances and systems in cargo area
q) Arrangement drawing of the various
fire bulkheads and decks with
standard fire test reports for the
various arrangements, surface
coverings, paints and similar
r) Gas return system
5.2.1.2 Documents for Information
a) Design characteristics of products to
be carried, including maximum
vapour pressure, maximum liquid
cargo temperature and other
important design conditions
b) General arrangement plan, showing
location of cargo tanks and fuel oil,
ballast and other tanks, void spaces
c) Loading and unloading operation
description, including cargo tank
filling limits, where applicable
5.3 Materials of Construction
5.3.1 Materials and grades of steel are to comply
with the requirements of Par t 2 Inspection and
Testing of Materials and as required by the
individual vessel type. The independent cargo
tanks may also be constructed of other materials,
provided these have at least equivalent properties
and resistance against the effects of temperat ure
and fire.
5.3.2 Every part of the vessel including any
installation and equipment which may come into
contact with the cargo is to consist of materials
which can neither be dangerously affected by the
cargo nor cause decomposition of the cargo or
react with it so as to form harmful or hazardous
products. In case this aspect has not been
examined during inspection of the vessel a
relevant reservation is to be entered in the list of
cargoes.
5.3.3 Venting piping is to be protected against
corrosion.
5.3.4 The use of wood, aluminium alloys or
plastic materials within the cargo area is
prohibited except where explicitly permitted as
below or in the certificate of approval
The use of wood, aluminium alloys or
plastic materials within the cargo area
is only permitted for:
o gangw ays and external
ladders;
o movable items of equipment
(aluminium gauging rods are,
however permitted, provided
that they are fitted with brass
feet or protected in another
way to avoid sparking);
o chocking of cargo tanks
which are independent of the
vessel’s hull and chocking of
installations and equipment;
o masts and similar round
timber;
o engine parts;
o parts of the electrical
installation;
o loading and unloading
appliances;
o lids of boxes which are
placed on the deck.
The use of wood or plastic materials
within the cargo area is only permitted
for:
o supports and stops of any
kind.
The use of plastic materials or rubber
within the cargo area is only permitted
for:
o coating of cargo tanks and of
piping for loading and
unloading;
o all kinds of gaskets (e.g. for
dome o r hatch covers);
o electric cables;
o hose assemblies for loading
and unloading;
o insulation of cargo tanks and
of piping for loading and
unloading;
o photo -optical copies of the
certificate of approval.
All permanently fitted materials in the
accommodation or wh eelhouse, with
the exception of furniture, are not to
readily ignite. They are not to evolve
fumes or toxic gases in dangerous
quantities, if involved in a fire.
5.3.5 The paint used in the cargo area is not to be
liable to produce sparks in case of impact.
5.3.6 To avoid corrosive attack of the cargo tank
structure by chemical cargoes, it is strongly
recommended the structure be protected by suitable lining or coating.
5.3.7 The suitability of the lining or coating and
its compatibility with the intended cargoes is the
responsibility of the Builder and Owner.
Designated Authority will require the
confirmation of the manufacturer that the lining
or coating used to protect the cargo tank structure
is compatible with the cargoes mentioned in list
of cargoes.
5.4 Requirements fo r Type N
Tankers
5.4.1 General
5.4.1.1 Application
5.4.1.1.1 Requirements of this
subsection are applicable to Type N
tankers.
5.4.2 Arrangement
5.4.2.1 Protection against the penetration of
gases - Type N closed and Type N open with
flame arrester
5.4.2.1.1 The vessel is to be
designed so as to preven t gases
from penetrating into the
accommodation and the service
spaces.
5.4.2.1.2 Outside the cargo area, the
lower edges of door -openings in the
sidewalls of superstructures and the
coamings of access hatches to
under -deck spaces are to have a
height of not less th an 0.50 [m]
above the deck. This requirement
need not be complied with if the
wall of the superstructures facing
the cargo area extends from one
side of the vessel to the other and
has doors the sills of which have a
height of not less than 0.50 [m]. The
height of this wall is not to be less
than 2.00 [m]. In this case, the
lower edges of door -openings in the
sidewalls of superstructures and of
coamings of access hatches behind
this wall are to have a height of not
less than 0.10 [m]. The sills of
engine r oom doors and the
coamings of its access hatches are
to, however, always have a height
of not less than 0.50 [m].
5.4.2.1.3 In the cargo area, the
lower edges of door -openings in the
sidewalls of superstructures are to
have a height of not less than 0.50
[m] above t he deck and the sills of
hatches and ventilation openings of
premises located under the deck are
to have a height of not less than
0.50 [m] above the deck. This
requirement does not apply to
access openings to double -hull and
double bottom spaces.
5.4.2.1.4 The bulw arks, foot -rails,
etc. are to be provided with
sufficiently large openings which
are located directly above the deck.
5.4.2.2 Ventilation
5.4.2.2.1 General
5.4.2.2.1.1 Each hold space is to have two
openings. The dimensions and location of
these openings are to be such as to permit
effective ventilation of any part of the hold
space. If there are no such openings, it is to
be possible to fill the hold spaces with inert
gas or dry air.
5.4.2.2.1.2 Double -hull spaces and double
bottoms within the cargo area which are not
arranged for being filled wit h ballast water,
hold spaces and cofferdams, are to be
provided with ventilation systems.
5.4.2.2.1.3 Any service spaces located in the
cargo area below deck are to be provided
with a system of forced ventilation with
sufficient power for ensuring at least 20
changes of air per hour based on the volume
of the space. The ventilation exhaust ducts
are to be located up to 50 [mm] above the
bottom of the service space. The fresh air
inlets are to be located in the upper part;
they are not to be less than 2.0 [m] above
the deck, not less than 2.0 [m] from the
openings of the cargo tanks and not less
than 6.0 [m] from the outlets of safety
valves. The extension pipes which may be
necessary may be of the hinged type. On
board open type N vessels other suitable
installations wi thout ventilator fans are
sufficient.
5.4.2.2.1.4 Ventilation of accommo -dation
and service spaces is to be possible.
5.4.2.2.2 Additional requirements
for Type N closed and Type N open
with flame arrester
5.4.2.2.2.1 Ventilators used in the cargo
area are to be designed so that no sparks
may be emitted on contact of the impeller
blades with the housing and no static
electricity may be generated.
5.4.2.2.2.2 Notice boards are to be fitted at
the ventilation inlets indicating the
conditions when they are to be closed. All ventilation inlets of acco mmodation and
service spaces leading outside are to be
fitted with fire flaps. Such ventilation inlets
are to be located not less than 2 [m] from
the cargo area. Ventilation inlets of service
spaces in the cargo area below deck may be
located within such a rea.
5.4.2.2.2.3 The flame -arresters pre -scribed
in 5.4.2.6.4.1 , 5.4.3.2.3 , 5.4.3.2.4.2 ,
5.4.3.2.4.3 , 5.4.8.4 , 5.4.8.5 , 5.4.8.6 and
5.4.8.7 are to be type approved for this
purpose.
5.4.2.3 Engine rooms
5.4.2.3.1 Internal combustion
engines for the vessel’s propulsion
as well as internal combustion
engines for auxiliary machinery are
to be locate d outside the cargo area.
Entrances and other openings of
engine rooms are to be at a distance
of not less than 2.0 [m] from the
cargo area. The engine rooms are to
be accessible from the deck; the
entrances are not to face the cargo
area.
5.4.2.3.2 The hinges are to face the
cargo area when the doors are not
located in a recess whose depth is at
least equal to the door width.
5.4.2.4 Accommodation and Service Spaces
5.4.2.4.1 Accommodation spaces
and the wheelhouse are to be
located outside the cargo area
forward of the fore vertic al plane or
abaft the aft vertical plane bounding
the part of cargo area below deck.
Windows of the wheelhouse which
are located not less than 1.0 [m]
above the bottom of the wheelhouse
may tilt forward.
5.4.2.4.2 Entrances to spaces and
openings of superstructures are not
to face the cargo area. Doors
opening outward and not located in
a recess the depth of which is at
least equal to the width of the doors
are to have their hinges facing the
cargo area.
5.4.2.4.3 Entrances from the deck
and openings of spaces facing the
weather are to be capable of being
closed. The following instruction is
to be displayed at the entrance of
such spaces:
"DO NOT OPEN DURING LOADING,
UNLOADING OR GAS -FREEING
WITHOUT PERMISSION.
CLOSE IMMEDIATELY."
5.4.2.4.4 Entrances and windows of
superstructures a nd accommodation
spaces which can be opened as well
as other openings of these spaces
are to be located not less than 2.0
[m] from the cargo area.
Wheelhouse doors and windows are
not to be located within 2.0 [m]
from the cargo area, except when
there is n o direct connection
between the wheelhouse and the
accommodation.
5.4.2.4.5 Penetrations
5.4.2.4.5.1 Driving shafts of the bilge or
ballast pumps may penetrate through the
bulkhead between the service space and the
engine room, provided the arrangement of
the service space is in compliance with
5.4.3.1.13 and 5.4.3.1.14 .
5.4.2.4.5.2 The penetration of the shaft
through the bulkhead is to be gastight and is
to be approved.
5.4.2.4.5.3 The necessary operating
instructions are to be displayed.
5.4.2.4.5.4 Penetrations through the
bulkhead between the engine room and the
service space in the cargo area, and the
bulkhead between the engine room and the
hold spaces may be provided for electrical
cables, hydraulic and piping for measuring,
control and alarm systems, provided that the
penetrations are approved. The penetrations
are to be gastight. Penetration s through a
bulkhead with an “A -60” fire protection
insulation are to have an equivalent fire
protection.
5.4.2.4.5.5 Pipes may penetrate the
bulkhead between the engine room and the
service space in the cargo area provided that
these are pipes between the mechanical
equipment in the engine room and the
service space which do not have any
openings within the service space and which
are provided with shut -off devices at the
bulkhead in the engine room.
5.4.2.4.5.6 Notwithstanding Error!
eference source not found. , pipes from the
engine room may pass through the service
space in the cargo area or a cofferdam or a
hold space or a double hull space to the
outside provided that within the service
space or cofferdam or hold space or double -hull space they are of the thick -walled type
and have no flanges or openings.
5.4.2.4.6 Additional requirements
for Type N closed and Type N open
with flame arrester
5.4.2.4.6.1 Where a driving shaft of
auxiliary machinery penetrates through a
wall located above the deck the penetration
is to be gastight.
5.4.2.4.6.2 A service space located within
the cargo area below deck is not to be used
as a cargo pump room for the loading and
unloading system, except where:
the cargo pump -room is
separated from the en gine
room or from service
spaces outside the cargo
area by a cofferdam or a
bulkhead with an “A -60”
fire protection insulation,
or by a service space or a
hold space
the “A -60” bulkhead
required above does not
include penetrations
referred to in 5.4.2.4.5.1
ventilation exhaust outlets
are located not less than
6.0 [m] from entrances and
openings of the
accommodation and
service spaces outside the
cargo area
the access hatches and
ventilation inlets can be
closed from the outside
all pipes for loading and
unloading as well as those
of stripping systems are
provided with shut -off
devices at the pump
suction side in the cargo
pump -room immediately at
the bulkhead. The
necessary operation of the
control devices in the
pump room, starting of
pumps and necessary
control of the liquid flow
rate is to be effected from
the deck
the bilge of the cargo
pump -room is equipped
with a gauging device for
measuring th e filling level
which activates a visual
and audible alarm in the
wheelhouse when liquid is
accumulating in the cargo
pump -room bilge
the cargo pump room is
provided with a permanent
gas detection system which
automatically indicates the
presence of explos ive
gases or lack of oxygen by
means of direct -measuring
sensors and which actuates
a visual and audible alarm
when the gas concentration
has reached 20% of the
lower explosive limit. The
sensors of this system are
to be placed at suitable
positions at the bottom and
directly below the deck.
Measurement is to be
continuous. The audible
and visual alarms are
installed in the wheelhouse
and in the cargo pump
room and, when the alarm
is actuated, the loading and
unloading system is shut
down. Failure of the ga s
detection system is to be
immediately signalled in
the wheelhouse and on
deck by means of audible
and visual alarms
the ventilation system
prescribed in Error!
eference source not
found. has a capacity of
not less than 30 changes of
air per hour based on the
total volume of the service
space.
5.4.2.4.6.3 The following instruction is to
be displayed at the entrance of the cargo
pump room:
“ BEFORE ENTERING THE CARGO
PUMP -ROOM CHECK WHETHER
IT IS FREE FROM GASES AND
CONTAINS SUFFICIENT OXYGEN.
DO NOT OPEN DOORS AND
ENTRANCE OPENINGS WITHOUT
PERMISSION. LEAVE IMMEDIATELY IN EVENT
OF ALARM.”
5.4.2.5 Inerting Facility
5.4.2.5.1 In cases in which inerting
or blanketing of the cargo is
prescribed, the vessel is to be
equipped with an inerting system.
5.4.2.5.2 This system is to be
capable of maintaining a permanent
minimum pressure of 7 [kPa] (0.07
bar) in the spaces to be inerted. In
addition, the inerting system is not
to increase the pressur e in the cargo
tank to a pressure greater than that
at which the pressure valve is
regulated. The set pressure of the
vacuum -relief valve is to be 3.5
[kPa] (0.035 bar).
5.4.2.5.3 A sufficient quantity of
inert gas for loading or unloading is
to be carried or produc ed on board
if it is not possible to obtain it on
shore. In addition, a sufficient
quantity of inert gas to offset
normal losses occurring during
carriage is to be on board.
5.4.2.5.4 The premises to be inerted
are to be equipped with connections
for introducing the inert gas and
monitoring systems so as to ensure
the correct atmosphere on a
permanent basis.
5.4.2.5.5 When the pressure or the
concentration of inert gas in the
gaseous phase falls below a given
value, this monitoring system is to
activate an audible and visible alarm
in the wheelhouse. When the
wheelhouse is unoccupied, the
alarm is also to be audible in a
location occupied by a crew
member.
5.4.2.6 Cofferdam Arrangements
5.4.2.6.1 Cofferdams or cofferdam
compartments remaining once a
service space has been arranged in
accordance with 5.4.3.1.13 and
5.4.3.1.14 are to be accessible
through an access hatch.
5.4.2.6.2 Cofferdams are to be
capable of being filled with water
and emptied by means of a pump.
Filling is to be effected within 30
minutes. These requi rements are not
applicable when the bulkhead
between the engine room and the
cofferdam comprises fire -protection
insulation “A - 60”. The cofferdams
are not to be fitted with inlet valves.
5.4.2.6.3 No fixed pipe is to permit
connection between a cofferdam
and other piping of the vessel
outside the cargo area.
5.4.2.6.4 Additional requirements
for Type N closed and Type N open
with flame arrester
5.4.2.6.4.1 When the list of substances on
the vessel contains substances for which
protection against explosion is required in
column (17) of T able C of Chapter 3.2 of
ADN, the ventilation openings of
cofferdams are to be fitted with a flame -
arrester withstanding a deflagration
5.4.2.7 Engines
5.4.2.7.1 Only internal combustion
engines running on fuel with a
flashpoint of more than 55 [°C] are
allowed.
5.4.2.7.2 Ventilatio n inlets of the
engine room and, when the engines
do not take in air directly from the
engine room, the air intakes of the
engines are to be located not less
than 2 [m] from the cargo area.
5.4.2.7.3 Sparking is not to be
possible within the cargo area.
5.4.2.7.4 The surface temperature of
the outer parts of engines used
during loading or unloading
operations, as well as that of their
air inlets and exhaust ducts are not
to exceed the allowable temperature
according to the temperature class
of the substances carried. This
provision does not apply to engines
installed in service spaces provided
the provisions of 5.4.9.3.7 are fully
complied with.
5.4.2.7.5 The ventilation in the
closed engine room is to be
designed so that, at an ambient
temperature of 20 [°C], the average
temperature in the engine room does
not exceed 40 [°C].
5.4.2.8 Oil fuel tanks
5.4.2.8.1 When the vessel is
provided with hold spaces, the
double bottoms within these spaces
may be arranged as oil fuel tanks,
provided their depth is not less than
0.6 [m]. Oil fuel pipes and openings
of such tanks are not permitted in
the hold space.
5.4.2.8.2 The open ends of the air pipes of oil fuel tanks are to extend
to 0.5 [m] above the open deck.
Their open ends and the
open ends of overflow pipes leading
on the deck are to be provided with
a protective device consisting of a
gauze diaphragm or a perforated
plate.
5.4.2.9 Exhaust pipes
5.4.2.9.1 Exhausts are to be
evacuated from the vessel into the
open air either upwards through an
exhaust pipe or through the shell
plating. The exhaust outlet is to be
located not less than 2 [m] from the
cargo area. The exhaust pipes of
engines are to be arranged so that
the exhausts are led away from the
vessel. The exhaust pipes are not to
be located within the cargo area.
5.4.2.9.2 Exhaust pipes are to be
provided with a device preventing
the escape of sparks, e.g. spark
arresters.
5.4.2.10 Bilge pumping and ballasting
arrangements
5.4.2.10.1 Bilge and ballast pumps
for spaces within the cargo area are
to be installed within such area.
This provision does not apply to:
double hull spaces and double
bottoms which do not have a common
boundary wall with the cargo tanks;
cofferdams, double hull spaces, hold
spaces and double bottoms where
ballasting is carried o ut using the
piping of the fire fighting system in
the cargo area and bilge pumping is
performed using eductors.
5.4.2.10.2 Where the double bottom
is used as oil fuel tank, it is not to be
connected to the bilge piping
system.
5.4.2.10.3 Where the ballast pump
is installed in the cargo area, the
standpipe and its outboard
connection for suction of ballast
water is to be located within the
cargo area but outside the cargo
tanks.
5.4.2.10.4 A cargo pump -room
below deck is to be capable of being
drained in an emergency by an
installation loc ated in the cargo area
and independent from any other
installation. This installation is to be
provided outside the cargo pump
room. 5.4.3 Cargo Containment
5.4.3.1 Cargo Tanks
5.4.3.1.1 The maximum permissible
capacity of a cargo tank is to be
determined in accordance with the
following table
Table 2 : Tank Sizes
Loa x Boa x D, in
m3 Maximum permissible capacity of a cargo tank
(m3)
≤ 600 Loa x Boa x D x 0.3
600 – 3750 180 + ( Loa x Boa x D – 600) x 0.0635
> 3750 380
where:
LOA X B OA X D : Product of the tank vessel main dimensions, in [m3]
LOA : overall length of the hull, in [m]
BOA : extreme breadth in [m]
D : Shortest vertical distance between the top of the keel and the lowest point of the deck at
the side of the vessel; (moulded depth) within the cargo area in [m].
In the case of trunk deck vessels, D’ is to be substituted for D.
D’ is to be determined by the following formula:
𝑫′=𝑫+(𝒉𝒕×𝒃𝒕
𝑩×𝒍𝒕
𝑳)
Where,
ht: Height, in [m], of trunk (distance between trunk deck and main deck on trunk side
measured at L OA/2)
bt : Trunk breadth, in [m]
lt : Trunk length, in [m]
5.4.3.1.2 Alternative constructions
in compliance with Chapter 9, 9.3.4
of ADN are acceptable..
5.4.3.1.3 The relative density of the
substance to be carried is to be
taken into consideration in the
design of the cargo tanks. The
maximum relative density will be
indicated in the class certificate.
5.4.3.1.4 When the vessel is
provided with pressure tanks, these
tanks are to be designed for working
pressure of 400 [kPa]
5.4.3.1.5 The cargo tank is to
comply with the following:
for vessels with a length not more
than 50 [m], the length of a cargo tank
is not to exceed 10 [m]
for vessels with a length of more than
50 [m], the length of a cargo tank is
not to exceed 0.2 L, where L is th e
vessel rule length. This provision does not apply to vessels
with independent built -in cylindrical tanks
having a length to diameter ratio ≤ 7
5.4.3.1.6 The cargo tanks
independent of the vessel’s hull are
to be fixed so that they cannot float.
5.4.3.1.7 The capacity of a suction
well is to be limited to not more
than 0.10 [m3].
5.4.3.1.8 The cargo tanks are to be
separated by cofferdams of at least
0.60 [m] in width from the
accommodation, engine room and
service spaces outside the cargo
area below deck or, if there are no
such acco mmodation, engine room
and service spaces, from the
vessel’s ends. Where the cargo
tanks are installed in a hold space, a
space of not less than 0.50 [m] is to
be provided between such tanks and
the end bulkheads of the hold space.
In this case an insulate d end
bulkhead meeting the definition for
Class “A -60”, is deemed equivalent
to a cofferdam. For pressure cargo
tanks, the 0.50 [m] distance may be
reduced to 0.20 [m].
5.4.3.1.9 Hold spaces, cofferdams
and cargo tanks are to be capable of
being inspected.
5.4.3.1.10 All space s in the cargo
area are to be capable of being
ventilated. Means for checking their
gas-free condition are to be
provided.
5.4.3.1.11 The bulkheads bounding
the cargo tanks, cofferdams and
hold spaces are to be watertight.
The cargo tanks and the bulkheads
bounding t he cargo area are to have
no openings or penetrations below
deck. The bulkhead between the
engine room and the cofferdam or
service space in the cargo area or
between the engine room and a hold
space may be fitted with
penetrations provided that they
confo rm to the provisions of
5.4.2.4.5 and 5.4.2.4.6.1 (if
applicable). The bulkhead between
the cargo tank and the cargo pump
room below deck may be fitted with
penetrations provided that they
conform to the provisions of
5.4.2.4.6.2 . The bulkheads between
the cargo tanks may be fitted with
penetrations provided that the
loading and unloading pipes are
fitted with shut -off devices in the
cargo tank from which they come.
These pipes are to be fitted at least
0.60 [m] above the bottom. The
shut-off devices are to be operable
from the deck.
5.4.3.1.12 Double hull spaces and
double bottoms in the cargo area are
to be arranged for being filled with
ballast water only. Double bottoms
may, however, be used as fuel oil
tanks, provided they comply with
5.4.2.8 .
5.4.3.1.13 A cofferdam, the centre
part of a cofferdam or another space
below deck in the cargo area may be
arranged as a service space,
provided the bulkheads bounding
the service space extend vertically
to the bottom. This service space is
only to be accessible from the deck.
5.4.3.1.14 The service space is to be water tight with the exception of its
access hatches and ventilation
inlets.
5.4.3.1.15 Where independent cargo
tanks are used, or for double -hull
construction where the cargo tanks
are integrated in the vessel’s
structure, the space between the
wall of the vessel and wall of the
cargo tanks is to be not less than 0.6
[m]. The space between the bottom
of the vessel and the bottom of the
cargo tanks is not to be less than 0.5
[m]. The space may be reduced to
0.4 [m] under the pump sumps. The
vertical space between the suctio n
well of a cargo tank and the bottom
structures is to be not less than 0.1
[m]. When a hull is constructed in
the cargo area as a double hull with
independent cargo tanks located in
hold spaces, the above values are
applicable to the double hull. If in
this case the minimum values for
the inspections of independent tanks
referred to in Error! Reference
ource not found. are not feasible, it
must be possible to remove the
cargo tanks easily for inspection.
5.4.3.1.16 Where service spaces are
located in the cargo area under
deck, they are to be arranged so as
to be easily accessible and to permit
persons wearing protective clothing
and breathing apparatus to safely
operate the service equipment
contained therein. They are to be
designed so as to allow injured or
unconscious personnel to be
removed from such spaces without
difficulty, if necessary by means of
fixed equipment.
5.4.3.1.17 Cofferdams, double -hull
spaces, dou ble bottoms, cargo tanks,
hold spaces and other accessible
spaces within the cargo area are to
be arranged so that they may be
completely inspected and cleaned.
The dimensions of openings except
for those of double hull spaces and
double bottoms which do n ot have a
wall adjoining the cargo tanks are to
be sufficient to allow a person
wearing breathing apparatus to enter
or leave the space without
difficulties. These openings are to
have a minimum cross -sectional
area of 0.36 [m2] and a minimum
side length of 0.50 [m]. They are to
be designed so as to allow an
injured or unconscious person to be
removed from the bottom of such a
space without difficulties, if
necessary by means of fixed
equipment. In these spaces the
distance between the reinforcements
is no t to be less than 0.50 [m]. In
double bottoms this distance may be
reduced to 0.45 [m]. Cargo tanks
may have circular openings with a
diameter of not less than 0.68 [m].
5.4.3.2 Cargo tank opening
5.4.3.2.1 Cargo tank openings are to
be located on deck in the cargo area.
5.4.3.2.2 Cargo tank openings with
a cross -section of more than 0.1
[m2] and openings of safety devices
for preventing overpressures are to
be located not less than 0.5 [m]
above deck.
5.4.3.2.3 Each cargo tank or group
of cargo tanks connected to a
common venting piping is to be
fitted with safety devices for
preventing unacceptable
overpressures or vacuums. These
safety devices are to be as follows
5.4.3.2.3.1 For Type N Open vessels
Safety devices designed
to prevent any
accumulation of water
and its penetration into
the cargo tanks;
5.4.3.2.3.2 For Type N Open with flame
arrestors
Safety equipment fitted
with flame arrestors
capable of withstanding
steady burning and
designed to prevent any
accumulations of water
and its penetration into
the cargo tanks.
5.4.3.2.3.3 For Type N closed
Safety devices for
preventi ng unacceptable
overpressure or vacuum. Where anti -explosion
protection is required in
column (17) of Table C
of Chapter 3.2 of ADN,
the vacuum is to be fitted
with a flame arrestors
capable of withstanding a
deflagration and the
pressure relief valve with
a high -velocity vent
valve acting as a flame
arrester capable of
withstanding steady
burning. Gases are to be
discharged upwards. The
opening pressure of the
high-velocity vent valves
and the opening pressure
of the vacuum valve is to
be permanently marke d
on the valves.;
A connection for the safe
return ashore of gases
expelled during loading;
A device for
depressurization of the
tanks. When the list of
substances on the vessel
contains substances for
which protection against
explosion is required in
column (17) of Table C
of Chapter 3.2 of ADN,
this device is to include
at least a fire -resistant
flame arrester and a stop
valve which clearly
indicates whether it is
open or shut.
5.4.3.2.4 Additional requirements
for Type N closed
5.4.3.2.4.1 Cargo tanks openings are to be
fitted with gastight closures capable of
withstanding the test pressure in accordance
with 5.4.10.1.3 .
5.4.3.2.4.2 The outlets o f high -velocity vent
valves are to be located not less than 2 [m]
above the deck and at a distance of not less
than 6 [m] from the accommodation and
from the service spaces outside the cargo
area. This height may be reduced when
within a radius of 1 [m] ro und the outlet of
the high -velocity vent valve, there is no
equipment, no work is being carried out and
signs indicate the area. The setting of the
high-velocity vent valves is to be such that
during the transport operation they do not
blow off until the m aximum permissible
working pressure of the cargo tanks is
reached.
5.4.3.2.4.3 One of the following are to be
complied with:
A. Insofar as anti -explosion protection is
prescribed in column (17) of Table C
of Chapter 3.2 of ADN, venting
piping connecting two or more cargo
tanks are to be fitted, at the
connection to each cargo tank, with a
flame arrester with a fixed or spring -
loaded plate stack, capable of
withstanding detonation. This
equipment may consist of:
a) A flame arrester fitted with a
fixed plate stack, where each
cargo tank is fitted with a
vacuum valve capable of
withstanding a deflagration
and a high -velocity vent
valve of withstanding steady
burning;
b) A flame arrester fitted with a
spring -loaded plate stack,
where each cargo tank is
fitted with a vacuum valve
capable of withstanding a
deflagration;
c) A flame arrester with a fixed
or spring -loaded plate stack
d) A flame arrester with a fixed
plate stack, where the
pressure measurement
device is fitted with an alarm
system in accordance with
5.4.5.9.2 to 5.4.5.9.5 ;
e) A flame arrester with a
spring -loaded plate stack,
where the pressure
measurement device is fitted
with an alarm system in
accordance with 5.4.5.9.2 to
5.4.5.9.5 . Only substance which do not mix
and which do not react
dangerously with each other may
be carried simultaneously in
cargo tanks connected to a
common venting piping. Or,
B. Insofar as anti -explosion protection is
prescribed in column (17) of Table C
of Chapter 3.2 of ADN, venting
piping connecting two or more cargo
tanks are to be fitted, at the
connection to each cargo tank, with a
pressure/vacuum valve incorporating
a flame arrester capable of
withstanding a
detonation/deflagration so that any
gas releases is removed by the
venting piping. Only substances
which do not mix and which do not
react dangerously with each other
may be carried simultaneously in
cargo tanks connecte d to a common
venting piping; Or,
C. Insofar as anti -explosion protection is
prescribed in column (17) of Table C
of Chapter 3.2 of ADN, venting
piping connecting two or more cargo
tanks are to be fitted, at the
connection to each cargo tank, fitted
with a va cuum valve incorporating a
flame arrester capable of withstanding
a deflagration and a high -velocity
vent valve incorporating a flame
arrester capable of withstanding
steady burning. Several different
substances may be carried
simultaneously. Or,
D. Insofar a s anti -explosion protection is
prescribed in column (17) of Table C
of Chapter 3.2 of ADN, venting
piping connecting two or more cargo
tanks are to be fitted, at the
connection to each cargo tank, with a
shut-off device capable
of withstanding a detonati on, where
each cargo tank is fitted with a
vacuum valve capable of
withstanding a deflagration and a
high-velocity vent valve capable of
withstanding steady burning. Only
substances which do not mix and
which do not react dangerously with
each other may be carried
simultaneously in cargo tanks
connected to a common venting
piping.
5.4.3.2.5 Additional requirements
for Type N closed and Type N open
with flame arrester
5.4.3.2.5.1 Closures which are normally
used during loading or unloading operations
are not to cause sparling when operated.
5.4.4 Stability
5.4.4.1 General
5.4.4.1.1 Proof of sufficient stability
is to be submitted.
5.4.4.1.2 The basic value for the
stability calculation, the vessel’s
lightweight and location of centre of
gravity, is to be determined wither
by means of an inclining experiment
or by detailed mass and moment
calculation. In latter case the light
weight of the vessel is to be checked
by means of a light weight test with
a tolerance limit of ±5% between
the mass determined by calculation
and the displacement determined by
the draught readings.
5.4.4.1.3 Proof of sufficient intact
stability is to be submitted for all
stages of loading and unloading and
for the final loading condition for
all the relative densities of the
substances transported contained in
the list of cargoes. For every
loading operation, taking account of
the actual fillings and floating
position of cargo tanks, ballast tanks
and compartment, drinking water
and sewage tanks and tanks
containing products for the
operation of the vessel, the vessel is
to comply with the intact and
damage stability requirements. Intermediate stages during
operations are also to be taken into
consideration. The proof of
sufficient stability is to be shown
for every operating, loading and
ballast condition in the stability
booklet, to be approved. If it is
unpractical to pre -calculate the
operating, loading and ballast
conditions, an approved loading
instrument is to be installed and
used which contains the contents of
the stability booklet.
5.4.4.1.4 Floatability after damage
is to be proved for the most
unfav orable loading condition. For
this purpose, calculated proof of
sufficient stability is to be
established for critical intermediate
stages of flooding and for the final
stage of flooding.
5.4.4.2 Intact Stability
5.4.4.2.1 For vessels with
independent cargo tanks and for
double-hull constructions with
cargo tanks integrated in the frames
of the vessel, the requirements for
intact stability resulting from the
damage stability calculation is to be
fully complied with.
5.4.4.2.2 For vessels with cargo
tanks of more than 0.7B in width,
proof is to be submitted that the
following stability requirements
have been complied with:
a) In the positive area of the righting
lever curve up to immersion of the
first non -watertight opening, righting
lever(GZ) is not to be less than 0.1
[m]
b) The surface of the positive area of the
righting lever curve up to immersion
of the first non -watertight opening
and in any event up to an angle of
heel ≤27˚ is not to be less than 0.024
[m rad]
c) The metacentric height (GM) should
not be less than 0.1 [m]
This condition are to be meet bearing in
mind the influence of all free surface in
tanks for all stages of loading and
unloading.
5.4.4.3 Damage Stability
5.4.4.3.1 For vessels with independent cargo tanks and for double hull constructions with cargo
tanks integrated in the frames of the vessel, the following assumptions are to be taken into
consideration for the damaged condition.
a) extent of side damage:
a) Longitudinal extent
: b) At least 0.10 L OA, but not less than 5
[m]
c) d)
c) Transverse extent: d) 0.59 [m] inboard from the vessel’s
side at right angles to the centerline at
the level corresponding to the
maximum draught , or when
applicable, the distance allowed by
5.4.3.1.2 , reduced by 0.01[m]
e) f)
e) Vertical extent : f) From the base line upwards without
limit
b) extent of bottom damage:
g) Longitudinal extent: h) At least 0.10 L OA, but not less than 5
[m]
i) Transverse extent: j) 3 [m]
k) l)
j) Vertical extent: k) From the base 0.49[m] upwards, the
sump excepted
c) Any bulkhead within the damaged area is to be assumed damaged, which means that the location of
bulkheads is to be chosen to ensure that the vessel remains afloat after the flooding of two or more
adjacent compartments in the longitudinal direction.
The following provisions are applicable:
For bottom damage, adjacent athwartship compartments are also to be assumed flooded
the lower edge of any non -watertight opening (e.g. windows, doors and access hatchways) , at
the final stage of flooding, is to be not less than 0.10 [m] above the damage waterline.
