Rules For The Classification of Military Ships: PART F - Additional Class Notations

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Rules for the Classification of Military Ships
PART F - Additional Class Notations

Chapters 1 2 3 4 5 6 7 8 9 10
NR 483.9 DTM R00 E
June 2003
17 bis, Place des Reflets La Dfense 2 92400 Courbevoie Postal Address : 92077 Paris La Dfense Cedex Tel. 33 (0) 1 42 91 52 91 Fax. 33 (0) 1 42 91 53 20 Email : [email protected] Web : http://www.veristar.com
MARINE DIVISION GENERAL CONDITIONS

ARTICLE 1 1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the Society) is the classification ( Classification ) of any ship or vessel or structure of any type or part of it or system therein collectively hereinafter referred to as a Unit whether linked to shore, river bed or sea bed or not, whether operated or located at sea or in inland waters or partly on land, including submarines, hovercrafts, drilling rigs, offshore installations of any type and of any purpose, their related and ancillary equipment, subsea or not, such as well head and pipelines, mooring legs and mooring points or otherwise as decided by the Society. The Society: prepares and publishes Rules for classification, Guidance Notes and other documents ( Rules ); issues Certificates, Attestations and Reports following its interventions ( Certificates ); publishes Registers. 1.2. - The Society also participates in the application of National and International Regulations or Standards, in particular by delegation from different Governments. Those activities are hereafter collectively referred to as Certification . 1.3. - The Society can also provide services related to Classification and Certification such as ship and company safety management certification; training activities; all activities and duties incidental thereto such as documentation on any supporting means, software, instrumentation, measurements, tests and trials on board. 1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as Services . The party and/or its representative requesting the services is hereinafter referred to as the Client . The Services are prepared and carried out on the assumption that the Clients are aware of the International Maritime and/or Offshore Industry (the Industry) practices. 1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ships sale or chartering, Expert in Units valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Shipbuilder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or implied obligations by the interventions of the Society. ARTICLE 2 2.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following surveys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance of a Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificates and periodically transcribed in the Societys Register. 2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafter and with reference to the applicable National and International Regulations or Standards. 2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to present the Unit for surveys and to inform the Society without delay of circumstances which may affect the given appraisement or cause to modify its scope. 2.4. - The Client is to give to the Society all access and information necessary for the performance of the requested Services. ARTICLE 3 3.1. - The Rules, procedures and instructions of the Society take into account at the date of their preparation the state of currently available and proven technical knowledge of the Industry. They are not a code of construction neither a guide for maintenance or a safety handbook. Committees consisting of personalities from the Industry contribute to the development of those documents. 3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to them is void unless it involves the Societys intervention. 3.3. - The Services of the Society are carried out by professional Surveyors according to the Code of Ethics of the Members of the International Association of Classification Societies (IACS). 3.4. - The operations of the Society in providing its Services make use of random inspections and are absolutely exclusive of any monitoring and thorough verification. ARTICLE 4 4.1. - The Society, acting by reference to its Rules: reviews the construction arrangements of the Units as shown on the documents presented by the Client; conducts surveys at the place of their construction; classes Units and enters their class in its Register; surveys periodically the Units in service to note that the requirements for the maintenance of class are met. The Client is to inform the Society without delay of circumstances which may cause the date or the extent of the surveys to be changed. ARTICLE 5 5.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearing on the Society to obtain a result or in a warranty. 5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the level of compliance of the Unit to its Rules or to the documents of reference for the Services provided for. In particular, the Society does not engage in any work relating to the design, building, production or repair checks, neither in the operation of the Units or in their trade, neither in any advisory services, and cannot be held liable on those accounts. Its certificates cannot be construed as an implied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value for sale, insurance or chartering. 5.3. - The Society does not declare the acceptance or commissioning of a Unit, that being the exclusive responsibility of its owner. 5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute any warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or machinery, computer software of any sort or other comparable concepts that has been subject to any survey by the Society. ARTICLE 6 6.1. - The Society accepts no responsibility for the use of information related to its Services which was not provided for the purpose by the Society or with its assistance. 6.2. - If the Services of the Society cause to the Client a damage which is proved to be the direct and reasonably foreseeable consequence of an error or omission of the Society, its liability towards the Client is limited to ten times the amount of fee paid for the Service having caused the damage. This limit is subject to a minimum of eight thousand (8,000) Euro, and to a maximum which is the greater of eight hundred thousand (800,000) Euro and one and a half times the above mentioned fee. The Society bears no liability for indirect or consequential loss such as e.g. loss of revenue, loss of profit, loss of production, loss relative to other contracts and indemnities for termination of other agreements. 6.3. - All claims are to be presented to the Society in writing and on pain of debarment by right, within three months of the date the Services were supplied or of the date the events which are taken advantage of were first known. ARTICLE 7 7.1. - Requests for Services are to be in writing. 7.2. - Either the Client or the Society can terminate as of right the requested Services after giving the other party thirty days' written notice, for convenience, and without prejudice to the provisions in Article 8 hereunder. 7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until the date of effect of the notice issued according to 7.2. hereabove subject to compliance with 2.3. hereabove and Article 8 hereunder. ARTICLE 8 8.1. - The Services of the Society, whether completed or not, involve the payment of fee upon receipt of the invoice and the reimbursement of the expenses incurred. 8.2. Overdue amounts are increased as of right by penalties at a monthly rate of one and a half percent. 8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitful notification to pay. ARTICLE 9 9.1. - The documents and data provided to or prepared by the Society for its Services, and the information available to the Society, are treated as confidential. However: Clients have access to the data they have provided to the Society and to the classification file consisting of reports and certificates which have been prepared for them; copy of the documents made available for the classification of the Unit and of available survey reports can be handed over to another Classification Society Member of the International Association of Classification Societies (IACS) in case of the Units transfer of class; the data relative to the evolution of the Register, to the class suspension and to the survey status of the Units are passed on to IACS according to the association working rules; technical records and history related to specific class notations may be transferred to the new owner in case of change of ownership; the certificates, documents and information relative to the Units classed with the Society are passed on upon order of the concerned governmental authorities or of a Court having jurisdiction. The documents and data are subject to a file management plan. ARTICLE 10 10.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an event not reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach of contract. ARTICLE 11 11.1. - The Society may designate another Surveyor at the request of the Client in case of diverging opinions during surveys. 11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by the Society to the advice of its Classification Committee. ARTICLE 12 12.1. - Disputes over the Services carried out by delegation of Governments are assessed within the framework of the applicable agreements with the States, international Conventions and national rules. 12.2. - Disputes arising out of the payment of the Societys invoices by the Client are submitted to the Court of Nanterre, France. 12.3. - Other disputes over the present General Conditions or over the Services of the Society are exclusively submitted to arbitration, by three arbitrators, in London according to the London arbitration procedural rules in force. English law applies. ARTICLE 13 13.1. - These General Conditions constitute the sole contractual obligations binding together the Society and the Client, to the exclusion of all other representation, statements, terms, conditions whether express or implied. They may be varied in writing by mutual agreement. 13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the validity of the remaining provisions. 13.3. - The definitions herein take precedence over any definitions serving the same purpose which may appear in other documents issued by the Society.
BV Mod. Ad. WE 545i - 05/2002
RULES FOR THE CLASSIFICATION OF MILITARY SHIPS
Part F Additional Class Notations
Chapters 1 2 3 4 5 6 7 8 9 10
Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10
VeriSTAR SYSTEM (STAR) AVAILABILITY OF MACHINERY (AVM) AUTOMATION SYSTEMS (AUT) INTEGRATED SHIP SYSTEMS (SYS) MONITORING EQUIPMENT (MON) COMFORT ON BOARD (COMF) REFRIGERATING INSTALLATION (REEFER) ICE CLASS (ICE) MILITARY STRENGTHENING OTHER ADDITIONAL CLASS NOTATIONS
June 2003
Unless otherwise specified, these rules apply to ships for which contracts are signed after July 1st, 2003. The Society may refer to the contents hereof before July 1st, 2003, as and when deemed necessary or appropriate.
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C HAPTER 1 V ERI STAR SYSTEM (STAR)

Section 1 Star-Hull
1 General
1.1 1.2 1.3 Principles Conditions for the assignment and maintenance of the notation Ship database
27
Documentation to be submitted
2.1 2.2 2.3 Plans and documents to be submitted Hot spot map Inspection and Maintenance Plan (IMP)
28
Inspection and Maintenance Plan (IMP)

3.1 3.2 3.3 3.4 3.5 3.6 Minimum requirements General scope of IMP Periodicity of inspections Extent of inspections Inspection reports Changes to Inspection and Maintenance Plan
29
Acceptance criteria
4.1 4.2 4.3 4.4 4.5 Coating assessment Sacrificial anode condition Thickness measurements Pitting Fractures
32
Maintenance of the notation

5.1 5.2 5.3 5.4 Annual audit at the Owners offices Annual shipboard audit Class renewal survey Suspension and withdrawal of the notation
33
Section 2
VeriSTAR-HULL
1 General
1.1 1.2 Application Scope
37
Assignment of the notation

2.1 2.2 New buildings Ships in service
37

3.1 3.2 Ship database Class renewal survey
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Section 3
Star-Mach
1 General
1.1 1.2 1.3 Application Definitions Scope
40

2.1 2.2 2.3 Documentation to be submitted Maintenance Management System Interventions of the Society
40

3.1 3.2 3.3 3.4 3.5 3.6 General Chief Engineer authorization Initial intervention Periodical audits and interventions Occasional Audits Amendments to the Maintenance Plan
41
Termination
4.1 Conditions
42
Appendix 1 Acceptance Criteria for Isolated Areas of Items

1 General
1.1 Application
43
Appendix 2 Acceptance Criteria for Isolated Items

1 Partial safety factors
1.1 1.2 General Partial safety factors based on the increased knowledge of the structure
46
Acceptance criteria for plating

2.1 2.2 Application Renewal thicknesses
46
Acceptance criteria for ordinary stiffeners

3.1 3.2 Application Renewal scantlings
48
Acceptance criteria for primary supporting members

4.1 4.2 4.3 Application Work ratios Renewal scantlings
49
Appendix 3 Acceptance Criteria for Zones

1 General
1.1 Application
52
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Appendix 4 Owners Hull Inspection Reports

1 2 General
1.1
53 53
Report for inspection of spaces

2.1 2.2 2.3 2.4 2.5 General Identification data Summary of findings and repairs Details of findings and repairs Attached documentation
Report for inspection of equipment

3.1 3.2 3.3 3.4 General Identification data Detailed report Attached documentation
55
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C HAPTER 2 AVAILABILITY OF MACHINERY (AVM)

Section 1 Alternative Propulsion System (AVM-APS)
1 General
1.1 1.2 1.3 Application Coverage of AVM-APS notation Documentation to be submitted
59
Special arrangements
2.1 2.2 2.3 2.4
60
Propulsion system Systems for cooling, lubrication, fuel supply, air starting, monitoring and control Electrical installations Summary
Tests on board
3.1 3.2 Running tests Sea trials
62
Section 2
Duplicated Propulsion System (AVM-DPS)

1 General
1.1 1.2 1.3 Application Coverage of AVM-DPS notation Documentation to be submitted
63
2.1 2.2 2.3 2.4
64
Systems for cooling, lubrication, fuel supply, air starting, monitoring and control Rudders and steering gears Electrical installations Automation
Tests on board
65
Section 3
Independent Propulsion System (AVM-IPS)

1 General
1.1 1.2 1.3 Application Coverage of AVM-IPS notation Documentation to be submitted
66
2.1 2.2 2.3 2.4
67
Systems for cooling, lubrication, fuel supply, air starting, monitoring and control Rudders and steering gears Electrical installations Automation
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Tests on board
68
Appendix 1 Procedures for Failure Modes and Effect Analysis

1 General
1.1 1.2 1.3 1.4 1.5 Introduction Objectives Sister ships FMEA basics FMEA analysis
69
FMEA performance
2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 Procedures System definition Development of system block diagram Identification of failure modes, causes and effects Failure effects Failure detection Corrective measures Use of probability concept Documentation
70
Tests and reporting

3.1 3.2 Test program Reporting
73
Probabilistic concept
4.1 4.2 4.3 4.4 4.5 4.6 General Occurences Probability of occurences Effects Safety level Numerical values
73
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C HAPTER 3 AUTOMATION SYSTEMS (AUT)

Section 1 Unattended Machinery Spaces (AUT-UMS)
1 General
1.1 1.2 Application Communication system
79
2 3
Documentation
2.1 3.1 3.2 3.3 3.4 Documents to be submitted
79 79
Fire and flooding precautions

Fire prevention Fire detection Fire fighting Protection against flooding
Control of machinery
4.1 4.2 4.3 4.4 4.5 4.6 4.7 General Diesel propulsion plants Gas turbine propulsion plants Electrical propulsion plant Shafting, clutches, CPP, gears Auxiliary system Control of electrical installation
80
Alarm system
5.1 5.2 5.3 5.4 General Alarm system design Machinery alarm system Alarm system on navigating bridge
93
6 7
Safety systems
6.1 7.1 General
93 94
Testing
General
Section 2
Centralised Control Station (AUT-CCS)

1 General
95
2 3
Documentation
2.1 3.1 Documents to be submitted
95 95

General
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4.1 4.2 Propulsion plant operation Control position location
95
5 6 7
Alarm system
5.1 6.1 7.1 7.2 General
96 96 96
Safety system
General Tests after completion Sea trials
Testing
Section 3
Automated Operation in Port (AUT-PORT)

1 General
97
2 3 4 5 6
Documentation
2.1 3.1 4.1 5.1 6.1 Documents to be submitted
97 97 97 97 97

general Plant operation General Tests after completion
Control of machinery Alarm system Testing
Section 4
Integrated Machinery Spaces (AUT-IMS)

1 2 3 General
1.1 2.1 3.1 3.2 3.3 3.4 Application
98 98 98
Documentation
Documents to be submitted Fire prevention Fire detection Fire fighting Protection against flooding
Design requirements
4.1 4.2 General Integrated computer based systems
99
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Construction requirements
5.1 5.2 5.3 Electrical and electronic construction requirements Pneumatic construction requirements Hydraulic construction requirements
100
6.1 6.2 6.3 6.4 6.5 6.6 6.7 General Diesel propulsion plants Gas turbine propulsion plant Electric propulsion plant Shafting, clutches, CPP, gears Auxiliary systems Control of electrical installation
100
Testing
7.1 7.2 Additional testing Maintenance equipment
105
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C HAPTER 4 INTEGRATED SHIP SYSTEMS (SYS)

Section 1 Centralised Navigation Equipment (SYS-NEQ)
1 General
1.1 1.2 1.3 1.4 Application Operational Assumptions Regulations, guidelines, standards Definitions
109
2 3 4
Documentation
2.1 3.1 4.1 4.2 4.3 4.4 Documents to be submitted
110 110 111
Bridge layout
General General Safety of navigation: collision-grounding Position fixing Controls - Communication
Bridge instrumentation and controls
Design and reliability

5.1 5.2 5.3 General Power supply Environmental conditions
112
Prevention of accidents caused by operators unfitness

6.1 6.2 6.3 6.4 Bridge safety system Field of vision Alarm/warning transfer system - Communications Bridge layout
112
Ergonomical recommendations
7.1 7.2 7.3 7.4 7.5 Lighting Noise level Vibration level Wheelhouse space heating/cooling Navigators safety
113
Testing
8.1 Tests
114
Section 2
Integrated Bridge Systems (SYS-IBS)

1 General
1.1 1.2 1.3 1.4 Application Reference Regulations Definitions Abbreviations
115
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2 3
Documentation
2.1 3.1 3.2 3.3 3.4 3.5 Documents to be submitted
116 116
General requirements
General Integration Data exchange Failure analysis Quality assurance
Operational requirements
4.1 4.2 4.3 Human factors Functionality Training
118
Technical requirements
5.1 5.2 5.3 5.4 5.5 Sensors Alarm management Human factors Power interruptions and shutdown Power supply
119
Testing
6.1 6.2 6.3 6.4 Introduction General requirements Operational requirements Technical requirements
120
Section 3
Communication System (SYS-COM)

1 2 3 General
1.1 2.1 3.1 3.2 3.3 Application
124 124 124
Documentation
Documents to be submitted General Content of data transmitted Transmission safety
Design requirements
4 5
4.1 5.1 5.2 5.3 General
125 125
Testing
Design validation Product type approval Shipboard testing
12
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C HAPTER 5 MONITORING EQUIPMENT (MON)

Section 1 Hull Stress and Motion Monitoring (MON-HULL)
1 General
1.1 1.2 1.3 Application Documentation Data limits, warning levels
129
Hull monitoring system

2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 Main functions Sensors Specifications Data processing Visual display Alarms Data storage Exploitation and checking of stored data Power supply unit Calibration Checking facility
129
Section 2
Shaft Monitoring (MON-SHAFT)

1 2 General
1.1 2.1 2.2 Applicability of MON-SHAFT notation
132 132
Requirements for the issuance of the notation

Arrangement Lubricating oil analysis
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C HAPTER 6 COMFORT ON BOARD (COMF)

Section 1 General Requirements
1 General
1.1 1.2 1.3 Application Basic principles References
135
Conditions of attribution
2.1 2.2 2.3 Measurements Determination of comfort rating number Measuring areas
135
Testing conditions
3.1 3.2 General Test conditions
136
Section 2
Additional Requirements for Notation COMF-NOISE

1 2 General
1.1 2.1 2.2 2.3 2.4 Application
138 138
Measurement procedure
Instrumentation Data processing - Analysis Measuring conditions Measuring positions
Noise levels
3.1 3.2 Noise levels in standard spaces Additional measurements and checking
138
Section 3
Additional Requirements for Notation COMF-VIB

1 2 General
1.1 2.1 2.2 2.3 2.4 Application
140 140
Instrumentation Data processing, analysis, presentation of results Mesuring conditions Mesuring positions
Vibration levels
3.1 3.2 Vibration limits Determination of the equivalent vibration level
141
14
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Appendix 1 International Standards

1 2 Vibrations
1.1 2.1 Limit curves of ISO 6954
142 142
Noise
Noise limits of IMO
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C HAPTER 7 REFRIGERATING INSTALLATION (REEFER)

Section 1 General Requirements
1 General
1.1 1.2 1.3 Application Temperature conditions Definitions
145
2 3 4
Design criteria
2.1 3.1 4.1 4.2 4.3 4.4 4.5 4.6 4.7 Reference conditions
145 145 146
Documentation
Refrigerating installations Refrigeration of chambers Refrigerating unit Defrosting Prime movers and sources of power Pumps Sea connections Refrigerating unit spaces
General technical requirements
Refrigerated chambers
5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 Construction of refrigerated chambers Penetrations Access to refrigerated spaces Insulation of refrigerated chambers Protection of insulation Miscellaneous requirements Installation of the insulation Drainage of refrigerated spaces
147
Refrigerants
6.1 6.2 General Rated working pressures
149
Refrigerating machinery and equipment

7.1 7.2 7.3 7.4 7.5 7.6 7.7 Prime movers Common requirements for compressors Reciprocating compressors Pressure vessels General requirements for piping Accessories Refrigerating plant overpressure protection
149
Specific requirements for direct cooling systems

8.1
151
Specific requirements for air cooling systems and distribution and renewal of air in refrigerated chambers
16
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Instrumentation, alarm, monitoring

9.1 9.2 General Instrumentation, alarm and monitoring arrangement
151
10
Material tests, inspection and testing, certification

10.1 10.2 10.3 10.4 10.5 10.6 Material testing Shop tests Pressure tests at the workshop Thermometers and manometers Shipboard tests Defrosting system
151
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C HAPTER 8 ICE CLASS (ICE)

Section 1 General
1 General
1.1 1.2 Application Owners responsibility
157
Ice class draughts and ice thickness

2.1 2.2 2.3 Definitions Draught limitations Ice thickness
157
Output of propulsion machinery

3.1 3.2 Required engine output for classes IB and IC Required engine output for classes IAS and IA
158
Section 2
Hull and Stability

1 General
1.1 1.2 1.3 Application Regions Ice strengthened area
160
Structure design principles

2.1 2.2 2.3 General framing arrangement Transverse framing arrangement Bilge keels
161
Design loads
3.1 3.2 General Ice loads
162
Hull scantlings
4.1 4.2 4.3 Plating Ordinary stiffeners Primary supporting members
163
Other structures
5.1 5.2 5.3 5.4 5.5 Application Fore part Aft part Deck strips and hatch covers Sidescuttles and freeing ports
166
Hull outfitting
6.1 6.2 Rudders and steering arrangements Bulwarks
167
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Section 3
Machinery
1 Propulsion
1.1 1.2 1.3 1.4 1.5 1.6 Propulsion machinery performance Ice torque Starting arrangements for propulsion machinery Propellers Shafting Reverse and reduction gearing
168
Miscellaneous requirements
2.1 2.2 2.3 Sea inlets and cooling water systems of machinery Steering gear Fire pumps
170
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C HAPTER 9 MILITARY STRENGTHENING

Section 1 Helicopters
1 General
1.1 1.2 Application General arrangement
173
Seakeeping
2.1 2.2 Principles Verification
173
Structural strength
3.1 3.2 Helicopter decks Helicopter storage
173
Fire safety
4.1 4.2 4.3 Helicopter installations Helicopter decks Helicopter storage space
173
Section 2
Ammunition
1 Application
1.1 1.2 General Ammunition classification
174
General arrangement
2.1 2.2 2.3 2.4 General Ammunition holds Ammunition cupboards Ammunition transfer routes
174
Section 3
IMPSUR
1 General
1.1 1.2 Application Requirements
177
Stability
2.1 2.2 General Extent of damage
177
Hull structure
3.1 3.2 3.3 3.4 General arrangement Materials Structural details Resistance to underwater explosions
177
20
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Machinery, piping and electricity

4.1 4.2 4.3 4.4 4.5 Critical components and equipment Requirements for machinery and piping Requirements for electricity Emergency equipment Resistance to explosions
179
Fire safety
5.1 General
182
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C HAPTER 10 OTHER ADDITIONAL CLASS NOTATION S

Section 1 Strengthened Bottom (STRENGTHBOTTOM)
1 2 General
1.1 2.1 2.2 2.3 Application
185 185
Double bottom
Ships with L < 90 m and longitudinally framed double bottom Ships with L < 90 m and transversely framed double bottom Ships with L 90 m
Single bottom
3.1 Scantlings
185
Section 2
In-Water Survey Arrangements (INWATERSURVEY)

1 General
1.1 1.2 Application Documentation to be submitted
186

2.1
186
Section 3
Container Lashing Equipment (LASHING)

1 General
1.1 1.2 1.3 Application Documents to be kept on board Materials
187
Arrangement of containers
2.1 2.2 2.3 2.4 2.5 General Stowage in holds using removable cell guides Stowage under deck without cell guides Stowage on exposed deck Uniform line load stowage on deck or hatch covers
187
Procedure for the assignment of the notation

3.1 3.2 3.3 3.4 Approval of the mobile lashing equipment Type tests Inspection at works of the mobile lashing equipment Reception on board of the mobile lashing equipment
189
22
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Forces applied to containers

4.1 4.2 4.3 4.4 4.5 4.6 General Definitions Still water and inertial forces Wind forces Forces imposed by lashing and securing arrangements Sea pressure
191
Determination of loads in lashing equipment and in container frames

5.1 5.2 5.3 5.4 5.5 Calculation hypothesis Distribution of forces Containers only secured by locking devices Containers secured by means of lashings or buttresses Stiffnesses
193
Strength criteria
6.1 6.2 6.3 6.4 Permissible loads on containers Permissible loads induced by lashing on container corners Permissible loads on lashing equipment Permissible stresses on cell guides
195
Section 4
Towing
1 Emergency towing arrangements
1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 1.10 1.11 1.12 1.13 Definitions Application Documentation General Emergency towing arrangement approval Safe working load (SWL) of towing pennants, chafing gears, fairleads and strongpoints Towing pennant Chafing gear Fairleads Strongpoint Hull structures in way of fairleads or strongpoints Rapid deployment of towing arrangement Type approval
196
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Chapter 1
VeriSTAR SYSTEM (STAR)
SECTION 1 SECTION 2 SECTION 3 APPENDIX 1 APPENDIX 2 APPENDIX 3 APPENDIX 4
STAR-HULL VERISTAR-HULL STAR-MACH ACCEPTANCE CRITERIA FOR ISOLATED AREAS OF ITEMS ACCEPTANCE CRITERIA FOR ISOLATED ITEMS ACCEPTANCE CRITERIA FOR ZONES OWNERS HULL INSPECTION REPORTS
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Pt F, Ch 1, Sec 1
SECTION 1
STAR-HULL
1
1.1
1.1.1
General
Principles
Application
a request for the notation is to be sent to the Society: signed by the party applying for the classification, in the case of new ships - signed by the Owner, in the case of existing ships the following documents are to be submitted to the Society by the Interested Party: - plans and documents necessary to carry out the structural analysis, and information on coatings and on cathodic protection (see [2.1]) - the hot spot map of the structure (see [2.2]) - the Inspection and Maintenance Plan to be implemented by the Owner (see [2.3]) - information concerning the ship database and relevant electronic support to be implemented by the Owner (see [1.3.1]) the Society reviews and approves the Inspection and Maintenance Plan, taking into account the results of the structural analysis, as well as the information concerning the ship database the Society carries out an initial shipboard audit to verify the compliance of the procedures on board with respect to the submitted documentation.
1.2.2 Maintenance of the notation The maintenance of the STAR-HULL notation is based on the following surveys and checks, whose scope and periodicity are specified in [5], to be carried out by the Society:
The additional class notation STAR-HULL is assigned, in accordance with Pt A, Ch 1, Sec 2, [5.3.3], to ships complying with the requirements of this Section.
1.1.2 Scope
The additional class notation STAR-HULL is assigned to a ship in order to reflect the fact that a procedure including periodical and corrective maintenance, as well as periodical and occasional inspections of hull structures and equipment, (hereafter referred to as the Inspection and Maintenance Plan) are dealt with on board by the crew and at the Owners offices according to approved procedures. The assignment of the notation implies that a structural tridimensional analysis has been performed for the hull structures, as defined in Pt B, Ch 7, App 1 or Pt B, Ch 7, App 2 or Pt B, Ch 7, App 3, as applicable. The implementation of the Inspection and Maintenance Plan is surveyed by the Society through: periodical audits carried out at the Owners offices and on board examination of the data recorded by the Owner and made available to the Society through an electronic ship database suitable for consultation and analysis periodical check of the hull structure, normally at the class renewal survey, against defined acceptance criteria and based on: the collected data from actual implementation of the Inspection and Maintenance Plan the results of the inspections, thickness measurements and other checks carried out during the class renewal survey (see [5]).
Safety management system
annual audits at the Owners offices (see [5.1]) annual shipboard audits (see [5.2]) class renewal surveys (see [5.3]).
1.3
Ship database
1.3.1 The ship database, to be available on board and at the Owners offices, using an electronic support suitable for consultation and analysis, is to provide at least the following information: the hot spot map, as indicated in [2.2]
1.1.3
The Inspection and Maintenance Plan required under the scope of the STAR-HULL notation may form part of the Safety Management System to be certified in compliance with the ISM Code.
the documents required for the Inspection and Maintenance Plan, as indicated in [2.3], and the corresponding reports during the ship operation, as indicated in [3.5]. The ship database is to include a backup system in order for the data to be readily restored, if needed.
1.3.2 The ship database is to be:
1.2
Conditions for the assignment and maintenance of the notation

updated by the Owner each time new inspection and maintenance data from the ship are available kept by the Owner. Access to the databases is to be logged, controlled and secured.
1.2.1
The procedure for the assignment of the STAR-HULL notation is the following:
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Pt F, Ch 1, Sec 1
1.3.3 The ship database is to be made available to the Society.
2.2
Hot spot map
This ship database is to be transmitted to the Society at least every six months. It may be agreed between the Owner and the Society that the required data are automatically downloaded into the Societys ship database after they are collected.
2.2.1 The items to be included in the hot spot map are, in general, the following:
2
2.1
Plans and documents to be submitted
Structural analysis
items (such as a plating panels, ordinary stiffeners or primary supporting members) for which the structural analysis carried out at the design stage showed that the ratio between the applied loads and the allowable limits exceeded 0,975 items identified as hot spot item during the structural reassessment, according to Ch 1, App 2 structural details subjected to fatigue, based on the list defined in Pt B, Ch 11, App 2 other items, depending on the results of the structural analyses and/or on experience.
2.2.2 The hot spot map may indicate which items are to be inspected periodically under the Owners responsibility.
2.1.1
The plans and documents necessary to support and/or perform the structural analysis covering hull structures are: those submitted for class as listed in Pt B, Ch 1, Sec 3, for new ships those listed in Tab 1, for existing ships. However, depending on the service and specific features of the ship, the Society reserves the right to request additional or different plans and documents from those in Tab 1.
Table 1 : Existing ships - Plans and documents to be submitted to perform the structural analysis
2.3
2.3.1 The Inspection and Maintenance Plan is to be based on the Owners experience and on the results of the structural analyses including the hot spot map.
Plans and documents Midship section Transverse sections Shell expansion Longitudinal sections and decks Double bottom Pillar arrangements Framing plan Deep tank and ballast tank bulkheads Watertight subdivision bulkheads Watertight tunnels Wash bulkheads Fore part structure Aft part structure Last thickness measurement report Loading manual
2.1.2 Coatings The following information on coatings is to be submitted:
The Inspection and Maintenance Plan is to include: the list of areas, spaces and hull equipment to be subjected to inspection the periodicity of inspections the elements to be assessed during the inspection for each area or space, as applicable: coating anodes thicknesses pitting fractures deformations
the elements to be assessed during the inspection of hull equipment.