In general, permeability is to be assumed to be 95%. Where an average permeability of less
than 95% is calculated for any compartment, this calculated value obtai ned may be used.
However, minimum values of permeability, μ, given in
are to be used. For the main engine room, only the one -compartment standard need be taken
into account, i.e. the end bulkheads of the engine room are to be assumed as not damaged.
Table 3: Permeability
Engine Room 85%
Accommodation 95%
Double Bottom, Oil Fuel Tanks, Ballast Tanks,
etc. depending on whether, according to their
function, they have to be assumed as full or
empty for vessel floating at the maximum
permissible draft 0% or 95%
5.4.4.3.2 For the intermediate stage
of flooding the following criteria
have to be fulfilled:
GZ≥0.03[m]
Range of positive GZ: 5˚
5.4.4.3.3 At the stage of equilibrium
(in the final stage of flooding), the
angle of heel is not to exceed 12°.
Non-watertight openings are not to
be flooded before reaching the stage
of equilibrium. If such openings are
immersed before the stage of
equilibrium, the corresponding
spaces are to be considered flooded
for the purpose of stability
calcula tion. 5.4.4.3.4 The positive range of the
righting lever curve beyond the
stage of equilibrium is to have a
righting lever of ≥ 0.05 [m] in
association with an area under the
curve of ≥ 0.0065 [m.rad]. The
minimum values of stability are to
be satisfied up to immers ion of the
first non -weathertight openings and
in any event up to an angle of heel ≤
27°. If nonwatertight openings are
immersed before that stage, the
corresponding spaces are to be
considered flooded for the purpose
of stability calculation.
5.4.4.3.5 If openings through which
undamaged compartments may
additionally become flooded are
capable of being closed watertight,
the closing appliances are to be
marked accordingly.
5.4.4.3.6 Where cross - or down -
flooding openi ngs are provided for
reduction of unsymmetrical
flooding, the time of equalization is
not to exceed 15 min, provided
during the intermediate stages of
flooding sufficient stability has been
proved.
5.4.5 Safety and Control Installations
5.4.5.1 Cargo tanks are to be pro vided with the
following equipment:
a) a mark inside the tank indicating the
liquid level of 97%
b) a level gauge
c) a level alarm device which is
activated at the latest when a degree of filling of 90% is reached
d) a high level sensor for actuating the
facility agai nst overflowing when a
degree of filling of 97.5% is reached
e) for Type N closed, an instrument for
measuring the pressure of the vapour
phase inside the cargo tank
f) an instrument for measuring the
temperature of the cargo if in column
(9) of Table C of Chapt er 3.2 of ADN
a heating installation is required or if
in column (20) a possibility of heating
the cargo is required or if a maximum
temperature is indicated.
g) a connection for a closed -type or
partly closed -type sampling device,
and/or at least one samplin g opening
as required in column (13) of Table C
of Chapter 3.2 of ADN.
5.4.5.2 When the degree of filling in percent is
determined, an error of not more than 0.5% is
permitted. It is to be calculated on the basis of
the total cargo tank capacity including the
expa nsion trunk.
5.4.5.3 The level gauge is to allow readings
from the control position of the shut -off devices
of the particular cargo tank. The permissible
maximum filling level of 95% and 97%, as
given in list of substances is to be marked on
each level gauge. Perm anent reading of the
overpressure and vacuum is to be possible from
a location from which loading or unloading
operations may be interrupted. The permissible
maximum overpressure and vacuum is to be
marked on each level gauge. Readings are to be
possible i n all weather conditions.
5.4.5.4 The level alarm device is to give a
visual and audible warning on board when
actuated. The level alarm device is to be
independent of the level gauge.
5.4.5.5 The visual and audible signals given by
the level alarm device are to be clearly
distinguishable from those of the high level
sensor. The visual alarm is to be visible at each
control position on deck of the cargo tank stop
valves. It is to be possible to easily check the
functioning of the sensors and electric circuits
or thes e are to be “intrinsically safe apparatus”.
5.4.5.6 When the control elements of the shut -
off devices of the cargo tanks are located in a
control room, it is to be possible to stop the
loading pumps and read the level gauges in the
control room, and the visual and audible
warning given by the level alarm device, the
high level sensor referred to in 5.4.5.1 d) and
the instruments for measuring the pressure and
temperature of the cargo is to be noticeable in
the control room and on deck.
5.4.5.7 When refrigerated substances are
carried the opening pressure of the safety
system is to be determined by the design of the
cargo tanks. In the event of the transport of
substances that must be carried in a refrigerated
state the opening pressure of the safety system
is not to be less than 25 [kPa] greater than the
maximum pressure calculated according to
5.4.6.2 .
5.4.5.8 High Level Sensor
5.4.5.8.1 The high level sensor
referred in 5.4.5.1 d) above is to
give a visual and audible alarm on
board and at the same time actuate
an electrical contact which in the
form of a binary signal interrupts
the electric current loop provided
and fed by the shore facility against
overflowing during loading
operations. The signal is to be
transmitted to the shore facility via a watertight two -pin lug of a
connecter device in accordance with
IEC 60309 for direct current of 40
to 50 volts, identification color
white, position of the nose 10 h. The
plug is to be permanently fitted to
the vessel close to the shore
connections of the loading and
unloading piping.
5.4.5.8.2 The high level sensor is
also to be capable of switching off
the vessel’s own discharging pump.
5.4.5.8.3 The high level sensor is to
be independent of the level alarm
device, but it may be connected to
the level gauge.
5.4.5.8.4 During discharging by
means of the on -board pump, it is to
be possible for the shore facility to
switch it off. For this purpose, an
independent intrinsically safe power
line, fed by the vess el, is to be
switched off by the shore facility by
means of an electrical contact. It is
to be possible for the binary signal
of the shore facility to be
transmitted via a watertight two -
pole socket or a connecter device in
accordance with IEC 60309 for
direct current of 40 to 50 volts,
identification color white, position
of the nose 10 h. This socket is to be
permanently fitted to the vessel
close to the shore connections of the
unloading piping.
5.4.5.9 Cargo tank pressure and temperature
monitoring
5.4.5.9.1 Following re quirements
are applicable to Type N closed
5.4.5.9.2 When the pressure or
temperature exceeds a set value,
instruments for measuring the
vacuum or overpressure of the
gaseous phase in the cargo tank or
the temperature of the cargo is to
activate a visual and audibl e alarm
in the wheelhouse. When the
wheelhouse is unoccupied the alarm
also is also to be audible in a
location occupied by a crew
member.
5.4.5.9.3 When the pressure
exceeds the set value during loading
and unloading, the instrument for
measuring the pressure by m eans of
the plug referred to in Error!
eference source not found. , is to
initiate simultaneously an electrical
contact which is to put into effect
measures to interrupt the loading
and unloading operation. If the
vessel’s own discharge pump is
used, it is to be switched off
automatically.
5.4.5.9.4 The instrument for
measuring the overpressure or
vacuum is to activate the alarm at
latest when an overpressure e qual to
1.15 times the opening pressure of
the pressure relief device, or a
vacuum pressure equal to the
construction vacuum pressure but
not exceeding 5 [kPa]. The
maximum allowable temperature is
indicated in column (20) of Table C
of ADN Chapter 3.2 of ADN. The
sensors for these alarms may be
connected to the alarm device of the
sensor.
5.4.5.9.5 When it is prescribed in
column (20) of Table C of ADN
Chapter 3.2 of ADN, the instrument
for measuring the overpressure of
the gaseous phase is to activate a
visible and audible alarm in the
wheelhouse when the overpressure
exceeds 40 [kPa] during the voyage.
When the wheelhouse is
unoccupied, the alarm is also to be
audible in a location occupied by a
crew member. It is to be possible to
read the gauges in direct proximi ty
to the control for the water spray
system.
5.4.6 Cargo pressure and temperature Control
5.4.6.1 Requirements for maintenance of cargo
pressure and temperature
5.4.6.1.1 Unless the entire cargo
system is designed to resist the full
effective vapour pressure of the
cargo at the upper limits of the
ambient design temperatures, the
pressure of the tanks is to be kept
below the permissible maximum set
pressure of the safety valves, by one
or more of the following means:
a) A system for the regulation of cargo
tank pressure using mechan ical
refrigeration.
b) A system ensuring safety in the
event of the heating or increase in
pressure of the cargo. The insulation
or the design pressure of the cargo
tank, or the combination of these two elements, is to be such as to
leave an adequate margin f or the
operating period and the
temperatures expected; in each case
the system is to be deemed
acceptable by Designated
Authority/Classification Society and
is to ensure safety for a minimum
time of three times the operation
period;
5.4.6.1.2 The systems prescribed
above are to be constructed,
installed and tested to the
satisfaction of Designated
Authority/Classification Society.
The materials used in their
construction is to be compatible
with the cargoes to be carried. For
normal service, the upper ambient
design temperature limits are to be:
Air: +45˚ C
Water : +32˚ C
5.4.6.1.3 The cargo storage system
is to be capable of resisting the full
vapour pressure of the cargo at
upper limits of the ambient design
temperatures, whatever the system
adopted to deal with the boil -off
gas. This requirement is indicated
by remark 37 in column (20) of
Table C of Chapter 3.2 of ADN.
5.4.6.2 Refrigeration system
5.4.6.2.1 The refrigeration system
referred to in 5.4.6.1.1 a) is to be
composed of one or more units
capable of keeping the pressure and
temperature of the cargo at the
upper limits of the ambient design
temperatures at the prescribed level.
Unless another means of regulating
cargo pressure and temperature
deemed satisfactory by Designated
Authorit y/Classification Society is
provided, provision is to be made
for one or more stand -by units with
an output at least equal to that of the
largest prescribed unit. A stand -by
unit is to include a compressor, its
engine, its control system and all
necessary accessories to enable it to
operate independently of the units
normally used. Provision is to be
made for a stand -by heat -exchanger
unless the system’s normal heat -
exchanger has a surplus capacity
equal to at least 25% of the largest
prescribed capacity. I t is not
necessary to make provision for
separate piping. Cargo tanks, piping
and accessories are to be insulated
so that, in the event of a failure of
all cargo refrigeration systems, the
entire cargo remains for at least 52
hours in a condition not causi ng the
safety valves to open.
5.4.6.2.2 The security devices and
the connecting lines from the
refrigeration system are to be
connected to the cargo tanks above
the liquid phase of the cargo when
the tanks are filled to their
maximum permissible degree of
filling. T hey are to remain within
the gaseous phase, even if the vessel
has a list up to 12 degrees.
5.4.6.2.3 When several refrigerated
cargoes with a potentially
dangerous chemical reaction are
carried simultaneously, particular
care is to be given to the
refrigeration sys tems so as to
prevent any mixing of the cargoes.
For the carriage of such cargoes,
separate refrigeration systems, each
including the full stand -by unit
referred to in Error! Reference
ource not found. , is to be provided
for each cargo. When, however,
refrigeration is ensured by an
indirect or combined system and no
leak in the heat exchangers can
under any foreseeable
circumstances lead to the mixing of
cargoes, no provision need be made
for separate refrigeration units for
the different cargoes.
5.4.6.2.4 When several refrigerated
cargoes are not soluble in each other
under conditions of carriage such
that their vapour pressures are
added together in the event of
mixing, particular care is to be
given to the refrigeration systems to
prevent any mixing of the cargoes.
5.4.6.2.5 When the refrigeration
systems require water for cooling, a
sufficient quantity is to be supplied
by a pump or pumps used
exclusively for th e purpose. This
pump or pumps are to have at least
two suction pipes, leading from two
water intakes, one to port, the other
to starboard. Provision is to be
made for a stand -by pump with a
satisfactory flow; this may be a pump used for other purposes
provided that its use for supplying
water for cooling does not impair
any other essential service.
5.4.6.2.6 The refrigeration system
may take one of the following
forms:
a) Direct system: the cargo
vapours are compressed,
condensed and returned to
the cargo tanks. This
system is not to be used for
certain cargoes specified in
Table C of Chapter 3.2 of
ADN. This requirement is
indicated by remark 35 in
column (20) of Table C of
Chapter 3.2 of ADN;
b) Indirect system: the cargo
or the cargo vapours are
cooled or condensed by
means of a coolant without
being compressed;
c) Combined system: the
cargo vapours are
compressed and condensed
in a cargo/coolant heat -
exchanger and returned to
the cargo tanks. This
system is not to be used for
certain cargoes specified in
Table C of Chapter 3.2 of
ADN. This requirement is
indicated by remark 36 in
column (20) of Table C of
Chapter 3.2 of ADN.
5.4.6.2.7 All primary and
secondary coolant fluids are to be
compatible with each other and with
the cargo with which they may
come into contact. Heat exchange
may take place either at a distance
from the cargo tank, or by using
cooling coils attached to the inside
or the outside of the cargo tank.
5.4.6.2.8 When the refrigeration
system is installed in a separate
service space, this service space is
to meet the requiremen ts of
5.4.2.4.6.2 .
5.4.6.2.9 For all cargo systems, the
heat transmission coefficient as
used for the determination of the
holding time is to be determined b y
calculation. Upon completion of the
vessel, the correctness of the
calculation is to be checked by
means of a heat balance test. The
calculation and test is to be
performed under supervision by
Designated Authority/Classification
Society. The heat transm ission
coefficient is to be documented and
kept on board. The heat
transmission coefficient is to be
verified at every renewal of the
certificate of approval.
5.4.6.3 Cargo heating system
5.4.6.3.1 Boilers which are used for
heating the cargo are to be fuelled
with a liquid fuel having a
flashpoint of more than 55 °C. They
are to be placed either in the engine
room or in another separate space
below deck and outside the cargo
area, which is accessible from the
deck or from the engine room.
5.4.6.3.2 The cargo heating system
is to be d esigned so that the cargo
cannot penetrate into the boiler in
the case of a leak in the heating
coils. A cargo heating system with
artificial draught is to be ignited
electrically.
5.4.6.3.3 The ventilation system of
the engine room is to be designed
taking into acc ount the air required
for the boiler.
5.4.6.3.4 Where the cargo heating
system is used during loading,
unloading or gas -freeing, the service
space which contains this system is
to fully comply with the
requirements of 5.4.9.3.7.1 . This
requirement does not apply to the
inlets of the ventilation system.
These inlets are to be located at a
minimum distance of 2 [m] from the
cargo area and 6 [m] from the
openings of cargo tanks or residual
cargo tanks, loading pumps situated
on deck, openings of high velocity
vent valves, pressure relief devices
and shore connections of loading
and unloading piping and must be
located not less than 2 m above the
deck. The requirem ents of
5.4.9.3.7.1 are not applicable to the
unloading of substances having a
flashpoint of 60 °C or more when
the temperature of the product is a t
least 15 K lower at the flashpoint.
5.4.6.4 Water spray system
5.4.6.4.1 When water -spraying is required in column (9) of Table C of
Chapter 3.2 of ADN, a water -spray
system is to be installed in the cargo
area on deck for the purpose of
cooling the tops of cargo tanks by
spraying water over the whole
surface so as to avoid safely the
activation of the high -velocity vent
valve at 10 [kPa] or as regulated.
5.4.6.4.2 The spray nozzles are to
be so installed that the entire cargo
deck area is covered and the gases
released are precipit ated safely. The
system is to be capable of being put
into operation from the wheelhouse
and from the deck. Its capacity is to
be such that when all the spray
nozzles are in operation, the outflow
is not less than 50 litres per square
metre of deck area an d per hour.
5.4.7 Pumps and piping
5.4.7.1 Cargo pumps are to be capable of being
shut down from the cargo area and from a
position outside cargo area.
5.4.7.2 Piping for loading and unloading is to
be independent of any other piping of the
vessel.
5.4.7.3 The piping for loading and u nloading is
to be arranged so that, after loading or
unloading operations, the liquid remaining in
these pipes may be safely removed and may
flow either into the vessel’s cargo tanks or the
tanks ashore;
5.4.7.4 Piping for loading and unloading is to
be clearly di stinguishable from other piping.
5.4.7.5 Each shore connection of the venting
piping and shore connections of the piping for
loading and unloading, through which the
loading or unloading operation is carried out, is
to be fitted with a shut -off device. However,
each shore connection is to be fitted with a
blind flange when it is not in operation.
5.4.7.6 Piping for loading and unloading and
venting piping, is not to have flexible
connections fitted with sliding seals.
5.4.7.7 The stop valves or other shut -off
devices of the piping for loading and unloading
are to indicate whether they are open or shut.
5.4.7.8 The piping for loading and unloading is
to have, at the test pressure, the required
elasticity, leakproofness and resistance to
pressure.
5.4.7.9 The piping for loading and unloading is
to be fitted with pressure gauges at the outlet of
the pumps. The permissible maximum
overpressure or vacuum is to be indicated on
each measuring device. Readings are to be
possible in all weather conditions.
5.4.7.10 When piping for loading and
unloading are used for supplying the cargo
tanks with washing or ballast water, the
suctions of these pipes are to be located within
the cargo area but outside the cargo tanks.
Pumps for tank washing systems with
associated connections may be located outside
the cargo area, prov ided the discharge side of
the system is arranged in such a way that the
suction is not possible through that part. A
spring -loaded non -return valve is to be
provided to prevent any gases from being
expelled from the cargo area through the tank
washing sys tem.
5.4.7.11 A non -return valve is to be fitted at the
junction between the water suction pipe and the
cargo loading pipe.
5.4.7.12 The permissible loading and unloading
flows are to be calculated. Calculations concern
the permissible maximum loading and
unloading flow for each cargo tank or each
group of cargo tanks, taking into account the
design of the ventilation system. These
calculations are to take into consideration the
fact that in the event of an unforeseen cut -off of
the vapour return piping of the shore facility ,
the safety devices of the cargo tanks will
prevent pressure in the cargo tanks from
exceeding the following values:
over-pressure: 115% of the opening
pressure of the high -velocity vent
valve;
vacuum pressure: not more than the
construction vacuum pressu re but not
exceeding 5 [kPa] (0.05 bar).
The main factors to be considered are the
following:
a) Dimensions of the ventilation system
of the cargo tanks
b) Gas formation during loading:
multiply the largest loading flow by a
factor of not less than 1.25
c) Density of the vapour mixture of the
cargo based on 50% volume vapour of
50% volume air;
d) Loss of pressure through ventilation
pipes, valves and fittings. Account will
be taken of a 30% clogging of the
mesh of the flame -arrester;
e) Clocking pressure of the safety val ves The permissible maximum loading and
unloading flows for each cargo tank or for each
group of cargo tanks is to be given in an on -
board instruction.
5.4.7.13 Compressed air generated outside the
cargo area or wheelhouse can be used in the
cargo area subject to t he installation of a spring -
loaded non -return valve to ensure that no gases
can escape from the cargo area through the
compressed air system into accommodation or
service spaces outside the cargo area.
5.4.7.14 If the vessel is carrying several
dangerous substances liable to react
dangerously with each other, a separate pump
with its own piping for loading and unloading is
to be installed for each substance. The piping is
not to pass through a cargo tank containing
dangerous substances with which the substance
in qu estion is liable to react.
5.4.7.15 Additional requirements for Type N
open vessel carrying substances having
corrosive properties, Type Closed and Type N
open with flame arrester
5.4.7.15.1 Pumps and accessory
loading and unloading piping is to
be located in the cargo area
5.4.7.15.2 Cargo pumps situated on
deck are to be located not less than
6 [m] from entrances to or openings
of, the accommodation and service
spaces outside the cargo area.
5.4.7.15.3 No cargo piping is to be
located below deck, except those
inside the cargo tanks and inside the
cargo pump -room;
5.4.7.15.4 The shore connections
are to be located not less than 6 [m]
from the entrances to, or openings
of, the accommodation and services
spaces outside the cargo area.
5.4.7.15.5 The distance referred to
in 5.4.7.15.2 and 5.4.7.15.4 may be
reduced to 3[m] if a transverse
bulkhead complying with 5.4.2.2.2
is situat ed at the end of the cargo
area. The openings are to be
provided with doors. The following
notice is to be displayed on the
doors:
“DO NOT OPEN DURING
LOADING AND UNLOADING
WITHOUT PERMISSION.
CLOSE IMMEDIATELY.”
5.4.7.15.6 Every compartment of
the piping for loading and unloading
is to be electrically connected to the
hull.
5.4.7.16 Additional requirements for Type
Closed and Type N open with flame arrester
5.4.7.16.1 The piping for loading is
to extent down to the bottom of the
cargo tanks.
5.4.8 Receptacles for residual products and
receptacles for slops
5.4.8.1 If vessels are provided with a tank for
residual products, it is to comply with the
provisions of 5.4.8.3 , 5.4.8.4 to 5.4.8.7 .
Receptacles for residual products and
receptacles for slops are to be located only in
the cargo area. During the filling of the
receptacles for residual products, means for
collecting any le akage are to be placed under
the filling connections.
5.4.8.2 Receptacles for slops are to be fire
resistant and are to be capable of being closed
with lids. The receptacles for slops are to be
marked and be easy to handle.
5.4.8.3 The maximum capacity of a tank for
resid ual products is 30 [m3].
5.4.8.4 The tank for residual products is to be
equipped with:
5.4.8.4.1 in the case of open system:
A device for ensuring
pressure equilibrium;
An ullage opening
Connections, with slop
valves, for pipes and hose
assemblies;
5.4.8.4.2 in the case of a protect ed
system:
A device for ensuring
pressure equilibrium, fitted
with a flame -arrester capable
of withstanding steady
burning;
An ullage opening;
Connections, with stop
valves, for pipes and hose
assemblies;
5.4.8.4.3 in case of a closed system:
A vacuum valve and high -
velocity vent valve.
The high velocity vent valve
is to be so regulated as not to
open during carriage. This
condition is met when the opening pressure of the valve
meets the conditions set out
in column (10) of Table C of
Chapter 3.2 of ADN; When
anti-explosion protection is
required in column (17) of
Table C of Chapter 3.2 of
ADN, the vacuum -relief
valve is to be capable of
withstanding deflagrations
and the high velocity vent
valve is to withstand steady
burning;
5.4.8.4.4 a device for measuring the
degree of filling;
5.4.8.4.5 connections, with stop
valves, for pipes and hose
assemblies
5.4.8.5 Receptacles for residual products are to
be equipped with:
a connection enabling gases released during filling to
be evacuated safely;
a possibility of indicating the degree of filling;
connections with shut -off devices, for pipes and hose
assemblies.
5.4.8.6 Receptacles for residual products are to
be connected to the venting piping of cargo
tanks only for the time necessary to fill them.
During the filling of the receptacle, released
gases are to be safely evacuated.
5.4.8.7 Receptacles for residual products and
receptacles for slops placed on the deck are to
be located at a minimum distance from the hull
equal to one quarter of the vessel’s breadth.
5.4.9 Requirements for Electrical Installations
5.4.9.1 Documents concerning electrical
installations
5.4.9.1.1 In addition to the other
required documentations, the
following documents are to be on
board:
a) a drawing indicating the boundaries
of the cargo area and the location of
the electrical equipment installed in
this area;
b) a list of the electrical equipment
referred to in (a) above including the
following particulars: machine or
appliance, location, type of
protection, type of protection against
explosion, testing body and approval
number;
c) a list of or general plan indicating t he
electrical equipment outside the cargo
area which may be operated during
loading, unloading or gas -freeing. All
other electrical equipment is to be
marked in red. See 5.4.9.3.7.1 and
5.4.9.3.8 .
5.4.9.2 Electrical installations
5.4.9.2.1 Only distribution systems
without return connection to the hull
are permitted.
This provision does not apply to:
active cathodic corrosion
protection;
certain limited sections of the
installations situated outside the
cargo area (e.g. connections of
starters of diesel engines);
the device for checking the
insulation level referred to in
5.4.9.2.2 below.
5.4.9.2.2 Every insulated
distribution network is to be fitted
with an automatic device with a
visual and audible alarm for
checking the insulation level.
5.4.9.2.3 For the selection of
electrical equipment to be used in
zones presenting an explosion risk,
the explosion groups and
temperature classes assigned to the
substances carried in accord ance
with columns (15) and (16) of Table
C of Chapter 3.2 of ADN is to be
taken into consideration.
5.4.9.3 Type and location of electrical
equipment
5.4.9.3.1 Only the following
equipment may be installed in cargo
tanks, residual cargo tanks, and
piping for loading and unl oading
(comparable to zone 0):
measuring, regulation and
alarm devices of the EEx (ia)
type of protection.
5.4.9.3.2 Only the following
equipment may be installed in the
cofferdams, double -hull spaces,
double bottoms and hold spaces
(comparable to zone 1):
measuring , regulation and
alarm devices of the certified
safe type;
lighting appliances of the
“flame -proof enclosure” or “apparatus protected by
pressurization” type of
protection;
hermetically sealed echo
sounding devices the cables
of which are led through
thick -walled steel tubes with
gastight connections up to
the main deck;
cables for the active cathodic
protection of the shell
plating in protective steel
tubes such as those provided
for echo sounding devices.
The following equipment may be
installed only in double -hull spaces
and double bottoms if used for
ballasting:
Permanently fixed submerged
pumps with temperature
monitoring, of the certified
safe type.
5.4.9.3.3 Only the following
equipment may be installed in the
service spaces in the cargo area
below deck (comparable to zone 1):
measuring, regulation and
alarm devices of the certified
safe type;
lighting appliances of the
“flame -proof enclosure” or
“apparatus protected by
pressurization” type of
protection;
motors driving essential
equipment such as ballast
pumps with temperature
monitoring; they are to be of
the certified safe type.
5.4.9.3.4 The control and protective
equipment of the electrical
equipment referred to in paragraphs
5.4.9.3.1 ,5.4.9.3.2 and 5.4.9.3.3
above is to be located outside the
cargo area if they are not
intrins ically safe.
5.4.9.3.5 The electrical equipment
in the cargo area on deck
(comparable to zone 1) are to be of
the certified safe type.
5.4.9.3.6 Accumulators are to be
located outside the cargo area.
5.4.9.3.7 Electrical equipment used
during loading, unloading and gas -
freeing during b erthing and which
are located outside the cargo area
are to (comparable to zone 2) be at
least of the “limited explosion risk”
type.
5.4.9.3.7.1 This provision does not apply to:
a) lighting installations in the
accommodation, except for
switches near entrances to
accomm odation; b) radiotelephone installations in
the accommodation or the
wheelhouse;
c) mobile and fixed telephone
installations in the
accommodation or the
wheelhouse;
d) electrical installations in the
accommodation, the
wheelhouse or the service
spaces outside the cargo areas
if:
A. These spaces are fitted
with a ventilation system
ensuring an overpressure
of 0.1 [kPa] (0.001 bar)
and none of the windows
is capable of being
opened; the air intakes of
the ventilation system are
to be located as far away
as possible, how ever, not
less than 6 [m] from the
cargo area and not less
than 2 [m] above the
deck;
B. The spaces are fitted with
a gas detection system
with sensors:
i. at the suction inlets of
the ventilation system;
ii. directly at the top
edge of the sill of the
entrance doors of the
accommodation and
service spaces;
C. The gas concentration
measurement is
continuous;
D. When the gas
concentration reaches
20% of the lower
explosive limit, the
ventilators are switched
off. In such a case and
when the overpressure is
not maintaine d or in the
event of failure of the gas
detection system, the
electrical installations
which do not comply with
5.4.9.3.7 above, are to be
switched off. These
operations are to be
performed immediately
and automatically and
activate the emergency
lighting in the
accommodation, the
wheelhouse and the
service spaces, which is to
comply at least with the
“limited explosion risk”
type. The switching -off is
to be indicated in the
accommodation and
wheelhouse by visual and
audible signals;
E. The ventilation system,
the gas detection system
and the alarm of the
switch -off device fully
comply with the
requirements of 5.4.9.3.7
above;
F. The automatic switch -off
device is set so that no
automatic switching -off
may occur while the
vessel is under way.
e) Inland AIS (automatic
identification systems) stations
in the accommodation and in
the wheelhouse if no part of an
aerial for electronic apparatus is
situated above the cargo area
and if no part of a VHF antenna
for AIS stations is situated
within 2 [m] from the cargo
area.
5.4.9.3.8 The electrical equipment
which does not meet the
requirements set out in 5.4.9.3.7.1
above together with its switches are
to be marked in red. The
disconnection of such equipment is
to be operated from a centralised
location on board.
5.4.9.3.9 An electric generator
which is permanently driven by an
engine and which does not meet the
requirements of 5.4.9.3.7.1 above, is
to be fitted with a switch capable of
shutting down the excitation of the
generator. A notice board with the
operating instructions is to be
displayed near the switch.
5.4.9.3.10 Sockets for the
connection of signal lights and
gangway lighting are to be
permanently fitted to the vessel
close to the signal mast or the
gangway. Connecting and
disconnecting is not to be possible except when the sockets are not
live.
5.4.9.3.11 The failure of the power
supply for the safety and control
equipment is to be immediately
indicated by visual and audible
signals at the locations where the
alarms are usually actuated.
5.4.9.4 Earthing
5.4.9.4.1 The metal parts of
electrical appliances in the cargo
area which are not live a s well as
protective metal tubes or metal
sheaths of cables in normal service
are to be earthed, unless they are so
arranged that they are automatically
earthed by bonding to the metal
structure of the vessel.
5.4.9.4.2 The provisions of 5.4.9.4.1
above apply also to equipment
having service voltages of less than
50 [V].
5.4.9.4.3 Independent cargo tanks
are to be earthed.
5.4.9.4.4 Receptacles for residual
products are to be cap able of being
earthed.
5.4.9.5 Electrical cables
5.4.9.5.1 All cables in the cargo
area are to have a metallic sheath.
5.4.9.5.2 Cables and sockets in the
cargo area are to be protected
against mechanical damage.
5.4.9.5.3 Movable cables are
prohibited in the cargo area, except
for intrinsically safe electric circuits
or for the supply of signal lights,
gangway lighting
5.4.9.5.4 Cables of intrinsically safe
circuits are only to be used for such
circuits and are to be separated from
other cables not intended for being
used in such circuits (e. g. they are
not to be installed together in the
same string of cables and they are
not to be fixed by the same cable
clamps).
5.4.9.5.5 For movable cables
intended for signal lights, gangway
lighting, only sheathed cables of
type H 07 RN -F in accordance with
IEC pub lication -60 245 -4 (1994) or
cables of at least equivalent design
having conductors with a cross -
section of not less than 1.5 [mm2] is
to be used. These cables are to be as
short as possible and installed so
that damage is not likely to occur.
5.4.9.5.6 The cables re quired for the
electrical equipment referred to in
5.5.9.3.2 and 5.5.9.3.3 are accepted
in cofferdams, double -hull spaces,
double bottoms, hold spaces and
service spaces below deck. When
the vessel is only authorized to
carry substances for which no
antiexplosion protection is required
in column (17) of Table C in
Chapter 3.2 of ADN, cable
penetration is permitted in the hold
spaces.
5.4.10 Inspection and Testing
5.4.10.1 Pressure tests
5.4.10.1.1 The cargo tanks, residual
cargo tanks, cofferdams, piping of
loading and unloading, with the
exception of discharge hoses are
subjected to initial tests before
being put into service and thereafter
at prescribed intervals.
5.4.10.1.2 Where a heating system
is provided inside the cargo tanks,
the heating coils are to be subjected
to initial tests before being put into
service and thereafter a t prescribed
intervals
5.4.10.1.3 The test pressure for the
cargo tanks and residual cargo tanks
is not to be less than 1.3 times the
design pressure. The test pressure
for the cofferdams and open cargo
tanks is to be not less than 10 [kPa]
gauge pressure.
5.4.10.1.4 The test p ressure for
piping for loading and unloading is
to be not less than 1000 [kPa] gauge
pressure.
5.4.10.1.5 The maximum intervals
for the periodic teats is to be 11
years.
5.5 Requirements for Type C
Tankers
5.5.1 General
5.5.1.1 Application
5.5.1.1.1 Requirements of this
subsection are applicab le to Type C
tankers. 5.5.2 Arrangement
5.5.2.1 Protection against the penetration of
gases
5.5.2.1.1 The vessel is to be
designed so as to prevent gases
from penetrating into the
accommodation and the service
spaces.
5.5.2.1.2 Outside the cargo area, the
lower edges of door -openings in the
sidewalls of superstructures and the
coamings of access hatches to
under -deck spaces are to have a
height of not less than 0.50 [m]
above the deck. This requirement
need not be complied with if the
wall of the superstructures facing
the cargo area exte nds from one
side of the vessel to the other and
has doors the sills of which have a
height of not less than 0.50 [m]. The
height of this wall is not to be less
than 2.00 [m]. In this case, the
lower edges of door -openings in the
sidewalls of superstructu res and of
coamings of access hatches behind
this wall are to have a height of not
less than 0.10 [m]. The sills of
engine room doors and the
coamings of its access hatches are
to, however, always have a height
of not less than 0.50 [m].
5.5.2.1.3 In the cargo area, the
lower edges of door -openings in the
sidewalls of superstructures are to
have a height of not less than 0.50
[m] above the deck and the sills of
hatches and ventilation openings of
premises located under the deck are
to have a height of not less than
0.50 [m] above the deck. This
requirement does not apply to
access openings to double -hull and
double bottom spaces.
5.5.2.1.4 The bulwarks, foot -rails,
etc. are to be provided with
sufficiently large openings which
are located directly above the deck.
5.5.2.2 Ventilation
5.5.2.2.1 Each hold space is to have
two openings, the dimensions and
location of which are to be such as
to permit effective ventilation of
any part of the hold space. If there
are no such openings, it is to be
possible to fill the hold spaces with
inert gas or dry air.
5.5.2.2.2 Double -hull spaces and
double bottoms within the cargo
area which are not arranged for
being filled with ballast water, hold
spaces and cofferdams are to be
provided with ventilation systems.
5.5.2.2.3 Any service spaces located
in the cargo area below deck are to
be provided with a system of forced
ventilation with sufficient power for
ensuring at least 20 changes of air
per hour based on the volume of the
space. The ventilation exhaust ducts
are to extend down to 50 [mm]
above the bottom of the service
space. The air is to be supplied
through a duct at the top of the
service space. The air inlets are to
be located not less than 2 [m] above
the deck, at a distance of not less
than 2 [m] from tank openings and 6
[m] from the outlets of safety
valves. The extensio n pipes, which
may be necessary, may be of the
hinged type.
5.5.2.2.4 Ventilation of
accommodation and service spaces
is to be possible.
5.5.2.2.5 Ventilators used in the
cargo area are to be designed so that
no sparks may be emitted on contact
of the impeller blades with the
housing and no static electricity
may be generated.
5.5.2.2.6 Notice boards are to be
fitted at the ventilation inlets
indicating the conditions when they
are to be closed. Any ventilation
inlets of accommodation and
service spaces leading outside are to
be fitted with fire flaps. Such
ventilation inlets are to be located
not less than 2 [m] from the cargo
area. Ventilation inlets of service
spaces in the cargo area may be
located within such area.
5.5.2.2.7 The flame -arresters
prescribed in 5.5.2.6.4 , 5.5.3.2.5 ,
5.5.3.2.6 , 5.5.3.2.7 , 5.5.8.4 , Error!
eference source not found. , 5.5.8.6
and 5.5.8.7 are to be type approved.
5.5.2.3 Engine rooms
5.5.2.3.1 Internal combustion
engines for the vessel’s propulsion
as well as internal combustion
engines for auxiliary machinery is
to be located outside the cargo area. Entrances a nd other openings of
engine rooms are to be at a distance
of not less than 2 [m] from the
cargo area. The engine rooms are to
be accessible from the deck; the
entrances are not to face the cargo
area.
5.5.2.3.2 Where the doors are not
located in a recess whose dept h is at
least equal to the door width, the
hinges are to face the cargo area.
5.5.2.4 Accommodation and service spaces
5.5.2.4.1 Accommodation spaces
and the wheelhouse are to be
located outside the cargo area
forward of the fore vertical plane or
abaft the aft vertical pla ne bounding
the part of the cargo area below
deck. Windows of the wheelhouse
which are located not less than 1
[m] above the bottom of the
wheelhouse may tilt forward.
5.5.2.4.2 Entrances to spaces and
openings of superstructures are not
to face the cargo area. Door s
opening outward and not located in
a recess the depth of which is at
least equal to the width of the doors
are to have their hinges face the
cargo area.
5.5.2.4.3 Entrances from the deck
and openings of spaces facing the
weather are to be capable of being
closed. The following instruction is
to be displayed at the entrance of
such spaces:
DO NOT OPEN DURING LOADING,
UNLOADING AND DEGASSING
WITHOUT PERMISSION.
CLOSE IMMEDIATELY.
5.5.2.4.4 Entrances and windows of
superstructures and accommodation
spaces which can be opened as well
as other openings of these spaces
are to be located not less than 2 [m]
from the cargo area. No wheelhouse
doors and windows are to be located
within 2 [m] from t he cargo area,
except where there is no direct
connection between the wheelhouse
and the accommodation.
5.5.2.4.5 Penetrations
5.5.2.4.5.1 Driving shafts of the bilge or
ballast pumps in the cargo area may
penetrate through the bulkhead between the
service space and the engine room, provided
the arrangement of the service space is in
compliance with 5.5.3.1.16 , 5.5.3.1.17 ,
5.5.3.1.18 and 5.5.3.1.19 .
5.5.2.4.5.2 The penetration of the shaft
through the bulkhead is to be gastight and is
to be approved.
5.5.2.4.5.3 The necessary operating
instructions are to be displayed.
5.5.2.4.5.4 Penetrations through the
bulkhead between the engine room and the
service space in the cargo area and the
bulkhead between the engine room and the
hold spaces may be provided for electrical
cables, hydraulic and piping for measuring,
control and alarm systems, provided that the
penetration are approved. The penetrations
are to be gastight. Penetrations through a
bulkhead with an “A -60” fire protection
insulation are to have an equivalent fire
protection.
5.5.2.4.5.5 Pipes may penetrate the
bulkhead between t he engine room and the
service space in the cargo area provided that
these are pipes between the mechanical
equipment in the engine room and the
service space which do not have any
openings within the service space and which
are provided with shut -off devi ces at the
bulkhead in the engine room.
5.5.2.4.5.6 Notwithstanding Error!
eference source not found. , pipes from the
engine room may pass through the service
space in the cargo area or a cofferdam or a
hold space or a double -hull space to the
outside provided that within the service
space or cofferdam or hold space or
doublehull space they are of the thick -
walled type and have no flanges or
openings.
5.5.2.4.5.7 Where a dr iving shaft of
auxiliary machinery penetrates through a
wall located above the deck the penetration
is to be gastight.
5.5.2.4.6 A service space located
within the cargo area below deck is
not to be used as a cargo pump
room for the loading and unloading
system, exc ept where:
the pump room is separated from
the engine room or from service
spaces outside the cargo area by a
cofferdam or a bulkhead with an
“A-60” fire protection insulation or
by a service space or a hold space;
the “A -60” bulkhead required above does n ot include penetrations
referred to in 6.5.7.5.1;
ventilation exhaust outlets are
located not less than 6 [m] from
entrances and openings of the
accommodation and service spaces
outside the cargo area;
the access hatches and ventilation
inlets can be close d from the
outside;
all piping for loading and unloading
as well as those of stripping systems
are provided with shut -off devices
at the pump suction side in the
cargo pump -room immediately at
the bulkhead. The necessary
operation of the control devices in
the pump -room, starting of pumps
and necessary control of the liquid
flow rate is to be effected from the
deck;
the bilge of the cargo pump -room is
equipped with a gauging device for
measuring the filling level which
activates a visual and audible alarm
in the wheelhouse when liquid is
accumulating in the cargo pump -
room bilge;
the cargo pump -room is provided
with a permanent gas –detection
system which automatically
indicates the presence of explosive
gases or lack of oxygen by means of
direct -measuring se nsors and which
actuates a visual and audible alarm
when the gas concentration has
reached 20% of the lower explosive
limit. The sensors of this system are
to be placed at suitable positions at
the bottom and directly below the
deck. Measurement is to be
continuous. The audible and visual
alarms are installed in the
wheelhouse and in the cargo
pumproom and, when the alarm is
actuated, the loading and unloading
system is shut down. Failure of the
gas detection system is to be
immediately signalled in the
wheelhouse and on deck by means
of audible and visual alarms;
the ventilation system prescribed in
Error! Reference source not
ound. has a capacity of not less than
30 changes of air per hour based on
the total volume of the service
space.
5.5.2.4.7 The following instruction
is to be displayed at the entrance of
the cargo pump -room:
BEFORE ENTERING THE CARGO
PUMP -ROOM CHECK WHETHER
IT IS FREE FROM GASES AND
CONTA INS SUFFICIENT OXYGEN.
DO NOT OPEN DOORS AND
ENTRANCE OPENINGS WITHOUT
PERMISSION.
LEAVE IMMEDIATELY IN THE
EVENT OF ALARM.
5.5.2.5 Inerting facility
5.5.2.5.1 In cases in which inerting
or blanketing of the cargo is
prescribed, the vessel is to be
equipped with an inerting system.
5.5.2.5.2 This system is to be
capable of maintaining a permanent
minimum pressure of 7 [kPa] (0.07
bar) in the spaces to be inerted. In
addit ion, the inerting system is not
to increase the pressure in the cargo
tank to a pressure greater than that
at which the pressure valve is
regulated. The set pressure of the
vacuum -relief valve is to be 3.5
[kPa] (0.035 bar).
5.5.2.5.3 A sufficient quantity of
inert gas for loading or unloading is
to be carried or produced on board
if it is not possible to obtain it on
shore. In addition, a sufficient
quantity of inert gas to offset
normal losses occurring during
carriage is to be on board.
5.5.2.5.4 The premises to be inerted
are to be equipped with connections
for introducing the inert gas and
monitoring systems so as to ensure
the correct atmosphere on a
permanent basis.
5.5.2.5.5 When the pressure or the
concentration of inert gas in the
gaseous phase falls below a given
value, this monitoring system is to
activate an audible and visible alarm
in the wheelhouse. When the
wheelhouse is unoccupied, the
alarm is to also be perceptible in a
location occupied by a crew
member.
5.5.2.6 Cofferdam Arrangements
5.5.2.6.1 Cofferdams or cofferdam compartments rem aining once a
service space has been arranged in
accordance with 5.5.3.1.16 ,
5.5.3.1.17 , 5.5.3.1.18 and 5.5.3.1.19
are to be accessible through an
access hatch.
5.5.2.6.2 Cofferdams are to be
capable of being filled with water
and emptied by means of a pump.
Filling is to be effected within 30
minutes. These requirements are not
applicable when the bulkhead
between the engine room and the
cofferdam comprises fire -protection
insulation “A -60” or has been fitted
out as a service space. The
cofferdams are not to be fitted with
inlet valves.
5.5.2.6.3 No fixed pipe is to permit
connection between a cofferdam
and other piping of the vessel
outside the cargo area.
5.5.2.6.4 When the list of
substances on the vessel contains
substances f or which protection
against explosion is required in
column (17) of Table C of Chapter
3.2 of ADN, the ventilation
openings of cofferdams are to be
fitted with a flame -arrester
withstanding a deflagration.
5.5.2.7 Engines
5.5.2.7.1 Only internal combustion
engines running o n fuel with a
flashpoint of more than 55º C are
allowed.
5.5.2.7.2 Ventilation inlets of the
engine room, and when the engines
do not take in air directly from the
engine room, air intakes of the
engines are to be located not less
than 2 [m] from the cargo area.
5.5.2.7.3 Sparking is not to be
possible within the cargo area.
5.5.2.7.4 The surface temperature of
the outer parts of engines used
during loading or unloading
operations, as well as that of their
air inlets and exhaust ducts is not to
exceed the allowable temperature
according to the temperature class
of the substances carried. This
provision does not apply to engines
installed in service spaces provided
the provisions of 5.5.9.3.7 are fully
complied with.
5.5.2.7.5 The ventilation in the
closed engine room is to be
designed so that, at an ambient
temperature of 20 °C, the average
temperature in the engine room does
not exceed 40º C.
5.5.2.8 Oil fuel tanks
5.5.2.8.1 Where the vessel is
provided with hold spaces, the
double bottoms within these spaces
may be arranged as oil fuel tanks,
provided their depth is not less than
0.6 [m]. Oil fuel pipes and openings
of such tanks are not permitted in
the hold space.
5.5.2.8.2 The open ends of the air
pipes of all oil f uel tanks are to
extend to not less than 0.5 [m]
above the open deck. Their open
ends and the open ends of overflow
pipes leading to the deck are to be
fitted with a protective device
consisting of a gauze diaphragm or
a perforated plate.
5.5.2.9 Exhaust pipes
5.5.2.9.1 Exhausts are to be
evacuated from the vessel into the
open air either upwards through an
exhaust pipe or through the shell
plating. The exhaust outlet is to be
located not less than 2 [m] from the
cargo area. The exhaust pipes of
engines are to be arranged s o that
the exhausts are led away from the
vessel. The exhaust pipes are not to
be located within the cargo area.
5.5.2.9.2 Exhaust pipes are to be
provided with a device preventing
the escape of sparks, e.g. spark
arresters.
5.5.2.10 Bilge pumping and ballasting
arrangements 5.5.2.10.1 Bilge and ballast pumps
for spaces within the cargo area are
to be installed within such area.
This provision does not apply to:
double -hull spaces and double
bottoms which do not have a
common boundary wall with the
cargo tanks;
cofferdams, double -hull s paces,
hold spaces and double bottoms
where ballasting is carried out
using the piping of the fire -
fighting system in the cargo area
and bilge pumping is performed
using eductors.
5.5.2.10.2 Where the double bottom
is used as a liquid oil fuel tank, it is
not to be c onnected to the bilge
piping system.
5.5.2.10.3 Where the ballast pump
is installed in the cargo area, the
standpipe and its outboard
connection for suction of ballast
water is to be located within the
cargo area but outside the cargo
tanks.
5.5.2.10.4 A cargo pump -room
below d eck is to be capable of being
drained in an emergency by an
installation located in the cargo area
and independent from any other
installation. This installation is to be
provided outside the cargo pump -
room.
5.5.3 Cargo Containment
5.5.3.1 Hold spaces and cargo tanks
5.5.3.1.1 The maximum
permissible capacity of a cargo tank
is to be determined in accordance
with the following table:
Table 4: Tank Sizes
Loa x Boa x D,
in m3 Maximum permissible capacity
of a cargo tank (m3)
≤ 600 Loa x Boa x D x 0.3
600 – 3750 180 + ( Loa x Boa x D – 600) x 0.0635
> 3750 380
where:
LOA X B OA X D : Product of the tank vessel main dimensions, in [m3]
LOA : overall length of the hull, in [m]
BOA : extreme breadth in [m]
D : Shortest vertical distance between the top of the keel and the lowest point of the deck at the
side of the vessel; (moulded depth) within the cargo area in [m].
5.5.3.1.2 Alternative constructions
in compliance with Chapter 9, 9.3.4
of ADN are acceptable
5.5.3.1.3 The relati ve density of the
substances to be carried is to be
taken into consideration in the
design of the cargo tanks. The
maximum relative density is to be
indicated in the certificate of
approval;
5.5.3.1.4 When the vessel is
provided with pressure cargo tanks,
these tank s are to be designed for a
working pressure of 400 [kPa] (4
bar);
5.5.3.1.5 The cargo tank is to
comply with the following:
For vessels with a length of not more
than 50 [m], the length of a cargo tank
is not to exceed 10 [m];
For vessels with a length of more than
50 [m], the length of a cargo tank is
not to exceed 0.20 L;
This provision does not apply to
vessels with independent built –in
cylindrical tanks having a length to
diameter ratio ≤ 7.
5.5.3.1.6 In the cargo area (except
cofferdams) the vessel is to be
designed as a flush –deck double -
hull vessel, with double -hull spaces
and double bottoms, but without a
trunk; Cargo tanks independent of
the vessel’s hull and refrigerated
cargo tanks may only be in stalled in
a hold space which is bounded by
double -hull spaces and double
bottoms in accordance with
5.5.3.1.20 below. The cargo tanks
are not to extend beyond the deck.
Refrigerated cargo tank fastenings
are to meet the requirements 3.6.4 .
5.5.3.1.7 The cargo tanks
independent of the vessel’s hull are
to be fixed so that they cannot float;
5.5.3.1.8 The capacity of a suction
well is to be limited to not more
than 0.10 [m3].
5.5.3.1.9 Side–struts linking or
supporting the load -bearing
components of the sides of the vessel with the load -bearing
components of the longitudinal
walls of cargo tanks and side –struts
linking the load -bearing
components of the vessel’s bottom
with the tank -bottom are prohibited;
5.5.3.1.10 A local recess in the
cargo deck, contained on all sides,
with a depth greater than 0.1 [m],
designed to house the loading and
unloading pump, is permitted if it
fulfils the following conditions:
The recess is not to be greater than 1
[m] in depth;
The recess is to be located no t less
than 6 [m] from entrances and
openings to accommodation and
service spaces outside the cargo area;
The recess is to be located at a
minimum distance from the side
plating equal to one quarter of the
vessel’s breadth;
All pipes linking the recess to the
cargo tanks are to be fitted with shut -
off devices fitted directly on the
bulkhead;
All the controls required for the
equipment located in the recess are to
be activated from the deck;
If the recess is deeper than 0.5 [m], it
is to be provided with a p ermanent
gas detection system which
automatically indicates the presence
of explosive gases by means of direct -
measuring sensors and actuates a
visual and audible alarm when the gas
concentration has reached 20% of the
lower explosion limit. The sensors of
this system are to be placed at suitable
positions at the bottom of the recess.
Measurement is to be continuous;
Visual and audible alarms are to be
installed in the wheelhouse and on
deck and, when the alarm is actuated,
the vessel loading and unloading
system is to be shut down. Failure of
the gas detection system is to be
immediately signalled in the
wheelhouse and on deck by means of
visual and audible alarms;
It is to be possible to drain the recess
using a system installed on deck in
the cargo area a nd independent of any
other system;
The recess is to be provided with a
level alarm device which activates the
draining system and triggers a visual
and audible alarm in the wheelhouse
when liquid accumulates at the
bottom;
When the recess is located above the
cofferdam, the engine room bulkhead
is to have an ‘A -60’ fire protection
insulation
When the cargo area is fitted with a
water -spray system, electrical
equipment located in the recess is to
be protected against infiltration of
water;
Pipes connecting the recess to the hull
are not to pass through the cargo
tanks.
5.5.3.1.11 The cargo tanks are to be
separated by cofferdams of at least
0.60 [m] in width from the
accommodation, engine rooms and
service spaces outside the cargo
area below deck or, if there are no
such accommodation, engine rooms
and service spaces, from the
vessel’s ends. Where the cargo
tanks are installed in a hold space, a
space of not less than 0.50 [m] is to
be provided between such tanks and
the end bulkheads of the hold space.
In this case an end bulkhead
meeting at least the definition for
Class “A -60” is to be deemed
equivalent to a cofferdam. For
pressure cargo tanks, the 0.50 [m]
distance may be reduced to 0.20
[m];
5.5.3.1.12 Hold spaces, cofferdams
and cargo tanks are to be capable of
being inspec ted;
5.5.3.1.13 All spaces in the cargo
area are to be capable of being
ventilated. Means for checking their
gas-free condition is to be provided.
5.5.3.1.14 The bulkheads bounding
the cargo tanks, cofferdams and
hold spaces are to be watertight.
The cargo tanks and the bulkhea ds
bounding the cargo area are to have
no openings or penetrations below
deck. The bulkhead between the
engine room and the cofferdam or
service space in the cargo area or
between the engine room and a hold space may be fitted with
penetrations provided th at they
conform to the provisions of
5.5.2.4.5 . The bulkhead between the
cargo tank and the cargo pump -
room below deck may be fitted with
penetratio ns provided that they
conform to the provisions of
5.5.2.4.6 . The bulkheads between
the cargo tanks may be fitted with
penetrations provided that th e
loading or unloading piping are
fitted with shut -off devices in the
cargo tank from which they come.
These shut -off devices are to be
operable from the deck.
5.5.3.1.15 Double -hull spaces and
double bottoms in the cargo area are
to be arranged for being filled with
ballast water only. Double bottoms
may, however, be used as oil fuel
tanks, provided they comply with
the provisions of 5.5.2.8 .
5.5.3.1.16 A cofferdam, the centre
part of a cofferdam or another space
below deck in the cargo area may be
arranged as a service space,
provided the bulkheads bounding
the service space extend vertically
to the bottom. This service space is
only to be accessible from the deck;
5.5.3.1.17 The service space is to be
watertight with the exception of its
access hatches and ventilation
inlets;
5.5.3.1.18 No piping for loading
and unloading is to be fitted within
the service space referred to under
5.5.3.1.16 above;
5.5.3.1.19 Piping for loading and
unloading may be fitted in the cargo
pump -rooms below deck only when
they conform to the provisions of
5.5.2.4.6 .
5.5.3.1.20 For double -hull
construction with the cargo tanks
integrated in the vessel’s structure,
the distance betw een the side wall
of the vessel and the longitudinal
bulkhead of the cargo tanks is to be
not less than 1 [m]. The distance
may be reduced to 0.80 [m],
provided that, the following
reinforcements have been made:
a) 25% increase in the thickness of
the deck st ringer plate;
b) 15% increase in the side plating
thickness;
c) Arrangement of a longitudinal
framing system at the vessel’s side,
where depth of the longitudinals
are to be not less than 0.15 [m] and
the longitudinals are to have a face
plate with the cross -sectional area
of at least 7.0 [cm2];
d) The stringer or longitudinal
framing systems are to be
supported by web frames, and like
bottom girders fitted with
lightening holes, at a maximum
spacing of 1.80 [m]. These
distances may be increased if the
longitudinals are strengthened
accordingly.
When a vessel is built according to
the transverse framing system, a
longitudinal stringer system is to
be arranged instead of (c) above.
The distance between the
longitudinal stringers is not to
exceed 0.80 [m] and their dep th is
to be not less than 0.15 [m],
provided they are completely
welded to the frames. The cross -
sectional area of the facebar or
faceplate is to be not less than 7.0
[cm2] as in (c) above. Where cut -
outs are arranged in the stringer at
the connection with the frames, the
web depth of the stringer is to be
increased with the depth of cut -
outs.
The mean depth of the double
bottoms is to be not less than 0.70
[m]. It is to be, however, never be
less than 0.60 [m]. The depth
below the suction wells may be
reduced to 0.50 [m].
Alternative constructions in
accordance with Chapter 9, 9.3.4 of
ADN are acceptable.
5.5.3.1.21 When a vessel is built
with cargo tanks located in a hold
space or refrigerated cargo tanks,
the distance between the double
walls of the hold space is to be not
less than 0.80 [m] and the depth of
the double bottom is to be not less
than 0.60 [m].
5.5.3.1.22 Where service spaces are
located in the cargo area under
deck, they are to be arranged so as
to be easily accessible and to permit
persons wearing protective clo thing and breathing apparatus to safely
operate the service equipment
contained therein. They are to be
designed so as to allow injured or
unconscious personnel to be
removed from such spaces without
difficulties, if necessary by means
of fixed equipment.
5.5.3.1.23 Cofferdams, double -hull
spaces, double bottoms, cargo tanks,
hold spaces and other accessible
spaces within the cargo area are to
be arranged so that they may be
completely inspected and cleaned in
an appropriate manner. The
dimensions of openings except f or
those of double -hull spaces and
double bottoms which do not have a
wall adjoining the cargo tanks are to
be sufficient to allow a person
wearing breathing apparatus to enter
or leave the space without
difficulties. These openings are to
have a minimum c ross-sectional
area of 0.36 [m2] and a minimum
side length of 0.50 [m]. They are to
be designed so as to allow an
injured or unconscious person to be
removed from the bottom of such a
space without difficulties, if
necessary by means of fixed
equipment. In these spaces the
distance between the reinforcements
are not to be less than 0.50 [m]. In
double bottoms this distance may be
reduced to 0.45 [m]. Cargo tanks
may have circular openings with a
diameter of not less than 0.68 [m].
5.5.3.2 Cargo tank openings
5.5.3.2.1 Cargo tank openings are to
be located on deck in the cargo area.
5.5.3.2.2 Cargo tank openings with
a cross -section of more than 0.10
[m2] and openings of safety devices
for preventing overpressures are to
be located not less than 0.50 [m]
above deck.
5.5.3.2.3 Cargo tank openings are to
be fitted with gastight closures
capable of withstanding the test
pressure in accordance with
5.5.10.1.2 .
5.5.3.2.4 Closures which are
normally used during loading or
unloading operations are not to
cause sparking when operated.
5.5.3.2.5 Each cargo tank or group
of cargo tanks connected to a
common venting piping are to be
fitted with:
safety devices for preventing
unacceptable overpressures or
vacuums. When anti -explosion
protection is required in column
(17) of Table C of Chapter 3.2 of
ADN, the vacuum valve is to be
fitted with a flame arrester capable
of withstanding a deflagration and
the pressure –relief valve with a
high-velocity vent va lve capable
of withstanding steady burning.
The gases are to be discharged
upwards. The opening pressure of
the high velocity vent valve and
the opening pressure of the
vacuum valve is to be indelibly
indicated on the valves;
a connection for the safe retu rn
ashore of gases expelled during
loading;
a device for the safe
depressurization of the tanks.
When the list of substances on the
vessel contains substances for
which protection against
explosion is required in column
(17) of Table C of Chapter 3.2 of
ADN, this device is to include at
least a flame arrester capable of
withstanding steady burning and a
stop valve which clearly indicates
whether it is open or shut.
5.5.3.2.6 The outlets of high -
velocity vent valves are to be
located not less than 2 [m] above
the deck and at a distance of not less
than 6 [m] from the accommodation
and from the service spaces outside
the cargo area. This height may be
reduced when within a radius of 1
[m] round the outlet of the high -
velocity vent valve, there is no
equipment, no work i s being carried
out and signs indicate the area. The
setting of the high -velocity vent
valves is to be such that during the
transport operation they do not blow
off until the maximum permissible
working pressure of the cargo tanks
is reached.
5.5.3.2.7 One of the fo llowing is to
be complied with:
5.5.3.2.7.1 Insofar as anti -explosion
protection is prescribed in column (17) of Table C of Chapter 3.2 of ADN, venting
piping connecting two or more cargo tanks
is to be fitted, at the connection to each
cargo tank, with a flame arrest er with a
fixed or spring -loaded plate stack, capable
of withstanding a detonation. This
equipment may consist of:
a flame arrester fitted with a
fixed plate stack, where each
cargo tank is fitted with a
vacuum valve capable of
withstanding a deflagration and
a high -velocity vent valve
capable of withstanding steady
burning;
a flame arrester fitted with a
spring -loaded plate stack,
where each cargo tank is fitted
with a vacuum valve capable of
withstanding a deflagration;
a flame arrester with a fixed or
spring-loaded plate stack;
a flame arrester with a fixed
plate stack, where the pressure –
measuring device is fitted with
an alarm system in accordance
with 5.5.5.8.1 , 5.5.5.8.2 and
5.5.5.8.3 ;
When a fire -fighting
installation is permanently
mounted on deck in the cargo
area and can be brought into
service from the deck and from
the wheelhouse, flame arresters
need not be required for
individua l cargo tanks. Only
substances which do not mix
and which do not react
dangerously with each other
may be carried simultaneously
in cargo tanks connected to a
common venting piping; or,
5.5.3.2.7.2 Insofar as anti -explosion
protection is prescribed in column (17) of
Table C of Chapter 3.2 of ADN, venting
piping connecting two or more cargo tanks
are to be fitted, at the connection to each
cargo tank, with a pressure/vacuum relief
valve incorporating a flame arrester capable
of withstanding a detonation/deflagration.
Only substances which do not mix and
which do not react dangerously with each
other may be carried simultaneously in
cargo tanks connected to a common venting
piping; or,
5.5.3.2.7.3 Insofar as anti -explosion
protection is prescribed in column (17) of
Table C of Chapter 3.2 of ADN, an
independent venting piping for each cargo
tank, fitted with a vacuum valve
incorporating a flame arrester capable of
withstanding a deflagration and a high
velocity vent valve incorporating a flame
arrester capable of withstanding steady
burning. Several different substances may
be carried simultaneously;or,
5.5.3.2.7.4 Insofar as anti -explosion
protection is prescribed in column (17) of
Table C of Chapter 3.2 of ADN, venting
piping connecting two or more cargo tanks
are to be fitted, at the connection to each
cargo tank, with a shut -off device capable of
withstanding a detonation, where each cargo
tank is fitted with a vacuum valve capable
of withstanding a deflagration and a high -
velocity vent valve capable of withstanding
steady burning.
Only substances which do not mix and
which do not react dangerously with each
other may be carried simultaneously in
cargo tanks connected to a common venting
piping.
5.5.4 Stability
5.5.4.1 General
5.5.4.1.1 Proof of sufficient stability
is to be submitted including for
stability in damaged condition.
5.5.4.1.2 The basic values for the
stability calculation, the vessel’s
lightweight and location of the
centre of gravity, are to be
determined either by means of an
inclining experiment or by detailed
mass and moment calculation. In
the latter ca se the lightweight of the
vessel is to be checked by means of
a lightweight test with a tolerance
limit of ± 5% between the mass
determined by calculation and the
displacement determined by the
draught readings.
5.5.4.1.3 Proof of sufficient intact
stability is to b e submitted for all
stages of loading and unloading and
for the final loading condition for
all the relative densities of the
substances transported contained in
the list of cargoes. For every
loading operation, taking account of
the actual fillings and fl oating
position of cargo tanks, ballast tanks
and compartments, drinking water
and sewage tanks and tanks
containing products for the operation of the vessel, the vessel is
to comply with the intact and
damage stability requirements.
Intermediate stages du ring
operations are also to be taken into
consideration. The proof of
sufficient stability is to be shown
for every operating, loading and
ballast condition in the stability
booklet, to be approved. If it is
unpractical to pre -calculate the
operating, load ing and ballast
conditions, an approved loading
instrument is to be installed and
used which contains the contents of
the stability booklet.
5.5.4.1.4 Floatability after damage
is to be proved for the most
unfavourable loading condition. For
this purpose, calculated proof of
sufficient stability is to be
established for critical intermediate
stages of flooding and for the final
stage of flooding.
5.5.4.2 Intact stability
5.5.4.2.1 The requirements for
intact stability resulting from the
damage stability calculation are to
be fully c omplied with.
5.5.4.2.2 For vessels with cargo
tanks of more than 0.70 B in width,
proof is to be submitted that the
following stability requirements
have been complied with:
a) In the positive area of the
righting lever curve up to
immersion of the first non -
watertig ht opening there is to be
a righting lever (GZ) of not less
than 0.10 [m];
b) The surface of the positive area
of the righting lever curve up to
immersion of the first non -
watertight opening and in any
event up to an angle of heel <
27°is not to be less than 0.024
[m.rad];
c) The metacentric height (GM) is
to be not less than 0.10 [m].
These conditions are to be met
bearing in mind the influence of
all free surfaces in tanks for all
stages of loading and unloading.
5.5.4.2.3 The most stringent
requirement of 5.5.4.2.1 and
5.5.4.2.2 is applicable to the vessel.
5.5.4.3 Damage stability
5.5.4.3.1 The following assumptions are to be taken into consideration for the damaged
condition:
a) extent of side damage:
l) Longitudinal
extent: m) At least 0.10 LOA, but not less than 5 [m]
n) o)
p) Transverse
extent : q) 0.79 [m] inboard from the vessel’s side at right angles to
the centerline at the level corresponding to the maximum
draught , or when applicable, the distance allowed by sec
Chapter 9, 9.3.4 of ADN, reduced by 0.01[m]
r) s)
t) Vertical exten t : u) From the base line upwards without limit
b) extent of bottom damage:
Longitudinal extent: At least 0.10 L OA, but not less than 5 [m]
Transverse extent : 3 [m]
Vertical extent : From the base 0.59[m] upwards, the sump excepted
c) Any bulkhead within the damaged area is to be assumed damaged, which means that
the location of bulkheads is to be chosen to ensure that the vessel remains afloat
after the flooding of two or more adjacent compartments in the longitudinal
direction.
The following provi sions are applicable:
For bottom damage, adjacent athwartship compartments are also to be
assumed flooded
the lower edge of any non -watertight opening (e.g. windows, doors and
access hatchways), at the final stage of flooding, is to be not less than 0.10
[m] above the damage waterline.
In general, permeability is to be assumed to be 95%. Where an average
permeability of less than 95% is calculated for any compartment, this
calculated value obtained may be used. However, minimum values of
permeability, μ, gi ven in Table 5 are to be used. For the main engine room,
only the one -compartment standard need be taken into account, i.e. the end
bulkheads of the engine room are to be assumed as not damaged.
Table 5: Permeability
Engine Room 85%
Accommodation 95%
Double Bottom, Oil Fuel Tanks, Ballast
Tanks, etc. depending on whether,
according to their function, they have to be
assumed as full or empty for vessel
floating at the maximum permissible draft 0% or 95%
5.5.4.3.2 For the intermediate stage
of flooding the following criteria
have to be fulfilled:
GZ≥0.03[m]
Range of positive GZ: 5˚
5.5.4.3.3 At the stage of equilibrium
(in the final stage of flooding), the
angle of heel is not to exceed 12°.
Non-watertight openings are not to
be floo ded before reaching the stage
of equilibrium. If such openings are
immersed before the stage of
equilibrium, the corresponding
spaces are to be considered flooded
for the purpose of stability
calculation. 5.5.4.3.4 The positive range of the
righting lever curve beyo nd the
stage of equilibrium is to have a
righting lever of ≥ 0.05 [m] in
association with an area under the
curve of ≥ 0.0065 [m.rad]. The
minimum values of stability are to
be satisfied up to immersion of the
first non -weathertight openings and
in any eve nt up to an angle of heel ≤
27°. If nonwatertight openings are
immersed before that stage, the
corresponding spaces are to be
considered flooded for the purpose
of stability calculation.
5.5.4.3.5 If openings through which
undamaged compartments may
additionally become flooded are
capable of being closed watertight,
the closing appliances are to be
marked accordingly.
5.5.4.3.6 Where cross - or down -
flooding openings are provided for
reduction of unsymmetrical
flooding, the time of equ alization is
not to exceed 15 min, provided
during the intermediate stages of
flooding sufficient stability has been
proved.
5.5.5 Safety and control installations
5.5.5.1 Cargo tanks are to be provided with the
following equipment:
a) a mark inside the tank indicating the liquid level of 95%;
b) a level gauge;
c) a level alarm device which is
activated at the latest when a degree
of filling of 90% is reached;
d) a high level sensor for actuating the
facility against overflowing at the
latest when a degree of filling of
97.5% is rea ched;
e) an instrument for measuring the
pressure of the vapour phase inside
the cargo tank;
f) an instrument for measuring the
temperature of the cargo, if in
column (9) of Table C of Chapter
3.2 of ADN a heating installation is
required, or if a maximum
temper ature is indicated in column
(20) of that list;
g) a connection for a closed -type or
partly closed -type sampling device,
and/or at least one sampling
opening as required in column (13)
of Table C of Chapter 3.2 of ADN.