2.3.2 As regards the maintenance plan, the following information is to be given:
maintenance scope maintenance type (inspection, reconditioning) maintenance frequency (periodicity value unit is to be clearly specified, i.e. hours, week, month, year) place of maintenance (port, sea, etc.) manufacturers maintenance and repair specifications, as applicable procedures contemplated for repairs or renewal of structure or equipment.
list of all structural items which are effectively coated characteristics of the coating system.
2.1.3 Cathodic protection The following information on sacrificial anodes is to be submitted:
localisation of anodes in spaces, on bottom plating and sea chests dimensions and weight of anodes in new condition.
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Pt F, Ch 1, Sec 1

Minimum requirements
3.1
3.1.1 The minimum requirements on the scope of the Inspection and Maintenance Plan (IMP), the periodicity of inspections, the extent of inspection and maintenance to be scheduled for each area, space or equipment concerned, and the minimum content of the report to be submitted to the Society after the inspection are given hereafter. 3.1.2 At the Owners request, the scope and periodicity may be other than those specified below, provided that this is agreed with the Society. 3.1.3 The IMP performed at periodical intervals does not prevent the Owner from carrying out occasional inspections and maintenance as a result of an unexpected failure or event (such as damage resulting from heavy weather or cargo loading/unloading operation) which may affect the hull or hull equipment condition.
the other inspection is to be carried out preferably not more than two months before the annual class survey is conducted - the minimum interval between any two consecutive inspections of the same item is to be not less than four months. Type 2: inspection at annual intervals, preferably not more than four months before the annual class survey is carried out. Type 3: inspection at bottom surveys.
3.3.2 The following areas/items are to be inspected with a periodicity of Type 1: deck area structure shell plating above waterline hatch covers and access hatches deck equipment superstructures ballast tanks, including peaks cargo holds and spaces other accessible spaces sea connections and overboard discharges.
Interested parties are also reminded that any damage to the ship which may affect the class is to be reported to the Society.
3.2
General scope of IMP
For ships less than 5 years old, 25% in number of ballast tanks (with a minimum of 1) are to be inspected annually, in rotation, so that all ballast tanks are inspected at least once during the 5-year class period. For ships 5 years old or more, all ballast tanks are to be inspected annually.
3.3.3 The following areas are to be inspected with a periodicity of Type 2: bunker and double bottom fuel oil tanks fresh water tanks cargo tanks. 3.3.4 Whenever the outside of the ships bottom is examined in drydock or on a slipway, inspections are to be carried out on the following items: rudders propellers bottom plating sea chests and anodes.
3.2.1 The IMP is to cover at least the following areas/items:
deck area structure hatch covers and access hatches deck fittings steering gear superstructures shell plating ballast tanks, including peaks, cargo holds, cargo tanks and spaces other accessible spaces rudders sea connections and overboard discharges sea chests propellers.
In addition, the requirement under Pt A, Ch 2, Sec 2, [6.5.2] is to be complied with.
3.4
Extent of inspections
3.3
Periodicity of inspections
3.3.1 Inspections are to be carried out at least with the following periodicity:
Type 1: two inspections every year, with the following principles: one inspection is to be carried out outside the window provided for the execution of the annual class survey, in the vicinity of the halfway date of the anniversary date interval
3.4.1 Deck area structure The deck plating, structure over deck and hatch coamings, as applicable are to be visually examined for assessment of the coating, and detection of fractures, deformations and corrosion.
When structural defects affecting the class (such as fractures or deformations) are found, the Society is to be called for occasional survey attendance. If such structural defects are repetitive in similar areas of the deck, a program of additional close-up surveys may be planned at the Societys discretion for the next inspections.
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Pt F, Ch 1, Sec 1
In other cases, such as coating found in poor condition, repairs or renewal are to be dealt with, or a program of maintenance is to be set in agreement with the Society, at a suitable time, but at the latest at the next intermediate or class renewal survey, whichever comes first.
3.4.2 Hatch covers and small hatches
Other deck fittings Other deck fittings are to be visually examined and dealt with under the same principles as those detailed in the items above according to the type of fitting.
3.4.4 Steering gear The inspection of the installation is to cover:
Cargo hold hatch covers and related accessories are to be visually examined and checked for operation under the same scope as that required for annual class survey in Pt A, Ch 3, Sec 1, [2.2]. The condition of coating is to be assessed. Access hatches are to be visually examined, in particular tightness devices, locking arrangements and coating condition, as well as signs of corrosion. Any defective tightness device or securing/locking arrangement is to be dealt with. Operating devices of hatch covers are to be maintained according to the manufacturers requirements and/or when found defective. For structural defects or coating found in poor condition, refer to [3.4.1].
3.4.3 Deck fittings
examination of the installation test with main and emergency systems changeover test of working rams.
3.4.5 Superstructures
The structural part of superstructures is to be visually examined and checked under the same scope as that required for deck structure. The closing devices (doors, windows, ventilation system, skylights) are to be visually examined with attention to tightness devices and checked for their proper operation. Any defective item is to be dealt with.
3.4.6 Shell plating
The inspection of deck fittings is to cover at least the following items: Piping on deck A visual examination of piping is to be carried out, with particular attention to coating, external corrosion, tightness of pipes and joints (examination under pressure), valves and piping supports. Operation of valves is to be checked. Any defective tightness, supporting device or valve is to be dealt with. Vent system A visual examination of the vent system is to be carried out. Dismantling is to be carried out as necessary for checking the condition of closure (flaps, balls) and clamping devices and of screens. Any defective item is to be dealt with. Ladders, guard rails, bulwarks, walkways A visual examination is to be carried out with attention to the coating condition (as applicable), corrosion, deformation or missing elements. Any defective item is to be dealt with. Anchoring and mooring equipment A visual examination of the windlass, winches, capstans, anchor and visible part of the anchor chain is to be carried out. A working test is to be effected by lowering a sufficient length of chain on each side and the chain lengths thus ranged out are to be examined (shackles, studs, wastage). Any defective item is to be dealt with. For replacement of chains or anchors, the Society is to be requested for attendance. The manufacturers maintenance requirements, if any, are to be complied with.
The shell plating, sides and bottom, are to be visually examined for assessment of the coating, and detection of fractures, deformations and corrosion. When structural defects affecting the class (such as fractures or deformations) are found, the Society is to be called for occasional survey attendance. If such structural defects are repetitive in similar areas of the shell plating, a program of additional close-up surveys may be planned at the Societys discretion for the next inspections. In other cases, such as coating found in poor condition, repairs or renewal are to be dealt with, or a program of maintenance is to be set in agreement with the Society, at a suitable time, but at the latest at the next intermediate or class renewal survey, whichever comes first.
3.4.7 Ballast tanks Ballast tanks, including peaks, are to be overall surveyed with regards to:
structural condition (fractures, deformations, corrosion) condition of coating and anodes, if any fittings such as piping, valves. A program of close-up survey may also be required, depending on the results of the structural analyses and the hot spot map. When structural defects affecting the class are found, the Society is to be called for occasional survey attendance. If such structural defects (such as fractures or deformations) are repetitive in similar structures in the same ballast tanks or in other ballast tanks, a program of additional close-up survey may be planned at the Societys discretion for the next inspections. In other cases, such as coating found in poor condition or anodes depleted, repairs or renewal are to be dealt with, or a program of maintenance is to be set in agreement with the Society, at a suitable time, but at the latest at the next intermediate or class renewal survey, whichever comes first.
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Pt F, Ch 1, Sec 1
3.4.8 Cargo holds and spaces Dry cargo holds and other spaces such as container holds, vehicle decks are to be subjected to overall examination and dealt with in the case of defects, under the same scope as that required for ballast tanks. Attention is also to be given to other fittings, such as bilge wells (cleanliness and working test) and ladders.
3.4.12 Sea chests Sea chests have to be examined with regards to:
structural condition (fractures, deformations, corrosion) condition of cleanliness, coating and anodes visual examination of accessible part of piping or valve.
3.4.13 Propellers A visual examination of propeller blades, propeller boss and propeller cap is to be carried out as regards fractures, deformations and corrosion. For variable pitch propellers, absence of leakage at the connection between the blades and the hub is to be also ascertained.
Cargo tanks are to be overall surveyed with regards to: structural condition (fractures, deformations, corrosion) condition of coating and anodes, if any fittings such as piping, valves. A program of close-up survey may also be required, depending on the results of the structural analyses and the hot spot map. When structural defects affecting the class are found, the Society is to be called for occasional survey attendance. If such structural defects (such as fractures or deformations) are repetitive in similar structures in the same cargo tanks or in other cargo tanks, a program of additional close-up survey may be planned at the Societys discretion for the next inspections. In other cases, such as coating found in poor condition or anodes depleted, repairs or renewal are to be dealt with, or a program of maintenance is to be set in agreement with the Society, at a suitable time, but at the latest at the next intermediate or class renewal survey, whichever comes first.
3.4.9 Other accessible spaces Other spaces accessible during normal operation of the ship or port operations, such as cofferdams, void spaces, pipe tunnels and machinery spaces are to be examined and dealt with under the same scope as that required for dry cargo holds and spaces.
Absence of leakage of the aft tailshaft sealing arrangement is to be ascertained.

3.4.14 Cargo tanks, bunker and double bottom fuel oil tanks, fresh water tanks Bunker and double bottom fuel oil tanks are to be overall surveyed with regards to:
structural condition (fractures, deformations, corrosion) condition of coating and anodes, if any fittings such as piping, valves. A program of close-up survey may also be required, depending on the results of the structural analyses and the hot spot map. When structural defects affecting the class are found, the Society is to be called for occasional survey attendance. If such structural defects (such as fractures or deformations) are repetitive in similar structures in the same bunker/double bottom fuel oil tanks or in other bunker/double bottom fuel oil tanks, a program of additional close-up survey may be planned at the Societys discretion for the next inspections. In other cases, such as coating found in poor condition or anodes depleted, repairs or renewal are to be dealt with, or a program of maintenance is to be set in agreement with the Society, at a suitable time, but at the latest at the next intermediate or class renewal survey, whichever comes first.
Consideration is also to be given to the cleanliness of spaces where machinery and/or other equivalent equipment exist which may give rise to leakage of oil, fuel water or other leakage (such as main and auxiliary machinery spaces, cargo pump rooms, cargo compressor rooms, dredging machinery spaces, steering gear space).
3.4.10 Rudder(s) A visual examination of rudder blade(s) is to be carried out to detect fractures, deformations and corrosion. Plugs, if any, have to be removed for verification of tightness of the rudder blade(s). Thickness measurements of plating are to be carried out in case of doubt. Access doors to pintles (if any) have to be removed. Condition of pintle(s) has to be verified. Clearances have to be taken.
3.5
Inspection reports
3.5.1 Inspection reports are to be prepared by the person responsible after each survey. They are to be kept on board and made available to the Surveyor at his request. An electronic form is to be used for this purpose (see [1.3]).
A copy of these reports is to be transmitted to the Owners offices, for the records and updating of the ship database.
3.5.2 The inspection reports are to include the following.
Condition of connection with rudder stock is to be verified. Tightening of both pintles and connecting bolts is to be checked.
3.4.11 Sea connections and overboard discharges A visual external examination of sea inlets, outlet corresponding valves and piping is to be carried out in order to check tightness. An operation test of the valves and manoeuvring devices is to be performed.
General information such as date of inspection/maintenance, identification of the person performing the inspection with his signature, identification of the area/space/equipment inspected. For inspection of structural elements (deck area, hatch covers and small hatches, superstructures, ballast tanks, dry cargo holds and spaces, other spaces), the report is to indicate: - coating condition of the different boundaries and internal structures and, if any, coating repairs
Any defective tightness and/or operability is to be dealt with.
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Pt F, Ch 1, Sec 1
structural defects, such as fractures, corrosion (including pitting), deformations, with the identification of their location, recurrent defects condition of fittings related to the space inspected, with description as necessary of checks, working tests, dismantling, overhaul
Table 2 : Acceptance criteria for coatings
Condition Ships less than 10 years old Ships 10 years old or more
Acceptance criteria Coatings in GOOD condition Coatings in GOOD or FAIR condition
For inspection of equipment (deck equipment, sea connections and overboard discharges), the report is to indicate the results of visual examination, working tests, dismantling, repairs, renewal or overhaul performed.
3.5.3 When deemed necessary or appropriate, the report is to be supplemented by documents, sketches or photographs, showing for example:
location and dimension of fractures, pitting, deformations condition of equipment before repairs measurements taken.
3.5.4 Models of inspection reports for structural elements and equipment are given in Ch 1, App 4.
Note 1: GOOD : only minor spot rusting FAIR : local breakdown at edges of stiffeners and weld connections and/or light rusting over 20% or more of areas under consideration, but less than as defined for POOR condition POOR : general breakdown of coating over 20% or more of areas or hard scale at 10% or more of areas under consideration.
4.2
4.2.1
Sacrificial anode condition

Criteria
The acceptance criteria for sacrificial anodes in each coated space fitted with anodes is indicated in Tab 3 in terms of percentage of losses in weight. Where acceptance criteria are not fulfilled, sacrificial anodes are to be renewed.
Table 3 : Acceptance criteria for sacrificial anodes
These models are to be used as a guide for entering the collected data into the ship database, in an electronic form.
3.6
Changes to Inspection and Maintenance Plan
Condition Ships less than 10 years old Ships 10 years old or more
Percentage of loss in weight Less than 25 Less than 50
3.6.1 Changes to ship operation, review of the inspection and maintenance reports, possible subsequent changes to the hot spot map and corrosion rates different than those expected may show that the extent of the maintenance performed needs to be adjusted to improve its efficiency.
4.3
4.3.1
Thickness measurements
General
Where more defects are found than would be expected, it may be necessary to increase the extent and/or the frequency of the maintenance program. Alternatively, the extent and/or the frequency of the maintenance may be reduced subject to documented justification.
The acceptance criteria for measured thicknesses are indicated in: Ch 1, App 1 for isolated areas of items (for example a localised area of a plate) Ch 1, App 2 for items (for example a plating panel or an ordinary stiffener) Ch 1, App 3 for zones (for example the bottom zone).
4
4.1
Acceptance criteria
Coating assessment
Criteria
When the acceptance criteria are not fulfilled, actions according to [4.3.2] to [4.3.4] are to be taken.
4.3.2 Isolated area
4.1.1
The acceptance criteria for the coating condition of each coated space is indicated in Tab 2. Where acceptance criteria are not fulfilled, coating is to be repaired.
4.1.2 Repairs
The thickness diminution of an isolated area of an item is the localised diminution of the thickness of that item such as, for example, the grooving of a plate or a web or a local severe corrosion. It is expressed as a percentage of the relevant as built thickness. It is not to be confused with pitting (see [4.4]). If the criteria of acceptable diminution are not fulfilled for an isolated area, then this isolated area is to be repaired or replaced. In any case, the criteria of thickness diminution are to be considered for the corresponding item (see [4.3.3]).
The procedures for repairs of coatings are to follow the coating manufacturers specification for repairs, under the Owners responsibility.
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Pt F, Ch 1, Sec 1
4.3.3
Item Table 4 : Pitting intensity and corresponding acceptable wastage in pits
For each item, thicknesses are measured at several points and the average value of these thicknesses is to satisfy the acceptance criteria for the relevant item. If the criteria of measured thicknesses are not fulfilled for an item, then this item is to be repaired or replaced. Where the criteria are fulfilled but substantial corrosion as defined in Pt A, Ch 2, Sec 2, [3.2.6] is observed, the IMP is to be modified by making adequate provision. In any case, for the items which contribute to the hull girder longitudinal strength, the criteria in [4.3.4] are to be considered.
4.3.4 Zone
Pitting intensity, in % (see Pt A, Ch 2, App 3)

3
Acceptable wastage in pits, in percentage of the average residual thickness 23 22 21 20 19 18 17 15 13
5 10 15 20 25 30 40 50
For consideration of the hull girder longitudinal strength, the transverse section of the ship is divided into three zones: deck zone neutral axis zone bottom zone. The sectional area diminution of a zone, expressed as a percentage of the relevant as built sectional area, is to fulfil the criteria of acceptable diminution for that zone. If the criteria of acceptable diminution are not fulfilled for a zone, then some items belonging to that zone are to be replaced (in principle, those which are most worn) in order to obtain after their replacement an increased sectional area of the zone fulfilling the relevant criteria.
4.5
4.5.1
Fractures
General
Fractures are found, in general, at locations where stress concentrations occur. In particular, fractures occur at the following locations: beginning or end of a run of welding rounded corners at the end of a stiffener traces of lifting fittings used during the construction of the ship weld anomalies welding at toes of brackets welding at cut-outs intersections of welds intermittent welding at the ends of each length of weld. The structure under examination is to be cleaned and provided with adequate lighting and means of access to facilitate the detection of fractures. If the initiation points of the fractures are not apparent, the structure on the other side of the plating is to be examined.
4.5.2 Criteria
4.4
4.4.1
Pitting
Pitting intensity
The pitting intensity is defined by the percentage of area affected by pitting. The diagrams in Pt A, Ch 2, App 3 are to be used to identify the percentage of area affected by pitting and thus the pitting intensity.
4.4.2 Acceptable wastage
The acceptable wastage for a localised pit (intensity 3%) is 23% of the average residual thickness. For areas having a pitting density of 50% or more, the acceptable wastage in pits is 13% of the average residual thickness. For intermediate values (between localised pit and 50% of affected area), the acceptable wastage in pits is to be obtained by interpolation between 23% and 13% of the average residual thicknesses (see Tab 4).
4.4.3 Repairs
Where fractures are detected, the Societys Surveyor is always to be called for attendance.
5
5.1