5.5.5.2 When the degree of filling in per cent i s
determined, an error of not more than 0.5% is
permitted. It is to be calculated on the basis of
the total cargo tank capacity including the
expansion trunk.
5.5.5.3 The level gauge is to allow readings
from the control position of the shut -off devices
of the par ticular cargo tank. The permissible
maximum filling levels of 95% and 97%, as
given in the list of substances, are to be marked
on each level gauge. Permanent reading of the
overpressure and vacuum is to be possible from
a location from which loading or un loading
operations may be interrupted. The permissible
maximum overpressure and vacuum are to be
marked on each level gauge. Readings are to be
possible in all weather conditions.
5.5.5.4 The level alarm device is to give a
visual and audible warning on board when
actuated. The level alarm device is to be
independent of the level gauge.
5.5.5.5 High Level Sensors
5.5.5.5.1 The high level sensor
referred to in 5.5.5.1 d) above is to
give a visual and audible alarm on
board and at the same time actuate
an electrical contact which in the
form of a binary signal interrupts
the electric current loop provided
and fed by the shore facility, thus
initiating measures at the shore
facility against overflowing during
loading operations. The signal is to
be trans mitted to the shore facility
via a watertight two –pin plug of a
connector device in accordance with
standard EN 60309 for direct
current of 40 to 50 volts,
identification colour white, position
of the nose 10 h. The plug is to be
permanently fitted to the vessel
close to the shore connections of the
loading and unloading piping.
5.5.5.5.2 The high level sensor is
also to be capable of switching off
the vessel’s own discharging pump.
5.5.5.5.3 The high level sensor is to
be independent of the level alarm
device, but it may be connected to
the level gauge. 5.5.5.5.4 During discharging by
means of the on -board pump, it is to
be possible for the shore facility to
switch it off. For this purpose, an
independent intrinsically safe power
line, fed by the vessel, is to be
switched off by the shore facility by
means of an electrical contact. It is
to be possible for the binary signal
of the shore facility to be
transmitted via a watertight two –
pole socket or a connector device in
accordance with standard EN
60309, for direct current of 40 to 50
volts, identification colour white,
position of the nose 10 h. This
socket is to be permanently fitted to
the vessel close to the shore
connections of the unloading piping.
5.5.5.6 Vessels which may be delivering
products required for operation of vessels are to
be equipped with a transhipment facility
compatible with European standard EN
12827:1999 and a rapid closing device enabling
refuelling to be interrupted. It is to be possible
to actuate this rapid closing device by means of
an electrical signal from the o verflow
prevention system. The electrical circuits
actuating the rapid closing device are to be
secured according to the quiescent current
principle or other appropriate error detection
measures. The state of operation of electrical
circuits which cannot b e controlled using the
quiescent current principle are to be capable of
being easily checked. It is to be possible to
actuate the rapid closing device independently
of the electrical signal. The rapid closing device
is to actuate a visual and audible alarm on
board.
5.5.5.7 The visual and audible signals given by
the level alarm device are to be clearly
distinguishable from those of the high level
sensor. The visual alarm is to be visible at each
control position on deck of the cargo tank stop
valves. It is to be possible to easily check the
functioning of the sensors and electric circuits
or these are to be “intrinsically safe apparatus”.
5.5.5.8 Cargo tank pressure and temperature
monitoring
5.5.5.8.1 When the pressure or
temperature exceeds a set value,
instruments for measuring the
vacuum or overpressure of the
gaseous phase in the cargo tank or
the temperature of the cargo, is to
activate a visual and audible alarm
in the wheelhouse. When the
wheelhouse is unoccupied the alarm
is also to be perceptible in a location
occupied by a crew member.
5.5.5.8.2 When the pressure exceeds
the set value during loading and
unloading, the instrument for
measuring the pressure is to, by
means of the plug referred to in
5.5.5.5 and Error! Reference
ource not found. above, initiate
immediately an electrical contact
which is to put into effect measures
to interrupt the loading or unloading
operation. If the vessel’s own
discharge pump is used, it is to be
switched off automatically. The
instrument for measuring the
overpressure or vacuum is to
activate the alarm at latest when an
overpressure i s reached equal to
1.15 times the opening pressure of
the pressure relief device, or a
vacuum pressure equal to the
construction vacuum pressure but
not exceeding 5 [kPa] (0.05 bar).
The maximum allowable
temperature is indicated in column
(20) of Table C of Chapter 3.2 of
ADN. The sensors for the alarms
mentioned in this paragraph may be
connected to the alarm device of the
sensor.
5.5.5.8.3 When it is prescribed in
column (20) of Table C of Chapter
3.2 of ADN, the instrument for
measuring the overpressure of the
gaseous phase is to activate a visible
and audible alarm in the wheelhouse
when the overpressure exceeds 40
[kPa] (0.4 bar) during the voyage.
When the wheelhouse is
unoccupied, the alarm is also to be
perceptible in a location occupied
by a crew member.
5.5.5.9 Whe re the control elements of the shut -
off devices of the cargo tanks are located in a
control room, it is to be possible to stop the
loading pumps and read the level gauges in the
control room, and the visual and audible
warning given by the level alarm devi ce, the
high level sensor referred to in 5.5.5.1 d) and the
instruments for measuring the pressure and
temperature of the cargo are to be noticeable in
the control room and on deck. Satisfactory
monitoring of the cargo area is to be ensured
from the control room.
5.5.5.10 The vessel is to be so equipped that
loading or unloading operations can be
interrupted by means of switches, i.e. the quick -action stop valve located on the flexible vessel –
to–shore connecting line must be capable of
being closed. The switch is to be placed at two
points on the vessel (fore and aft). This
provision applies only when prescribed in
column (20) of Table C of Chapter 3.2 of ADN.
The interruption system is to be designed
according to the quiescent current principle.
5.5.5.11 When re frigerated substances are
carried the opening pressure of the safety
system is to be determined by the design of the
cargo tanks. In the event of the transport of
substances that must be carried in a refrigerated
state the opening pressure of the safety sy stem
is to be not less than 25 [kPa] (0.25 bar) greater
than the maximum pressure calculated
according to 5.5.6.2 .
5.5.6 Cargo Pressure and Temperature C ontrol
5.5.6.1 Requirements for maintenance of cargo
pressure and temperature
5.5.6.1.1 Unless the entire cargo
system is designed to resist the full
effective vapour pressure of the
cargo at the upper limits of the
ambient design temperatures, the
pressure of the tanks is to be kept
below the permissible maximum set
pressure of the safety valves, by one
or more of the following means:
a) a system for the regulation of cargo
tank pressure using mechanical
refrigeration;
b) a system ensuring safety in the event
of the heating or in crease in pressure
of the cargo. The insulation or the
design pressure of the cargo tank, or
the combination of these two
elements, is to be such as to leave an
adequate margin for the operating
period and the temperatures
expected; in each case the system is
to be deemed acceptable and is to
ensure safety for a minimum time of
three times the operation period;
5.5.6.1.2 The systems prescribed in
5.5.6.1.1 are to be constructed,
installed and tested. The materials
used in their construction are to be
compatible with the cargoes to be
carried. For normal service, the
upper ambient design temperature
limits are to be:
Air: +45° C;
Water: +32° C.
5.5.6.1.3 The cargo storage system
is to be capable of resisting the full
vapour pressure of the cargo at the
upper limits of the ambient design
temperatures, whatever the system
adopted to deal with the boil -off
gas. This requirement is indicated
by remark 37 in column (20) of
Table C of Chapter 3.2 of ADN.
5.5.6.2 Refrigeration system
5.5.6.2.1 The refrigeration system
referred to in 5.5.6.1.1 a) is to be
composed of one or more units
capable of keeping the pressure and
temperature of the cargo at the
upper limits of the ambient design
temperatures at the prescribed level.
Unless an other means of regulating
cargo pressure and temperature
deemed satisfactory by Designated
Authority/Classification Society,
provision is to be made for one or
more stand -by units with an output
at least equal to that of the largest
prescribed unit. A stan d-by unit is to
include a compressor, its engine, its
control system and all necessary
accessories to enable it to operate
independently of the units normally
used. Provision is to be made for a
stand -by heat -exchanger unless the
system’s normal heat -excha nger has
a surplus capacity equal to at least
25% of the largest prescribed
capacity. It is not necessary to make
provision for separate piping. Cargo
tanks, piping and accessories are to
be insulated so that, in the event of a
failure of all cargo refrige ration
systems, the entire cargo remains
for at least 52 hours in a condition
not causing the safety valves to
open.
5.5.6.2.2 The security devices and
the connecting lines from the
refrigeration system are to be
connected to the cargo tanks above
the liquid phase o f the cargo when
the tanks are filled to their
maximum permissible degree of
filling. They are to remain within
the gaseous phase, even if the vessel
has a list up to 12 degrees.
5.5.6.2.3 When several refrigerated
cargoes with a potentially
dangerous chemical react ion are
carried simultaneously, particular
care is to be given to the
refrigeration systems to prevent any mixing of the cargoes. For the
carriage of such cargoes, separate
refrigeration systems, each
including the full stand -by unit
referred to in Error! Reference
ource not found. , is to be provided
for each cargo. When, however,
refrigeration is ensured by an
indirect or combined system and no
leak in the heat exchangers can
under any foreseeable
circumstances lead to the mixing of
cargoes, no provision need be made
for separate refrigeration units for
the different cargoes.
5.5.6.2.4 When several refrigerated
cargoes are not soluble in each other
under cond itions of carriage such
that their vapour pressures are
added together in the event of
mixing, particular care is to be
given to the refrigeration systems to
prevent any mixing of the cargoes.
5.5.6.2.5 When the refrigeration
systems require water for cooling, a
sufficient quantity is to be supplied
by a pump or pumps used
exclusively for the purpose. This
pump or pumps are to have at least
two suction pipes, leading from two
water intakes, one to port, the other
to starboard. Provision is to be made
for a stand -by p ump with a
satisfactory flow; this may be a
pump used for other purposes
provided that its use for supplying
water for cooling does not impair
any other essential service.
5.5.6.2.6 The refrigeration system
may take one of the following
forms:
a) Direct system: the car go
vapours are compressed,
condensed and returned to
the cargo tanks. This
system is not to be used for
certain cargoes specified in
Table C of Chapter 3.2 of
ADN. This requirement is
indicated by remark 35 in
column (20) of Table C of
Chapter 3.2 of ADN;
b) Indirect system: the cargo
or the cargo vapours are
cooled or condensed by
means of a coolant without
being compressed;
c) Combined system: the
cargo vapours are
compressed and condensed
in a cargo/coolant heat -
exchanger and returned to
the cargo tanks. This
system is not to be used for
certain cargoes specified in
Table C of Chapter 3.2 of
ADN. This requirement is
indicated by remark 36 in
column (20) of Table C of
Chapter 3.2 of ADN.
5.5.6.2.7 All primary and
secondary coolant fluids are to be
compatible with each ot her and with
the cargo with which they may
come into contact. Heat exchange
may take place either at a distance
from the cargo tank, or by using
cooling coils attached to the inside
or the outside of the cargo tank.
5.5.6.2.8 When the refrigeration
system is install ed in a separate
service space, this service space is
to meet the requirements of
5.5.2.4.6 .
5.5.6.2.9 For all cargo systems, the
heat transmission coefficie nt as
used for the determination of the
holding time is to be determined by
calculation. Upon completion of the
vessel, the correctness of the
calculation is to be checked by
means of a heat balance test. The
calculation and test is to be
performed under s upervision by
Designated Authority/Classification
Society. The heat transmission
coefficient is to be documented and
kept on board. The heat
transmission coefficient is to be
verified at every renewal of the
certificate of approval.
5.5.6.3 Cargo heating system
5.5.6.3.1 Boilers, which are used for
heating the cargo, are to be fueled
with a liquid fuel having a
flashpoint of more than 55 °C. They
are to be placed either in the engine
room or in another separate space
below deck and outside the cargo
area, which is accessible from the
deck or from the engine room.
5.5.6.3.2 The cargo heating system
is to be designed so that the cargo cannot penetrate into the boiler in
the case of a leak in the heating
coils. A cargo heating system with
artificial draught is to be ignited
electrically.
5.5.6.3.3 The ventilation system of
the engine room is to be designed
taking into account the air required
for the boiler.
5.5.6.3.4 Where the cargo heating
system is used during loading,
unloading or gas -freeing, the service
space which contains this system is
to fully compl y with the
requirements of 5.5.9.3.7 . This
requirement does not apply to the
inlets of the ventilation system.
These inlets are to be located at a
minimum distance of 2 [m] from the
cargo area and 6 [m] from the
openings of cargo tanks or residual
cargo tanks, loading pumps situated
on deck, openings of high velocity
vent valves, pressure relief devices
and shore connections of loading
and unloading p iping and must be
located not less than 2 [m] above
the deck. The requirements of
5.5.9.3.7 .are not applicable to the
unloading of substances having a
flash point of 60 [°C] or more when
the temperature of the product is at
least 15 K lower at the flash point.
5.5.6.4 Water -spray system
5.5.6.4.1 When water -spraying is
required in column (9) of Table C of
Chapter 3.2 of ADN, a water -spray
system is to be installe d in the cargo
area on deck to enable gas
emissions from loading to be
precipitated and to cool the tops of
cargo tanks by spraying water over
the whole surface so as to avoid
safely the activation of the high -
velocity vent valve at 50 [kPa] (0.5
bar). The gas precipitation system is
to be fitted with a connection device
for supply from a shore installation.
5.5.6.4.2 The spray nozzles are to
be so installed that the entire cargo
deck area is covered and the gases
released are precipitated safely. The
system is to be capable of being put
into operation from the wheelhouse
and from the deck. Its capacity is to
be such that when all the spray
nozzles are in operation, the outflow
is not less than 50 litres per square
metre of deck area and per hour.
5.5.7 Pumps and piping
5.5.7.1 Pumps, compressors and accessory
loading and unloading piping are to be placed
in the cargo area. Cargo pumps are to be
capable of being shut down from the cargo area
and, in addition, from a position outside the
cargo area. Cargo pumps situated on deck are t o
be located not less than 6 [m] from entrances to,
or openings of, the accommodation and service
spaces outside the cargo area.
5.5.7.2 Piping for loading and unloading is to
be independent of any other piping of the
vessel. No cargo piping is to be located below
deck, except those inside the cargo tanks and
inside the cargo pump -room.
5.5.7.3 The piping for loading and unloading is
to be arranged so that, after loading or
unloading operations, the liquid remaining in
these pipes may be safely removed and may
flow either into the vessel’s tanks or the tanks
ashore.
5.5.7.4 Piping for loading and unloading is to
be clearly distinguishable from other piping,
e.g. by means of colour marking.
5.5.7.5 The piping for loading and unloading
located on deck, with the exception of the shore
connect ions, is to be located not less than a
quarter of the vessel's breadth from the outer
shell.
5.5.7.6 The shore connections are to be located
not less than 6 [m] from the entrances to, or
openings of, the accommodation and service
spaces outside the cargo area.
5.5.7.7 Each shore connection of the venting
piping and shore connections of the piping for
loading and unloading, through which the
loading or unloading operation is carried out, is
to be fitted with a shut -off device. However,
each shore connection is to be fitted with a
blind flange when it is not in operation.
5.5.7.8 The flanges and stuffing boxes are to be
provided with a spray protection device.
5.5.7.9 Piping for loading and unloading, and
venting piping, are not to have flexible
connections fitted with sliding seals.
5.5.7.10 The dis tance referred to in 5.5.7.1 and
5.5.7.6 may be reduced to 3 [m] if a transverse
bulkhead complying with Error! Reference
ource not found. is situated at the end of the
cargo area. The o penings are to be provided
with doors. The following notice is to be
displayed on the doors:
DO NOT OPEN DURING LOADING AND
UNLOADING WITHOUT PERMISSION.
CLOSE IMMEDIATELY.
5.5.7.11 Every component of the piping for
loading and unloading are to be electrically
connected to the hull.
5.5.7.12 The piping for loading is to extend
down to the bottom of the cargo tanks.
5.5.7.13 The stop valves or other shut -off
devices of the piping for loading and unloading
are to indicate whether they are open or shut.
5.5.7.14 The piping for loading and un loading
is to have, at the test pressure, the required
elasticity, leakproofness and resistance to
pressure.
5.5.7.15 The piping for loading and unloading
is to be fitted with pressure gauges at the outlet
of the pumps. The permissible maximum
overpressure or vacuu m value is to be indicated
on each measuring device. Readings are to be
possible in all weather conditions.
5.5.7.16 When piping for loading and
unloading are used for supplying the cargo
tanks with washing or ballast water, the
suctions of these pipes are to be lo cated within
the cargo area but outside the cargo tanks.
Pumps for tank washing systems with
associated connections may be located outside
the cargo area, provided the discharge side of
the system is arranged in such a way that the
suction is not possible through that part. A
spring -loaded non -return valve is to be
provided to prevent any gases from being
expelled from the cargo area through the tank
washing system.
5.5.7.17 A non -return valve is to be fitted at the
junction between the water suction pipe and the
cargo loading pipe.
5.5.7.18 The permissible loading and unloading
flows are to be calculated. Calculations concern
the permissible maximum loading and
unloading flow for each cargo tank or each
group of cargo tanks, taking into account the
design of the ventilation system. These
calculations are to take into consideration the
fact that in the event of an unforeseen cut –off of
the vapour return piping of the shore facility,
the safety devices of the cargo tanks will
prevent pressure in the cargo tanks from
exceeding t he following values:
over–pressure: 115% of the opening
pressure of the high -velocity vent
valve;
vacuum pressure: not more than the
construction vacuum pressure but not
exceeding 5 [kPa] (0.05 bar).
The main factors to be considered are
the following:
a) Dimensions of the ventilation
system of the cargo tanks;
b) Gas formation during loading:
multiply the largest loading flow
by a factor of not less than 1.25;
c) Density of the vapour mixture of
the cargo based on 50% volume
vapour and 50% volume air;
d) Loss of pres sure through
ventilation pipes, valves and
fittings. Account will be taken of
a 30% clogging of the mesh of
the flame -arrester;
e) Chocking pressure of the safety
valves.
The permissible maximum loading and
unloading flows for each cargo tank or
for each grou p of cargo tanks are to be
given in an on -board instruction.
5.5.7.19 Compressed air generated outside the
cargo area or wheelhouse can be used in the
cargo area s ubject to the installation of a
spring-loaded non -return valve to
ensure that no gases can escape from the cargo
area through the compressed air system into
accommodation or service spaces outside the
cargo area.
5.5.7.20 If the vessel is carrying several
dangerous substances liable to react
dangerously with each other, a separate pump
with its own piping for loading and unloading is
to be installed for each substance. The piping is
not to pass through a cargo tank containing
dangerous substances with which the substance
in question is liable to react.
5.5.8 Tanks and receptacles for residual products
and receptacles for slops
5.5.8.1 If vessels are provided with a tank for
residual products, it is to comply with the
provisions of 5.5.8.3 , 5.5.8.4 , Error!
eference source not found. , 5.5.8.6 and
5.5.8.7 .Receptacles for residual products and
receptacles for slops are to be located only in
the cargo area. During the filling of the
receptacles for residual products, means for
collecting any leakage is to be plac ed under the
filling connections.
5.5.8.2 Receptacles for slops are to be fire
resistant and are to be capable of being closed
with lids. The receptacles for slops are to be marked and be easy to handle.
5.5.8.3 The maximum capacity of a tank for
residual products is 30 [m3].
5.5.8.4 The tank for residual products is to be
equipped with:
pressure -relief and vacuum relief
valves.
The high velocity vent valve is to be
so regulated as not to open during
carriage. This condition is met when
the opening pressure of the valve
meets the conditions set out in
column (10) of Table C of Chapter
3.2 of ADN; When anti -explosion
protection is required in column (17)
of Table C of Chapter 3.2 of ADN,
the vacuum -relief valve is to be
capable of withstanding deflagrations
and the highvelocity ven t valve is to
withstand steady burning;
a level indicator;
connections with shut -off devices, for
pipes and hose assemblies.
5.5.8.5 Receptacles for residual products are to
be equipped with:
a connection enabling gases released
during filling to be evacuated safe ly;
a possibility of indicating the degree
of filling;
connections with shut -off devices, for
pipes and hose assemblies.
5.5.8.6 Receptacles for residual products are to
be connected to the venting piping of cargo
tanks only for the time necessary to fill them.
During the filling of the receptacle, released
gases are to be safely evacuated.
5.5.8.7 Receptacles for residual products and
receptacles for slops placed on the deck are to
be located at a minimum distance from the hull
equal to one quarter of the vessel’s bread th.
5.5.9 Requirements for Electrical Installations
5.5.9.1 Documents concerning electrical
installations
5.5.9.1.1 In addition to the other
required documentations, the
following documents are to be on
board:
a) a drawing indicating the boundaries
of the cargo area and the location of
the electrical equipment installed in
this area;
b) a list of the electrical equipment
referred to in (a) above including the
following particulars: machine or
appliance, location, type of
protection, type of protection against
explosion, testing body and approval
number;
c) a list of or general plan indicating the
electrical equipment outside the cargo
area which may be operated during
loading, unloading or gas -freeing. All
other electrical equipment is to be
marked in red. See 5.5.9.3.7 and
5.5.9.3.8 .
5.5.9.2 Electrical installations
5.5.9.2.1 Only distribution systems
without return connection to the hull
are permitted.
This provision does not apply to:
active cathodic corrosion
protection;
certain limit ed sections of the
installations situated outside the
cargo area (e.g. connections of
starters of diesel engines);
the device for checking the
insulation level referred to in
5.5.9.2.2 below.
5.5.9.2.2 Every insulated
distribution network is to be fitted
with an automatic device with a
visual and audible alarm for
checking the insulation level.
5.5.9.2.3 For the selection of
electrical equipment to be used in
zones prese nting an explosion risk,
the explosion groups and
temperature classes assigned to the
substances carried in accordance
with columns (15) and (16) of Table
C of Chapter 3.2 of ADN is to be
taken into consideration.
5.5.9.3 Type and location of electrical
equipment
5.5.9.3.1 Only the following
equipment may be installed in cargo
tanks, residual cargo tanks, and
piping for loading and unloading
(comparable to zone 0):
measuring, regulation and
alarm devices of the EEx
(ia) type of protection.
5.5.9.3.2 Only the following
equipment may be installed in the
cofferdams, double -hull spaces,
double bottoms and hold spaces
(comparable to zone 1): measuring, regulation and alarm
devices of the certified safe type;
lighting appliances of the “flame -
proof enclosure” or “apparatus
protected by press urization” type of
protection;
hermetically sealed echo sounding
devices the cables of which are led
through thick -walled steel tubes with
gastight connections up to the main
deck;
cables for the active cathodic
protection of the shell plating in
protectiv e steel tubes such as those
provided for echo sounding devices.
The following equipment may be installed
only in double -hull spaces and double
bottoms if used for ballasting:
Permanently fixed submerged pumps
with temperature monitoring, of the
certified safe type.
5.5.9.3.3 Only the following
equipment may be installed in the
service spaces in the cargo area
below deck (comparable to zone 1):
measuring, regulation and alarm
devices of the certified safe type;
lighting appliances of the “flame -
proof enclosure” or “a pparatus
protected by pressurization” type of
protection;
motors driving essential equipment
such as ballast pumps with
temperature monitoring; they are to
be of the certified safe type.
5.5.9.3.4 The control and protective
equipment of the electrical
equipment refe rred to in paragraphs
5.5.9.3.1 , 5.5.9.3.2 and 5.5.9.3.3
above is to be located outside the
cargo area if they are not
intrins ically safe.
5.5.9.3.5 The electrical equipment
in the cargo area on deck
(comparable to zone 1) is to be of
the certified safe type.
5.5.9.3.6 Accumulators are to be
located outside the cargo area.
5.5.9.3.7 Electrical equipment used
during loading, unloading and gas -
freeing during be rthing and which
are located outside the cargo area
are to (comparable to zone 2) be at
least of the “limited explosion risk”
type.
5.5.9.3.7.1 This provision does not apply to:
a) lighting installations in the
accommodation, except for switches
near entrances to accommodation; b) radiotelephone installations in the
accommodation or the wheelhouse;
c) mobile and fixed telephone
installations in the accommodation or
the wheelhouse;
d) electrical installations in the
accommodation, the wheelhouse or
the service spaces outsid e the cargo
areas if:
A. These spaces are fitted with a
ventilation system ensuring an
overpressure of 0.1 [kPa]
(0.001 bar) and none of the
windows is capable of being
opened; the air intakes of the
ventilation system are to be
located as far away as
possibl e, however, not less
than 6 [m] from the cargo area
and not less than 2 [m] above
the deck;
B. The spaces are fitted with a
gas detection system with
sensors:
i. at the suction inlets of
the ventilation
system;
ii. directly at the top
edge of the sill of the
entranc e doors of the
accommodation and
service spaces;
C. The gas concentration
measurement is continuous;
D. When the gas concentration
reaches 20% of the lower
explosive limit, the ventilators
are switched off. In such a
case and when the
overpressure is not maintai ned
or in the event of failure of the
gas detection system, the
electrical installations which
do not comply with 5.5.9.3.7
above, are to be switch ed off.
These operations are to be
performed immediately and
automatically and activate the
emergency lighting in the
accommodation, the
wheelhouse and the service
spaces, which is to comply at
least with the “limited
explosion risk” type. The
switching -off is to be indicated
in the accommodation and
wheelhouse by visual and
audible signals;
E. The ventilation system, the gas
detection system and the alarm
of the switch -off device fully
comply with the requirements
of 5.5.9.3.7 above;
F. The automatic switch -off
device is set so that no
automatic switching -off may
occur while the vessel is under
way.
e) Inland AIS (automatic identification
systems) stations in the
accommodation and in the
wheelhouse if no part of an aerial for
electronic apparatus is situated above
the cargo area and if no part of a VHF
antenna for AIS stations is situated
within 2 [m] from the cargo area.
5.5.9.3.8 The electrical equipment
which does not meet the
requirements set out in 5.5.9.3.7
above together with its switches are
to be marked in red. The
disconnection of such equipment is
to be operated from a centralised
location on board.
5.5.9.3.9 An electric generator
which is permanentl y driven by an
engine and which does not meet the
requirements of 5.5.9.3.7 above, is
to be fitted with a switch capable of
shutting down the excit ation of the
generator. A notice board with the
operating instructions is to be
displayed near the switch.
5.5.9.3.10 Sockets for the
connection of signal lights and
gangway lighting are to be
permanently fitted to the vessel
close to the signal mast or the
gangway. Connecting and
disconnecting is not to be possible
except when the sockets are not
live.
5.5.9.3.11 The failure of the power
supply for the safety and control
equipment is to be immediately
indicated by visual and audible
signals at the locations where the
alarms are usually actuated. 5.5.9.4 Earthing
5.5.9.4.1 The metal parts of
electrical appliances in the cargo
area which are not live as well as
protective metal tubes or metal
sheaths of cables in normal service
are to be earthed, unless they are so
arranged that they are automatic ally
earthed by bonding to the metal
structure of the vessel.
5.5.9.4.2 The provisions of 5.5.9.4.1
above apply also to equipment
having service voltages of less than
50 V.
5.5.9.4.3 Independent cargo tanks
are to be earthed.
5.5.9.4.4 Receptacles for residual
products are to be capable of being
earthed.
5.5.9.5 Electrical cables
5.5.9.5.1 All cables in the cargo
area are to have a metallic sheath.
5.5.9.5.2 Cables and sockets in the
cargo area are to be protected
against mechanical damage.
5.5.9.5.3 Movable cables are
prohibited in the cargo area, except
for intrinsically safe electric circuits
or for the supply of signal lights,
gangway lighting.
5.5.9.5.4 Cables of intrinsically safe
circuits are only to be used for such
circuits and are to be separated from
other cables not intended for being
used in such circuits (e.g. they are
not to be installed together in the
same string of cables and they are
not to be fixed by the same cable
clamps).
5.5.9.5.5 For movable cables
intended for signal lights, gangway
lighting, , only sheathed cables of
type H 07 RN -F in accordance with
IEC publication -60 245 -4 (1994) or
cables of at least equivalent design
having conductors with a cross -
section of not less than 1.5 [mm2] is
to be used. These cabl es are to be as
short as possible and installed so
that damage is not likely to occur.
5.5.9.5.6 The cables required for the
electrical equipment referred to in
5.5.9.3.2 and 5.5.9.3.3 are accepted
in cofferdams, double -hull spaces,
double bottoms, hold spaces and
service spaces below deck. When
the vessel is only authorized to
carry substances for which no
antiexplosion protection is required
in column (17) of Table C in
Chapter 3.2 of ADN, cable
penetration is permitted in the hold
spaces.
5.5.10 Inspection and Testing
5.5.10.1 Pressure tests
5.5.10.1.1 The cargo tanks, resid ual
cargo tanks, cofferdams, piping for
loading and unloading are to be
subjected to initial tests before
being put into service and thereafter
at prescribed intervals. Where a
heating system is provided inside
the cargo tanks, the heating coils are
to be subjected to initial tests before being put into service and thereafter
at prescribed intervals.
5.5.10.1.2 The test pressure for the
cargo tanks and residual cargo tanks
is to be not less than 1.3 times the
construction pressure. The test
pressure for the cofferdams and
open cargo tanks is to be not less
than 10 [kPa] (0.10 bar) gauge
pressure.
5.5.10.1.3 The test pressure for
piping for loading and unloading is
to be not less than 1000 [kPa] (10
bar) gauge pressure.
5.5.10.1.4 The maximum intervals
for the periodic tests is to be 11
years.
5.5.10.1.5 The procedure for
pressure test is to be approved.
Vessels Carrying Dangerous Cargoes in Gaseous State
(Type G Vessels)
6.1 Application
6.1.1 This section applies to propelled and non -
propelled tankers of Types G, intended for the
carriage of dangerous liquids of Class 2 in bulk.
6.2 Documents to be Submitted
6.2.1 Following plans and documents are to be
submitted in addition to the documents required
in the other parts of the rules for the parts of the
vessel not affected by the cargo, as applicable.
6.2.1.1 For Approval
a) Gas-dangerous zones plan.
b) Location of void spaces and accesses to dangerous
zones
c) Air locks between safe and dangerous zones.
d) Ventilation du ct arrangement in gas -dangerous
spaces and adjacent zones.
e) Details of hull structure in way of cargo tanks,
including support arrangement for tanks, saddles,
anti-floating and anti -lifting devices, deck sealing
arrangements, etc.
f) Calculation of the hull temperature in all the
design cargo conditions.
g) Intact and damage stability calculations.
h) Scantlings, material and arrangement of the cargo
containment system.
i) Details of insulation.
j) Details of ladders, fittings and towers in tanks and relative stress an alysis, if any.
k) Details of tank domes and deck sealings.
l) Plans and calculations of safety relief valves.
m) Details of cargo handling and vapour system,
including arrangements and details of piping and
fitting.
n) Details of cargo pumps and cargo compressors.
o) Details of process pressure vessels and relative
valving arrangement.
p) Bilge and ballast system in cargo area.
q) Gas freeing system in cargo tanks including inert
gas system.
r) Ventilation system in cargo area.
s) Refrigeration plant system diagram, if any.
t) Water spray system diagram.
u) Details of electrical equipment installed in cargo
area, including the list of certified safe equipment
and apparatus and electrical bonding of cargo
tanks and piping.
v) Schematic electrical wiring diagram in cargo area.
w) Gas detection s ystem.
x) Cargo tank instrumentation, including cargo and
hull temperature monitoring system.
y) Emergency shutdown system.
z) Details of fire -extinguishing appliances and
systems in cargo area.
aa) Arrangement drawing of the various fire
bulkheads and decks with stand ard fire test reports
for the various arrangements, surface coverings,
paints and similar.
bb) Loading and unloading operation description,
including cargo tank filling limits.
6.2.1.2 For Information
a) Design characteristics of
products to be carried, including
maximu m density, maximum
vapour pressure, maximum
liquid temperature and other
important design conditions.
b) General arrangement plan,
showing location of cargo tanks
and fuel oil, ballast and other
tanks.
6.3 Materials of Construction
6.3.1 Materials and grades of steel are to comply
with the requirements of Annex 1 requirements
for Inspection and Testing of Materials and as
required by the individual vessel type. The
independent cargo tanks may also be constructed
of other materials, provided these have at least
equival ent properties and resistance against the
effects of temperature and fire.
6.3.2 Every part of the vessel including any
installation and equipment which may come into
contact with the cargo is to consist of materials
which can neither be dangerously affected by the
cargo nor cause decomposition of the cargo or
react with it so as to form harmful or hazardous
products. In case this aspect has not been
examined during inspection of the vessel a
relevant reservation is to be entered in the list of
cargoes .
6.3.3 The use of wood, aluminium alloys or
plastic materials within the cargo area is not
allowed, except where explicitly permitted as
below or in the certificate of approval:
The use of wood, aluminium
alloys or plastic materials within
the cargo area is only permitt ed
for:
o gangways and external
ladders;
o movable items of
equipment;
o chocking of cargo tanks
which are independent
of the vessel’s hull and
chocking of
installations and
equipment; o masts and similar round
timber;
o engine parts;
o parts of the electrical
instal lation;
o lids of boxes which are
placed on the deck.
The use of wood or plastic
materials within the cargo area
is only permitted for:
o supports and stops of
any kind.
The use of plastic materials or
rubber within the cargo area is
only permitted for:
o all k inds of gaskets
(e.g. for dome or hatch
covers);
o electric cables;
o hose assemblies for
loading and unloading;
o insulation of cargo
tanks and of piping for
loading and unloading;
o photo -optical copies of
the certificate of
approval.
All permanently fitted mat erial
in the accommodation or
wheelhouse, with the exception
of furniture, is not to evolve
fumes or toxic gases in
dangerous quantities, if involved
in a fire.
6.3.4 The paint used in the cargo area is not to be
liable to produce sparks in case of impact.
6.3.5 The use of plastic materials for the vessel’s
boats is permitted only of the material does not
readily ignite.
6.3.6 To avoid corrosive attack of the cargo tank
structure by chemical cargoes, it is strongly
recommended the structure be protected by
suitable lining o r coating.
6.3.7 The suitability of the lining or coating and
its compatibility with the intended cargoes is the
responsibility of the Builder and Owner.
Designated Authority/Classification Society will
require the confirmation of the manufacturer that
the lining or coating used to protect the cargo
tank structure is compatible with the cargoes
mentioned in list of cargoes.
6.4 Requirements for Type G
Vessel
6.4.1 General
6.4.1.1 Application
6.4.1.1.1 Requirements of this
subsection are applicable to Type G
tankers.
6.4.2 Arrangement
6.4.2.1 Protec tion against Penetration of Gases
6.4.2.1.1 The vessel is to be
designed so as to prevent gases
from penetrating into the
accommodation and the service
spaces.
6.4.2.1.2 Outside the cargo area, the
lower edges of door -openings in the
sidewalls of superstructures and the
coami ng of access hatches to under -
deck spaces are to have a height of
not less than 0.50 [m] above the
deck. This requirement need not be
complied with if the wall of the
superstructures facing the cargo
area extends from one side of the
vessel to the other a nd has doors the
sills of which have a height of not
less than 0.50 [m]. The height of
this wall is not to be less than 2 [m].
In this case, the lower edges of
door-openings in the sidewalls of
superstructures and the coamings of
access hatches behind this wall are
to have a height of not less than
0.10 [m]. The sills of engine room
doors and the coamings of its access
hatches are to, however, always
have a height of not less than 0.50
[m].
6.4.2.1.3 In the cargo area, the
lower edges of door -openings in the
sidewall s of superstructures are to
have a height of not less than 0.50
[m] above the deck and the sills of
hatches and ventilation openings of
premises located under the deck are
to have a height of not less than
0.50 [m] above the deck. This
requirement does not apply to
access openings to double -hull and
double bottom spaces.
6.4.2.1.4 The bulwarks, foot -rails,
etc are to be provided with
sufficiently large openings which
are located directly above the deck. 6.4.2.2 Ventilation
6.4.2.2.1 Each hold space is to have
two openings. The dimens ions and
location of these openings are to be
such as to permit effective
ventilation of any part of the hold
space. If there are no such openings,
it is to be possible to fill the hold
spaces with inert gas or dry air.
6.4.2.2.2 Double -hull spaces and
double bottom s within the cargo
area which are not arranged for
being filled with ballast water, hold
spaces and cofferdams, are to be
provided with ventilation systems.
6.4.2.2.3 Any service spaces located
in the cargo area below deck are to
be provided with a system of forced
ventilation with sufficient power for
ensuring at least 20 changes of air
per hour based on the volume of the
space.
6.4.2.2.4 The ventilation exhaust
ducts are to be located up to 50
[mm] above the bottom of the
service space. The air is to be
supplied through a d uct at the top of
the service space. The air inlets are
to be located not less than 2 [m]
above the deck, at a distance of not
less than 2[m] from tank openings
and not less than 6 [m] from the
outlets of safety valves. The
extension pipes which may be
necessary may be of the hinged
type.
6.4.2.2.5 Ventilation of
accommodation and service spaces
is to be possible
6.4.2.2.6 Ventilators used in the
cargo area are to be designed so that
no sparks may be emitted on contact
of the impeller blades with the
housing and no static ele ctricity
may be generated.
6.4.2.2.7 Notice boards are to be
fitted at the ventilation inlets
indicating the conditions when they
are to be closed. All ventilation
inlets of accommodation and
service spaces leading outside are to
be fitted with fire flaps. Such
ventilation inlets are to be located
not less than 2 [m] from the cargo
area. Ventilation inlets of service
spaces in the cargo area may be
located within such area.
6.4.2.3 Engine rooms
6.4.2.3.1 Internal combustion
engines for the vessel’s propulsion
as well as internal combustion
engines for auxiliary machinery are
to be located outside the cargo area.
Entrances and other openings of
engine rooms are to be at a distance
of not less than 2 [m] fro m the
cargo area.
6.4.2.3.2 The engine rooms are to
be accessible from the deck; the
entrances are not to face the cargo
area. The hinges are to face the
cargo area when the doors are not
located in a recess whose depth is at
least equal to the door width.
6.4.2.4 Accommo dation and Service Spaces
6.4.2.4.1 Accommodation spaces
and the wheelhouse are to be
located outside the cargo area
forward of the fore vertical plane or
abaft the aft vertical plane bounding
the part of cargo area below deck.
Windows of the wheelhouse which
are lo cated not less than 1 [m]
above the bottom of the wheelhouse
may tilt forward.
6.4.2.4.2 Entrances to spaces and
openings of superstructures are not
to face the cargo area. Doors
opening outward and not located in
a recess the depth of which is at
least equal to th e width of the doors
are to have their hinges facing the
cargo area.
6.4.2.4.3 Entrances from the deck
and openings of spaces facing the
weather are to be capable of being
closed. The following instruction is
to be displayed at the entrance of
such spaces:
"DO NOT OPEN DURING LOADING,
UNLOADING OR GAS -FREEING
WITHOUT PERMISSION.
CLOSE IMMEDIATELY."
6.4.2.4.4 Entrances and windows of
superstructures and accommodation
spaces which can be opened as well
as other openings of these spaces
are to be located not less than 2 [m]
from the cargo area. Wheelhouse
doors and windows are not to be
located within 2 [m] from the cargo
area, except when there is no direct
connection between the wheelhouse
and the accommodation. 6.4.2.4.5 Penetrations
6.4.2.4.5.1 Driving shafts of the bilge or
ballast pumps may penetrate through the
bulkhead between the service space and the
engine room, provided th e arrangement of
the service space is in compliance with
6.4.3.1.15 , 6.4.3.1.16 and 6.4.3.1.17 .
6.4.2.4.5.2 The penetration of the shaft
through the bulkhead is to be gastight and is
to be approved .
6.4.2.4.5.3 The necessary operating
instructions are to be displayed.
6.4.2.4.5.4 Penetrations through the
bulkhead between the engine room and the
service space in the cargo area, and the
bulkhead between the engine room and the
hold spaces may be provided for electrical
cables, hydraulic and piping for measuring,
control and alarm systems, provided that the
penetrations are approved. The penetrations
are to be gastight. Penetrations through a
bulkhead with an “A -60” fire protection
insulation are to have an equivalent fire
protection.
6.4.2.4.5.5 Pipes may penetrate the
bulkhead between the engine room and the
service space in the cargo area provided that
these are pipes between the mechanical
equipment in the engine room and the
service space which do not have any
openings within the s ervice space and which
are provided with shut -off devices at the
bulkhead in the engine room.
6.4.2.4.5.6 Notwithstanding 6.4.3.1.13 ,
pipes from the engine ro om may penetrate
the service space in the cargo area or a
cofferdam or a hold space or a double hull
space to the outside provided that within the
service space or cofferdam or hold space or
double -hull space they are of the thick -
walled type and have no f langes or
openings.
6.4.2.4.5.7 Where a driving shaft of
auxiliary machinery penetrates through a
wall located above the deck the penetration
is to be gastight.
6.4.2.4.6 A service space located
within the cargo area below deck is
not to be used as a cargo pump
room for the ve ssel’s own gas
discharging system, e.g.
compressors or the compressor/ heat
exchanger/ pump combination,
except where:
the pump -room is
separated from the engine
room or from service
spaces outside the cargo
area by a cofferdam or a
bulkhead with an “A -60”
fire protection insulation or
by a service space or a
hold space;
the “A -60” bulkhead
required above does not
include penetrations
referred to in 6.4.2.4.5.1 ;
ventilation exhaust outlets
are located not less than
6.0 [m] from entrances and
openings of the
accommodation and
service spaces outside the
cargo area;
the access hatches and
ventilation inlets can be
closed from the outside;
all piping for loading and
unloading (at the suction
side and delivery side) are
led throught the deck
above the pump room. The
necessary operation of the
control devices in the
pump room, starting of
pumps or compressors and
necessary control of the
liquid flow rate is to be
effected from the deck;
the system is fully
integrated in the gas and
liquid piping system;
the cargo pump room is
provided with a permanent
gas detection system which
automatically indicates the
presence of explosive
gases or lack of oxygen by
means of direct -measuring
sensors and which actuates
a visual and audible alarm
when the gas concentration
has reached 20% of the
lower explosive limit. The
sensors of this system are
to be placed at suitable
positions at the bottom and
directly below the deck.
Measurement is to be
continuous. The audible
and visual alarms are
installed in the wheelhouse
and in the cargo pump
room and, when the alarm is actuated, the loading and
unloading system is shut
down. Failure of the gas
detection system is to be
immediat ely signalled in
the wheelhouse and on
deck by means of audible
and visual alarms;
the ventilation system
prescribed in 6.4.2.2.3 has
a capacity of not less than
30 changes of air per hour
based on the total volume
of the service space.
6.4.2.4.7 The following instruction
is to be displayed at the entrance of
the cargo pump room:
“BEFORE ENTERING THE CARGO
PUMP -ROOM CHECK WHETHER
IT IS FREE FROM GASES AND
CONT AINS SUFFICIENT OXYGEN.
DO NOT OPEN DOORS AND
ENTRANCE OPENINGS WITHOUT
PERMISSION.
LEAVE IMMEDIATELY IN EVENT
OF ALARM.”
6.4.2.5 Inerting Facility
6.4.2.5.1 In cases in which inerting
or blanketing of the cargo is
prescribed, the vessel is to be
equipped with an inerting s ystem.
6.4.2.5.2 This system is to be
capable of maintaining a permanent
minimum pressure of 7 [kPa] (0.07
bar) in the spaces to be inerted. In
addition, the inerting system is not
to increase the pressure in the cargo
tank to a pressure greater than that
at which t he pressure valve is
regulated. The set pressure of the
vacuum -relief valve is to be 3.5
[kPa] (0.035 bar).
6.4.2.5.3 A sufficient quantity of
inert gas for loading or unloading is
to be carried or produced on board
if it is not possible to obtain it on
shore. In ad dition, a sufficient
quantity of inert gas to offset
normal losses occurring during
carriage is to be on board.
6.4.2.5.4 The premises to be inerted
are to be equipped with connections
for introducing the inert gas and
monitoring systems so as to ensure
the correct atmosphere on a
permanent basis.
6.4.2.5.5 When the pressure or the
concentration of inert gas in the
gaseous phase falls below a given
value, this monitoring system is to
activate an audible and visible alarm
in the wheelhouse. When the
wheelhouse is unoccupied, th e
alarm is also to be audible in a
location occupied by a crew
member.
6.4.2.6 Engines
6.4.2.6.1 Only internal combustion
engines running on fuel with a
flashpoint of more than 55 [°C] are
allowed. This provision does not
apply to internal combustion
engines which are part of propulsion
and auxiliary systems. These
systems are to meet the
requirements of Designated
Authority/ Classification Society.
6.4.2.6.2 Ventilation inlets of the
engine room and, when the engines
do not take in air directly from the
engine room, the air inta kes of the
engines are to be located not less
than 2 [m] from the cargo area.
6.4.2.6.3 Sparking is not to be
possible within the cargo area.
6.4.2.6.4 The surface temperature of
the outer parts of engines used
during loading or unloading
operations, as well as that of their
air inlets and exhaust ducts are not
to exceed the allowable temperature
according to the temperature class
of the substances carried. This
provision does not apply to engines
installed in service spaces provided
the provisions of 6.4.8.3.7 are fully
complied with.
6.4.2.6.5 The ventilation in the
closed engine room is to be
designed so that, at an ambient
temperature of 20 [°C], the average
temperature in the engine room does
not exceed 40 [°C].
6.4.2.7 Oil Fuel Tanks
6.4.2.7.1 When the vessel is fitted
with hold spaces and double
bottoms, double bottoms within the
cargo area may be arranged as oil
fuel tanks, provided their depth is
not less than 0.6 [m]. Oil fuel pipes
and ope nings of such tanks are not
permitted in the hold space. 6.4.2.7.2 Open ends of air pipes of
all oil fuel tanks are to extend to not
less than 0.5 [m] above the open
deck. The open ends and the open
ends of overflow pipes leading to
the deck are to be fitted with a
protective device consisting of a
gauze diaphragm or a perforated
plate.
6.4.2.8 Exhaust Pipes
6.4.2.8.1 Exhausts are to be
evacuated from the vessel into the
open air either upwards through an
exhaust pipe or through the shell
plating. The exhaust outlet is to be
located not less than 2 [m] from the
cargo area. The exhaust pipes of
engines are to be arranged so that
the exhausts are led away from the
vessel. The exhaust pipes are not to
be located within the cargo area.
6.4.2.8.2 Exhaust pipes of engines
are to be provided with a de vice
preventing the escape of sparks, e.g.
spark arresters.
6.4.2.9 Bilge Pumping and Ballasting
Arrangements
6.4.2.9.1 Bilge and ballast pumps
for spaces within the cargo area are
to be installed within such area.
This provision does not apply to:
double -hull spaces and
double bottoms which do
not have a common
boundary wall with the
cargo tanks;
cofferdams and hold
spaces where ballasting is
carried out using the piping
of the fire -fighting system
in the cargo area and
bilge –pumping is
performed using eductors.
6.4.2.9.2 Where the d ouble bottom
is used as a liquid oil fuel tank, it is
not to be connected to the bilge
piping system.
6.4.2.9.3 Where the ballast pump is
installed in the cargo area, the
standpipe and its outboard
connection for suction of ballast
water is to be located within the
cargo area.
6.4.2.9.4 It is to be possible for an
under -deck pump -room to be
stripped in an emergency using a
system located in the cargo area and
independent of any other system.
This stripping system is to be
located outside the pump -room.
6.4.3 Cargo Containment 6.4.3.1 Hold S paces and Cargo Tanks
6.4.3.1.1 The maximum permissible
capacity of a cargo tank is to be
determined in accordance with
Table 6.
where
Table 6: Tank Sizes
LOA x BOA x H (m3) Maximum permissible capacity of a cargo
tank (m3)
< 600 LOA x BOA x H x 0.3
600 to 3750 180 + ( LOA x BOA x H – 600) x 0.0635
> 3750 380
LOA X B OA X H : Product of the tank vessel main dimensions, in m, where :
LOA : overall length of the hull, in m;
BOA: Extreme breadth of the hull, in m;
H : Shortest vertical distance between the top of the keel and the lowest point of the deck at
the side of the vessel (moulded depth) within the cargo area in m;
where
In the case of trunk deck vessels, H’ is to be substituted for H. H’ is to be determine d by the
following formula:
𝑯′=𝑯+(𝒉𝒕×𝒃𝒕
𝑩×𝒍𝒕
𝑳)
Where,
ht: Height, in m, of trunk (distance between trunk deck and main deck on trunk side measured
at L/2)
bt : Trunk breadth, in [m]
lt : Trunk length, in [m]
6.4.3.1.2 Alternative constructions
in accordance with Chapter 9, 9.3.4
of ADN are acceptable.
6.4.3.1.3 Length to diameter ratio of
pressure tanks is not to exceed 7.
6.4.3.1.4 The pressure tanks are to
be designed for a cargo temperature
of + 40 [°C].
6.4.3.1.5 In the cargo area, the
vessel is to be desi gned as follows
Note 1) :
6.4.3.1.5.1 As a double bottom -hull and
double bottom vessel:
6.4.3.1.5.1.1 The internal distance between the side platings of the vessel and
the longitudinal bulkheads is not to be less
than 0.80 [m],
6.4.3.1.5.1.2 The height of the double
bottom is not to be less tha n 0.60 [m],
6.4.3.1.5.1.3 The cargo tanks are to
be supported by saddles extending
between the tanks to not less than 20°
below the horizontal centreline of the
cargo tanks.
6.4.3.1.5.1.4 Refrigerated cargo tanks
and cargo tanks used for the transport of
refrigerated liquefied gase s are to be
installed only in hold spaces bounded by
double -hull spaces and double -bottom.
Cargo tank fastenings are to meet the
requirements of Designated
Authority/Classification Society (See
3.6.4 ).
6.4.3.1.5.2 As a single -hull vessel:
6.4.3.1.5.2.1 With the side platings of
the vessel between gangboard and top of
floor plates provided with side stringers at
regular intervals of not more than 0.60 [m]
which are supported by web frames
spaced at intervals of not more than 2 [m]; 6.4.3.1.5.2.2 The side stringers and
the web frames are to have a height of not
less than 10% of the depth, however, not
less than 0.30 [m];
6.4.3.1.5.2.3 The side stringers and
web frames are to be fitted with a face
plate m ade of flat steel and having a cross -
section of not less than that of 7.5 [cm2]
and 15 [cm2], respectively;
6.4.3.1.5.2.4 The distance between
the sideplating of the vessel and the cargo
tanks are to be not less than 0.80 [m]and
between the bottom and the cargo tanks
not less than 0.60 [m]. The depth below
the suction wells may be reduced to 0.50
[m];
6.4.3.1.5.2.5 The lateral distance
between the suction well of the cargo
tanks and the bottom structure is to be not
less than 0.10 [m];
6.4.3.1.5.2.6 The cargo tank supports
and fastenings are to ext end not less than
10° below the horizontal centreline of the
cargo tanks.
Note 1) : Alternatively, for a different
design of the hull in the cargo area,
proof is to be submitted by way of
calculations that in the event of a lateral
collision with another v essel having a
straight bow, an energy of 22 [MJ] can
be absorbed without any rupture of the
cargo tanks and the piping leading to the
cargo tanks. Alternative construction in
accordance with Chapter 9, 9.3.4 of
ADN are acceptable.
6.4.3.1.6 The cargo tanks are to b e
fixed so that they cannot float.
6.4.3.1.7 The capacity of suction
well is to be limited to not more
than 0.10 [m3]. For pressure cargo
tanks, however, the capacity of a
suction well may be of 0.20 [m3].
6.4.3.1.8 Side-struts linking or
supporting the load -bearing
component s of the sides of the
vessel with the load -bearing
components of the longitudinal
walls of cargo tanks and side -struts
linking the load -bearing
components of the vessel’s bottom
with the tank bottom are not to be
provided.
6.4.3.1.9 Cargo tanks intended to
contain p roducts at a temperature
below -10 [°C] are to be suitably
insulated to ensure that the
temperature of the vessel’s structure
does not fall below the minimum
allowable design temperature. The
insulation material is to be resistant
to flame spread.
6.4.3.1.10 The hol d spaces are to be
separated from the accommodation,
engine rooms and service spaces
outside the cargo area below deck
by bulkheads provided with a Class
A-60 fire protection insulation. A
space of not less than 0.20 [m] is to
be provided between the cargo tanks
and the tank bulkheads of the tank
spaces. Where the cargo holds have
plane end bulkheads, this space is
not to be less than 0.50[m].
6.4.3.1.11 The hold spaces and
cargo tanks are to be capable of
being supported.
6.4.3.1.12 All spaces in the cargo
region are to be cap able of being
ventilated. Means for checking their
gas free condition are to be
provided.
6.4.3.1.13 The bulkheads bounding
the cargo tanks, cofferdams and
hold spaces are to be watertight.
The cargo tanks and the bulkheads
bounding the cargo area are to have
no openings or penetrations below
deck. The bulkhead between the
engine room and the service spac es
within the cargo area or between the
engine room and a hold space may
be fitted with penetrations provided
that they conform to the provisions
of 6.4.2.4.5
6.4.3.1.14 Double -hull spaces and
double bottoms in the cargo area are
to be arranged for being filled with
ballast water only. Double bottoms
may, however, be used as fuel
tanks, provided they comply with
the requirements of 6.4.2.7 .
6.4.3.1.15 A space in the cargo area
below deck may be arranged as a
service space, provided that the
bulkhead bounding the service
space extends vertically to the
bottom and the bulkhead not facing
the cargo area extends from one
side of the vessel to the other in one
frame plane. This service space is
only to be accessible from the deck.
6.4.3.1.16 The service space is to be watertight with the exception of its
access hatches and ventilation
inlets.
6.4.3.1.17 No piping for loading or
unloading is to be fitted within the
service space referred to in
6.4.3.1.15 above. Piping for loading
and unloading may be fitted in the
cargo pump rooms below deck only
when they comply with the
requirements in 6.4.2.4.6
6.4.3.1.18 Where service spaces are
located in the cargo area under
deck, they are to be arranged so as
to be easily accessible and to permit
persons wearing protective clothing
and breathing apparatus to safely
operate the service equipment
contained therein. They are to be
designed so as to allow injured or
unconscious personnel to be
removed from such spaces without
difficulty, if necessary by means of
fixed equipment.
6.4.3.1.19 Hold spaces and other
accessible spaces within the cargo
area are to be arranged so that they
may be completely inspected a nd
cleaned in an appropriate manner.
The dimensions of openings except
for those of double hull spaces and
double bottoms which do not have a
wall adjoining the cargo tanks are to
be sufficient to allow a person
wearing breathing apparatus to enter
or leav e the space without
difficulty. These openings are to
have a minimum cross -sectional
area of 0.36 [m2] and a minimum
side length of 0.50 [m]. They are to
be designed so as to allow an
injured or unconscious person to be
removed from the bottom of such a
space without difficulties, if
necessary by means of fixed
equipment. In these spaces the
distance between the reinforcements
is not to be less than 0.50 [m]. In
double bottoms this distance may be
reduced to 0.45 [m]. Cargo tanks
may have circular openings with a
diameter of not less than 0.68 [m].
6.4.3.1.20 In case the vessel has
insulated cargo tanks, the hold
spaces are to only contain dry air to
protect the insulation of the cargo
tanks against moisture.
6.4.3.2 Cargo Tank Openings
6.4.3.2.1 Cargo tank openings are to
be located on deck in the cargo area.
Cargo tank openings with a cross -
section greater than 0.10 [m2] are to
be located not less than 0.50 [m]
above the deck.
6.4.3.2.2 Cargo tank openings are to
be fitted with gastight closures
which comply with the provisions
of 6.4.9.1.1 .
6.4.3.2.3 The exhaust outlets of the
pressure relief valves are to be
located not less than 2 [m] above
the deck at a distance of not less
than 6 [m] from the a ccommodation
and from the service spaces located
outside the cargo area. This height
may be reduced when within a
radius of 1 [m] round the pressure
relief valve outlet there is no
equipment, no work is being carried
out and signs indicate the area.
6.4.3.2.4 The cl osing devices
normally used in loading and
unloading operations is not to be
capable of producing sparks when
operated.
6.4.3.2.5 Each tank in which
refrigerated substances are carried is
to be equipped with a safety system
to prevent unauthorized vacuum or
overpres sure.
6.4.4 Stability
6.4.4.1 General
6.4.4.1.1 Proof of sufficient stability
is to be submitted including stability
in damaged condition.
6.4.4.1.2 The basic value for the
stability calculation, the vessel’s
lightweight and location of centre of
gravity, is to be determined wither
by mea ns of an inclining experiment
or by detailed mass and moment
calculation. In latter case the light
weight of the vessel is to be checked
by means of a light weight test with
a tolerance limit of ±5% between
the mass determined by calculation
and the displa cement determined by
the draught readings.
6.4.4.1.3 Proof of sufficient intact
stability is to be submitted for all
stages of loading and unloading and
for the final loading condition for
all the relative densities of the substances transported contained in
the lis t of cargoes. For every
loading operation, taking account of
the actual fillings and floating
position of cargo tanks, ballast tanks
and compartment, drinking water
and sewage tanks and tanks
containing products for the
operation of the vessel, the vessel is
to comply with the intact and
damage stability requirements.
Intermediate stages during
operations are also to be taken into
consideration. The proof of
sufficient stability is to be shown
for every operating, loading and
ballast condition in the stabil ity
booklet, to be approved. If it is
unpractical to pre -calculate the
operating, loading and ballast
conditions, an approved loading
instrument is to be installed and
used which contains the contents of
the stability booklet.
6.4.4.1.4 Floatability after damage
is to be proved for the most
unfavorable loading condition. For
this purpose, calculated proof of
sufficient stability is to be
established for critical intermediate
stages of flooding and for the final
stage of flooding.
6.4.4.2 Intact Stability
6.4.4.2.1 The requirements for
intact stability resulting from the
damage stability calculation is to be
fully complied with.
6.4.4.2.2 For vessels with cargo
tanks of more than 0.7B in width,
proof is to be submitted that the
following stability requirements
have been complied with:
a) In the positive area of the righting
lever curve up to immersion of the
first non -watertight opening, righting
lever(GZ) is not to be less than 0.1
[m]
b) The surface of the positive area of the
righting lever curve up to immersion
of the first non -watertight openin g
and in any event up to an angle of
heel ≤27˚ is not to be less than 0.024
[m rad]
c) The metacentric height (GM) is not to
be less than 0.1 [m]
These conditions are to be met bearing in
mind the influence of all free surface in
tanks for all stages of loadi ng and
unloading.
6.4.4.2.3 The more stringent requirement of 6.4.4.2.1 and
6.4.4.2.2 is to be applied to the
vessel.
6.4.4.3 Damage Stability
6.4.4.3.1 the following assumptions are to be taken into consideration for the damaged condition.
a) extent of side damage:
Longitudinal extent : At least 0.10 L, but not less than 5 [m]
Transverse extent : 0.79 [m] inboard from the vessel’s side at right
angles to the centerline at the level
corresponding to the maximum draught, or
when applicable, the distance allowed by sec
Chapter 9, 9.3.4 of ADN, reduced by 0.01[m]
Vertical extent : From the base line upwards without limit
b) extent of bottom damage:
Longitudinal extent : At least 0.10 L, but not less than 5 [m]
Transverse extent : 3 [m]
Vertical extent : From the base 0.59[m] upwards, the well
excepted
c) Any bulkhead within the damaged area is to be assumed damaged, which means that the location
of bulkheads is to be chosen to ensure that the vessel remains afloat after the flooding of two or
more adjacent compartments in the longitudinal direction.
The following provisions are applicable:
For bottom damage, adjacent athwartship compartments are also to be assumed flooded;
the lower edge of any non -watertight opening (e.g. windows, doors and access
hatchways), at the final stage of flooding , is to be not less than 0.10 [m] above the
damage waterline;
In general, permeability is to be assumed to be 95%. Where an average permeability of
less than 95% is calculated for any compartment, this calculated value obtained may be
used. However, minimu m values of permeability, μ, given in Table below are to be
used. For the main engine room, only the one -compartment standard need be taken into
account, i.e. the end bulkheads of the engine room are to be assumed as not damaged.
Engine Room 85%
Accommoda tion 95%
Double Bottom, Oil Fuel Tanks, Ballast Tanks,
etc. depending on whether, according to their
function, they have to be assumed as full or
empty for vessel floating at the maximum
permissible draft 0% or 95%
6.4.4.3.2 For the intermediate stage
of flooding the following criteria
have to be fulfilled:
GZ≥0.03[m]
Range of positive GZ: 5˚
6.4.4.3.3 At the stage of equilibrium
(in the final stage of flooding), the
angle of heel is not to exceed 12°.
Non-watertight openings are not to
be floo ded before reaching the stage
of equilibrium. If such openings are
immersed before the stage of
equilibrium, the corresponding
spaces are to be considered flooded
for the purpose of stability
calculation. 6.4.4.3.4 The positive range of the
righting lever curve beyo nd the
stage of equilibrium is to have a
righting lever of ≥ 0.05 [m] in
association with an area under the
curve of ≥ 0.0065 [m.rad]. The
minimum values of stability are to
be satisfied up to immersion of the
first non -weathertight openings and
in any eve nt up to an angle of heel ≤
27°. If non -watertight openings are
immersed before that stage, the
corresponding spaces are to be
considered flooded for the purpose
of stability calculation.
6.4.4.3.5 If openings through which
undamaged compartments may
additionally become flooded are
capable of being closed watertight,
the closing appliances are to be
marked accordingly.
6.4.4.3.6 Where cross - or down -
flooding openings are provided for
reduction of unsymmetrical
flooding, the time of eq ualization is
not to exceed 15 min, provided
during the intermediate stages of
flooding sufficient stability has been
proved.
6.4.5 Safety and Control Installations
6.4.5.1 Cargo tanks are to be provided with the
following equipment:
a) a level gauge;
b) a level alarm device which is activated at
the latest when a
degree of filling of
86% is reached;
c) a high level sensor for
actuating the facility
against overflowing
when a degree of
filling of 97.5% is
reached;
d) an instrument for
measuring the pressure
of the gas phase inside
the cargo tank;
e) an instrument for
measuring the
temperature of the
cargo;
f) a connection for a
closed -type sampling
device.
6.4.5.2 When the degree of filling in percent is
determined, an error of not more than 0.5% is
permitted. It is to be calculated on the basi s of
the total cargo tank capacity including the
expansion trunk.
6.4.5.3 The level gauge is to allow readings
from the control position of the shut -off devices
of the particular cargo tank. The permissible
maximum filling level of 91%, 95% and 97%,
as given in li st of substances is to be marked on
each level gauge. Permanent reading of the
overpressure and vacuum is to be possible from
a location from which loading or unloading
operations may be interrupted. The permissible
maximum overpressure and vacuum is to be
marked on each level gauge. Readings are to be
possible in all weather conditions.
6.4.5.4 The level alarm device is to give a
visual and audible warning on board when
actuated. The level alarm device is to be
independent of the level gauge.
6.4.5.5 High Level Sensor
6.4.5.5.1 The high level sensor
referred in 6.4.5.1 c) above is to
give a visual and audible alarm on
board and at the same time actuate
an electrical contac t which in the
form of a binary signal interrupts
the electric current loop provided
and fed by the shore facility against
overflowing during loading
operations. The signal is to be
transmitted to the shore facility via
a watertight two -pin lug of a
connec ter device in accordance with
IEC 60309 for direct current of 40
to 50 volts, identification color
white, position of the nose 10 h. The
plug is to be permanently fitted to
the vessel close to the shore
connections of the loading and
unloading piping.
6.4.5.5.2 The high level sensor is
also to be capable of switching off
the vessel’s own discharging pump.
6.4.5.5.3 The high level sensor is to
be independent of the level alarm
device, but it may be connected to
the level gauge.
6.4.5.5.4 During discharging by
means of the on -board pump, it is to
be possible for the shore facility to
switch it off. For this purpose, an
independent intrinsically safe power
line, fed by the vessel, is to be
switched off by the shore facility by means of an el ectrical contact. The
signal is to be transmitted via
arrangements as indicated in
6.4.5.5.1 above. The socket is to be
permanently fitted to the ve ssel
close to the shore connections of the
loading and unloading piping.
6.4.5.6 The visual and audible signals given by
the level alarm device are to be clearly
distinguishable from those of the high level
sensor. The visual alarm is to be visible at each
control position on deck of the cargo tank stop
valves. It is to be possible to easily check the
functioning of the sensors and electric circuits
or these are to be of the “fail safe” design.
6.4.5.7 When the pressure or the temperature
exceeds a set value, the instrume nts for
measuring the pressure and temperature of the
cargo is to activate an audible and visible alarm
in the wheelhouse. When the wheelhouse is
unoccupied, the alarm is also to be audible in a
location occupied by a crew member.
6.4.5.8 When the pressure exceeds a set value
during loading or unloading, the instrument for
measuring the pressure is to simultaneously
initiate an electrical contact which, by means of
the plug referred to in Error! Reference
ource not found. above, enables measures to
be taken to interrupt the loading and unloading
operation. If the vessel’s own discharge pump
is used, it is to be switched off automatically.
The sensors for the alarms referred to above
may be connected to the alarm installation.
6.4.5.9 When the control elements of the shut -
off devices of the cargo tanks are located in a
control room, it is to be possible to stop the
loading pumps and read the level gauges in the
contr ol room, and the visual and audible
warning given by the level alarm device, the
high level sensor referred to in 6.4.5.1 c) and
the instruments fo r measuring the pressure and
temperature of the cargo is to be noticeable in
the control room and on deck. Satisfactory
monitoring of the cargo is to be ensured from
the control room.
6.4.5.10 The vessel is to be so equipped that
loading or unloading operations can be
interrupted by means of switches, i.e. the quick -
action stop valve located on the flexible vessel -
to-shore connecting line is to be capable of
being closed. The switches are to be placed at
two pints on the vessel (fore and aft). The
interruption syste ms are to be designed
according to the quiescent current principle.