Annual audit at the Owners offices
Application of filler material (plastic or epoxy compounds) is recommended as a mean for stopping/reducing the corrosion process but this is not an acceptable repair for pitting exceeding the maximum permissible wastage limits. Welding repairs may be accepted when performed in accordance with agreed procedures.
5.1.1 The audit is to be carried out annually preferably within the prescribed six-month window as shown in Fig 1.
If two or more ships belonging to the same Owner are assigned the STAR-HULL notation, this annual audit may be performed for all ships at the same time in a suitable period agreed between the Owner and the Society.
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Pt F, Ch 1, Sec 1
Figure 1 : Audit periodicity
Annual audit at Owner's office
time (years)
3 month annual shipboard audit windows
Annual shipboard audit
5.1.2 The Surveyor checks that the ship database held at the Owners offices is kept updated, in particular with the inspection and maintenance reports of the IMP.
A preliminary evaluation on how the IMP is applied may be done on the basis of the data and information collected during this audit and the data received from the ship. Depending on this evaluation, the Society may call for: an occasional survey on board the ship by a Surveyor of the Society to be carried out as soon as possible corrective actions to be taken by the Owner in applying the IMP.
5.1.3 The annual audit at the Owners offices performed before the commencement of the class renewal survey is to include the planning required for this survey (see [5.3.2]).
tion with the Society. This planning is preferably to be agreed during the annual audit at the Owners offices performed approximately eighteen months before the due date of the class renewal survey (see [5.1.3]). The planning is to include the following information: conditions for survey provisions and methods for access to structures equipment for survey indication of spaces (holds, tanks, etc.) and areas for internal examination, overall survey and close-up survey indication of sections and areas to be thickness measured indication of tanks to be tested indication of areas to be checked for fatigue fracture detection (see [5.3.3]). It is to take account of: the results of the IMP held by the Owner during the current class period, as well as the class surveys carried out during the same period the scope of the class renewal survey as required in Pt A, Ch 3, Sec 3 and Part A, Chapter 4, as applicable to the ship concerned the additional requirements related to the STAR-HULL notation as indicated in [5.3.3].
5.3.3 In addition to the scope of the class renewal survey as required for the ship concerned, the following is to be carried out:
5.2
Annual shipboard audit
5.2.1 The annual shipboard audit is to be carried out concurrently with the annual survey. 5.2.2 During this audit the Surveyor:
verifies that the ship database is kept updated and transmitted to the Owners offices verifies the consistency and implementation of the IMP carries out additional inspections relevant to hull (structure and equipment), if required as a result of the audit at the Owners offices.
5.3
Class renewal survey
5.3.1 The survey for the renewal of the STAR-HULL notation is to be carried out concurrently with the class renewal survey.
an annual shipboard audit as detailed in [5.2] the assessment of the condition of coating and anodes the close-up survey and thickness measurements as required in the survey planning as a result of the previous structural assessment a specific survey for fatigue fracture detection in accordance with the planning as a result of the previous hot spot map.
The documentation to be prepared, the surveys to be carried out and the structural reassessment to be done in connection with the class renewal survey are summarised in the flowchart shown in Fig 2.
5.3.2 The planning of the class renewal survey is to be prepared in advance of the survey by the Owner in coopera-
34
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Pt F, Ch 1, Sec 1
Figure 2 : Actions to be taken in connection with the Class Renewal Survey
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35
Pt F, Ch 1, Sec 1
5.3.4 On the basis of the results of the surveys, thickness measurements and fatigue fracture detection carried out as indicated in [5.3.3], the as-inspected state of the ship is established. A structural reassessment of the as-inspected state is performed according to the criteria in Ch 1, App 2. This state may be progressively updated based on the results of additional inspections and/or thickness measurements required on the basis of the first run of the analysis. Once the final as-inspected state is established, a program of corrective actions is defined, which may consist of: structural renewals repairs of structural defects (fractures, deformations, etc.) repairs/renewals of coating and/or anodes.
sion of the STAR-HULL notation. However, in cases where the recommendation is of a minor nature, the notation may not be suspended. The condition of the ship is below the minimum level for the STAR-HULL notation, but still above the level for the class (e.g. the scantling of a hull structure is below the corrosion margin acceptable for the notation but is still above the corrosion margin). The action to be taken is either the immediate repair or the imposition of a recommendation for the STAR-HULL notation (without recommendation for class). The Inspection and Maintenance Plan is not complied with (e.g. delays in performing the operations programmed according to the plan or the scope of inspection and/or maintenance not completely fulfilled), and/or the maintenance of the database is not fulfilled. The action to be taken is: either the immediate compliance with the requirements or the imposition of a recommendation if the non-conformity is of a minor nature or is an exceptional occurrence or the suspension of the STAR-HULL notation if the non-conformity is of a major nature or a recurrence.
in order to ensure that the ship continues to comply with the acceptance criteria given in [4]. In addition, the IMP may be modified if needed.
5.3.5 The corrective actions are to be surveyed by a Surveyor of the Society. Subsequently a new as-repaired state of the ship is obtained, including an updated hot spot map.
5.4
Suspension and withdrawal of the notation
5.4.1 The maintenance of the STAR-HULL notation is subject to the same principles as those for the maintenance of class: surveys are to be carried out by their limit dates and possible recommendations (related to the notation) are to be dealt with by their limit dates. The suspension of class automatically causes the suspension of the STAR-HULL notation. 5.4.2 Various events may lead either to imposition of a recommendation related to the STAR-HULL notation or to suspension of the notation itself. Some cases are given below. The condition of the ship is below the minimum level required for class (e.g. scantling of a hull structure below the corrosion margin). The action to be taken is either the immediate repair or the imposition of a recommendation for the class (if acceptable) and suspen-
A defect or a deficiency is found in applying the IMP. The actions to be taken are the same as stated both for repair of structure/coating/equipment (first two cases above) and for the application of the IMP (third case above)). An unexpected defect or deficiency is found or an accident occurs, i.e. not as a result of lack of maintenance or failure in the application of the IMP. The actions to be taken are the same as stated for repair of structure/coating/equipment (first two cases above).
5.4.3 The withdrawal of the STAR-HULL notation may be decided in different cases, such as:
recurrent suspension of the STAR-HULL notation suspension of the STAR-HULL notation for more than a given period (i.e. 3 months) expiry or withdrawal of class.
36
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Pt F, Ch 1, Sec 2
SECTION 2
VERISTAR-HULL
1
1.1
General
Application
2.2
Ships in service
2.2.1 The procedure for the assignment of a VeriSTARHULL notation to an existing ship is as follows:
1.1.1 The additional class notation VeriSTAR-HULL is assigned at the design stage or after construction, and maintained during the service life, to ships complying with the requirements of this Section in accordance with Pt A, Ch 1, Sec 2, [5.3.2].
a) the Interested Party supplies the documents listed in Tab 1. In addition, depending of the service and specific features of the ship, the Society may request plans and documents in addition to those listed in Tab 1 b) the Society may request additional measurements or inspections in order to update the latest available thickness gaugings and condition reports in order to obtain a reliable picture of the ship structure in its actual condition c) the Interested Party supplies the results of the structural analyses described in [2.1.1] for the ship in the as-built condition and with the actual conditions revealed by the updated thickness gaugings and inspections d) the Society reviews the results of these analyses and the content of the structural model of the ship and, if satisfied, grants the VeriSTAR-HULL notation.
1.2
Scope
1.2.1 The additional class notation VeriSTAR-HULL is assigned to a ship in order to reflect the following:
a structural tridimensional analysis has been performed for the hull structures, as defined in Pt B, Ch 7, App 1 or Pt B, Ch 7, App 2 or Pt B, Ch 7, App 3, as applicable the hull structure condition is periodically assessed, usually at the class renewal survey, using the results of the inspections and thickness measurements performed during the survey. The results of this assessment is made available to the Owner.
2
2.1

New buildings
2.1.1 The procedure for the assignment of a VeriSTARHULL notation to a new ship is as follows :
Table 1 : Existing ships - Plans and documents to be submitted to perform the structural analysis
a) The Interested Party submits to the Society the following documents: Plans and documents necessary to carry out the structural analysis, listed in Pt B, Ch 1, Sec 3 Results of the analysis of the longitudinal strength and local scantlings of the plating and secondary stiffeners located in the cargo area in compliance with the requirements of Part B, Chapter 6 and Pt B, Ch 7, Sec 1 and Pt B, Ch 7, Sec 2 respectively Results of the tridimensional analysis of the hull structure described in Pt B, Ch 7, Sec 3, [1.3] The hot spot map of the structure b) the Interested Party reports to the Society the changes in structural scantlings or design made during the design and building phase. In particular, an as-built version of the structural models is to be submitted to the Society for further reference c) the Society reviews the structural analyses and contents of the ship structural database and , if satisfied with the results, grants the VeriSTAR-HULL notation.
Plans and documents Midship section Transverse sections Shell expansion Longitudinal sections and decks Double bottom Pillar arrangements Framing plan Deep tank and ballast tank bulkheads Watertight subdivision bulkheads Watertight tunnels Wash bulkheads Fore part structure Aft part structure Last thickness measurement report Loading manual
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Pt F, Ch 1, Sec 2
3
3.1

Ship database
3.1.1 The ship database records the following information: the class renewal survey report the results of the periodical structural reassessments done after each class renewal survey the Society requirements for structural repairs and renewals the hot spot map of the structure. 3.1.2 The ship database is to be available on board the ship or at the Owners offices, and is to store electronically the complete set of records from the as-built condition to the latest class renewal survey.
indication of sections and areas to be thickness measured indication of tanks to be tested indication of areas to be checked for fatigue fracture detection (see [3.2.4] ). It is to take account of: the scope of the class renewal survey as required in Pt A, Ch 3, Sec 3 and Part A, Chapter 4, as applicable to the ship concerned the additional requirements related to the VeriSTARHULL notation as indicated in [3.2.4].
3.2.4 In addition to the scope of the class renewal survey as required for the ship concerned, additional thickness measurements and inspections may be required by the Society taking into account : the close-up survey and thickness measurements as required in the survey planning as a result of the previous structural assessment a specific survey for fatigue fracture detection in accordance with the planning as a result of the previous hot spot map. 3.2.5 On the basis of the results of the surveys, thickness measurements and fatigue fracture detection carried out as indicated in [3.2.4], the as-inspected state of the ship is established. A structural reassessment of the as-inspected state is performed according to the criteria in Ch 1, App 2. This state may be progressively updated based on the results of additional inspections and/or thickness measurements required on the basis of the first run of the analysis. The Owner then defines a program of structural renewals and repairs using the indications of the final as-inspected state. 3.2.6 Once repairs and renewals are completed to the Society satisfaction, a new as-repaired state of the ship is obtained, including an updated hot spot map.
3.2
Class renewal survey
3.2.1 The survey for the renewal of the VeriSTAR-HULL notation is to be carried out concurrently with the class renewal survey. The documentation to be prepared, the surveys to be carried out and the structural reassessment to be done in connection with the class renewal survey are summarised in the flowchart shown in Fig 1. 3.2.2 The planning of the class renewal survey is to be prepared in advance of the survey by the Owner in cooperation with the Society. 3.2.3 The planning is to include the following information: conditions for survey provisions and methods for access to structures equipment for survey indication of spaces (holds, tanks, etc.) and areas for internal examination, overall survey and close-up survey
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Pt F, Ch 1, Sec 2
Figure 1 : Actions to be taken in connection with the Class Renewal Survey
Planning, documentation, structural reassessments

Planning of the class renewal survey based on the existing Hot Spot Map recorded within the ship data base
Surveys
" $
- Overall Survey - Thickness measurements (systematically associated with the close-up survey) - Detection of fractures and deformations
+ AI @ survey ?K A JI . - Close-up AH?HA@E = LEAH =>?
Structural reassessment of the AS-INSPECTED STATE based on the collected data (the reassessment is repeated, if necessary, based on additional thickness measurements)
Updating of ship data base (AS-INSPECTED STATE)
Definition of a program for corrective actions, as necessary, using the results of the structural reassessment based on repairs/renewals
Completion of class renewal survey by implementing repairs/renewals
Updating the system database (AS-REPAIRED STATE)
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Pt F, Ch 1, Sec 3
SECTION 3
STAR-MACH
1
1.1
General
Application
The additional class notation STAR-MACH is 1.1.1 assigned at the design stage or after construction, and maintained during the service life, to ships complying with the requirements of this Section in accordance with Pt A, Ch 1, Sec 2, [5.3.4].
The Operator, by taking into account the results of the risk analysis, has installed and follows operational and maintenance procedures The Operator is able to demonstrate (e.g.: documentation, database) the effective implementation of the operational and maintenance procedures.
1.3.2 Maintenance and inspections STAR-MACH covers maintenance specified in Operators Maintenance Plan. This includes Operators corrective, periodic and condition-monitoring maintenance, as well as inspections.
1.2
Definitions
1.2.1 Risk Analysis The procedures, for assessing ships conformity with the Societys Rules, are based on engineering analysis of data collected, and subsequent risk management based on the performed analysis. Risk analysis evaluates vessels machinery and equipment, along with the operational and maintenance procedures, for compliance against acceptance criteria. 1.2.2 Operator In this Section, Operator means the Owner of the vessel or any other organization or person, such as the Manager, or the Shipyard, or the Bareboat Charterer, who declares to be in charge of the maintenance of the ship. 1.2.3 Maintenance Management System The prescriptive rules for class renewal survey are substituted by a review and auditing procedure of the Operators Maintenance Plan, and its onboard implementation, for the declared operational profile. This process may encompass items not necessarily within the scope of the machinery classification. In this Section, the Maintenance Management System means the computerized support, as well as the content, that is the maintenance plan and the history records. 1.2.4 Databases The STAR-MACH notation makes use of the Integral Ships Database (ISDB). The ISDB contains the generic database (GDB) and ship-specific databases (SDB). The GDB contains data about generic equipment, while an SDB contains data about a particular ship.
2
2.1

2.1.1 The Operator is to submit the following documentation: documents required to prepare the SDB and to perform the risk analysis, see [2.1.2] the Maintenance Plan, including information detailed in [2.2.1], the specification of the on-board computerized system used for maintenance management, see [2.2.2]. 2.1.2 The documents required to prepare the SDB and to perform the risk analysis include specifications and operational description of systems/components. These documents are used to model the ship. This model is stored in the SDB.
1.3
Scope
1.3.1 Contents STAR-MACH is an on-going process with a feedback from experience. The assignment and maintenance of the STARMACH notation reflects this process, and indicates that:
Risk analysis has been performed for the vessel and its systems, based on the application of operational and maintenance procedures
A typical list of the systems to be such documented is presented below: Navigation Instrumentation Propulsion Plant Electricity Production and Distribution Cooling Water Systems Lubricating Oil Systems Fuel Oil Systems Compressed Air Systems Hydraulic Oil Systems Automation Bilge System Ballast System / Trimming / Heeling Fire Prevention Systems Fire Detection System Fire Fighting Systems Fuel / Lubricating Oil Drainage / Recovery Exhaust Gas Systems Steam Production and Distribution Thermal Oil Heating System
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Pt F, Ch 1, Sec 3
Anchoring and Mooring Arrangements Steering Gear Cargo Equipment Air Ventilation and Conditioning Crew/Passengers Life Support Waste Treatment Sewage System.
2.3.3
Initial Audit on board
An Initial Audit is carried out, on board the ship, after the approval of the Maintenance Plan. This audit verifies the installation of the computerized system, including Maintenance Plan on board.
2.3.4 STAR-MACH notation assignment
If the Initial Audit is satisfactory, the STAR-MACH notation is granted.
2.2
2.2.1
Maintenance Management System
3
Maintenance Plan

General
Actions by the Operator
The Operator is to provide a Maintenance Plan representing the collection of maintenance tasks together with the schedule of execution. The Maintenance Plan must include those items the sudden failure of which in operation would affect the ship mission or the environment. For these items, the following information must be made available: maintenance type (inspection, reconditioning) maintenance frequency (periodicity value unit is to be clearly specified, i.e. hour, day, week, month, year) maintenance scope. The frequency of maintenance and its scope should be justified by Manufacturers recommendations or from documented experience.
2.2.2 Computerized support The Operator is to provide on board the ship a computerized system for maintenance management.
3.1
3.1.1
The maintenance of the STAR-MACH notation requires that the Operator: records maintenance and operational data on request, provides the Society with recordings calls the Society for its interventions as stated in [3.1.2] takes corrective actions as necessary and when requested by the Society further to its analysis of the submitted data, Annual Performance Audits, and Annual Shipboard Audits notifies the Society as soon as a condition requiring amendments to the Maintenance Plan is reached.
3.1.2 Interventions of the Society
The maintenance of the STAR-MACH notation is subject to the following satisfactory audits and interventions: Initial Procedure: Initial Audit at the Operators Office
The approved Maintenance Plan is to be installed in the computerized system by the Operator. The computerized system is to include: facilities for communication and exchange of data with Operators Office a system of back up such that the data can be readily restored, if needed, without loss of essential information. Access to the database must be logged, controlled and secured.
Periodical Audits and interventions: Annual Shipboard Audit Annual Performance Audit at the Operators Office Annual Risk Analysis Review
Occasional Audits. In addition, reference is to be made to Pt A, Ch 2, Sec 2, [5.5] for class renewal survey of machinery items.
2.3
2.3.1
Interventions of the Society

Initial Risk Analysis
3.2
3.2.1
Chief Engineer authorization

Management on board
After the STAR-MACH notation has been requested, the Society performs the Initial Risk Analysis of the ship based on the submitted documentation. The risk analysis identifies critical items which are listed in compliance with ISM Code, Section 10.
2.3.2 Maintenance Plan Approval
Maintenance on board is managed by the Chief Engineer, assisted, where necessary, by the appropriate Officer. The responsibility remains with the Chief Engineer.
3.2.2 Conditions
Once critical items have been analysed for the acceptance of risks resulting from their failures, the ships Maintenance Plan is amended as necessary for approval.
Each Chief Engineer Officer appointed to a vessel with the STAR-MACH notation must be authorized by the Society according to the conditions given in Pt A, Ch 2, App 2, [1].
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41
Pt F, Ch 1, Sec 3
3.2.3 Suspension The Society may suspend the authorization of the Chief Engineer: according to the provisions of Pt A, Ch 2, App 2, [6.1.1] in case there is repetitive evidence of non-compliance with the approved Maintenance Plan.
significant damage or malfunction of the equipment; when equipment is class related, an occasional survey according to Pt A, Ch 2, Sec 2, [7.2]is to be requested by the Operator.
3.5.2 Non-conformities raised or put to the attention of the Surveyor during audits lead to request for corrective actions to be conducted within a delay to be fixed by the Surveyor. 3.5.3 The Operator is to inform the Society when major maintenance stops are planned in order that a vertical service audit may be conducted by the Society during the maintenence period.
3.3
Initial intervention
3.3.1 Initial Audit of the Operators Office The Initial Audit of the Office is conducted six months after the first vessel of the Operator has been assigned the STARMACH notation with a window of plus or minus three months. The purpose of the audit is to verify the process of communication and control in the Operators Office of the Maintenance Plan implemented on board the vessel(s).
The Surveyor may request a vertical service audit to be conducted at any time during the maintenance being performed in accordance with the Maintenance Plan.
3.4
Periodical audits and interventions
3.6
Amendments to the Maintenance Plan
3.4.1 Annual Shipboard Audit An Annual Shipboard Audit is performed, at the same time as the Annual Class Survey.
3.6.1 Amendments to the Maintenance Plan are to be carried out as necessary by the Operator in case of changes in ship operation or equipment modification.
The Surveyor verifies, to his satisfaction, the consistency and implementation of the Maintenance Plan and crews familiarity with it. He also collects maintenance histories and/or modifications to the Maintenance Plan.
3.4.2 Annual Performance Audit at the Operators Office Annually, a Performance Monitoring is held at the Operators Office.
Such amendments are to be submitted to the Society.

3.6.2 Maintenance Plan is also to be amended in case of abnormal frequency of equipment failures. The amendments are to be documented and submitted to the Society.
4
4.1
Termination
Conditions
The Surveyor examines maintenance records (preventive and corrective) concerning all vessels having the STARMACH notation. He also collects maintenance histories and/or modifications to the Maintenance Plan of these vessels.
3.4.3 Annual Risk Analysis Review From the data collected during these audits, if needed, a Risk Analysis Review is done. This may lead to require amendments to the Maintenance Plan.
4.1.1
Withdrawal Repeated or major non-conformities affecting the maintenance of the STAR-MACH notation could lead to its withdrawal. 4.1.2 Cancellation The STAR-MACH notation may be cancelled at any time the Operator wishes so. 4.1.3 Phasing out
3.5
Occasional Audits
3.5.1 Occasional audits may be performed in the following cases: amendment of the Maintenance Plan, see [3.6] when the shipboard Maintenance Plan has not been found in line with the approved one
In case of withdrawal or cancellation of the notation, the class renewal survey of machinery will revert to the system as requested by the Operator (normal, continuous survey or Planned Maintenance Scheme) and the appropriate documentation issued and/or amended, in order to maintain the class of the ship.
42
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Pt F, Ch 1, App 1
APPENDIX 1
ACCEPTANCE CRITERIA FOR ISOLATED AREAS OF ITEMS
1
1.1
General
Application
1.1.1 The acceptance criteria consist in checking that the thickness diminution of an isolated area of an item (measured according to Ch 1, Sec 1, [4.3.2]) is less than the acceptable limits specified in [1.1.2]. Otherwise, actions according to Ch 1, Sec 1, [4.3.2] are to be taken.
1.1.2 The acceptable limits for the thickness diminution of isolated areas of items contributing to the hull girder longitudinal strength are specified in: Tab 1 for the bottom zone items Tab 2 for the neutral axis zone items Tab 3 for the deck zone items.
The acceptable limits for the thickness diminution of isolated areas of items not contributing to the hull girder longitudinal strength are specified in Tab 4.
Table 1 : Acceptable limits for the thickness diminution of isolated areas of items Items contributing to the hull girder longitudinal strength and located in the bottom zone
Item Plating of: keel, bottom and bilge inner bottom lower strake of inner side and longitudinal bulkheads hopper tanks Longitudinal ordinary stiffeners of: keel, bottom and bilge inner bottom lower strake of inner side and longitudinal bulkheads hopper tanks Longitudinal primary supporting members Web Flange
Acceptable limit L < 90 m 22% L 90 m 18%
22% 18%
18% 15%
Web Flange
22% 18%
18% 15%
Table 2 : Acceptable limits for the thickness diminution of isolated areas of items Items contributing to the hull girder longitudinal strength and located in the neutral axis zone
Item Plating of: side inner side and longitudinal bulkheads tweendecks Longitudinals ordinary stiffeners of: side inner side and longitudinal bulkheads tweendecks Longitudinal primary supporting members Web Flange
Acceptable limit L < 90 m 22% L 90 m 18%
22% 18%
18% 15%
Web Flange
22% 18%
18% 15%
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43
Pt F, Ch 1, App 1
Table 3 : Acceptable limits for the thickness diminution of isolated areas of items Items contributing to the hull girder longitudinal strength and located in the deck zone
Item Plating of: upper deck, stinger plate and sheerstrake upper strake of inner side and longitudinal bulkheads side in way of topside tank topside tanks (lower horizontal part, sloping plate and upper vertical part) Longitudinal ordinary stiffeners of: upper deck, stringer plate and sheerstrake upper strake of inner side and longitudinal bulkheads side in way of topside tank topside tanks (lower horizontal part, sloping plate and upper vertical part) Longitudinal primary supporting members Web Flange
Acceptable limits L < 90 m 22% L 90 m 18%
22% 18%
18% 15%
Web Flange
22% 18%
18% 15%
Table 4 : Acceptable limits for the thickness diminution of isolated areas of items Items not contributing to the hull girder longitudinal strength
Item Non-continuous hatch coamings Hatch covers Plating Brackets Top plating Side and end plating Ordinary stiffeners Plating of transverse bulkheads Ordinary stiffeners of transverse bulkheads Web Flange Brackets Vertical primary supporting members and horizontal girders of bulkheads Web Flange Brackets /stiffeners Side frames Web Flange Brackets / stiffeners Deck and bottom transverse primary supporting members Web Flange Brackets Topside tank and hopper tank primary supporting members Plating of the forward and aft peak bulkheads Ordinary stiffeners of the forward and aft peak bulkheads Cross ties Web Flange Web Flange Brackets /stiffeners Web Flange
Acceptable limit L < 90 m 22% 26% 22% 22% 22% 22% 26% 22% 26% 22% 18% 22% 22% 18% 22% 22% 18% 22% 22% 18% 22% 26% 22% 22% 18% 18% L 90 m 18% 22% 18% 18% 18% 18% 22% 18% 22% 18% 15% 18% 18% 15% 18% 18% 15% 18% 18% 15% 18% 22% 18% 18% 15% 15%
44
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Pt F, Ch 1, App 2
APPENDIX 2
ACCEPTANCE CRITERIA FOR ISOLATED ITEMS
Symbols
tA tM tC tC1, tC2 : As-built thickness of plating, in mm : Measured thickness of plating, in mm : Corrosion additions, in mm, defined in Pt B, Ch 4, Sec 2, [3] : Corrosion additions, in mm, defined in Pt B, Ch 4, Sec 2, [3] for the two compartments separated by the plating under consideration. For plating internal to a compartment, tC1 = tC2 = tC : Overall renewal thickness, in mm, of plating, in mm, defined in: [2.2.1] in general [4.3.1] for the plating which constitutes primary supporting members : Minimum renewal thickness, in mm, of plating defined in [2.2.2] : Renewal thickness, in mm, of plating subjected to lateral pressure or wheeled loads, i.e. the thickness that the plating of a ship in service is to have in order to fulfil the strength check, according to the strength principles in Pt B, Ch 4, Sec 3, [1.1]. This thickness is to be calculated as specified in [2.2.3] : Compression buckling renewal thickness, in mm, i.e. the thickness that the plating of a ship in service is to have in order to fulfil the compression buckling check, according to the strength principles in Pt B, Ch 4, Sec 3, [1.3.1]. This thickness is to be calculated as specified in [2.2.4] : Shear buckling renewal thickness, in mm, i.e. the thickness that the plating of a ship in service is to have in order to fulfil the shear buckling check, according to the strength principles in Pt B, Ch 4, Sec 3, [1.3.1]. This thickness is to be considered only for ships equal to or greater than 90 m in length and is to be calculated as specified in [2.2.5] : Rule gross thickness, in mm, of plating, defined in [2.2.6] : As built thickness of ordinary stiffener web, in mm : As built thickness of ordinary stiffener face plate, in mm : Measured thickness of ordinary stiffener web, in mm : Measured thickness of ordinary stiffener face plate, in mm : Section modulus, in cm3, of ordinary stiffeners, to be calculated as specified in Pt B, Ch 4, Sec 3, [3.4] on the basis of the measured thicknesses of web, face plate and attached plating wR : Renewal section modulus, in cm3, of ordinary stiffeners i.e. the section modulus that an ordinary stiffener of a ship in service is to have to fulfil the yielding check, according to the strength principle in Pt B, Ch 4, Sec 3, [1.2.1] : Renewal thickness, in mm, of ordinary stiffener web, i.e. the web thickness that an ordinary stiffener of a ship in service is to have in order to fulfil the buckling check, according to the strength principle in Pt B, Ch 4, Sec 3, [1.3.2]. This thickness is to be calculated as specified in [3.2.2] : Renewal thickness, in mm, of ordinary stiffener face plate, i.e. the face plate thickness that an ordinary stiffener of a ship in service is to have in order to fulfil the buckling check, according to the strength principle in Pt B, Ch 4, Sec 3, [1.3.2]. This thickness is to be calculated as specified in [3.2.2] : Rule gross section modulus, in cm3, of ordinary stiffeners, defined in [3.2.3] : Re-assessment work ratio, defined in [4.2.1] : As-built work ratio, defined in [4.2.2] : Yielding renewal thickness, in mm, of primary supporting members, i.e. the thickness that the plating which constitutes primary supporting members of a ship in service is to have in order to fulfil the yielding check, according to the strength principles in Pt B, Ch 4, Sec 3, [1.2.2]. This thickness is to be calculated as specified in [4.3.2] : Buckling renewal thickness, in mm, of primary supporting members, i.e. the thickness that the plating which constitutes primary supporting members of a ship in service is to have in order to fulfil the buckling check, according to the strength principles in Pt B, Ch 4, Sec 3, [1.3.1]. This thickness is to be calculated as specified in [4.3.3] : Youngs modulus, in N/mm2, to be taken equal to: for steels in general: E = 2,06.105 N/mm2 for stainless steels: E = 1,93.105 N/mm2
tR,W
tR
tR1 tR2
tR,F
wG WRR WRA tR5
tR3
tR4
tR6
tG tA,W tA,F tM,W tM,F wM
: Poissons ratio. Unless otherwise specified, a value of 0,3 is to be taken into account
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45
Pt F, Ch 1, App 2
ReH
: Minimum yield stress, in N/mm2, of the material, defined in Pt B, Ch 4, Sec 1, [2]
m, R, K1, ... , K9 : Partial safety factors, defined in [1].
Partial safety factors K1, K2, K3 and K4 for plating These partial safety factors are to be calculated as specified in: [2.2.2] for minimum thicknesses (K1) 1.2.2
1
1.1
Partial safety factors

General
[2.2.3] for the strength checks of plate panels subjected to lateral pressure or wheeled loads (K2)
1.1.1 The partial safety factors m and R are defined in:
[2.2.4] for the compression buckling strength checks (3) [2.2.5] for the shear buckling strength checks (4).
1.2.3 Partial safety factor K5 for ordinary stiffeners The partial safety factor for yielding checks of ordinary stiffeners (5) is to be calculated as specified in [3.2.1]. Partial safety factors K6, K7, K8 and K9 for primary supporting members These partial safety factors are to be calculated as specified in: [4.2.1] for reassessment structural analyses (K6, K7) 1.2.4
Pt B, Ch 7, Sec 1, [1.2] or Pt B, Ch 8, Sec 3, [1.2], as applicable, for plating Pt B, Ch 7, Sec 2, [1.2] or Pt B, Ch 8, Sec 4, [1.2], as applicable, for ordinary stiffeners Pt B, Ch 7, Sec 3, [1.4] or Pt B, Ch 8, Sec 5, [1.3], as applicable, for primary supporting members.
1.2
Partial safety factors based on the increased knowledge of the structure

General
[4.3.2] for yielding strength checks (K8) [4.3.3] for buckling strength checks (9).
1.2.1
2
2.1
Acceptance criteria for plating

Application
The partial safety factors K1, K2, K3, K4, K5, K6 and K7 take into account the increased knowledge of the structural behaviour obtained through the surveys carried out on inservice ship structures and verification of their performances. Therefore, they have values equal to or less than 1,0 and apply to reduce the partial safety factor on resistance, R, adopted in the strength checks of new ships (see Part B, Chapter 7 or Part B, Chapter 8, as applicable).
2.1.1 General The acceptance criteria for measured thicknesses of plating, together with the application procedure to be adopted during the reassessment of hull structures, are indicated in Fig 1.
Figure 1 : Acceptance criteria for measured thicknesses of plating and application procedure
6DE?
AII
A=IKHA
A JI J
;-5 4
5JAA HA AM= HAGKEHA@
# J
J
4
;-5
IJAA HA AM= HAGKEHA@
6 52
6 16-
46
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June 2003
Pt F, Ch 1, App 2
2.2
Renewal thicknesses
2.2.1 Overall renewal thickness The overall renewal thickness is to be obtained, in mm, from the following formula:
2 x1 R m 12 ( 1- ) 3 b - ------------------------------------------ 10 t 3 = -EK1
ReH for m R x1 ------2
tR = max (tR1, tR2, tR3, tR4)