6.4.5.11 When refrigerated substances are
carried the opening pressure of the safety
system is to be determined by the design of the
cargo tanks. In the event of the transport of the
substances tha t are to be carried in a
refrigerated state the opening pressure of the
safety system is not to be less than 25 [kPa]
greater than the maximum pressure calculated
according to 6.4.6.2
6.4.5.12 On vessels certified to carry
refrigerated liquefied gases the following
protective measures are to be provided in the
cargo area:
6.4.5.12.1 Drip trays are to be
installed under the shore
connections of the piping for
loading and unloading through
which the loading and unloading
operation is to be carried out. They
are to be made of materials which
are able to resist the temperature of
the cargo and be insulated from the
deck. The drip trays are to have a
sufficient volume and an overboard
drain.
6.4.5.12.2 A water spray system to
cover:
exposed cargo tank domes
and exposed parts of cargo
tanks;
exposed on -deck storage
vessels for flammable or
toxic products;
parts of the cargo deck area
where a leakage may occur.
The capacity of the water sp ray
system is to be such that when all
spray nozzles are in operation,
the outflow is of 300 [lit/m2] of
cargo deck area per hour. The
system is to be capable of being
put into operation from the
wheelhouse and from the deck;
6.4.5.12.3 A water film around the
shore connection of the piping for
loading and unloading in use to
protect the deck and the shipside in
way of the shore connection of the
piping for loading and unloading in
use during connecting and
disconnecting the loading arm or
hose. The water film is to h ave
sufficient capacity. The system is to
be capable of being put into
operation from the wheel house and
from the deck.
6.4.5.13 Vessels carrying refrigerated liquefied
gases are to have on board, for the purpose of preventing damage to the cargo tanks during
loading and unloading, a written instruction for
pre-cooling. This instruction is to be applied
before the vessel is put into operation and after
long term maintenance.
6.4.6 Cargo Pressure and Temperature Control
6.4.6.1 Requirements for maintenance of cargo
pressure a nd temperature
6.4.6.1.1 Unless the entire cargo
system is designed to resist the full
effective vapour pressure of the
cargo at the upper limits of the
ambient design temperatures, the
pressure of the tanks is to be kept
below the permissible maximum set
pressure o f the safety valves, by one
or more of the following means:
a) a system for the
regulation of cargo
tank pressure using
mechanical
refrigeration;
b) a system ensuring
safety in the event of
the heating or
increase in pressure
of the cargo. The
insulation or the
design pressure of the
cargo tank, or the
combination of these
two elements, is to be
such as to leave an
adequate margin for
the operating period
and the temperatures
expected; in each
case the system is to
be acceptable by
Designated
Authority/Classifica ti
on Authority and is to
ensure safety for a
minimum time of
three times the
operation period;
c) when the LNG is
used as fuel, a system
for the regulation of
cargo tank pressure
whereby the boil -off
vapours are utilized
as fuel;
d) any other system,
subject to special
consideration
6.4.6.1.2 The systems prescribed in
6.4.6.1.1 are to be constructed,
installed and tested to the
satisfaction of Designated
Authority/C lassification Society.
The materials used in their
construction are to be compatible
with the cargoes to be carried. For
normal service, the upper ambient
design temperature limits are:
air: +45° C;
water: +32° C.
6.4.6.1.3 The cargo storage system
is to be capable of resisting the full
vapour pressure of the cargo at the
upper limits of the ambient design
temperatures, whatever the system
adopted to deal with the boil -off
gas. This requirement is indicated
by the remark 37 in column (20) of
Table C of Chapter 3.2 of ADN.
6.4.6.2 Refrigeration System
6.4.6.2.1 The refrigeration system
referred to in 6.4.6.1.1 a) is to be
composed of one or more units
capable of keeping the pressu re and
temperature of the cargo at the
upper limits of the ambient design
temperatures at the prescribed level.
Unless another means of regulating
cargo pressure and temperature
deemed satisfactory by a recognized
classification society/Designated
Authorit y is provided, provision is
to be made for one or more stand -by
units with an output at least equal to
that of the largest prescribed unit. A
stand -by unit is to include a
compressor, its engine, its control
system and all necessary accessories
to enable i t to operate independently
of the units normally used.
Provision is to be made for a stand -
by heat -exchanger unless the
system’s normal heat -exchanger has
a surplus capacity equal to at least
25% of the largest prescribed
capacity. It is not necessary to m ake
provision for separate piping. Cargo
tanks, piping and accessories are to
be insulated so that, in the event of a
failure of all cargo refrigeration
systems, the entire cargo remains
for at least 52 hours in a condition
not causing the safety valves to
open.
6.4.6.2.2 The security devices and
the connecting lines from the
refrigeration system are to be connected to the cargo tanks above
the liquid phase of the cargo when
the tanks are filled to their
maximum permissible degree of
filling. They are to remain withi n
the gaseous phase, even if the vessel
has a list up to 12 degrees.
6.4.6.2.3 When several refrigerated
cargoes with a potentially
dangerous chemical reaction are
carried simultaneously, particular
care is to be given to the
refrigeration systems so as to
prevent any mixing of the cargoes.
For the carriage of such cargoes,
separate refrigeration systems, each
including the full stand -by unit
referred to in Error! Reference
ource not found. , are to be
provided for each cargo. When,
however, refrigeration is ensured by
an indirect or combined system and
no leak in the heat exchangers can
under any foreseeable
circumstances lead to the mixing of
cargoes, no provision need be made
for separate refrigeration units for
the different cargoes.
6.4.6.2.4 When several refrigerated
cargoes are not soluble in each other
under conditions of carriage such
that their vapour pressures are
added together in the event of
mixing, particular care is to be
given to the refrigeration systems to
prevent any mi xing of the cargoes.
6.4.6.2.5 When the refrigeration
systems require water for cooling, a
sufficient quantity is to be supplied
by a pump or pumps used
exclusively for the purpose. This
pump or pumps are to have at least
two suction pipes, leading from two
water in takes, one to port, the other
to starboard. Provision is to be made
for a stand -by pump with a
satisfactory flow; this may be a
pump used for other purposes
provided that its use for supplying
water for cooling does not impair
any other essential service.
6.4.6.2.6 The refrigeration system
may take one of the following
forms:
a) Direct system: the cargo vapours are
compressed, condensed and returned
to the cargo tanks. This system is not
to be used for certain cargoes
specified in Table C of Chapter 3.2 of
ADN. This re quirement is indicated
by remark 35 in column (20) of Table
C of Chapter 3.2 of ADN;
b) Indirect system: the cargo or the
cargo vapours are cooled or
condensed by means of a coolant
without being compressed;
c) Combined system: the cargo vapours
are compressed a nd condensed in a
cargo/coolant heat -exchanger and
returned to the cargo tanks. This
system is not to be used for certain
cargoes specified in Table C of
Chapter 3.2 of ADN. This
requirement is indicated by remark 36
in column (20) of Table C of Chapter
3.2 of ADN.
6.4.6.2.7 All primary and secondary
coolant fluids are to be compatible
with each other and with the cargo
with which they may come into
contact. Heat exchange may take
place either at a distance from the
cargo tank, or by using cooling coils
attached to t he inside or the outside
of the cargo tank.
6.4.6.2.8 When the refrigeration
system is installed in a separate
service space, this service space is
to meet the requirements of
6.4.2. 4.6.
6.4.6.2.9 For all cargo systems, the
heat transmission coefficient as
used for the determination of the
holding time are to be determined
by calculation. Upon completion of
the vessel, the correctness of the
calculation is to be checked by
means of a heat balance test. The
calculation and test is to be
performed under supervision of
Designated Authority/Classification
Society. The heat transmission
coefficient is to be documented and
kept on board. The heat
transmission coefficient is to be
verified at every renewal of the
certificate of approval.
6.4.6.3 Water Spray System 6.4.6.3.1 When water -spraying is
required in column (9) of Table C of
Chapter 3.2 of ADN a water -spray
system is to be installed in the cargo
area on deck for the purpose of
reducing ga ses given off by the
cargo by spraying water. The
system is to be fitted with a
connection device for supply from
the shore. The spray nozzles are to
be so installed that released gases
are precipitated safely. The system
is to be capable of being put into
operation from the wheelhouse and
from the deck. The capacity of the
water -spray system is to be such
that when all the spray nozzles are
in operation, the outflow is of 50
[lit/m2] of cargo deck area and per
hour.
6.4.7 Pumps and Piping
6.4.7.1 Pumps, compressors and accessory
loading and unloading piping are to be placed
in the cargo area. Cargo pumps and
compressors are to be capable of being shut
down from the cargo area and, in addition, from
a position outside the cargo area. Cargo pumps
and compressors situated o n deck are to be
located not less than 6 [m] from entrances to, or
openings of, the accommodation and service
spaces outside the cargo area.
6.4.7.2 Piping
6.4.7.2.1 Piping for loading and
unloading is to be independent of
any other piping of the vessel. No
cargo piping is to be located below
deck, except those inside the cargo
tanks and in the service spaces
intended for the installation of the
vessel’s own gas discharging
system.
6.4.7.2.2 Piping for loading and
unloading is to be clearly
distinguishable from other piping,
e.g. by m eans of colour marking.
6.4.7.2.3 The piping for loading and
unloading on deck, the venting
piping with the exception of the
shore connections but including the
safety valves, and the valves are to
be located within the longitudinal
line formed by the outer boundari es
of the domes and not less than one
quarter of the vessel’s breadth from
the outer shell. This requirement
does not apply to the relief pipes
situated behind the safety valves. If
there is, however, only one dome
athwartships, these pipes and their
valve s are to be located at a distance
not less than 2.7 [m] from the shell.
Where cargo tanks are placed side
by side, all the connections to the
domes are to be located on the inner
side of the domes. The external
connections may be located on the
fore and af t centre line of the dome.
The shut -off devices is to be located
directly at the dome or as close as
possible to it. The shut -off devices
of the loading and unloading piping
are to be duplicated, one of the
devices being constituted by a
remote -controlled quick -action stop
device. When the inside diameter of
a shut -off device is less than 50
[mm] this device may be regarded
as a safety device against bursts in
the piping.
6.4.7.2.4 The shore connections are
to be located not less than 6 [m]
from the entrances to or openings
of, the accommodation and service
spaces outside the cargo area.
6.4.7.2.5 Each shore connection of
the venting piping and shore
connections of the piping for
loading and unloading, through
which the loading or unloading
operation is carried out, is to be
fitted with a shut -off device and a
quick -action stop valve. However,
each shore connection is to be fitted
with a blind flange when it is not in
operation.
6.4.7.2.6 Piping for loading and
unloading, and venting piping, is
not to have flexible connections
fitted wi th sliding seals.
6.4.7.2.7 Piping for transport of
refrigerated liquefied gases
6.4.7.2.7.1 The piping for loading and
unloading and cargo tanks is to be protected
from excessive stresses due to thermal
movement and from movements of the tank
and hull structure.
6.4.7.2.7.2 Where necessar y, piping for
loading and unloading is to be thermally
insulated from the adjacent hull structure to
prevent the temperature of the hull falling
below the design temperature of the hull
material.
6.4.7.2.7.3 All piping for loading and
unloading, which may be closed of f at each
end when containing liquid (residue), is to
be provided with safety valves. These safety
valves are to discharge into the cargo tanks
and are to be protected against inadvertent
closing.
6.4.7.3 The distance referred to in 6.4.7.1 and
6.4.7.2.4 may be reduced to 3.00 [m] if a
transverse bulkhe ad complying with 6.4.2.1.2 is
situated at the end of the cargo area. The
openings are to be provided with doors.
The following notice is to be displayed on the
doors
DO NOT OPEN DURING LOADING AND
UNLOADING WITHOUT PERMISSION.
CLOSE IMMEDIATELY.
6.4.7.4 Every component of the piping for
loading and unloading is to be electrically
connected to the hull.
6.4.7.5 The stop valves or other shut -off
devices of the pip ing for loading and unloading
are to indicate whether they are open or shut.
6.4.7.6 The piping for loading and unloading
are to have, at the test pressure, the required
elasticity, leak proofness and resistance to
pressure.
6.4.7.7 The piping for unloading is to be fitted
with pressure gauges at the inlet and outlet of
the pump. Reading of the pressure gauges is to
be possible from the control position of the
vessel’s own gas discharging system. The
maximum permissible overpressure or vacuum
is to be indicated by a m easuring device.
Readings are to be possible in all weather
conditions.
6.4.7.8 Use of the cargo piping for ballasting
purposes is not to be possible.
6.4.7.9 Compressed air generated outside the
cargo area or wheelhouse can be used in the
cargo area subject to the instal lation of a spring -
loaded non -return valve to ensure that no gases
can escape from the cargo area through the
compressed air system into accommodation or
service spaces outside the cargo area.
6.4.8 Requirements for Electrical Installations
6.4.8.1 Documents concerning electrical
installations
6.4.8.1.1 In addition to the other
required documentation, the
following documents are to be on
board:
a) a drawing indicating the boundaries
of the cargo area and the location of
the electrical equipment installed in
this area;
b) a list of the e lectrical equipment
referred to in (a) above including
machine or appliance, location, type
of protection, type of protection
against explosion, testing body and
approval number
c) a list of or general plan indicating the
electrical equipment outside the carg o
area which may be operated during
loading, unloading or gas -freeing. All
other electrical equipment is to be
marked in red. See 6.4.8.3.7 and
6.4.8.3.8 .
6.4.8.2 Electrical Installations
6.4.8.2.1 Only distribution systems
without return connection to the hull
are allowed.
This provision does not apply to:
active cathodic corrosion
protection;
local installations outside the
cargo area (e.g. connections of
starters of diesel engines);
the device for checking the
insulation level referred to in
6.4.8.2.2 below:
6.4.8.2.2 Every insulated
distribution network is to be fitted
with an automatic device with a
visual and audible alarm for
checking the insulation level.
6.4.8.2.3 For the selection of electrical equipment to be used in
zones presenting an explosion risk,
the explosion groups and
temperature classes assigned to the
substances carried in the list of
substances are to be taken into
consideration (See columns (15)
and (16) of Table C of Chapter 3.2
of ADN).
6.4.8.3 Type and Location of Electrical
Equipment
6.4.8.3.1 Only the following
equipment may be installed in cargo
tanks and piping for loading and
unloading (comparable to zone 0):
measuring, regulation and alarm
devices of the EEx (ia) type of
protection.
6.4.8.3.2 Only the following
equipment may be installed in the
cofferdams, double -hull spaces,
double bottoms and hold spaces
(comparable to zone 1)
measuring, regulation and alarm
devices of the certified safe type;
lighting appliances of the “flame -
proof enclosure” or “apparatus
protected by pressurization” type of
protection;
hermetically sealed echo sounding
devices the cables of which are led
through thick -walled steel tubes with
gastight connections up to the main
deck;
cables for the active cathodic
protection of the shell plati ng in
protective steel tubes such as those
provided for echo sounding devices;
The following equipment may be
installed only in double -hull spaces
and double bottoms if used for
ballasting:
permanently fixed submerged pumps
with temperature monitoring, of the
certified type.
6.4.8.3.3 Only the following
equipment may be installed in the
service spaces in the cargo area
below deck (comparable to zone 1):
measuring, regulation and alarm
devices of the certified safe type;
lighting appliances of the “flame -
proof enclos ure” or “apparatus
protected by pressurization” type of
protection;
motors driving essential equipment
such as ballast pumps with
temperature monitoring; they are to
be of the certified safe type.
6.4.8.3.4 The control and protective
equipment of the electrical
equipment referred to in 6.4.8.3.1 ,
6.4.8.3.2 and 6.4.8.3.3 above are to
be located outside the cargo area if
they are not intrinsically safe.
6.4.8.3.5 The electrical equipment
in the cargo area on de ck
(comparable to zone 1) is to be of
the certified safe type.
6.4.8.3.6 Accumulators are to be
located outside the cargo area.
6.4.8.3.7 Electrical equipment used
during loading, unloading and gas -
freeing during berthing and which
are located outside the cargo area
(comparab le to zone 2) are to be at
least of the “limited explosion risk”
type.
6.4.8.3.7.1 The requirements of 6.4.8.3.7 are
not applicable to:
a) lighting installations in the
accommodation, except for switches
near entrances to accommodation;
b) radiotelephone installations in the
accommodation or the wheelhouse;
c) mobile and fixed telephone
installations in the accommodation or
the wheelhouse;
d) electri cal installations in the
accommodation, the wheelhouse or
the service spaces outside cargo areas
if:
A. These spaces are fitted with a
ventilation system ensuring an
overpressure of 0.1 [kPa] (0.001
bar) and none of the windows is
capable of being opened; the air
intakes of the ventilation system
located as far away as possible,
however, not less than 6 [m] from
the cargo area and not less than 2
[m] above the deck;
B. The spaces are fitted with a gas
detection system with sensors:
i. at the suction inlets of the
ventilation system; ii. directly at the top edge of
the sill of the entrance
doors of the
accommodation and
service spaces when the
cargo in the gas phase is
heavier than air;
otherwise sensors are to
be fitted close to the
ceiling;
C. The gas concentration
measure ment is continuous;
D. When the gas concentration
reaches 20% of the lower
explosive limit, the ventilators are
to be switched off. In such a case
and when the overpressure is not
maintained or in the event of
failure of the gas detection
system, the electric al installations
which do not comply with
6.4.8.3.7 above, are to be
switched off. These operations are
to be performed immediately and
automatica lly and activate the
emergency lighting in the
accommodation, the wheelhouse
and the service spaces, which are
to comply at least with the
“limited explosion risk” type. The
switching -off is to be indicated in
the accommodation and
wheelhouse by visual and audible
signals;
E. The ventilation system, the gas
detection system and the alarm of
the switch -off device are to fully
comply with the requirements of
6.4.8.3.7 above;
F. The automatic switch -off device is
to be set so that no automatic
switching -off may occur while the
vessel is under way.
e) Inland AIS (automatic identification
systems) stations in the
accommodation and in the
wheelhouse if no part of an aerial for
electronic apparatus is situated above
the cargo area and if no part of a VHF
antenna for AIS stations is situated
within 2 [m] from the cargo area.
6.4.8.3.8 The electrical equipment
which does not meet the
requirements set out in 6.4.8.3.7
above together with its switches are
to be marked in red. The
disconnection of such equipment is
to be operated from a centralized
location on board.
6.4.8.3.9 An electric generator
which is permanently driven by an
engine and which does not meet the
requirements of 6.4.8.3.7 above, is
to be fitted with a switch cap able of
shutting down the excitation of the
generator. A notice board with the
operating instructions is to be
displayed near the switch.
6.4.8.3.10 Sockets for the
connection of signal lights and
gangway lighting are to be
permanently fitted to the vessel
close to t he signal mast or the
gangway. Connecting and
disconnecting is also not to be
possible except when the sockets
are not live.
6.4.8.3.11 The failure of the power
supply for the safety and control
equipment is to be immediately
indicated by visual and audible
signals a t the locations where the
alarms are usually actuated.
6.4.8.4 Earthing
6.4.8.4.1 The metal parts of
electrical appliances in the cargo
area which are not live as well as
protective metal tubes or metal
sheaths of cables in normal service
are to be earthed, unless they are so
arranged that they are automatically
earthed by bonding to the metal
structure of the vessel.
6.4.8.4.2 The provisions of 6.4.8.4.1
above apply also to equipment
having service voltages of less than
50 [V].
6.4.8.4.3 Independent cargo tanks
are to be earthed.
6.4.8.4.4 Receptacles for residual
products are to be capable of being
earthed.
6.4.8.5 Electrical Cables
6.4.8.5.1 All cables in the cargo
area are to have a metallic sheath.
6.4.8.5.2 Cables and sockets in the cargo area are to be protected
against mechanical damage.
6.4.8.5.3 Movable cables are
prohibited in the cargo area, except
for intrinsically safe electric circuits
or for the supply of signal lights and
gangway lighting.
6.4.8.5.4 Cables of intrinsically safe
circuits are only to be used for such
circuits and are to be separated from
other cables not intended for being
used in such circuits (e.g. they are
not to be installed t ogether in the
same string of cables and they are
not to be fixed by the same cable
clamps).
6.4.8.5.5 For movable cables
intended for signal lights and
gangway lighting, only sheathed
cables of type H 07 RN -F in
accordance with standard IEC 60
245–4:1994 or cables of at least
equivalent design having conductors
with a cross -section of not less than
1.5 [mm2] are to be used. These
cables are to be as short as possible
and installed so that damage is not
likely to occur.
6.4.8.5.6 The cables required for the
electrical equipmen t referred to in
6.4.8.3.2 and 6.4.8.3.3 are accepted
in cofferdams, double -hull spaces,
double bottoms, hold spaces and
service spaces below deck.
6.4.9 Inspection and Testing
6.4.9.1 Pressure Test
6.4.9.1.1 Cargo tanks and piping for
loading and unloading are to
comply with the provisions
concerning pressure vessels.
6.4.9.1.2 All cofferdams are to be
subjected to initial tests before
being put into service and thereafter
at the prescribed intervals. The test
pressure is not to be less than 10
[kPa] (0.10 bar) gauge pressure.
6.4.9.1.3 The maximum intervals
for the periodic tests referre d to in
6.4.9.1.1 above is to be 11 years.
Fire Safety Requirements for Tankers Carrying Dangerous Goods
7.1 Application
7.1.1 All tankers carrying dangerous goods are to
meet the requirements of this section. 7.2 Fire-extinguishing
arrangements
7.2.1 A fire -extinguishing system is to be
installed on the vessel. This system is to comply
with the following requirements:
7.2.1.1 It is to be supplied by two independent
fire or ballast pumps, one of which is to be
ready for use at any time. These pumps and
their means of propulsion and electrical
equipment are not to be installed in the same
space;
7.2.1.2 It is to be provided with a water main
fitted with at least three hydrants in the cargo
area or wheelhouse above deck. Three suitable
and sufficiently long hoses with jet/spray
nozzles having a diameter of not less than 12
[mm] are to be provided. Alternatively one or
more of the hose assemblies ma y be substituted
by directable jet/spray nozzles having a
diameter of not less than 12 [mm]. It is to be
possible to reach any point of the deck in the
cargo area simultaneously with at least two jets
of water which do not emanate from the same
hydrant. A spring -loaded non -return valve is to
be fitted to ensure that no gases can escape
through the fire -extinguishing system into the
accommodation or service spaces outside the
cargo area;
7.2.1.3 The capacity of the system is to be at
least sufficient for a jet of wa ter to have a
minimum reach of not less than the vessel’s
breadth from any location on board with two
spray nozzles being used at the same time;
7.2.1.4 The water supply system is to be
capable of being put into operation from the
wheelhouse and from the deck;
7.2.1.5 Measures are to be taken to prevent the
freezing of fire -mains and hydrants.
7.2.2 In addition, the engine rooms, the pump -
room and all spaces containing essential
equipment (switchboards, compressors, etc.) for
the refrigeration equipment, if any, are to be
provid ed with a permanently fixed fire -
extinguishing system meeting the following
requirements:
7.2.2.1 Extinguishing agents
7.2.2.1.1 For the protection of
spaces in engine rooms, boiler
rooms and pump rooms, only
permanently fixed fire -
extinguishing systems using the
following extinguishing agents are
permitted:
a) CO 2 (carbon dioxide);
b) HFC 227 ea (heptafluoropropane);
c) IG-541 (52% nitrogen, 40% argon,
8% carbon dioxide).
d) FK-5-1-12 (dodecafluoro 2 -
methylpentane -3-one). 7.2.2.2 Ventilation, air extraction
7.2.2.2.1 The combustion air
required by the combustion engines
which ensure propulsion should not
come from spaces protected by
permanently fixed fire -
extinguishing systems. This
requirement is not mandatory if the
vessel has two independent main
engine rooms with a gastight
separation or if, in add ition to the
main engine room, there is a
separate engine room installed with
a bow thruster that can
independently ensure propulsion in
the event of a fire in the main
engine room.
7.2.2.2.2 All forced ventilation
systems in the space to be protected
are to be shut down automatically as
soon as the fire -extinguishing
system is activated.
7.2.2.2.3 All openings in the space
to be protected which permit air to
enter or gas to escape are to be
fitted with devices enabling them to
be closed rapidly. It is to be clear
whether they are open or closed.
7.2.2.2.4 Air escaping from the
pressure –relief valves of the
pressurised air tanks installed in the
engine rooms is to be evacuated to
the open air.
7.2.2.2.5 Overpressure or negative
pressure caused by the diffusion of
the extinguishing agent is not to
destroy the constituent elements of
the space to be protected. It is to be
possible to ensure the safe
equalisation of pressure.
7.2.2.2.6 Protected spaces are to be
provided with a means of extracting
the extinguishing agent. If
extraction devices are installed, it is
not to be possible to start them up
during extinguishing.
7.2.2.3 Fire alarm system
7.2.2.3.1 The space to be protected
is to be monitored by an appropriate
fire alarm system. The alarm signal
is to be audible in the wheelhouse,
the accommodation and the space to
be pro tected.
7.2.2.4 Piping system
7.2.2.4.1 The extinguishing agent is
to be routed to and distributed in the
space to be protected by means of a
permanent piping system. Piping
installed in the space to be protected
and their fittings are to be made of
steel. This does not app ly to the
connecting nozzles of tanks and
compensators provided that the
materials used have equivalent fire
retardant properties. Piping is to be
protected against corrosion both
internally and externally.
7.2.2.4.2 The discharge nozzles are
to be so arranged as to ensure the
regular diffusion of the
extinguishing agent. In particular,
the extinguishing agent must also be
effective beneath the floor.
7.2.2.5 Triggering device
7.2.2.5.1 Automatically activated
fire-extinguishing systems are not
permitted.
7.2.2.5.2 It is to be possible to
activ ate the fire -extinguishing
system from a suitable point located
outside the space to be protected.
7.2.2.5.3 Triggering devices are to
be so installed that they can be
activated in the event of a fire and
so that the risk of their breakdown
in the event of a fire or an explosion
in the space to be protected is
reduced as far as possible. Systems
which are not mechanically
activated are to be supplied from
two energy sources independent of
each other. These energy sources
are to be located outside the space
to be prot ected. The control lines
located in the space to be protected
are to be so designed as to remain
capable of operating in the event of
a fire for a minimum of 30 minutes.
The electrical installations are
deemed to meet this requirement if
they conform to th e IEC 60331 –
21:1999 standard. When the
triggering devices are so placed as
not to be visible, the component
concealing them are to carry the
“Fire -fighting system” symbol, each
side being not less than 10 [cm] in
length, with the following text in
red lett ers on a white ground:
FIRE -EXTINGUISHING SYSTEM
7.2.2.5.4 If the fire -extinguishing
system is intended to protect several
spaces, it is to comprise a separate
and clearly –marked triggering
device for each space. 7.2.2.5.5 The instructions are to be
posted alongside all trigg ering
devices and are to be clearly visible
and indelible. The instructions are
to be in a language the master can
read and understand. They are to
include information concerning:
a) the activation of the fire -
extinguishing system;
b) the need to ensure that all persons
have left the space to be protected;
c) The correct behaviour of the crew in
the event of activation and when
accessing the space to be protected
following activation or diffusion, in
particular in respect of the possible
presence of dangerous substa nces;
d) the correct behaviour of the crew in
the event of the failure of the fire
extinguishing system to function
properly.
7.2.2.5.6 The instructions are to
mention that prior to the activation
of the fire -extinguishing system,
combustion engines installed in the
space and aspirating air from the
space to be protected, are to be shut
down.
7.2.2.6 Alarm device
7.2.2.6.1 Permanently fixed fire -
extinguishing systems are to be
fitted with an audible and visual
alarm device.
7.2.2.6.2 The alarm device is to be
set off automatically as soon as the
fire-extinguishing system is first
activated. The alarm device is to
function for an appropriate period of
time before the extinguishing agent
is released; it is not to be possible to
turn it off.
7.2.2.6.3 Alarm signals are to be
clearly visible in the spaces to be
protected and their access points
and be clearly audible under
operating conditions corresponding
to the highest possible sound level.
It is to be possible to distinguish
them clearly from all other sound
and visual signals in the space to be
protected.
7.2.2.6.4 Sound alarms are to also
be clearly audible in adjoining
spaces, with the communicating
doors shut, and under operating
conditions corresponding to the
highest possible sound level.
7.2.2.6.5 If the alarm device is not
intrinsically protected against short
circuits, b roken wires and drops in
voltage, it is to be possible to
monitor its operation.
7.2.2.6.6 A sign with the following
text in red letters on a white
background is to be clearly posted
at the entrance to any space the
extinguishing agent may reach:
WARNING, FIRE -EXTIN GUISHING
SYSTEM!
LEAVE THIS SPACE IMMEDIATELY
WHEN THE … (DESCRIPTION) ALARM
IS ACTIVATED!
7.2.2.7 Pressurised tanks, fittings and piping
7.2.2.7.1 Pressurised tanks, fittings
and piping are to conform to the
requirements of the competent
authority.
7.2.2.7.2 Pressurised tanks are t o be
installed in accordance with the
manufacturer’s instructions.
7.2.2.7.3 Pressurised tanks, fittings
and piping are not to be installed in
the accommodation.
7.2.2.7.4 The temperature of
cabinets and storage spaces for
pressurised tanks is not to exceed 50
[°C].
7.2.2.7.5 Cabinets or storage
spaces on deck are to be securely
stowed and are to have vents
so placed that in the event of a
pressurised tank not being gastight,
the escaping gas cannot penetrate
into the vessel. Direct connections
with other spaces are not permitted.
7.2.2.8 Quantity of extinguishing agent
7.2.2.8.1 If the quantity of
extinguishing agent is intended for
more than one space, the quantity of
extinguishing agent available does
not need to be greater than the
quantity required for the largest of
the spaces thus p rotected.
7.2.2.9 Installation, maintenance, monitoring
and documents
7.2.2.9.1 The mounting or
modification of the system is to
only be performed by a company specialised in fire -extinguishing
systems. The instructions (product
data sheet, safety data sheet)
provided by th e manufacturer of the
extinguishing agent or the system
are to be followed.
7.2.2.9.2 The system is to be
inspected by an expert:
a) before being brought
into service;
b) each time it is put
back into service after
activation;
c) after every
modification or
repair;
d) regularly , not less
than every two years.
7.2.2.9.3 During the inspection, the
expert is required to check that the
system conforms to the
requirements of 7.2.2 .
7.2.2.9.4 The inspection is to
include, as a minimum:
a) an external inspection of the entire
system;
b) an inspection to ensure that the piping
is leakproof;
c) an inspection to ensure that the
control and activation systems are in
good working order;
d) an inspection of the press ure and
contents of tanks;
e) an inspection to ensure that the means
of closing the space to be protected
are leakproof;
f) an inspection of the fire alarm system;
g) an inspection of the alarm device.
7.2.2.10 Fire-extinguishing system operating
with CO 2
7.2.2.10.1 In addition to the
requirements contained in 7.2.2.1 to
7.2.2.9 , fire -extinguishing systems
using CO 2 as an extinguishing agent
are to conform to the following
provisions:
7.2.2.10.1.1 Tanks of CO 2 are to be placed
in a gastight space or cabinet separated from
other spaces. The doors of such storage
spaces and cabinets are to open outwards;
they are to be capable of being locked and
are to carry on the outside the symbol
“Warning: danger”, not less than 5 [cm]
high and “CO 2” in the same colours and the
same size;
7.2.2.10.1.2 Storage cabinets or spaces for
CO 2 tanks loca ted below deck are only to be
accessible from the outside. These spaces
are to have an artificial ventilation system
with extractor hoods and are to be
completely independent of the other
ventilation systems on board;
7.2.2.10.1.3 The level of filling of CO 2
tanks is not to exceed 0.75 [kg/l]. The
volume of depressurised CO 2 is to be taken
to be 0.56 [m3/kg];
7.2.2.10.1.4 The concentration of CO 2 in the
space to be protected is to be not less than
40% of the gross volume of the space. This
quantity is to be released withi n 120
seconds. It is to be possible to monitor
whether diffusion is proceeding correctly;
7.2.2.10.1.5 The opening of the tank valves
and the control of the diffusing valve are to
correspond to two different operations;
7.2.2.10.1.6 The appropriate period of time
mentioned in 7.2.2.6 b) is to be not less than
20 seconds. A reliable installation is to
ensure the timing of the diffusion of CO 2.
7.2.2.11 Fire-extinguishing system operatin g
with HFC -227 ea (heptafluoropropane)
7.2.2.11.1 In addition to the
requirements of 7.2.2.1 to 7.2.2.9 ,
fire-extinguishing systems using
HFC -227 ea as an extinguishing
agent is to conform to the following
provisions:
7.2.2.11.1.1 Where there are several spaces
with different gross volumes, each space is
to be equipp ed with its own fire -
extinguishing system;
7.2.2.11.1.2 Every tank containing HFC -
227 ea placed in the space to be protected is
to be fitted with a device to prevent
overpressure. This device is to ensure that
the contents of the tank are safely diffused
in the space t o be protected if the tank is
subjected to fire, when the fire -extinguishing system has not been brought
into service;
7.2.2.11.1.3 Every tank is to be fitted with a
device permitting control of the gas
pressure;
7.2.2.11.1.4 The level of filling of tanks is
not to exceed 1.15 [kg/ l]. The specific
volume of depressurised HFC -227 ea is to
be taken to be 0.1374 [m3/kg];
7.2.2.11.1.5 The concentration of HFC -227
ea in the space to be protected is to be not
less than 8% of the gross volume of the
space. This quantity is to be released within
10 seco nds;
7.2.2.11.1.6 Tanks of HFC -227 ea are to be
fitted with a pressure monitoring device
which triggers an audible and visual alarm
in the wheelhouse in the event of an
unscheduled loss of propellant gas. Where
there is no wheelhouse, the alarm is to be
triggered outsi de the space to be protected;
7.2.2.11.1.7 After discharge, the
concentration in the space to be protected is
not to exceed 10.5% (volume);
7.2.2.11.1.8 The fire -extinguishing system
is not to comprise aluminium parts.