2.2.2 Minimum renewal thickness The minimum renewal thickness is to be obtained, in mm, from the following formula:
3( 1- 2 ) R2 ReH 3 b eH - ----------------------------------------------- 10 for m R x1 > ------t 3 = -2 EK1 ( ReH - x1 R m ) b : Length, in m, of the plate panel side, defined in Pt B, Ch 7, Sec 1, [5.1.2] or Pt B, Ch 8, Sec 3, [5.1.2], as applicable : In plane hull girder normal stress, in N/mm2 to be calculated as specified in Pt B, Ch 7, Sec 1, [5.2.2] or Pt B, Ch 8, Sec 3, [5.2.2], as applicable, considering the hull girder transverse sections as being constituted by elements (plating, ordinary stiffeners, primary supporting members) having their measured thicknesses and scantlings : Coefficients defined in Pt B, Ch 7, Sec 1, [5.3.1] : Partial safety factor (see [1.2.2]):
K3 = NP 3
tR1 = t1 K1 where: : Minimum net thickness, in mm, to be calcut1 lated as specified in Pt B, Ch 7, Sec 1, [2.2] or Pt B, Ch 8, Sec 3, [2.2], as applicable : Partial safety factor (see [1.2.2]): K1 K1 = NP 1 without being taken greater than 1,0 : Coefficient defined in Tab 1 Np tC1 + t C2 1 = 1 + -----------------t1
2.2.3 Renewal thickness of plating subjected to lateral pressure or wheeled loads The renewal thickness of plating subjected to lateral pressure or wheeled loads is to be obtained, in mm, from the following formula:
x1
, 1 K3
without being taken greater than 1,0 Np : Coefficient defined in Tab 1 t3 tC1 + tC2 3 = 1 + -----------------2.2.5 Shear buckling renewal thickness
tR2 = t 2 K2 where: : Net thickness, in mm, to be calculated as specit2 fied in: Pt B, Ch 7, Sec 1, [3] or Pt B, Ch 8, Sec 3, [3], as applicable, for plating subjected to lateral pressure Pt B, Ch 7, Sec 1, [4] or Pt B, Ch 8, Sec 3, [4], as applicable, for plating subjected to wheeled loads where the hull girder stresses are to be calculated considering the hull girder transverse sections constituted by elements (plating, ordinary stiffeners, primary supporting members) having their measured thicknesses and scantlings : Partial safety factor (see [1.2.2]): K2 K2 = NP 2 without being taken greater than 1,0 : Coefficient defined in Tab 1 Np tC1 + t C2 2 = 1 + -----------------t2
The shear buckling renewal thickness is to be obtained, in mm, from the following formula: tR4 = t4 K4 where: t4 : Net thickness to be obtained, in mm, from the following formulae:
2 1 R m 12 ( 1- ) 3 b - --------------------------------------t 4 = -- 10 EK2
ReH for m R 1 ---------2 3
3( 1- 2 ) R2 ReH 3 b eH - ------------------------------------------------t 4 = -- 10 for m R 1 > --------- EK2 ( ReH - 3 1 R m ) 2 3 b

1
: Length, in m, of the plate panel side, defined in Pt B, Ch 7, Sec 1, [5.1.3] : In plane hull girder shear stress, in N/mm2, to be calculated as specified in Pt B, Ch 7, Sec 1, [5.2.3], considering the hull girder transverse sections as being constituted by elements (plating, ordinary stiffeners, primary supporting members) having their measured thicknesses and scantlings : Coefficient defined in Pt B, Ch 7, Sec 1, [5.3.2] : Partial safety factor (see [1.2.2]):
K4 = NP 4
2 K4
2.2.4 Compression buckling renewal thickness The compression buckling renewal thickness is to be obtained, in mm, from the following formula:
tR3 = t3 K3 where: : Net thickness to be obtained, in mm, from the t3 following formulae: Np
without being taken greater than 1,0 : Coefficient defined in Tab 1 t4 tC1 + tC2 4 = 1 + ------------------
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Pt F, Ch 1, App 2
Table 1 : Coefficient NP
Plating In general, including that which constitutes web of primary supporting members Plating which constitutes face plate of primary supporting members Hatch coaming brackets Cross ties of ships with the service notation oil replenishment ship
Coefficient NP L < 90 m 0,75 0,80 0,70 0,80 L 90 m 0,80 0,85 0,75 0,85
2.2.6
Rule gross thickness
The rule gross thickness is to be obtained, in mm, from the following formula: tG = max ( t1 ,t 2 ,t3 ,t4 ) + tc1 + tc2 where t1, t2, t3 and t4 are the net thicknesses defined in [2.2.2], [2.2.3], [2.2.4] and [2.2.5], respectively.
tC 1 + ------wY 5 = ----------------1 tC
: Parameters, depending on the type of ordinary stiffener, defined in Pt B, Ch 4, Sec 2, Tab 1.
Table 2 : Coefficient NS
Acceptance criteria for ordinary stiffeners

Application
Ordinary stiffeners Flat bars and bulb profiles
Coefficient NS L < 90 m 0,75 0,80 L 90 m 0,80 0,81
3.1
Flanged profiles
3.2.2
3.1.1 The acceptance criteria for measured scantlings of ordinary stiffeners, together with the application procedure to be adopted during the reassessment of hull structures, are indicated in Fig 2.
Renewal web and face plate thicknesses
The renewal web and face plate thicknesses are to be obtained, in mm, from the following formulae: tR,W = hW / CW tR,F = bF / CF where: hw bf : Web height, in mm : Face plate breadth, in mm
3.2
3.2.1
Renewal scantlings
Renewal section modulus
The renewal section modulus is to be obtained, in cm3, from the following formula: wR = wY K5 where: wY : Net section modulus, in cm3, to be calculated as specified in Pt B, Ch 7, Sec 2, [3], as applicable, where the hull girder stresses are to be calculated considering the hull girder transverse sections constituted by elements (plating, ordinary stiffeners, primary supporting members) having their measured thicknesses and scantlings : Partial safety factor (see [1.2.3]):
K5 = NS 5
CW, CF : Coefficients depending on the type and material of ordinary stiffeners, defined in Tab 3. In any case, the renewal web and face plate thicknesses are to be not less than those obtained according to Pt A, Ch 2, App 3, [4].
3.2.3 Rule gross section modulus
The rule gross section modulus is to be obtained, in cm3, from the following formula: wR + tC wG = -------------------1 tC where:
,
K5
without being taken greater than 1,0 NS : Coefficient defined in Tab 2 wN,R
: Parameters, depending on the type of ordinary stiffener, defined in Pt B, Ch 4, Sec 2, Tab 1 : Net section modulus, in cm3, defined in [3.2.1].
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Pt F, Ch 1, App 2
Figure 2 : Acceptance criteria for measured scantlings of ordinary stiffeners and application procedure
9
4
5?= J E C J J
A=IKHA
9
A JI
J
4
;-5
49
5JAA HA AM= HAGKEHA@
4.

) ,
#9
9
4
49 )

,
#J
) 9
49
;-5
IJAA HA AM= HAGKEHA@
4.
#J
) .
4.
6 52
6 16-
4
4.1
Acceptance criteria for primary supporting members

Application
4.1.1 The acceptance criteria for measured scantlings of primary supporting members and the application procedure to be adopted during the reassessment of hull structures are indicated in Fig 3.
where: : Partial safety factor (see [1.2.4]): K6 K6 = 0,9 : Partial safety factor (see [1.2.4]): K7 K7 = 1,0 WRY : Yielding work ratio, defined in [4.2.3] : Buckling work ratio, defined in [4.2.4]. WRB
4.2.2 As-built work ratio The as-built work ratio is to be obtained from the following formula:
4.2
Work ratios
4.2.1 Reassessment work ratio The reassessment work ratio is to be obtained from the following formula:
WRA = max (WRY, WRB) where: : Yielding work ratio, defined in [4.2.3] WRY : Buckling work ratio, defined in [4.2.4]. WRB
WRR = max (K6WRY, K7WRB)
Table 3 : Coefficients CW and CF
Type of ordinary stiffeners Flat bar Bulb With symmetrical face plate With non-symmetrical face plate Note 1: ReH is given in N/mm
2
CW ReH = 235 20 56 56 56 ReH = 315 18 51 51 51 ReH = 355 17,5 49 49 49 34 17 ReH = 235
CF ReH = 315 Not applicable Not applicable 30 15 29 14,5 ReH = 355
June 2003
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Pt F, Ch 1, App 2
Figure 3 : Application procedure for reassessment of the hull structure
Scantling measurements
tM
STRUCTURAL ANALYSIS
WR R > 0,975
NO OR
t M < 0,7tA
OR
Damage is found
YES
Damage found ?
YES
t M > tR
YES
NO NO
Reinforcement Definition
YES
t M > tR
NO
STRUCTURAL ANALYSIS UPDATE

YES
WRA > 1,0

for the item affected by the damage
NO
No steel renewal required
HOT SPOT ITEM
Steel renewal required
Repair with reinforcement
4.2.3 Yielding work ratio The yielding work ratio is to be obtained from the following formula:
R m VM WRY = -------------------Ry
WRR and net scantlings according to Pt B, Ch 4, Sec 2 for the calculation of WRA and renewal thickness Ry k : Minimum yield stress, in N/mm2, of the material, to be taken equal to 235/k N/mm2 : Material factor, defined in Pt B, Ch 4, Sec 1, [2.3].
where:
VM
: Equivalent stress, in to be calculated as specified in Pt B, Ch 7, App 1, [5.1.2], considering the hull structure as being constituted by elements (plating, ordinary stiffeners, primary supporting members) having their measured thicknesses and scantlings for the calculation of
N/mm2,
4.2.4 Buckling work ratio The buckling element work ratio is to be obtained from the following formula:
WRB = max (WRB1, WRB2, WRB3, WRB4)
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Pt F, Ch 1, App 2
where: WRB1 : Compression buckling work ratio:

R m b WRB1 = ----------------
tion of WRR and net scantlings according to Pt B, Ch 4, Sec 2 for the calculation of WRA and renewal thickness.
4.3
Renewal scantlings
WRB2
: Shear buckling work ratio: WRB2

R m b = --------------c
WRB3
: Compression, bending and shear buckling work ratio: F WRB3 = ---Fc
4.3.1 Overall renewal thickness The overall renewal thickness may be obtained without prior knowledge of the thickness measurements, from the following formula, in mm:
tR = max (tRY, tRB, 0,7 tA)

4.3.2 Yielding renewal thickness The yielding renewal thickness is to be obtained, in mm, from the following formula:
WRB4
: Bi-axial compression and shear buckling work ratio:

a b ------------WRB4 = R m - + ------------- Ra c ,a Rb c ,b
n 1 n -n
tRY = tY K8 where: : Net thickness to be obtained, in mm, from the tY following formula: tY = [tA - 0,5 (tC1 + tC2)] WRY WRY : Yielding work ratio, defined in [4.2.3] : Partial safety factor (see [1.2.4]): K8 K8 = NP Y Np : Coefficient defined in Tab 1 0 ,5( tC1 + tC2 ) Y = 1 + -------------------------------tY
4.3.3 Buckling renewal thickness The buckling renewal thickness is to be obtained, in mm, from the following formula:
a, b, b : Normal and shear stresses, in N/mm2, defined in Pt B, Ch 7, Sec 1, [5.4] : Critical buckling stresses, in N/mm2, defined in c,c Pt B, Ch 7, Sec 1, [5.3] F : Coefficient defined in Pt B, Ch 7, Sec 1, [5.4.4] : Coefficient to be obtained from the following Fc formula:
ReH comb for -----------: - -------------F 2 R m Fc = 1 ReH comb for -----------: - > -------------F 2 R m 4 comb co mb - 1 ---------------------Fc = ---------------------ReH R m ReH R m : Combined stress in defined in Pt B, Ch 7, Sec 1, [5.4.4] c,a, c,b : Critical buckling stresses, in N/mm2, defined in Pt B, Ch 7, Sec 1, [5.4.5] n, Ra, Rb : Coefficients defined in Pt B, Ch 7, Sec 1, [5.4.5]. The above quantities are to be calculated considering the hull structure as being constituted by elements (plating, ordinary stiffeners, primary supporting members) having their measured thicknesses and scantlings for the calculacomb
tRB = tB K9 where: : Net thickness to be obtained, in mm, from the tB following formula: tB = [ tA 0,5( tC1 + tC2 ) ] 3 WRB WRB K9 Np : Buckling work ratio, defined in [4.2.4] : Partial safety factor (see [1.2.4]): K9 = NP B : Coefficient defined in Tab 1 tB
N/mm2,
0 ,5( tC1 + tC2 ) B = 1 + --------------------------------
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Pt F, Ch 1, App 3
APPENDIX 3
ACCEPTANCE CRITERIA FOR ZONES
1
1.1
General
Application
Table 1 : Acceptable limits for the sectional area diminution of zones
1.1.1 The acceptance criteria consist in checking that the sectional area diminution of a zone (measured according to Ch 1, Sec 1, [4.3.4]) is less than the acceptable limits specified in [1.1.2]. Otherwise, actions according to Ch 1, Sec 1, [4.3.4] are to be taken. 1.1.2 The acceptable limits for the sectional area diminution of zones are specified in Tab 1.
Zone Bottom zone Neutral axis zone Deck zone Side Inner side and longitudinal bulkheads
Acceptable limit 7% 11% 11% 7%
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Pt F, Ch 1, App 4
APPENDIX 4
OWNERS HULL INSPECTION REPORTS
1
1.1
1.1.1
General
2.1.2 The report is divided into four parts:
general identification data summary of findings and repairs for the different areas of the space and for the fittings in this space
Application
As stated in Ch 1, Sec 1, [3.5], inspection reports are to be prepared by the Owners person responsible each time an inspection is carried out within the scope of the Inspection and Maintenance Plan. Two models of inspection report are provided for this purpose: one model for inspection of spaces (applicable to inspection of deck area structure, ballast tanks, dry cargo holds and spaces, superstructures and other accessible compartments) one model for inspection of hull equipment (applicable to hatch covers and small hatches, deck equipment, sea connections and overboard discharges). One separate inspection report is to be issued for each different space or equipment inspected.
1.1.2 Use of models
details of findings and repairs, as applicable additional documentation attached to the report.
2.2
Identification data
2.2.1 The identification data are to give the information about the space inspected, date and place of inspection and name of the person under whose responsibility the inspection has been carried out. 2.2.2 The identification of the space is to be such that:
it is easy to trace the space concerned, in particular in cases where several identical spaces exist on the ship the same identification is used for the subsequent inspection reports pertaining to the same space.
2.3
Summary of findings and repairs
The Owner is to adapt these models, so far as practicable and appropriate, to the ship concerned, the spaces to be inspected and the existing equipment. However, the general content of the report and its layout are to comply with the models.
1.1.3 Ship database Interested parties are reminded that, as stated in Ch 1, Sec 1, [1.3], the inspection reports are to be processed and recorded in the ship database which is to be installed on board ship and at the Owners offices. Therefore, these models are to be used as a guide for entering the collected data into the ship database, in an electronic form.
2.3.1 Each space inspected is divided into items corresponding to:
the different boundaries of the space the internal structure of the space the fittings of the space. For better understanding, the second column of the table may be used to clarify which elements belong to each item or which fittings are concerned.
2.3.2 For each item, as applicable, the summary table is to give a general answer to the findings and to the possible repairs made.
The recording in the ship database is to be such as to easily retrieve the different reports pertaining the same spaces and equipment during the lifetime of the ship, or the reports of inspections performed during a given period, or the reports related to the same type of space or equipment. The attached documentation referred to in [2.5] and [3.4] may be either kept in a separate paper file or electronically processed in the ship database through appropriate means.
When coating condition is concerned, the answer is to be either no coating, or good, or fair, or poor, as per the definition of such conditions given in Pt A, Ch 2, Sec 2. Anode condition is to be answered by giving an estimated average loss of weight as a percentage, bearing in mind the acceptance criteria given in Ch 1, Sec 1, [4]. The other columns (fractures, general corrosion, pitting/grooving, deformations, repairs) are to be answered yes or no, depending on whether or not such defect/repair has been found/performed. The column other is to be used to indicate whether another type of inspection has been carried out, such as thickness measurement, pressure test or working test.
2
2.1
Report for inspection of spaces

General
2.1.1 The model of Owners report for space inspection is given in Tab 1.
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Pt F, Ch 1, App 4
Table 1 : Owners report for space inspection
Person responsible: Date of inspection: Name of ship: Name and type of space: Place of inspection: Register number: Location (port/stbd, from frame ... to frame ...):
Structure area, fittings Top Bottom Port side Stbd side Forward bulkhead Aft bulkhead Internal structure Fittings
Items in the area
Coating /anode condition
Fractures
General corrosion
Pitting or grooving
Deformations
Repairs
Other
Findings during inspection: (location, type, details)
Action taken: required repair, temporary repair, permanent repair (location, type and extent)
Other documentation attached to the report : sketches [ ] , photos [ ] , thickness measurement report [ ] ,
other [ ]
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Pt F, Ch 1, App 4
2.4
Details of findings and repairs
3.2
Identification data
2.4.1 Each time the answer in the summary table is poor for coating, or yes for other topics, this part of the report is to be used to give details on the findings, defects or repairs concerned. 2.4.2 As guidance, the following details are to be given:
3.2.1 The identification data are to give the information about the equipment inspected, date and place of inspection and name of the person under whose responsibility the inspection has been carried out. 3.2.2 The identification of the equipment is to be such that:
for coating found in poor condition: structural elements concerned, type of coating defect (breakdown, hard scale) for fractures: location of fractures, dimension, number of identical fractures for general corrosion: structural elements concerned, extent of wastage on these elements, estimation of wastage (if thickness measurements have been taken) for pitting/grooving: structural elements concerned and location, depth of pitting/grooving, percentage of affected surface using diagrams in Pt A, Ch 2, App 3, length of grooving for deformations: type of deformation (buckling, external cause), location of the deformation and structural elements concerned, estimation of size for repairs (if performed without the attendance of a Surveyor, when this is possible or acceptable): type of repairs, elements or areas concerned.
it is easy to trace the item of equipment concerned, in particular in cases where several identical items of equipment exist on the ship the same identification is used for the subsequent inspection reports pertaining to the same item of equipment.
3.3
Detailed report
3.3.1 The detailed report of inspection is divided into three parts:
inspection done: the type of inspection carried out: visual external examination, internal examination after dismantling, overhaul readings performed, when applicable: clearances, thickness measurements, working pressure, or other working parameters of the equipment findings during the inspection: corrosion, fractures, pieces of equipment worn out, broken or missing.
2.5
Attached documentation
-
2.5.1 It is recommended that the report is supported by attaching sketches, photos, the thickness measurement report or other documentation, when this is deemed necessary to clarify the findings and/or repairs given in the detailed part.
maintenance done, repairs carried out and pieces renewed results of tests performed after the inspection, such as working test, pressure test, hose test or equivalent for hatch covers or other weathertight fittings, sea trials.
For example: photos may be used to show the condition of the coating and anodes, the extent of general corrosion, pitting and grooving, or the appearance and extent of fractures sketches may be used to indicate fractures, deformations and repairs, especially when a photo cannot encompass the whole image and give a complete representation.
3.4
Attached documentation
3
3.1
Report for inspection of equipment

General
3.4.1 It is recommended that the report is supported by attaching sketches, photos, the thickness measurement report or other documentation, when this is deemed necessary to clarify the findings and/or repairs given in the detailed part.
3.1.1 The model of Owners report for equipment inspection is given in Tab 2. 3.1.2 The report is divided into three parts:
For example: photos may be used to show the condition of the pieces of equipment before their overhaul or renewal, the coating condition of piping, or the extent of corrosion sketches may be used to indicate fractures and deformations, clearances taken, or other measurements performed.
general identification data detailed report of findings and repairs additional documentation attached to the report.
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Pt F, Ch 1, App 4
Table 2 : Owners report for equipment inspection
Person responsible: Date of inspection: Name of ship: Name and type of equipment: Place of inspection: Register number: Location (port/stbd, at frame ..., ...):
Type of inspection, findings and readings:
Repairs, maintenance, pieces renewed:
Working tests, pressure test, trials, ... :
Other documentation attached to the report : sketches [ ] , photos [ ] , thickness measurement report [ ] ,
other [ ]
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Chapter 2
AVAILABILITY OF MACHINERY (AVM)
SECTION 1 SECTION 2 SECTION 3 APPENDIX 1
ALTERNATIVE PROPULSION SYSTEM (AVM-APS) DUPLICATED PROPULSION SYSTEM (AVM-DPS) INDEPENDENT PROPULSION SYSTEM (AVM-IPS) PROCEDURES FOR FAILURE MODES AND EFFECT ANALYSIS
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Pt F, Ch 2, Sec 1
SECTION 1
ALTERNATIVE PROPULSION SYSTEM (AVM-APS)
1
1.1
General
Application
Availability of safety systems (including fire fighting systems, bilge system, navigating lights, communication apparatus, life-saving appliances) Habitability conditions (including minimum lighting, ventilation, galleys, refrigerated stores, drinking water or evaporator services) Preservation of the cargo when NS notation suffix is granted. DITIONS THERE ITY CONDITIONS TO INCLUDE ARE DIFFERENT DIFFERENT IS .AND EXAMPLES OPINIONS MINIMUM OF NORMAL ON THE HABITABILITY SAFETY DESIRABILCONFROM THICNG EXAMPLE ING THE EXAMPLE OF REQUIREMENTS ONE THE IS SIDE EFECTIVE NOTATION. IN ITLINE IS FROM TO FELT FOR WITH IN BETTER THAT, THE PARTICULAR A SOLAS NOTATION NORMAL EXPALIN CONSIDERING DEFINITIONS. IN RULES, THE THIS IS MEANSOMETHAT CASE THE FROM RULES INCLUDE EXAMPLE THEREFORE THE MAY IS LISTS. OTHERE REDUNDANT. BE IN DANGEROUS, LINE IN SIDE PARTICULAR WITH IT IS SOLAS FELT SPECIALLY THAT IN DEFINITIONS THIS TOO WHEN CASE DETAILED THEY AND THE 1.2.2 Services not available during operation of the alternative propulsion system The following services need not to be supplied during the operation of the alternative propulsion system: Cargo handling system Ballast system needed for cargo handling operation only Bow thrusters Air conditioning Other non essential services (for instance stabilizers, full lighting, amusement items).
1.2.3 Use of the alternative propulsion system in case of single failure
1.1.1 The additional class notation AVM-APS is assigned in accordance with Pt A, Ch 1, Sec 2, [5.4.2] to self propelled ships arranged with means for alternative propulsion system complying with the requirements of this section. 1.1.2 The alternative propulsion system is a system suitable to maintain the ship in operating conditions, with limitations as specified below.
In case of loss of the main propulsion system, or some other Owners necessities, such as maintenance of some important items of the main propulsion or power generation systems during navigation, the alternative propulsion system may be used either to allow the ship to reach the first suitable port or place of refuge, or to escape from severe environment, allowing minimum services for navigation, safety, preservation of cargo and habitability.
1.1.3 If the Owners intention is to use the alternative propulsion system only for emergency, in case of the loss of the main propulsion system, the number of services may be reduced with respect to those listed in [1.2.1], as be considered by the Society on case by case basis. 1.1.4 In the case it is the Owners intention to use the auxiliary propulsion system during the normal operation of the ship in conditions other than an emergency, the suffix NS will be added to the class notation AVM-APS. 1.1.5 If no hazard can result from deteriorated cargo condition, the NS notation suffix is not requested.
In order to grant AVM-APS, the alternative propulsion system is to be arranged in such a way that the ship can continue its operation in the case of a single failure (as defined in [1.2.4]) of any component of the main propulsion or power generation system. In such a condition the propulsion may be supplied either by the main engine or by the alternative propulsion system, depending on the failed component and/or type of failure.
1.2.4 Single failure concept
1.2
1.2.1
Coverage of AVM-APS notation

Applicability
a) In addition to the complete loss of the main propulsion engine, the following single failures are to be considered: Any failure of a non-static component of systems which are necessary for the operation of the main engine (i.e. prime movers, controls and monitoring of fuel oil system, lubricating oil system, cooling system, compressed air system) Any failure of heat exchangers, including heat generators, necessary for propulsion (i.e. auxiliary boilers, fuel oil heaters, reduction gear, oil coolers) Any failure of any non-static component of fuel oil and lubricating oil transfer system Any failure of any of the power generating sets Any failure of any electric apparatus, including the main switchboard, electric motors, transformers, distribution switchboards, panels.
The following requirements are applicable to ships having an alternative propulsion system allowing, in the case of any single failure of one of the items specified in [1.2.4] relative to the propulsion or power generation system, the following operating conditions to be achieved: Full load speed not less than 7 knots Range of 1000 nautical miles or range corresponding to 1/2 of the range achievable with the full supply of fuel, whichever is the less Full steering capability
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59
Pt F, Ch 2, Sec 1
b) The following items do not need to be considered for the purpose of granting the AVM-APS notation: Rigidly coupled shafting components (i.e. propeller, propeller shaft, intermediate shafts, bearings, couplings, reduction gears) Static components of the systems which are necessary for the operation of the main engine (i.e. integrity of pipes, valves, pipe fittings, pipe supports, tanks) Loss of one compartment due to fire or flooding Plate type heat exchangers. c) Consequence failures, i.e. any failure of any component directly caused by a single failure of another component, are also to be considered. It is however assumed that the complete loss of the main propulsion engine or of the main switchboard does not impair the proper functioning of the other machinery and equipment.
1.2.5 Redundancy
2
2.1
Propulsion system
2.1.1
Alternative propulsion machinery For ships having only one main engine and one propeller, the alternative propulsion power is to be supplied either by a stand-by emergency engine or electric motor, or by the shaft generators, provided it has been designed in such a way that it can be readily reversed as propulsion motor in the case of loss of the main engine. 2.1.2 Coupling of the alternative engine The alternative propulsion engine or motor is to be able to be coupled to the shafting with an effective, readily usable system which is to be independent of the coupling system of the main engine. 2.1.3 Automation
a) The alternative propulsion system is to be integrated with any automation system installed on board. b) In case the alternative propulsion system is electrical, the automation system is to be suitable for the electrical propulsion.
All the redundancies of machinery and system normally required by the Rules are to be foreseen when the alternative propulsion system is used during normal navigation as indicated by the suffix NS. On the contrary in the case the alternative propulsion system is used only for emergency in case of loss of the main engine caused by a single failure, it is accepted that some of the redundancies required by the rules may not be anymore available.
2.2
Systems for cooling, lubrication, fuel supply, air starting, monitoring and control
General
2.2.1
The systems are to be constructed such as to satisfy the conditions stipulated in [1.2]. In addition to what stated in the relevant parts of the Rules, the following requirements apply.
2.2.2 Pumps For the assignment of the AVM-APS notation, the systems concerned are to be provided with two pumps, one as a stand-by of the other. The independently driven pumps of the main engine may be used if they are of adequate characteristics (see also [3.1]).
1.3
1.3.1 The documents listed in Tab 1 are to be submitted.
Table 1 : Documents to be submitted
Item No I/A (1) 1 2 3 4 (1) (2) I A A I Machinery spaces general arrangement Description of the alternative propulsion system
Document
An analysis demonstrating the availability of the operating conditions as per [1.2.1] in case of a single failure as per [1.2.4] (2) An operating manual with the description of the operations necessary to recover the propulsion and essential services in case of a single failure as described in [1.2.4]
A : to be submitted for approval, in quadruplicate; I : to be submitted for information, in duplicate This analysis may be in the form of a Failure Mode and Effect Analysis (FMEA), unless the actual arrangement of the machinery and equipment is quite simple and sufficient operating experience can be demonstrated such as to make unlike the possibility of consequence failure in the case of a single failure. In such a case the Society may consider to accept a functional descripti on of system in lieu of the requested analysis.
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Pt F, Ch 2, Sec 1
2.2.3
Cooling system
The circuit for the main engine may be used provided that it can be operated where the part relative to the main engine itself is cut off.
2.2.4 Lubrication system
equalize the content on each set of tanks during the consumption of the fuel.
2.2.6 Air starting system
The circuit of the alternative engine is to be independent of that for the main engine.
2.2.5 Fuel oil system
If applicable, the circuit for the main engine may be used provided that proper operation is ensured where the part relative to the main engine itself is cut off.
2.2.7 Monitoring and control system
The circuit for the main engine may be used provided that: a) Proper operation is ensured where the part relative to the main engine itself is cut off; b) It is supplied by a service tank other than that for the main engine; c) Where more than one store tank and one service tank are available, means are to be provided to periodically
These systems are to be independent of that for the main engine (see also [2.1.3]).
2.2.8 By-pass
Means are to be provided to by-pass and shut-off each of the components which may be subject of a single failure, as defined in [1.2.4], without impairing the functioning of the system itself (including machinery and equipment) or of the other systems which are to be operated in connection with navigation.
Table 2 : Summary of alternative propulsion system requirements for delivery of the notations AVM-APS and AVM-APS-NS
Navigation condition Normal navigation
Class notation AVM-APS
Class notation AVM-APS-NS Essential ship services (some non essential services may be shut-off, see [1.2.2]) Increased power generating capability requested in the case of electrical alternative propulsion system Stand-by requested for power generating system Redundancy of pumping capability requested for systems necessary for alternative propulsion system functioning
Loss of main engine
Essential services for ship safety Increased power generating capability requested in the case of electrical alternative propulsion system
Essential ship services (some non essential services may kept in service, for instance presevation of cargo) Increased power generating capability requested in the case of electrical alternative propulsion system
No stand-by requested for power generating system Stand-by for power generating system not required, but available No redundancy of pumping capability requested for systems necessary for main engine functioning Loss of any power generating set Redundancy of pumping capability for systems necessary for alternative propulsion system functioning not required, but available Redundancy of pumping capability requested for systems necessary for alternative propulsion system functioning Essential services for ship safety fed by emergency generator Pumping system necessary for alternative propulsion fed by emergency generator or main engine driven pumps to be used Redundancy of pumping capability for systems necessary for alternative propulsion system functioning not required All other redundancies required by the rules are to be maintained
No stand-by requested for power generating system No stand-by requested for power generating system Redundancy of pumping capability requested for systems necessary for main engine functioning Essential services for ship safety fed by emergency generator Pumping system necessary for main propulsion fed by emergency generator or main engine driven pumps to be used No redundancy of pumping capability requested for systems necessary for main engine functioning
Loss of the main switchboard
Any single failure of other equipment
Failed component replaced by stand-by component Failed component replaced by stand-by component All other redundancies required by the rules are to be maintained
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Pt F, Ch 2, Sec 1
2.3
Electrical installations
requested for the systems relative to the main engine for the time of the emergency. e) Main switchboard is to be automatically separable in two parts and each part is to fulfill the requirements.
2.3.1 The following requirements shall be fulfilled:
a) Where the auxiliary propulsion system is supplied by the main source of electrical power, the capacity of the other electric generators is to be that indicated in Pt C, Ch 3, Sec 3, [2.2], with the exception of those services indicated in [1.2.2], increased of the power requested for the alternative propulsion, without recourse to the emergency source of electrical power. b) In the case the alternative propulsion system is intended only for emergency, the requirement in a) may be achieved without any stand-by generating set. However, when the notation suffix NS is requested, the requiremnt in a) is to be achieved with any one of the generating sets out of operation. c) In case of loss of the main switchboard, all the essential services listed in [1.2.1] are to be supplied by the emergency generator, which should have an adequate power generating capacity d) As an alternative to c), all the pumps necessary for the functioning of the main engine may be directly driven by the engine, while the other services are supplied by the emergency generator. No stand-by pumps are
2.4
Summary
2.4.1 A simplified description of the requirements to be complied with for the assignment AVM-APS and AVM-APSNS notations is given in Tab 2.
3
3.1
Tests on board
Running tests
3.1.1 The alternative propulsion system is to be subjected to the running tests required by the Rules for similar systems.
3.2
Sea trials
3.2.1 In the course of sea trials, the single failures mentioned in [1.2.4] are to be simulated and the values of the power and speed developed by the alternative propulsion system are to be recorded. WHILE EXPLAIN AND SURVEYORS ENT DUCE OPINIONS THAT ITIT INTO THE IS IT FOR OVERALL THE SHOULD ON THEIR RULES. THAT THE PHILOSOPHY GUIDANCE, BE THIS OPPORTUNITY MADE TABLE AVAILABLE THERE OF IS THIS ARE USEFUL TO SECTION TO DIFFERINTROTHE TO IN GEROUS, SIBLE NOT CONTENT FACT ACTUAL COVERED IT AS APPEARS IS IT FELT EMERGENCY WOULD BY THAT TOO ITS BE CONTENT. TRIVIAL THIS POSSIBLE SITUATION TABLE TO IN BE THAT COULD IN MIGHT ADDITION THE SOME BE RULES. RESULT DANPOSITS
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Pt F, Ch 2, Sec 2
SECTION 2
DUPLICATED DPS)
PROPULSION
SYSTEM
(AVM-
1
1.1
General
Application
1.2.2
1.1.1 The additional class notation AVM-DPS is assigned in accordance with Pt A, Ch 1, Sec 2, [5.4.3] to self propelled ships arranged with means for duplicated propulsion system complying with the requirements of this Section. 1.1.2 This notation applies to ships arranged with at least two propellers and the associated independent shafting, each one independently driven by separate machinery, in such a way that at least 50% of the power remains available whenever any of the propulsion machinery and the associated propeller and shafting are out of service.
Services not available during emergency operation of the duplicated propulsion system The following services need not to be supplied during the emergency operation of one (or more) of the propulsion systems, when any of the propulsion system is not available due to a single failure of any component of the propulsion plant or of any of the auxiliaries and equipment necessary for the propulsion: Cargo handling system Ballast system needed for cargo handling operation only Bow thrusters Air conditioning for cargo ships Other non essential services (for instance stabilizers, full lighting, amusement items). 1.2.3 Use of the duplicated propulsion system in case of single failure In order to grant AVM-DPS, the duplicated propulsion system is to be arranged in such a way that the ship can continue or can recover in such as short time, as not to impair the safety of the ship, its operation in the case of a single failure (as defined in Ch 2, Sec 1, [1.2.4]) of any component of the main propulsion, steering or power generation system. 1.2.4 Single failure concept a) A single failure of static and non-static components of the propulsion, steering and power generation systems is to be considered. Consequence failures, i.e. any failure of any component directly caused by a single failure of another component, are also to be considered.
It is also applicable to ships arranged with at least two independent azimuth thrusters and any other equivalent arrangement.
1.2
1.2.1
Coverage of AVM-DPS notation