7.2.2.12 Fire-extinguishing system operating
with IG -541
7.2.2.12.1 In addition to the
requirements of 7.2.2.1 to 7.2.2.9 ,
fire-extinguishing systems using IG -
541 as an extinguishing agent is to
conform to the following
provisions:
7.2.2.12.1.1 Where there are several spaces
with different gross volumes, every space is
to be equipped with its own fire -
extinguishing system;
7.2.2.12.1.2 Every tank containing IG -541
placed in the space to be protected is to be
fitted with a device to prevent overpressure.
This device is to ensure that the contents of
the tank are safely diffused in the spac e to
be protected if the tank is subjected to fire,
when the fire -extinguishing system has not
been brought into service;
7.2.2.12.1.3 Each tank is to be fitted with a
device for checking the contents;
7.2.2.12.1.4 The filling pressure of the tanks
is not to exceed 200 [bar] at a temperature
of +15 [°C];
7.2.2.12.1.5 The concentration of IG -541 in
the space to be protected is to be not less
than 44% and not more than 50% of the
gross volume of the space. This quantity is
to be released within 120 seconds.
7.2.2.13 Fire-extinguishing system operating
with FK -5-1-12
7.2.2.13.1 In addition to the
requirements of 7.2.2.1 to 7.2.2.9 ,
fire-extinguishing systems using
FK-5-1-12 as an extinguishing
agent is to comply with the
following provisions:
7.2.2.13.1.1 Where there are several spaces
with different gross volumes, every space is
to be equipped with its own fire -
exting uishing system;
7.2.2.13.1.2 Every tank containing FK -5-1-
12 placed in the space to be protected is to
be fitted with a device to prevent
overpressure. This device is to ensure that
the contents of the tank are safely diffused
in the space to be protected if the tank i s
subjected to fire, when the fire -
extinguishing system has not been brought
into service;
7.2.2.13.1.3 Every tank is to be fitted with a
device permitting control of the gas
pressure;
7.2.2.13.1.4 The level of filling of tanks is
not to exceed 1[kg/l]. The specific volume
of depre ssurized FK -5-1-12 is to be taken to
be 0.0719 [m3/kg];
7.2.2.13.1.5 The volume of FK -5-1-12 in
the space to be protected is to be not less
than 5.5% of the gross volume of the space.
This quantity is to be released within 10
seconds;
7.2.2.13.1.6 Tanks of FK -5-1-12 are to be
fitted with a pressure monitoring device
which triggers an audible and visual alarm in the wheelhouse in the event of an
unscheduled loss of extinguishing agent.
Where there is no wheelhouse, the alarm is
to be triggered outside the space to be
protected;
7.2.2.13.1.7 After discharge, the
concentration in the space to be protected is
not to exceed 10.0%.
7.2.3 Vessel is to be equipped with at least two
additional hand fire -extinguishers, which are to
be located in the cargo area. The fire
extinguishing agent contained in these add itional
hand fire -extinguishers is to be suitable for
fighting fires involving the dangerous good
carried.
7.2.4 The fire -extinguishing agent and the
quantity contained in the permanently fixed fire -
extinguishing system is to be suitable and
sufficient for fight ing fires.
7.3 Fire and naked light
7.3.1 The outlets of funnels are to be located not
less than 2 [m] from the cargo area.
Arrangements are to be provided to prevent the
escape of sparks and the entry of water.
7.3.2 Heating, cooking and refrigerating
appliances are not to be fuelled with liquid fuels,
liquid gas or solid fuels. The installation in the
engine room or in another separate space of
heating appliances fueled with liquid fuel having
a flash –point above 55 [°C] is, however,
permitted. Cooking and refrigerating appliances
are permitted only in the accommodation.
7.3.3 Only electrical lighting appliances are
permitted.
Chapter 3
Passenger Vessels
Contents
Section
1 General
2 Vessel Arrangement
3 Machinery and Systems
4 Electrical Installations
5 Fire Protection, Detection and Extinction
6 Additional Requirements for Ro -Ro PAX
Section 1
General
1.1 Application
1.1.1 This Chapter applies to self -propelled
passenger vessels.
1.1.2 Attention is drawn to technical and operational
requirements of National/Local authorities where the
vessel is registered or operating.
1.2 Definitions
1.2.1 Passenger vessel : a day trip or cabin vessel
constructed and equipped to carry more than 12
passengers.
1.2.2 Day-trip vessel : a passenger vessel without
overnight passenger cabins.
1.2.3 Cabin vessel : a passenger vessel with overnight
passenger cabins.
1.2.4 Main Engine Room : Space where the
propulsion engines are installed
1.2.5 Engine Room : Space where combustion
engines are installed.
1.2.6 Boiler Room : a space housing a fuel -operated
install ation designed to produce steam or heat a
thermal fluid.
1.2.7 Wheelhouse : the area which houses all the
control and monitoring instruments necessary for
manoeuvring the vessel.
1.2.8 Crew Accommodation : a space intended for
the use of persons normally liv ing on board,
including galleys, store rooms, toilets and
washing facilities, laundry facilities, passageways,
but not the wheelhouse.
1.2.9 Passenger Space : space on board intended for
passengers and enclosed areas such as offices, shops,
hairdressing salons, drying rooms, laundries, saunas, toilets, washrooms, passageways, connecting
passages and stairs not encapsulated by walls.
1.2.10 Accommodation Space : a living space of a
crew accommodation or a passenger space. On board
passenger vessels, galleys are not regarded as
accommodation space.
1.2.11 Stairwell : the well of an internal staircase or
of a lift.
1.2.12 Galley : a room equipped with an open flame
cooking appliance or any electrically heated cooking
plate or hot plate with a pow er of not more than 5
[kW].
1.2.13 Muster Areas : areas of the vessel which are
specially protected and in which persons muster in
the event of danger.
1.2.14 Evacuation Areas : part of muster areas of the
vessel from which evacuation of persons can be
carried out.
1.2.15 Store Room of high risk : a space for the
storage of flammable liquids or a room with an area
of over 4 [m2] for storing supplies.
1.2.16 Passageway : an area intended for the normal
movement of persons and goods.
1.2.17 Persons with reduced m obility : persons
facing particular problems when using public
transport, such as the elderly and the handicapped
and persons with sensory disabilities, persons in
wheelchairs, pregnant women and persons
accompanying young children.
1.3 Material
1.3.1 Glass doors and walls in passageways and also
window panes are to be manufactured from pre -
stressed glass or laminated glass. They may also be
made from a synthetic material.
Section 2
Vessel Arrangement
2.1 Stability and Freeboard
2.1.1 The intact stability, damage stability and
freeboard of the vessel are to be in accordance with
relevant sections of Chapter III of the Inland Vessels
(Design and Construction) Rules, 2022.
2.1.2 The maximum draught is to be in compliance
with the requirements of 2.1.1 and is to be marked on
the vessel’s sides at about mid -length.
2.2 Subdivision and Transverse Bulkheads
2.2.1 The number and position of bulkheads are to be
selected such that, in the event of flooding, the vessel
remains buoyant according to the requirements used
for the compliance of 2.1.1. Every portion of the
internal structure, which affects the efficiency of the
subdivision of such vessels, is to be watertight, and is
to be of a design which will maintain the integrity of
the subdivision.
2.2.2 Bulkheads rising up to the deck are to be
provided as follows :
क) A Collision Bulkhead: The distance between
the collision bulkhead and the forward
perpendicular is to be at least 0.04LWL and
not more than 0.04LWL + 2 [m].
ख) An Aft -Peak Bulkhead, where vessel length
exceeds 25 [m]: The aft peak bulkhead is to
be installed at a distance of between 1.4 [m]
and 0.04 LWL + 2 [ 𝑚] measured from the aft
point of the intersection of the hull with the
maximum draught line.
2.2.3 A transverse bulkhead may be fitted with a
bulkhead recess, if all parts of this recess lie within
the area which is externally bounded by a vertical
surface running at a distance of B WL/5 parallel to the
course of the hull in the line of maximum draught.
2.2.4 The bulkheads, which are taken into account in
the damage stability calculations, are to be wat ertight
and are to extend up to the bulkhead deck.
2.2.5 The number of openings in the bulkheads
referred above in 2.2.4 are to be kept to the minimum
consistent with the type of construction and normal
operation of the vessel. Openings and penetrations
are not to have a detrimental effect on the watertight
function of the bulkheads.
2.2.6 Collision bulkheads are to have no openings
and no doors.
2.2.7 Doors are not permitted in bulkheads separating
the engine rooms from passenger space or crew
accommoda tion.
2.2.8 Where double bottoms are fitted, their height is
to be at least 0.65 [m], and where wing voids are
fitted, their width is to be at least 0.65 [m].
2.3 Watertight Doors and Doors
2.3.1 Manually operated doors without remote
control, in bulkh eads referred to in 2.2.4, are
permitted only in areas not accessible to passengers.
They are to:
a) remain closed at all times and be opened only
temporarily to allow access;
b) be fitted with suitable devices to enable them
to be closed quickly and safely;
c) display the following notice on both sides of
the doors:
‘Close door immediately after passing
through’.
A manually controlled remote controlled bulkhead
door in the passenger space may be provided on
vessels of length not more than 45[m] and authorized
to carry number of passengers restricted to that
length of the vessel in meters, if:
a) the vessel has only one deck;
b) this door is accessible directly from the deck
and is not more than 10 [m] away from the
deck;
c) the lower edge of the door opening lies at
least 0.3 [m]above the floor of the passenger
space, and
d) each of the compartments div ided by the
door is fitted with a bilge level alarm.
2.3.2 Doors in bulkheads referred to in 2.2.4 that are
open for long periods are to comply with the
following requirements:
a) they are to be capable of being closed from
both sides of the bulkhead and fro m an easily
accessible point above the bulkhead deck;
b) after being closed by remote control, the door
is to be such that it can be opened again
locally and closed safely. Closure is not to be
impeded by carpeting, foot rails or other
obstructions;
c) the time taken for the remote -controlled
closure process is to be at least 30 [seconds]
but not more than 60 [seconds];
d) during the closure procedure an audible
alarm is to sound by the door;
e) the door drive and alarm are also to be
capable of operating independen tly of the on -
board power supply. There is to be a device
at the location of the remote control that
displays whether the door is open or closed.
2.3.3 Doors in bulkheads referred to in 2.2.4, and
their actuators are to be located in the area which is
externally bounded by a vertical surface running at a
distance of B WL/5 parallel to the course of the hull in
the line of maximum draught.
2.3.4 There is to be a warning system in the
wheelhouse to indicate which of the doors in
bulkheads referred to in 2.2. 4 are open.
2.3.5 Remote controls of bulkhead doors according to
2.3.2 are to be clearly indicated as such.
2.3.6 Cold -storage room doors, even when locked,
are also to be capable of being opened from the
inside.
2.4 Windows
2.4.1 Windows may be situated below the margin
line if they are watertight, cannot be opened, possess
sufficient strength, protected by deadlights or
portable covers and conform to 1.6.1.
2.4.2 Requirements of 2.4.1 are deemed to be
fulfilled if the construction of watertight windows
complies with the following provision:
a) Pre-stressed glass complying with
International Standard ISO 614 : 2012 is
used.
b) Round windows comply with International
Standard
ISO 1751 : 2012,
Series B: medium heavy -duty windows
Type: non -opening window.
c) Angular windows comply with International
Standard
ISO 3903 : 2012,
Series E: heavy -duty windows
Type: non -opening window
d) ISO Standard windows may be replaced by
windows whose construction is at least
equivalent to the requirements of b) to c).
2.4.3 Cabins without an opening window are to be
connected to a ventilation system.
2.5 Passenger Spaces
2.5.1 Location of Passenger Spaces
2.5.1.1 On all decks, passenger spaces are to be
located aft of the collision bulkhead and, if they are
below the bulkhead deck, forward of the aft -peak
bulkhead.
2.5.1.2 Passenger spaces are to be separated from the
engine and boiler rooms by gas -tight b oundaries.
2.5.1.3 Deck areas, which are enclosed by awnings or
similar mobile installations not only above but also
fully or partially to the side, are to comply with the
same requirements as enclosed passenger spaces. 2.5.2 Number and Width of the Exits of Passenger
Spaces
2.5.2.1 The number and width of the exits of
passenger spaces are to comply with the following
requirements:
a) Rooms or groups of rooms designed or
arranged for 30 or more passengers or
including berths for 12 or more passengers,
are to have at least two exits. On day trip
vessels, one of these two exits can be
replaced by two emergency exits. Rooms,
with the excep tion of cabins, and groups of
rooms that have only one exit, are to have at
least one emergency exit.
b) If rooms are located below the bulkhead
deck, one of the exits can be a watertight
bulkhead door, (complying with 2.3.2),
leading into an adjacent compar tment from
which the upper deck can be reached
directly. The other exit is to lead directly or,
if permitted in accordance with (a), as an
emergency exit into the open air, or to the
bulkhead deck. This requirement does not
apply to individual cabins.
c) Exits according to (a) and (b) are to be
suitably arranged and are to have a clear
width of at least 0.8 [m] and a clear height of
at least 2 [m]. For doors of passenger cabins
and other small rooms, the clear width can be
reduced to 0.7 [m].
d) In the case of rooms or groups of rooms
intended for more than 80 passengers the
sum of the widths of all exits intended for
passengers and which are to be used by them
in an emergency is to be at least 0.01 [m] per
passenger.
e) If the total width of the exits is determin ed
by the number of passengers, the width of
each exit is to be at least 0.005 [m] per
passenger.
f) Emergency exits are to have a shortest side at
least 0.6 [m] long or a minimum diameter of
0.7 [m]. They are to open in the direction of
escape and be marked on both sides.
2.5.3 Doors of Passenger Spaces
2.5.3.1 Doors of passenger spaces are to comply with
the following requirements:
a) With the exception of doors leading to
connecting corridors, they are to be capable
of opening outwards or be constructed as
sliding doors.
b) Cabin doors are to be made in such a way
that they can also be unlocked from the
outside at any time.
c) Powered doors are to open easily in the event
of failure of the power supply to this
mechanism.
2.5.4 Corridors
2.5.4.1 Connecting corrid ors are to comply with the
following requirements:
a) They are to have a clear width of at least 0.8
[m]. If they lead to rooms used by more than
80 passengers, they are to comply with the
provisions mentioned in 2.5.2.1(d) and (e)
regarding the width of the exits leading to
connecting corridors.
b) Their clear height is not to be less than 2 [m].
c) Connecting corridors more than 1.5 [m] wide
are to have handrails on either side.
d) Where a part of the vessel or a room intended
for passengers is served by a single
connecting corridor, the clear width thereof
is to be at least 1 [m].
e) Connecting corridors are to be free of steps.
f) They are to lead only to open decks, rooms
or staircases.
g) Dead ends in connecting corridors are not to
be longer than two meters.
2.5.5 Stairs and their Landing
2.5.5.1 Stairs and their landings in the passenger
spaces are to comply with the following
requirements:
a) They are to be constructed in accordance
with a recognized national/international
standard.
b) They are to have a clear width o f at least 0.8
[m]. If they lead to connecting corridors or
areas used by more than 80 passengers, the
stairs are to have a width of at least 0.01 [m]
per passenger.
c) They are to have a clear width of at least 1
[m] if they provide the only means of access
to a room intended for passengers.
d) Staircases in the same room are to be
provided on each side of the vessel. In case,
staircases in the same room ar e not provided
on each side, then the staircases have to be
in area, which is externally bounded by a
vertical surface running at a distance of
BWL/5 parallel to the course of the hull in the
line of maximum draught area.
2.5.6 Bulwarks and Guard Rail
2.5.6.1 Parts of the deck intended for passengers, and
which are not enclosed, are to comply with the
following requirements: a) They are to be surrounded by a fixed
bulwark or guard rail at least 1 [m] high or a
railing according a recognized standard such
as IS 19448.
2.5.7 Embarking and Disembarking Arrangement
2.5.7.1 Parts of the deck intended for passengers, and
which are not enclosed, are to comply with the
following requirements:
a) Openings and equipment for embarking or
disembarking and openings for loading or
unloading are to be such that they can be
secured and have a clear width of at least 1
[m].
b) If the openings and equipment for embarking
or disembarking cannot be observed from the
wheelhouse, appropriate auxiliary means are
to be provided.
2.6 Escape from Passenger Spaces
2.6.1 In addition to the provisions of 2.5.4.1, escape
routes are to also comply with the following
requirements:
a) Stairways, exits and emergency exits are to
be so arranged that, in the event of a fire in
any given area, the other areas may be
evacuated safely.
b) The escape routes are to lead by the shortest
route to evacuation areas.
c) Escape routes are not to lead thr ough engine
rooms or galleys.
d) There are to be no rungs, ladders or the like
installed at any point along the escape routes.
e) Doors to escape routes are to be constructed
in such a way as not to reduce the minimum
width of the escape route referred to in
2.5.4.1(a) or (d).
f) Escape routes and emergency exits are to be
clearly indicated by signs. The signs are to be
lit by the emergency lighting system.
2.6.2 Escape routes and emergency exits are to have
a suitable safety guidance system ( Refer Section 4,
4.7).
2.7 Warning against Unauthorized Entry
2.7.1 The parts of the vessels not intended for
passengers, in particular access to the wheelhouse, to
the winches and to the engine rooms, are to be such
that they can be secured against unauthorised entry.
At any such access, a warning symbol/sign is to be
displayed in a prominent position.
2.8 Passageways in Passenger spaces
2.8.2 Transparent doors and transparent walls (if
fitted) extending as far as the floor in passageways
are to be prominently marked.
2.9 Superstructure
2.9.1 Superstructures (or the ir roofs) consisting
entirely of panoramic panes, shelters created by
awnings, or similar mobile installations, together
with their substructures, may only be constructed in
such a manner that the way in which they are built
and the materials employed pose no risk of injury to
persons on board in the event of damage.
2.9.2 Rooms in which crew members are
accommodated are to comply with the provisions of
this section, as far as practicable. 2.10 Tanks and Cofferdams
2.10.1 Tanks containing fuel oil/lubricat ing oil are to
be separated from passenger, crew and baggage
compartments by a gastight and watertight boundary
or alternatively by a cofferdam.
2.10.2 A cofferdam between the passenger, crew and
baggage compartments is mandatory when the
common bulkhead i s subject to a static liquid
pressure under normal service conditions.
Section 3
Machinery and Systems
3.1 Bilge System
3.1.1 General
3.1.1.1 Requirements of this sub -section are to be
complied with, in addition to the requirements of
Annex 3, Ch.3, Sec.2.
3.1.1.2 A bilge pumping system with permanently
installed pipe work is to be provided.
3.1.1.3 The bilge pumping plant is to be capable of
draining any watertight compartment under all
practicable condi tions after a casualty, whether the
vessel is upright or listed.
3.1.2 Number of Pumps
3.1.2.1 Two independent power driven bilge pumps
are to be provided.
3.1.3 Arrangement of bilge pumps and bilge main
3.1.3.1 Bilge Pumps
3.1.3.1.1 The power bilge pumps are to be placed in
separate watertight compartments, which will not
readily be flooded by the same damage.
3.1.3.1.2 The arrangements are to be such that at least
one power pump will be available for use in all
ordinary circumstances in which the vessel may be
flooded. This requirement will be satisfied if:
a) one of the pumps is an emergency pump of a
submersible type having a source of power
situated above the bulkhead deck;
or
b) the pumps and their sources of power are so
disposed throughout the length of t he vessel
that, under any conditions of flooding which
the vessel is required to withstand by
Statutory Regulations at least one pump in an
undamaged compartment will be available.
3.1.3.2 Bilge Main
3.1.3.2.1 The bilge main is to be so arranged that no
part is situated nearer the side of the vessel than , B/ 5 measured at right angles to the centreline at the level
of the deepest load line, where B is the breadth of the
vessel.
3.1.3.2.2 Where any bilge pump or its pipe
connection to the bilge main is situa ted outboard of
the line B/5, then a non -return valve is to be provided
in the pipe connection at the junction with the bilge
main. The emergency bilge pump and its connections
to the bilge main are to be so arranged that they are
situated inboard of the l ine B/ 5
3.1.3.3 Bilge Valves
3.1.3.3.1 All manifolds and valves fitted in
connection with the bilge pumping arrangements are
to be located in positions which are readily accessible
at all times under normal circumstances. If in any
such vessel there is only one system of bilge pipes
common to all such pumps, the necessary valves for
controlling the bilge suctions are to be capable of
being operated from above the vessel’s bulkhead
deck.
3.1.3.3.2 Where, in addition to the main bilge
pumping system, an em ergency bilge pumping
system is provided, it is to be independent of the
main system and so arranged that a pump is capable
of operating on any compartment under flooding
conditions; in this case, the valves and cocks
necessary for the operation of the eme rgency system
need to be capable of being operated from above the
bulkhead deck.
3.1.3.3.3 Every valve which is required to be
operated from above the bulkhead deck is to have its
means of control, at its place of operation, clearly
marked to show the purpose it serves and how it may
be opened and closed. It is to be provided with a
means to indicate whether it is open or closed.
3.1.4 Requirement for bilge pumps and bilge
suction
3.1.4.1 Every bilge pump provided is to be self -
priming.
3.1.4.2 Each ind ependent bilge pump is to have a
direct bilge suction from the space in which it is
situated, but not more than two such suctions are
required in any one space. Where two or more
suctions are provided, there is to be at least one
suction at each side of th e space.
3.1.4.3 All bilge suctions are to be fitted with readily
accessible strainers so that they may be regularly
checked and cleaned.
3.1.4.4 Provision is to be made to prevent the
compartment served by any bilge suction pipe being
flooded, in the even t of the pipe being severed, or
otherwise damaged by collision or grounding in any
other compartment. For this purpose, where the pipe
is at any part situated nearer the side of the vessel
than B/ 5 or less than 0.5 [m] above the bottom, a
non-return valve is to be fitted to the pipe in the
compartment containing the open end.
3.1.5 Bilge Alarms
3.1.5.1 A bilge alarm is to be fitted;
a) in any compartment containing propulsion
machinery; and
b) in any other compartment likely to
accumulate bilge water.
c) The alarm i s to provide an audible warning,
and a separate visual warning, for each
protected space at the control position. Once
activated the audible alarm is to continue to
sound until acknowledged.
3.2 Air and Sounding Pipes
3.2.1 Short sounding pipes are permissible only for
sounding cofferdams and double bottom tanks
situated in a machinery space, and are in all cases to
be fitted with self -closing cocks as described in
Annex 3, Ch.3, 3.3.4. In addition:
a) Short sounding pipes to fuel oil, (flash point
not less than 55°C), lubricating oil tanks and
other flammable oil tanks (flash point not
less than 55°C) are to be fitted with an
additional small diameter self -closing test
cock, in order to ensure that the sounding
pipe is not under a pressure of oil befo re
opening -up the sounding cock.
b) Provision is to be made to ensure that
discharge of oil through this test cock does
not present an ignition hazard.
c) An additional small diameter self -closing
test cock is not required for lubricating oil
tanks.
3.2.2 Elbow sounding pipes are not permitted.
3.2.3 Sounding pipes of fuel tanks are not to
terminate in accommodation or passenger spaces.
3.3 Prevention of communication between
compartments in the event of damage
3.3.1 Open ended pipes and ventilation ducts are to
be arranged such that in any condition of flooding,
water cannot enter other watertight compartments:
a) If several compartments are connected by
means of open ended pipelines or ventilation
ducts they are to be arranged such that the
open ends are situated a bove the maximum
assumed damage condition.
b) Pipelines/ ventilation ducts are not required
to comply with (a) above if they are provided
with shut off valves capable of being
operated from above the bulkhead deck.
Shut-off devices above the bulkhead deck are
to be clearly indicated as such.
c) Pipelines having no open end are to be
considered as not damaged if they are
situated inboard of the line B/5 and the
distance from the bottom is more than 0.5
[m]
Section 4
Electrical Installat ions
4.1 General
4.1.1 The electrical equipment and installations
(including any electrical means of propulsion) are to
be such that the vessel and all persons onboard are
protected against electrical hazards.
4.1.2 The electrical equipment and installations are to
be maintained to ensure that the vessel is in an
operational and habitable condition.
4.1.3 The main source of electrical power may be
driven by auxiliary or the main propulsion engine. It is to be capable of illuminating any part of the vessel
normally accessible to and used by the passengers or
crew, and provide power to main electrical systems,
which are to operate without recourse to the
emergency source of power.
4.2 Emergency source of electrical power
4.2.1 General
4.2.1.1 All passenger vessels are to be provided with
an emergency source of electrical power.
4.2.1.2 A failure of the main or emergency power
equipment is not to mutually affect the operational
safety of the installations.
4.2.2 Equipment/Systems requir ing Emergency
Source of Power
4.2.2.1 Emergency source of power is to be provided
to supply the following:
a) navigation lights;
b) search lights
c) audible warning devices;
d) emergency lighting;
e) radiotelephone installations;
f) general alarm, PA System and on -board
message communications systems essential
for safety and operation of vessel;
g) passenger and crew warning systems;
h) fire detection and alarm systems;
i) fire-extinguishing systems and fire -
extinguishing media release alarms;
j) automatic sprinkler systems;
k) control and power systems to power -
operated watertight doors and fire doors and
their status indication;
l) personnel lifts and lifting equipment for
persons with reduce mobility provided for
evacuation purposes;
m) emergency bilge pump and equipment
necessary for the o peration of remote
controlled bilge valves; and
n) davits and hoisting gear for gangways
intended for emergency use and rescue
boats, where installed.
4.2.3 Operating Period of Emergency power
supply
4.2.3.1 The emergency source of power is to be
capable of powering the items listed in 4.2.2.1
without refueling or recharging for a projected
operating period depending on the purpose of the
vessel and as agreed by the national/local authority.
In any case, the o perating period of the emergency of
power is not to be less than 60 [minutes].
4.2.4 Arrangement
4.2.4.1 The emergency power plant is to be installed
outside the main engine room, outside the rooms
housing the main power sources and outside the
room where the main switchboard is located; it is to
be separated from these rooms by partitions
according to Section 5. The emergency power plant
is to be installed either above the margin line or as far
away as possible from the main power sources, to ensure that, in the event of flooding, it is not flooded
at the same time as these power sources.
4.2.4.2 Cables feeding the electrical installations in
the event of an emergency are to be installed and
routed in such a way as to maintain the continuity of
supply of t hese installations in the event of fire or
flooding affecting the main power supply. Unless
emergency power cables are suitably protected
against fire and flame to a duration as decided in
4.2.3.1, they are not to be routed through the main
engine room, ga lleys or space where the main power
source and connected equipment is installed, except
where necessary to provide power to emergency
equipment in such areas.
4.2.4.3 The emergency switchboard is to be installed
as near as is practicable to the emergency s ource of
power.
4.2.5 Types of Emergency Source of Electrical
Power
4.2.5.1 The following are admissible for use as an
emergency source of power:
a) auxiliary generator sets with their own
independent fuel (flash point of not less than
43[°C]) supply, and independent cooling
system which, in the event of a power
failure, start and take over the supply of
power within 30 [seconds] automatically or,
if they are located in the immediate vicinity
of the wheelhouse or any other location
permanently manned by cre w members, can
be brought into operation manually; or
b) accumulator batteries, which, in the event of
a power failure, connect automatically or, if
they are located in the immediate vicinity of
the wheelhouse or any other location
permanently manned by crew members, can
be connected manually. Accumulator
battery banks are to be capable of being
isolated. They are to be capable of powering
the power consumers as mentioned in
4.2.2.1 throughout the prescribed period
without recharging and without an
unacceptable voltage reduction.
To enable the crew to undertake a) or b) above,
emergency battery lighting is to be provided in way
of the emergency means of power supply described.
This may be by the use of torches stowed in a readily
accessible place nea rby.
4.2.6 Control and Monitoring
4.2.6.1 Where emergency generating sets are fitted
they are to be capable of being started readily when
cold.
4.2.6.2 The emergency switchboard may be supplied
from the main switchboard during normal operation.
4.2.6.3 Whe re the emergency source of power is an
accumulator battery, arrangements are to be such that
emergency lighting will automatically come into
operation on failure of the main lighting supply.
4.2.6.4 An indicator is to be mounted in the
machinery space, or in the wheelhouse, to indicate
when any accumulator battery fitted in accordance
with 4.2.5 is being discharged.
4.3 Lighting
4.3.1 General
4.3.1.1 Only electrical equipment are permitted for
lighting.
4.3.1.2 When two or more lighting appliances are
installed in an engine room or boiler room, they are
to be distributed between at least two circuits. This
requirement also apply to rooms where cooling
machinery, hydraulic machinery or electric motors
are installed.
4.3.1.3 In the important spaces mentio ned below the
lighting is to be supplied by at least two different
circuits:
a) Passageways
b) stairways leading to the boat deck, and
public spaces and day rooms for passengers
and crew
c) large galleys.
The lamps are to be so arranged that adequate
lighting is ma intained even if one of the circuits fails.
4.3.1.4 If a vessel is divided into fire zones, at least
two circuits are to be provided for the lighting of
each fire zone, and each of these must have its own
power supply line. One circuit is to be supplied fr om
the emergency power source. The supply lines are to
be so located that, in the event of a fire in one main
fire zone, the lighting in the other zones is as far as
practicable maintained.
4.3.2 Main Lighting
4.3.2.1 There is to be a main lighting system supplied
by the main source of electrical power and
illuminating all parts of the vessel normally
accessible to the passengers and crew.
4.3.3 Emergency Lightning
4.3.3.1 An emergency lighting system is to be
installed, the extent of which is to conform t o 4.3.3.2.
4.3.3.2 For the following rooms and locations,
adequate lighting and emergency lighting is to be
provided:
a) locations where life -saving equipment is
stored and where such equipment is
normally prepared for use;
b) escape routes, access for passengers,
including gangways, entrances and exits,
connecting corridors, lifts and accommodation area companionways, cabin
areas and accommodation areas;
c) markings on the escape routes and
emergency exits;
d) in other areas intend ed for use by persons
with reduced mobility;
e) operation rooms, engine rooms, steering
equipment rooms and their exits;
f) wheelhouse;
g) emergency electrical power source room;
h) points at which extinguishers and fire
extinguishing equipment controls are
locate d;
i) areas in which passengers, shipboard
personnel and crew muster in the event of
danger
j) embarkation stations and over sides
4.3.3.3 The power supply and the duration of the
supply is to conform to 4.2.
4.3.3.4 As far as practicable the emergency lighting
system is to be installed in a manner, that it will not
be rendered unserviceable by a fire or other incident
in rooms in which the main source of electrical
power, any associated transformers, the main
switchboard and the main lighting distribution panel
are installed.
4.3.3.5 The emergency lighting system is to be cut in
automatically following a failure of the main power
supply. Local switches are to be provided only where
it may be necessary to switch off the emergency
lighting (e.g. in the wheelhouse) .
4.3.3.6 The light fittings for the emergency lighting is
to be marked as such.
4.4 Batteries, Accumulators and their charging
devices
4.4.1 Accumulators are not to be installed in the
wheelhouse, accommodation area and holds,
passenger spaces, cabins and galleys. The above
requirement is not applicable for accumulators:
क) in mobile equipment; or
ख) with charging power of less than 0. 2 [kW].
4.5 Internal Communication Facilities
4.5.1 Communication from steering position
4.5.1.1 All passenger vessels are to have internal
communication facilities according to 4.5.1.2.
4.5.1.2 It is to be possible to establish communication
links from the steering position:
a) with the bow of the vessel;
b) with the stern of the vessel if no direct
communication is possible from the steering
position;
c) with the crew accommodation;
d) with the master's cabin.
e) with service spaces
f) with engine room (control platform)
g) muster areas for passengers
Reception at all positions of these internal
communication links is to be via loudspeaker, and
transmission is to be via a fixed microphone. The
link with the bow and stern of the vessel may be of
the radio -telephone type.
4.5.2 Public address systems
4.5.2.1 Required public address systems are to
comply with the relevant requirements of the
appropriate Statutory Authority and with the
following requirements.
4.5.2.2 The public address system is to be capable of
broadcasting messages from the wheelhouse to:
a) all passenger spaces;
b) control stations where there is no other
direct communication means from the
wheelhouse; and
c) in the access and evacuation areas for
passengers.
Loudspeakers may be omitted in passenger spaces
where it can be demonstrated that effective direct
communication between the wheelhouse and the
passenger spaces is possible.
4.5.2.3 The system is to be designed in suc h a way as
to ensure that the information transmitted can be
clearly distinguished from background noise.
4.6 Alarm System
4.6.1 Passenger and Crew Warning System
4.6.1.1 The vessel is to be equipped with an alarm
system enabling passengers, crew members a nd
shipboard personnel to alert the vessel’s command
and crew. This alarm is to be given only in areas
assigned to the vessel’s command and to the crew; it
should only be possible for the vessel’s command to
stop the alarm. The alarm is to be capable of be ing
triggered from at least the following places:
a) in each cabin;
b) in the corridors, lifts and stairwells, with the
distance to the nearest trigger not exceeding
10 [m] and with at least one trigger per
watertight compartment;
c) in accommodation area, dining rooms and
similar recreation rooms; d) in toilets, intended for use by persons with
reduced mobility;
e) in engine rooms, galleys and similar rooms
where there is a fire risk;
f) in the cold -storage rooms and other store
rooms of hi gh risk.
The alarm triggers are to be protected against
unintentional use and installed at a height above the
floor of 0.85 [m] to 1.10 [m];
4.6.2 General Emergency Alarm System
4.6.2.1 Required electrically operated bell or other
equivalent warning syst ems for sounding the general
emergency alarm signal are to comply with the
relevant requirements of the appropriate Statutory
Authority and with the requirements of this sub -
Section.
4.6.2.2The vessel is to be equipped with an alarm
system enabling the ve ssel's command to alert
passengers. This alarm is to be clearly and
unmistakably audible in all rooms accessible to
passengers. It is to be capable of being triggered from
the wheelhouse and from a location that is
permanently staffed.
4.6.2.3 The vessel is to be equipped with an
independent alarm system enabling the vessel's
command to alert the crew and shipboard personnel,
in the accommodation, engine rooms and where
appropriate, pump rooms. The alarm system is also to
reach the recreation rooms for the shipboard
personnel, the cold -storage rooms and other store
rooms of high risk. Alarm triggers are to be protected
against unintentional use.
4.6.2.4 Means are to be provided to allow the system
to be capable of sounding the alarm required by
4.6.2.3 inde pendently of the alarm to the passenger
spaces required by 4.6.2.2.
4.7 Escape Guidance System
4.7.1 Passenger vessels are to have suitable guidance
systems to clearly identify the escape routes and
emergency exits when the normal emergency lighting
is less effective due to smoke. Such guidance systems
are to take the form of low -location lighting (LLL).
4.7.2 In addition to the emergency lighting as
required by 4.3.3 the escape routes, including
stairways, exits and emergency exits, are to be
marked by low-location lighting (LLL) throughout
the whole of the escape route, particularly at corners
and intersections.
4.8 Watertight Doors and Doors
4.8.1 Refer to Section 2 for the requirements for
watertight doors and doors.
Secti on 5
Fire Protection, Detection and Extinction
5.1 General
5.1.1 Statutory Requirements
5.1.1.1 Attention is drawn to fire safety requirements
of National/Local Authorities where the vessel is
registered or operating.
5.1.2 Documentation
5.1.2.1 For fire safety of passenger vessels additional
plans and information are to be submitted as detailed
below for approval:
a) Structural fire protection, showing the
method of construction, purpose and
category of the various space s of the
vessels, the fire rating of bulkheads and
decks, means of closings of openings
divisions, draught stops.
b) Ventilation systems showing the
penetrations on divisions, location of
dampers, means of closing, etc.
c) Escape plan
5.2 Definitions
5.2.1 Non-combustible : a substance which neither
burns nor produces flammable vapours in such
quantities that they ignite spontaneously when heated
to approximately 750 [°C];
5.2.2 Flame -retardant : material which does not
readily catch fire, or whose surface at leas t restricts
the spread of flames pursuant to the following test
procedures :
a) Code for Fire Test Procedures, Annex 1
Part 5 (Test for surface flammability - Test
for surface materials and primary deck
coverings),
b) Code for Fire Test Procedures, Annex 1
Part 7 (Test for vertically supported textiles
and films)
c) Code for Fire Test Procedures, Annex 1
Part 8 (Test for upholstered furniture)
d) Code for Fire Test Procedures, Annex 1
Part 9 (Test for bedding components) of the; 5.2.3 Self-extinguishing : the characteristic of a
burning substance whereby it extinguishes itself of its
own accord within a short period once the ignition
source has been removed, i.e. does not continue to
burn;
5.2.4 Fire-resistance : the property of structural
components or d evices as certified by the following
test procedure :
a) Code for Fire Test Procedures Annex 1,
Part 3, (Part 3 – Test for "A", "B" and "F"
class divisions)
5.2.5 Code for Fire Test Procedures : the
International Code for the Application of Fire Test
Proced ures (FTP code) adopted under Resolution
MSC.307(88) by the Maritime Safety Committee of
the International Maritime Organization (IMO);
5.3 Fire Prevention
5.3.1 Testing
5.3.1.1 The suitability for fire protection of materials
and components is to be established by an accredited
test institution based on appropriate test methods.
5.3.2 Structural Fire Protection
5.3.2.1 The minimum required fire integrity of all
bulkheads and decks is shown in Table 5.3.2.1 (a) or
5.3.2.1(b), as applicable. Requirements given in
Table 5.3.2.1 (a) and 5.3.2.1 (b) are not applicable to
day trip vessels of length less than 24 [m].
5.3.2.2 In day trip vessels of length less than 24 [m],
the machinery space boundaries are to be constructed
of steel (rated A0) or equivalent material. The engine
space is to be capable of being closed down in order
that the fire extinguishing medium canno t escape.
Where it is not practical to have a machinery space,
the engine is to be enclosed in a box. The box is to
perform the same function as the machinery space
boundaries referred earlier. Partitions between galley,
store rooms of high risk containin g flammable liquids
and other areas are also to be of Type A0 or
equivalent material.
Table 5.3.2.1(a) : Partitions between rooms, in which no pressurised sprinkler systems according to Annex 3,
Ch.9, 4.2 are installed
Rooms Control
centres Stairwells Muster
areas Accommodatio
n Spaces Engine
Rooms Galleys Store
Rooms of
high risk
Control Centres - A0 A0/B151) A30 A60 A60 A0/A605)
Stairwells - A0 A0 A60 A0 A0/A305)
Muster Areas - A0/B152) A60 A30 A0/A605)
Accommodation
Spaces -/A0/B03) A60 A30 A0/A305)
Engine Rooms A60/A04) A60 A60
Galleys A0 A30/A0/B1
56)
Store Rooms of
high risk -
Table 5.3.2.1(b): Partitions between rooms, in which pressurised sprinkler systems according to Annex 3,
Ch.9, 4.2 are installed
Rooms Control
centres Stairwells Muster
areas Accommodatio
n spaces Engine
Rooms Galleys Store
Rooms of
high risk
Control Centres - A0 A0/B151) A0 A60 A30 A0/A305)
Stairwells - A0 A0 A60 A0 A0
Muster Areas - A0/B152) A60 A0 A0/A305)
Accommodation
Spaces -/B15/B03) A60 A0 A0
Engine Rooms A60/A04) A60 A60
Galleys - A0/B156)
Store Rooms of
high risk -
1) Partitions between control centres and internal muster areas are to correspond to Type A0, but external muster
areas only to Type B15.
2) Partitions between accommodation spaces and internal muster areas are to correspond to Type A0, but external
muster areas only to Type B15.
3) Partitions between cabins and corridors are to comply with Type B0. Partitions between cabins and saunas a re to
comply with Type A0, for rooms that are fitted with pressurised sprinkler systems, they are to comply with type B15.
4) Partitions between engine rooms according to 4.2.4.1 are to comply with Type A60; in other cases they are to
comply with Type A0.
5) Partitions between store rooms for the storage of flammable liquids and control centres / muster areas are to
comply with Type A60, for rooms fitted with pressurised sprinkler systems A30. Partitions between store rooms for
the storage of flammable liquids and stairwells/ accommodation spaces are to be of Type A30.
6) Partitions between store rooms for the storage of flammable liquids and galleys are to be of Type A30 and A0
where pressurized sprinklers are fitted. Partitions between other store rooms of high risk and galleys are to be of
Type A0. Type B15 is suffici ent for partitions between galleys, on one side, and cold -storage rooms and food store
rooms of high risk, on the other.
7) Windows below the muster areas/embarkation stations are to have same fire integrity as the structure on which it
is fitted.
5.3.2.3 For the purpose of determining the
appropriate fire integrity standard to be applied to
boundaries between adjacent spaces, such spaces are
classified according to their fire risk described in the
following categories. The title of each category is
intended to be typical rather than restrictive.
a) Control Centres : a wheelhouse, an area
which contains an emergency electrical
power plant or parts thereof or an area with
a centre permanently occupied by crew , such as for fire alarm equipment, remote
controls of doors or fire dampers;
b) Stairwell: the well of an internal staircase or
of a lift;
c) Muster Areas: areas of the vessel which are
specially protected and in which persons
muster in the event of danger;
d) Accommodation Spaces: a room of an
accommodation or a passenger space. On -
board passenger vessels, galleys are not
regarded as accommodation space.
e) Engine Room: space where combustion
engines are installed;
f) Galley: a room equipped with an open flame
cooking appliance or any ele ctrically heated
cooking plate or hot plate with a power of
not more than 5 [kW];
g) Store Room of high risk: a room for the
storage of flammable liquids or a room with
an area of over 4 [m2] for storing supplies.
5.3.2.4 Type A partitions are bulkheads, walls and
decks which satisfy the following requirements:
a) They are made of steel or of another
equivalent material;
b) They are appropriately stiffened;
c) They are insulated with an approved non -
combustible m aterial such that the average
temperature on the side facing away from
the fire rises to not more than 140 [°C]
above the initial temperature and at no
point, including the gaps at the joints, does a
temperature increase of more than 180 [°C]
above the ini tial temperature occur within
the following specified periods:
Type A60 :60 minutes
Type A30 :30 minutes
Type A0 :0 minutes;
d) they are constructed in such a way as to
prevent the transmission of smoke and
flames until the end of the one -hour
standa rd fire test;
5.3.2.5 Type B partitions are bulkheads, walls, decks,
ceilings or facings that meet the following
requirements:
a) they are made of an approved non -
combustible material. Furthermore, all
materials used in the manufacture and
assembly of par titions are to be non -
combustible, except for the facing, which is
to be at least flame retardant;
b) they demonstrate an insulation value such
that the average temperature on the side
facing away from the fire rises to not more
than 140 [°C] above the initial temperature
and at no point, including the gaps at the
joints, does a temperature increase of more
than 225 [°C] above the initial temperature
occur within the following specified
periods:
Type B15 : 15 minutes
Type B0 : 0 minutes; c) they are constructed in such a way as to
prevent the transmission of flames until the
end of the first half ho ur of the standard fire
test.
5.3.2.6 Paints, lacquers and other surface treatment
products as well as deck coverings used in rooms
except engine rooms and store rooms of high risk are
to be flame -retardant. Carpets, fabrics, curtains and
other hanging tex tile materials as well as upholstered
furniture and components of bedding are to be flame -
retardant, if the rooms in which they are located are
not equipped with a pressurised sprinkler system
according to Annex 3, Ch.9, 4.2.
5.3.2.7 Ceilings and wall clad dings of
accommodation spaces, including their substructures,
where these accommodation space do not have a
pressurised sprinkler system in accordance with
Annex 3, Ch.9, 4.2, are to be manufactured from
non-combustible materials with the exception of thei r
surfaces, which are to be at least flame -retardant.
This requirement does not apply to saunas.
5.3.2.8 Furniture and fittings in accommodation
space which serve as muster areas, where a
pressurised sprinkler system according to Annex 3,
Ch.9, 4.2 is not fitted, are to be manufactured from
non-combustible materials.
5.3.2.9 Paints, lacquers and other materials used on
exposed internal surfaces are not to produce
excessive amounts of smoke or toxic substances.
This is to be proven in accordance with the Cod e for
Fire Test Procedures.
5.3.2.10 Insulation materials in accommodation
spaces are to be non -combustible. This does not
apply to insulations used on coolant -carrying pipes.
The surfaces of the insulation materials used on these
pipes are to be at least flame -retardant.
5.3.2.11 Awnings and similar mobile installations
with which deck areas are fully or partially enclosed
and their substructures are to be at least flame -
retardant.
5.3.2.12 Doors in partitions according to 5.3.2.1 are
to satisfy the follow ing requirements:
a) They are to satisfy the same requirements
set out in 5.3.2.1 as the partitions
themselves.
b) They are to be self -closing in the case of
doors in partition walls according to
5.3.2.13 or in the case of enclosures around
engine rooms, galleys and stairwells.
c) Self -closing doors which remain open in
normal operation are to be such that they
can be closed from a location permanently
occupied by crew; Once a door has been
remotely closed, it is to be possible to
reopen and close it safely on the spot.
d) Watertight doors according to Sec 2 need
not be insulated.
5.3.2.13 Walls according to 5.3.2. 1 are to be
continuous from deck to deck or end at continuous
ceilings, which satisfy the same requirements as
referred to in 5.3.2.1.
5.3.2.14 The following passenger spaces are to be
divided by vertical partitions of at least A -0 fire
integrity and conti nuous from deck to deck (also
refer to 5.3.2.1):
a) passenger spaces with a total surface
area of more than 800 [m2];
b) passenger spaces in which there are
cabins, at intervals of not more than 40
[m].
5.3.2.15 Hollows above ceilings, beneath floors and
behind wall claddings are to be separated at intervals
of not more than 14 [m] by non -combustible draught
stops which, even in the event of fire, provide an
effective fireproof seal.
5.3.2.16 Stairs are to be made of steel or another
equivalent non -combustible material.
5.3.2.17 Internal stairs and lifts are to be
encapsulated at all levels by walls according to
5.3.2.1. The following exceptions are permissible:
a) a staircase connecting only two decks
does not need to be encapsulated, if on one
of the decks t he staircase is enclosed
according to 5.3.2.1;
b) in an accommodation space, stairs need
not be encapsulated if they are located
entirely within the interior of this room, and
i) if this room extends over only
two decks, or
ii) if there is a pressurised sprinkler
system according to Annex 3,
Ch.9, 4.2 installed in this room on
all decks, this room has a smoke
extraction system according to
5.3.4 and the room has access on
all decks to a stairwell.
5.3.3 Ventilation System
5.3.3.1 Ventilation systems and a ir supply systems
are to satisfy the following requirements:
a) they are to be designed in such a way as
to ensure that they themselves do not cause
the spread of fire and smoke;
b) openings for air intake and extraction and
air supply systems are to be such that they
can be closed off;
c) ventilation ducts are to be made from
steel or an equivalent non -combustible
material and be securely connected to each
other and to the superstructure of the vessel; d) when ventilation ducts are passed through
partitions according to 5.3.2.1 of Type A, or
partitions according to 5.3.2.14, they are
meet the following requirements:
i) with a cross sectional area equal
to, or less than, 0.02 [m2], are to be
fitted with a steel sheet sleeve
having a thickness of at least 3
[mm] and a length of at least 200
[mm], divided preferably into 100
[mm] on each side of a bulkhead
or, in the case of a deck, wholly
laid on the lower side of the decks
penetrated;
ii) with a cross sectional area
exceeding 0.02 [m2], but not more
than 0.075 [m2], the openings are to
be lined with steel sheet sleeves.
The sleeves are to have a thickness
of at least 3 [mm] and length of at
least 900[mm] when passing
through bulkheads, this length is to
be divided preferably into 450
[mm] on each side of the bulkhead.
These ducts, or sleeves lining such
ducts, are to be provided with fire
insulation. The insulation is to have
at least the same fire integrity as
the division through which the duct
passes.
iii) with a cross -sectional area
exceeding 0.0 75 [m2] to be fitted
with automatic fire dampers which
can be operated from a location
permanently manned by crew.
e) ventilation systems for galleys and engine
rooms are to be separated from ventilation
systems which supply other areas;
f) air extractio n ducts are to be provided
with lockable openings for inspection and
cleaning. These openings are to be located
close to the fire dampers;
g) built -in ventilators are to be such that
they can be switched off from a central
location outside the engine room .
5.3.3.2 Galleys are to be fitted with ventilation
systems and stoves with extractors. The air extraction
ducts of the extractors are to satisfy the requirements
according to 5.3.3.1 and, additionally, be fitted with
manually operated fire dampers at the inlet openings.
Insulation on galley ducts are to be in accordance
with the applicable requirements of 5.3.2.1 for galley.
5.3.4 Control of Smoke Spread
5.3.4.1 In vessels of 24 m length and over, control
centres, stairwells and internal muster areas are to be
fitted with natural or mechanical smoke extraction
systems. Smoke extraction systems are to satisfy the
following requirements:
a) they are to offe r sufficient capacity and
reliability;
b) they are to comply with the operating
conditions for passenger vessels;
c) if smoke extraction systems also serve as
general ventilators for the rooms, this shall
not hinder their function as smoke
extraction sys tems in the event of a fire;
d) smoke extraction systems are to have a
manually operated triggering device;
e) mechanical smoke extraction systems are
to additionally be such that they can be
operated from a location permanently
occupied by crew;
f) nat ural smoke extraction systems are to be
fitted with an opening mechanism, operated
either manually or by a power source inside
the extraction system;
g) manually operated triggering devices and
opening mechanisms are to be accessible
from inside or outsid e the room being
protected.
5.4 Fire Detection 5.4.1 General
5.4.1.1 Accommodation spaces, galleys, engine
rooms and other rooms presenting a fire risk are to be
connected to a fire alarm system (See Annex 3 Ch.9,
Sec.3). The existence of a fire and its exact
whereabouts is to be automatically displayed at a
locatio n permanently manned by crew members.
Provision of fire alarm systems for accommodation
spaces constantly supervised by crew may be
specially considered.
5.4.1.2 On passenger vessels, which do not have a
fire detection system with remote identification of
individual fire detectors, a fire detection section is
not to comprise more than the area constituted in
accordance with 5.3.2.14. The activation of a fire
detector in an individual cabin in this fire detection
section is to set off a visual and acoustic signal in the
passageway outside that cabin.
5.4.1.3 Power supply requirements for fire alarm
system are to be as per Annex 3, Ch. 9, 3.2.2.2. With
respect to requirements of Annex 3, Ch. 9, 3.2.2.2.2,
on day -trip vessels up to 25 [m] length, a separate
emergency power supply is sufficient.
Section 6
Additional Requirements for Ro -Ro PAX
6.1 General
6.1.1 Application
6.1.1.1 This section applies to Ro Ro PAX vessels .
6.1.2 Definition
6.1.2.1 Special category spaces are those enclosed
vehicle spaces above and below the bulkhead deck,
into and from which vehicles can be driven and to
which passengers have access. Special category
spaces may be accommodated on more than one
deck.
6.1.3 Documentation to be submitted
6.1.3.1 In addition to the documentation required
other parts of the rules following information is to be
submitted:
a) Plans of ramps, elevators for vehicle/ cargo
handling including structural and operational
arrangements and test conditions.
b) Plan of arrangement of motor vehicles,
railway cars and/or other types of vehicles which are intended to be carried and
indicating securing and load bearing
arrangements
c) Characteristics of motor vehicles, railways
cars and/or other types of vehicles which a re
intended to be carried: (as applicable) axle
load, axle spacing, number of wheels per
axle, wheel spacing, size of tyre print.
d) Plan of dangerous areas, of vessels intended
for the carriage of motor vehicles with fuel in
their tanks.
6.2 Vessel arrangeme nts
6.2.1 Ro -Ro Deck
6.2.1.1 Where vehicle ramps are installed to give
access to spaces below the bulkhead deck, their
openings are to be able to be closed weathertight to
prevent ingress of water below. Such opening are to
be alarmed with audible and visual indication to the
navigation bridge
6.3 Hull structure
6.3.1 Framing
6.3.1.1 In general, car decks or platforms are to be
longitudinally framed. Where a transverse framing
system is adopted, it is to be considered by
Designated Authority on a case -by-case basis.
6.4 Drainage of Ro -Ro spaces, intended for the
carriage of motor vehicles with fuel in their tanks
for their own propulsion
6.4.1 Scupper draining
6.4.1.1 Scuppers from cargo spaces intended for the
carriage of motor vehicles with fuel in the ir tanks for
their own propulsion are not to be led to machinery
or other places where sources of ignition may be
present.
6.5 Electrical installations
6.5.1 Protective measures on car decks
6.5.1.1 Installations in special category spaces
situated above t he bulkhead deck
6.5.1.1.1 On any deck or platform, if fitted, on which
vehicles are carried and on which explosive vapours
might be expected to accumulate, except for
platforms with openings of sufficient size permitting
penetration of fuel gases downwards, electrical
equipment and cables are to be installed at least 450
[mm] above the deck or platform. Where the
installation of electrical equipment and cables at less
than 450 [mm] above the deck or platform is deemed
necessary for the safe operati on of the vessel, the
electrical equipment is to be of a certified safe type
as stated in 6.5.1.1.2 and to have the minimum
explosion group IIA and temperature class T3.
Electrical equipment is to be as stated in 6.5.1.1.3
6.5.1.1.2 Electrical equipment ar e not to be installed
or operated in areas subject to explosion hazard, with
the exception of explosion -protected equipment of a
type suitable for shipboard use. Electrical equipment
is deemed to be explosion protected, if they are
manufactured to a recognized standard such as IEC
60079 publications or EN 50014 -50020, and if they
have been tested and approved by a testing authority
recognized by Designated Authority. Notes and
restrictions at the certificate have to be observed.
Cables are to be a rmoured or screened, or run inside
a metal tube.
6.5.1.1.3 For equipment in these areas protective
measures are to be taken which, depending on the
type and purpose of the equipment, could comprise
e.g.: use of explosion -protected facilities, or
use of fac ilities with type Ex n protection, or
use of facilities which in operation do not
cause any sparks and whose surfaces, which
are accessible to the open air, do not attain
any unacceptable temperatures, or
facilities which in a simplified way are
overpressu re encapsulated or are fumetight -
encapsulated (minimum protection type IP
55) and whose surfaces do not attain any
unacceptable temperatures.
6.5.1.2 Installations in special category spaces
situated below the bulkhead deck
6.5.1.2.1 An electrical equipmen t installed is to be as
stated in 6.5.1.1.2 and to have the minimum
explosion group IIA and temperature class T3.
6.5.1.3 Ventilation
6.5.1.3.1 Electrical equipment and cables in exhaust
ventilation ducts are to be as stated in 6.5.1.1.2 and to
have the mi nimum explosion group IIA and
temperature class T3.
6.6 Fire Safety
6.6.1 Fire Protection
6.6.1.1 The boundary bulkheads and decks
surrounding ro -ro deck spaces are to be insulated to
A60 standard. However, where an open deck space
(that is not a passenger space, muster station or
evacuation station), a sanitary or similar space, void
or auxiliary machinery space having little or no fire
risk, is on one side of the division, this standard may
be reduced to A0.
6.6.1.2 Adequate ventilation is to be provided in
special category spaces, sufficient to give at least 10
air changes per hour.
6.6.2 Fire Fighting
6.6.2.1 Enclosed ro -ro deck spaces are to be fitted
with an approved fixed pressure water -spraying
system for manual operation, which is to protect all
parts of any deck and vehicle platform in such
spaces.
6.6.2.2 In view of serious loss of stability, which
could arise due to large quantities of water
accumulating on the deck or decks consequent on the
operation of fixed pressure water -spraying system,
scuppers are to be fitted so as to ensure that such
water is rapidly discharged directly overboard.
Chapter 4
Tugs
Contents
Section
1 General
2 Hull Arrangement and Strength
3 Towing Arrangement
4 Pushing Arrangements
5 Stability
6 Tests and Trials
Section 1
General
1.1 Application
1.1.1 The requirements of this chapter apply to tugs
and are supplementary to those given in Annex 2.
A tug is a vessel designed primarily for towage of
other vessels, which does not exclude occasional
pushing duties, if arranged for this purpose.
A pusher tug is a vessel designed primarily for
pushing other vessels.
1.2 Documentation
1.2.1 The following additional plans and documents
are to be submitted for approval, as applicable.
Towing arrangement
- Maximum and continuous bollard pull and the
breaking strength of the tow rope. Towing hook
- It's attachment and corresponding strengthening
of hull structure, slip arrangements.
Bollard Pull test program
- Items specified in Sec.6.
1.2.2 Additional Certificates of Approval are to be
submitted f or :-
a) Towing hook with attachments
b) Towline.
1.3 Materials
1.3.1 Towing hook including its attachment is to be
made of forged steel, special quality carbon and
carbon -manganese steel castings or fabricated from
rolled steel products manufactured and tested in
accordance with Annex 1.
Section 2
Hull Arrangement and Strength
2.1 General
2.1.1 The draught T, used for determination of
scantlings is not to be taken less than 0.90 D.
2.1.2 The structure in the forebo dy and afterbody is
to be adequately reinforced against forces arising
from pushing operations.
2.1.3 Structure in way of openings provided for
fitment of propulsion units is to be reinforced to
ensure the continuity of longitudinal and transverse
strength .
2.1.4 Single bottom floors clear of the machinery
space may be flanged in lieu of a face plate.
2.2 Side structure 2.2.1 In fore peak space, side stringers supporting
vertical peak frames are to be fitted at mid -height.
2.2.2 For tugs engaged in berthing operations, it is
recommended to provide a stringer all around the
vessel at a suitable height, to provide additional
stiffness against contact.
2.3 Deck structure
2.3.1 Foundations of towing winch and towing hook
are to be capable of withstanding the breaking
strength of the towline without any permanent
deformations. The design of structures under these
foundations and under heavy duty bollards is to be
based on additional loads imposed by the tow line at
its breaking strength.
2.4 Machinery cas ings, emergency exits, scuttles,
air pipes, ventilators & bulwark etc.
2.4.1 Exposed machinery casings are generally to be
not less than 900 [mm] high above the upper surface
of the deck. Proposals of reduced height to facilitate
lowering of the towline, w ill receive individual
consideration on the basis of safety against the
ingress of water.
The scantlings of the exposed machinery casings are
to be 20% more than those required for exposed
deckhouses in the same location and at the casing
stiffeners are to be connected to beams at both ends.
2.4.2 Emergency exit from the machinery space to
the deck is to be capable of being used at extreme
angles of heel and is to be located on or near the
vessel’s centreline. The coaming height is to be not
less than 450 [ mm]. The hatch cover is to have
hinges arranged athwartships and is to be capable of
being opened and closed weathertight from either
side.
2.4.3 Side scuttles are generally not permitted below
the main deck except under special consideration
when the dis tance from the lower edge of side
scuttles to the waterline is at least 750 [mm] and the
scuttles of non -opening type with hinged inside
deadlights meeting the requirements of Type A (heavy) scuttles according to ISO Recommendation
1751, are provided.
Fixed lights of skylights on the deck are to have glass
thickness appropriate to their location as required for
side scuttles, and fitted with hinged deadlight on the
weather side.
2.4.4 In the area aft of the tow hook, the air pipes and
vent pipes are to be s o arranged as to prevent damage
from the towline and to provide maximum
practicable angle of downflooding. Closing
appliances on air pipes on upper deck the upper end
of which may get immersed at an angle of 30° are to
be of automatic type.
2.4.5 The bulwa rks are to be sloped inboard to avoid
damage due to contact.
2.5 Sternframe, rudder & steering gear
2.5.1 In the case of tugs designed for maximum helm
angle more than 35 , the scantlings of the rudder,
rudder stock, stern frame and the steering gear will
be specially considered.
2.6 Fenders
2.6.1 In addition to the special fendering provided for
pushing operations, an efficient fender is to be fitted
all around on the vessels’s side at deck level.
Section 3
Towing Arrangement
3.1 General
3.1.1 The towline is to be in accordance with Annex
2, Ch.13, Sec.3.2.
3.1.2 The position of the towing hook or towing
winch is to be carefully selected so as to minimise
the heeling moment as well as the risk of girti ng due
to the pull exerted by the tow rope. 3.2 Towing hook
3.2.1 Towing hook should be provided with an
efficient slip arrangement to facilitate release of the
towline regardless of the angle of heel and the
direction of the towline. The releasing device is also
to be operable from the bridge. The breaking strength
of the hook, or its equivalent should at least be 50
percent more than that of the towline.
Section 4
Pushing Arrangements
4.1 General
4.1.1 Pus her tugs relying on direct contact for
pushing are to be fitted with push stems or push
knees and adequate coupling arrangements, such as
winches and wires, are to be provided. Unless the
stem is designed to fit into a slot in the pushed vessel,
a twin pus h stem/knee is recommended. The push stem or pushing knees are to be adequately supported
and integrated into the fore peak structure.
4.1.2 Where the transmission of forces from the
pusher tug to be pushed vessel is arranged through
rigid or semi -rigid co upling arrangements, the
connecting devices as well as their supporting hull
structure are to be in accordance with Ch.5, Sec.3.
Section 5
Stability
5.1 General
5.1.1 In addition to the general requirements, the
stability of tugs is to be assessed considering the
effect of transverse heeling force caused when the tow rope is not in line with the tug’s longitudinal
centerline. Compliance with the following criteria is
recommended, as a minimum :
GZ’ > 1.5 (F t . lv) / (Displacement) [m]
GZ’ = Righting lever GZ, [m], at angle of deck
immersion or at 30 degrees, whichever is lower.
Ft = The transverse heeling force, [tonnes], generally
may be taken at 0.5 BPmax. Iv = Vertical distance, [m], from the center of
propeller(s) to the center of towline.
Section 6
Tests and Trials
6.1 Towing gear
6.1.1 In addition to the tests at the manufacturer's
works, the towing gear including the towing hook,
winch and their emergency release systems are to be
tested after installation.
6.2 Bollard pull test procedure
6.2.1 The proposed test programme is to be
submitted prior to the testing.
6.2.2 Test for continuous bollard pull is t o be carried
out with the main engines running at the maximum
attainable engine RPM without exceeding the
maximum RPM and torque recommended by the
engine builder for continuous operation.
6.2.3 The test is to be carried out with the vessel's
own propeller s only. All auxiliary machinery which
are normally driven from the main engine(s) or
propeller shaft(s) while towing, are to be connected
during the test. 6.2.4 The test is to be conducted in fair weather and
at location where sufficient water depth and di stance
between the tug and the shore bollard is available.
Corrections to the measured values of the bollard pull
on any account will not be admissible.
6.2.5 An approved and calibrated load measuring
device, preferably giving a continuous read -out is to
be fitted between the eye of the towline and the
bollard.
6.2.6 During the test, efficient communication is to
be maintained between the vessel and the shore
personnel recording the bollard pull.
6.2.7 The vessel is to maintain a fixed course for at
least 1 0 minutes during which the bollard pull is to
be recorded.
6.2.8 The pull maintained uniformly for minimum of
10 minutes without any tendency to decline shall be
certified as the vessel's continuous bollard pull,
subject to a limit of 50% of the breaking strength of
the towline supplied.
Chapter 5
Barges and Pontoons
Contents
Section
1 General
2 Hull Arrangement and Strength
3 Pushing, Towing - Devices and Connecting Elements
4 Machinery and Electrical Installation
Section 1
General
1.1 Application
1.1.1 The requirements of this chapter apply to
manned or unmanned barges and pontoons and are
supplementary to those given for the assignment of
main characters of class.
Barges are non -self propelled vessels designed and
constructed for carriage of dry cargoes in holds or
liquid cargoes in tanks. Pontoons are non -self propelled vessels designed and
constructed for carriage of non -perishable cargoes or
equipment on deck.
1.2 Documentation
1.2.1 The following additional plans and documents
are to be submi tted for approval, as applicable.
- Towing arrangement and details of towing
brackets, bollards and other fittings with under
deck stiffening.
- Details of structure and fittings, if any, to which
deck cargo securing lashings etc. are attached.
- In case of push er tugs or integral tug/barge
systems or combination units comprising many modules, details of the connecting elements,
attachments and supporting structures.
Section 2
Hull Arrangement and Strength
2.1 General
2.1.1 Where a rudder is not fitted, the Rule length, L,
is to be taken as 97% of the length of the load
waterline at draught T.
In case of pusher tug/barge units with rigid
connections, the Rule length, L, is to be based on the
combined length of the t ug and barge.
2.2 Bottom structure
2.2.1 For barges and pontoons having no rise of
floor, the keel plate thickness may be same as
adjacent bottom shell.
2.2.2 On hard chine vessels, where a solid round bar
is provided at the knuckles, the diameter of rou nd
chine bar is not to be less than three times the bottom
plate thickness.
2.3 Truss arrangements
2.3.1 A truss is a system of internal framing members
comprising deck and bottom girders in association with regularly spaced stanchions and diagonal
bracin gs inclined at about 45 degrees with the
horizontal, in each space between the stanchions.
2.3.2 The scantlings of platings, stiffeners and girders
are not to be less than the general requirements given
in Annex 2, except as specified in 2.3.3. below.
2.3.3 The section modulus of bottom girders is not to
be less than that required by Annex 2, Ch.6, Sec.5,
taking the value of the coefficient 'm' as 6.
The section modulus of deck girders is not to be less
than that required by Annex 2, Ch.8, Sec.5, taking
the value of the coefficient 'm' as 8.
2.3.4 The scantlings of stanchions are to be based on
the external pressure on bottom or the static cargo
load on deck, whichever is higher; and the buckling
requirements given in Annex 2, Ch.3, Sec.6.
Stanchions in tank spaces are also to be checked for
tension caused by internal pressure.
2.3.5 The cross sectional area of diagonals may be
approximately 50% of that of the adjacent stanchion.
Section 3
Pushing, Towing - Devices and Connecting Elements
3.1 General
3.1.1 Devices for pushing and towing of linked
barges as well as the elements connecting the
modular units are to be adequately dimensioned for
the acting external forces calculated considering all
possible load co mbinations. Towing gear, brackets
and bollards are to be adequately dimensioned for the
estimated towing pull considering the displacement
and towing speed. 3.1.2 The scantlings of these devices and elements as
well as their supporting structures are to be based on
following permissible stresses :
bending and normal stress = 100/k [N/mm2]
shear stress = 60/k [N/mm2]
equivalent stress,
2 23
= 120/k [N/mm2].
Section 4
Machinery and Electrical Installation
4.1 General
4.1.1 Machinery and electrical installations, when provided are to comply with the require ments of
Annex 3
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