Applicability
The following requirements are applicable to ships having a duplicated propulsion system allowing, in the case of any single failure of one of the items specified in Ch 2, Sec 1, [1.2.4] relative to the propulsion or power generation system, the following operating conditions to be achieved: DITIONS THERE ITY CONDITIONS TO INCLUDE ARE DIFFERENT DIFFERENT IS .AND EXAMPLES OPINIONS MINIMUM OF NORMAL ON THE HABITABILITY SAFETY DESIRABILCONTHICNG ING THE EXAMPLE OF REQUIREMENTS ONE THE IS SIDE EFECTIVE NOTATION. IN IT LINE IS FROM TO FELT FOR WITH IN BETTER THAT, THE PARTICULAR A SOLAS NOTATION NORMAL EXPALIN CONSIDERING DEFINITIONS. IN RULES, THE THIS IS MEANSOMETHAT CASE THE FROM RULES INCLUDE EXAMPLE THEREFORE THE MAY IS LISTS. OTHERE REDUNDANT. BE IN DANGEROUS, LINE IN SIDE PARTICULAR WITH IT IS SOLAS FELT SPECIALLY THAT IN DEFINITIONS THIS TOO WHEN CASE DETAILED THEY AND At least 50% of the power still available (in the case of ships with two propellers, this condition may be achieved either considering one propeller running at full power, with the other propeller idle, or with the two propellers running at 50% of the respective power, depending on the type of failure considered) Full load speed not less than 7 knots Range of 1000 nautical miles or range corresponding to 1/2 of the range achievable with the full supply of fuel, whichever is the less Duplicated steering rudder and steering gear, or equivalent arrangement to ensure steering capability in case of a major failure of the rudder or steering gear Availability of safety systems, including fire fighting systems, bilge system, navigating lights, communication apparatus, life-saving appliances Habitability conditions, including minimum lighting, ventilation and air conditioning for passenger ships, galleys, refrigerated stores, drinking water or evaporator services Preservation of the non-hazardous condition of the cargo.
b) The loss of one compartment due to fire or flooding is not to be considered as a single failure. Accordingly, duplicated apparatus, such as for instance main propulsion machinery, electric power generators, different sections of the main switchboard, duplicated steering gears, etc. may be installed in the same compartment.
1.2.5 Redundancy In the case the duplicated propulsion system is used under an emergency due to a single failure of any equipment or system, it is accepted that some of the redundancies required normally by the rules may not be anymore available.
However, in the case the Owner wishes to operate the ship with one of the propulsion system out of service, for any operative choice, all the redundancies of machinery and systems normally required by the Rules during normal navigation are to be kept available.
1.3
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Pt F, Ch 2, Sec 2
Item No 1 2 3 4 (1) (2)
I/A (1) I A A I Machinery spaces general arrangement Description of the duplicated propulsion system
Document
An analysis demonstrating the availability of the operating conditions as per Ch 2, Sec 1, [1.2.1] in case of a single failure as per Ch 2, Sec 1, [1.2.4] (2) An operating manual with the description of the operations necessary to recover the propulsion and essential services in case of a single failure as described in Ch 2, Sec 1, [1.2.4]
A : to be submitted for approval, in quadruplicate; I : to be submitted for information, in duplicate This analysis may be in the form of a Failure Mode and Effect Analysis (FMEA). Ch 2, App 1 describes an acceptable procedure for carrying out the FMEA.
2
2.1
General
ment) or of the other systems which are to be operated in connection with navigation in emergency.
2.2
Rudders and steering gears
2.1.1
The systems are to be constructed such as to satisfy the conditions stipulated in Ch 2, Sec 1, [1.2]. In addition to what stated in the relevant parts of the Rules, the following requirements apply.
2.1.2 Pumps
a) A duplicated rudder and steering gear are to be arranged, unless the arrangement of the main propulsion system allows the same manoeuvrability requested by the rules in case of single failure that may prevent the use of the normal steering system, such as ships with two independent controllable pitch propellers, ships with azimuth thrusters or PODs, ships with fore and aft side thrusters. b) Where ships do not have traditional rudder and steering gears, being their steering capability supplied by azimuth thrusters or equivalent features, means are to be provided to allow at least the same redundancy as required in a) above.
For the assignment of the AVM-DPS notation, the systems concerned are to be provided with at least two pumps, one as a stand-by of the other. One of the two pumps may be driven by the propulsion machinery, while the other pump is to be independently driven.
2.1.3 Cooling system
In general, separate cooling systems are to be provided for each main propulsion system, unless the FMEA demonstrates that one single cooling system serving all propulsion systems is arranged in such a way that any single failure of the system does not make inoperative all the propulsion systems at the same time.
2.1.4 Lubricating oil system
2.3
Each main propulsion system is to be fitted with a separate lubrication oil system.
2.1.5 Fuel oil system
a) The electrical generators are to be arranged in such a way that any single failure cannot put out of service more than one generating set at one time. However, single failures leading to the loss of more than one generating set at one time may be accepted, provided the FMEA demonstrates that, after the failure, enough power still remains available to operate the ship under the conditions stated in [1.2.1] without any stand-by generating set. b) Where the power is supplied to all the auxiliary necessary for propulsion through a single main switchboard, the switchboard is to be arranged in at least two sections with all circuits properly distributed between the sections. In case of short circuit in one of the two sections, the second section is to be capable to be automatically disconnected. c) In case of loss of the main switchboard, all the essential services listed in Ch 2, Sec 1, [1.2.1] are to be supplied by the emergency generator, which should have an adequate power generating capacity.
At least two store tanks and two service tanks are to be fitted. Means are to be provided to periodically equalize the content on each set of tanks during the consumption of the fuel, in order to achieve the minimum range indicated in 1.2.1 after a single failure:
2.1.6 By-pass
Means are to be provided to by-pass and shut-off each of the components which may be subject of a single failure, as defined in Ch 2, Sec 1, [1.2.4], without impairing the functioning of the system itself (including machinery and equip-
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Pt F, Ch 2, Sec 2
d) As an alternative to c), all the pumps necessary for the functioning of the main engine may be directly driven by the engine, while the other services are supplied by the emergency generator. No stand-by pumps are requested for the systems relative to the main engine for the time of the emergency.
3
3.1
Tests on board
Running tests
3.1.1 The duplicated propulsion system is to be subjected to the running tests required by the Rules for similar systems.
2.4
Automation
3.2
Sea trials
2.4.1 The automation system is to be arranged in such a way as to prevent the possibility that a single failure of the control system may lead to the loss of more than one propulsion system.
3.2.1 In the course of sea trials the single failures mentioned in Ch 2, Sec 1, [1.2.4] are to be simulated and the values of the power and speed developed in this condition are to be recorded.
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Pt F, Ch 2, Sec 3
SECTION 3
INDEPENDENT PROPULSION SYSTEM (AVMIPS)
1
1.1
General
Application
1.1.1 The additional class notation AVS-IPS is assigned in accordance with Pt A, Ch 1, Sec 2, [5.4.4] to self propelled ships arranged with means for independent propulsion systems complying with the requirements of this Section. 1.1.2 This notation is granted, provided that :
a) The ship is arranged with at least two propellers and the associated independent shafting, each one independently driven by separate machinery, in such a way that at least 50% of the power remains available whenever any of the propulsion machinery and the associated propeller and shafting are out of service. It is also applicable to ships arranged with at least two independent azimuth thrusters and any other equivalent arrangement. b) The propulsive installations are arranged in different compartments, in such a way that at least 50% of the power installed on board is still available whenever the machinery arranged in any one compartment is not operating c) The arrangement of the independent propulsion system is such as to allow the ship to reach the first suitable port or place of refuge, or to escape from severe environment, providing the minimum services for navigation, preservation of cargo and habitability in case of any single failure.
Duplicated steering rudder and steering gear, or equivalent arrangement to ensure steering capability in case of a major failure of the rudder or steering gear Availability of safety systems, including fire fighting systems, bilge system, navigating lights, communication apparatus, life-saving appliances Habitability conditions, including minimum lighting, ventilation and air conditioning for passenger ships, galleys, refrigerated stores, drinking water or evaporator services Preservation of the non hazardous condition of the cargo. THERE ITY DITIONS CONDITIONS TO INCLUDE ARE DIFFERENT DIFFERENT IS .AND EXAMPLES OPINIONS MINIMUM OF NORMAL ON THE HABITABILITY SAFETY DESIRABILCONTHICNG ING THE EXAMPLE OF REQUIREMENTS ONE THE IS SIDE EFECTIVE NOTATION. IN ITLINE IS FROM TO FELT FOR WITH IN BETTER THAT, THE PARTICULAR A SOLAS NOTATION NORMAL EXPALIN CONSIDERING DEFINITIONS. IN RULES, THE THIS IS MEANSOMETHAT CASE THE FROM RULES INCLUDE EXAMPLE THEREFORE THE MAY IS LISTS. OTHERE REDUNDANT. BE IN DANGEROUS, LINE IN SIDE PARTICULAR WITH IT IS SOLAS FELT SPECIALLY THAT IN DEFINITIONS THIS TOO WHEN CASE DETAILED THEY AND 1.2.2 Services not available during emergency operation of the duplicated propulsion system The following services need not to be supplied during the emergency operation of one (or more) of the propulsion systems, when any of the propulsion system is not available due to a single failure of any component of the propulsion plant or of any of the auxiliaries and equipment necessary for the propulsion: Cargo handling system Ballast system needed for cargo handling operation only Bow thrusters Air conditioning for cargo ships Other non essential services (for instance stabilizers, full lighting, amusement items).
1.2.3
1.2
Coverage of AVM-IPS notation
1.2.1 Applicability The following requirements are applicable to ships having an independent propulsion system allowing, in the case of any single failure of one of the items specified in Ch 2, Sec 1, [1.2.4] relative to the propulsion or power generation system, the following operating conditions to be achieved:
Use of the independent propulsion system in case of single failure In order to grant AVM-IPS, the independent propulsion system is to be arranged in such a way that the ship can continue or can recover in such as short time, as not to impair the safety of the ship, its operation in the case of a single failure (as defined in Ch 2, Sec 1, [1.2.4]) of any component of the main propulsion, steering or power generation system. 1.2.4 Single failure concept
At least 50% of the power still available (in the case of ships with two propellers, this condition may be achieved either considering one propeller running at full power, with the other propeller idle, or with the two propellers running at 50% of the respective power, depending on the type of failure considered) Full load speed not less than 7 knots Range of 1000 nautical miles or range corresponding to 1/2 of the range achievable with the full supply of fuel, whichever is the less
a) A single failure of static and non-static components of the propulsion, steering and power generation systems is to be considered. Consequence failures, i.e. any failure of any component directly caused by a single failure of another component, are also to be considered. b) The loss of one compartment due to fire or flooding. However, the collision in way of a bulkhead, and the consequent loss of two adjacent compartments due to flooding is not to be considered as a single failure for the purpose of the requirements in this Section.
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Pt F, Ch 2, Sec 3
Item No 1 2 3 4
I/A (1) I A A I Machinery spaces general arrangement Description of the independent propulsion system
Document
An analysis demonstrating the availability of the operating conditions as per Ch 2, Sec 1, [1.2.1] in case of a single failure as per Ch 2, Sec 1, [1.2.4] (2) An operating manual with the description of the operations necessary to recover the propulsion and essential services in case of a single failure as described in Ch 2, Sec 1, [1.2.4]
(1) A : to be submitted for approval, in quadruplicate; I : to be submitted for information, in duplicate (2) This analysis may be in the form of a Failure Mode and Effect Analysis (FMEA). Ch 2, App 1 describes an acceptable procedure for carrying out the FMEA.
1.2.5
Redundancy
In the case any of the independent propulsion system is used under an emergency due to a single failure of any equipment or system, it is accepted that some of the redundancies required normally by the rules may not be anymore available. However, in the case the Owner wishes to operate the ship with one of the propulsion systems out of service, all the redundancies of machinery and systems normally required by the Rules during normal navigation are to be kept available.
2.1.4 Lubricating oil system Each main propulsion system is to be fitted with a separate lubrication oil system. 2.1.5 Fuel oil system At least two store tanks and two service tanks are to be fitted. Means are to be provided to periodically equalize the content on each set of tanks during the consumption of the fuel, in order to achieve the minimum range indicated in [1.2.1] after a single failure: By-pass Means are to be provided to by-pass and shut-off each of the components which may be subject of a single failure, as defined in Ch 2, Sec 1, [1.2.4], without impairing the functioning of the system itself (including machinery and equipment) or of the other systems which are to be operated in connection with navigation in emergency. 2.1.7 Piping segregation Piping systems common to the independent propulsion systems located in different spaces or piping systems serving one propulsion systems and passing through the spaces where another independent propulsion system is arranged are to be ducted in watertight ducts having a fire retardant resistance at least equivalent to A60 Standard. The ducts are to be accessible for inspection and maintenance. 2.1.6
1.3
2
2.1
General
2.1.1
The systems are to be constructed such as to satisfy the conditions stipulated in Ch 2, Sec 1, [1.2]. In addition to what stated in the relevant parts of the Rules, the following requirements apply.
2.1.2 Pumps
2.2
Rudders and steering gears
For the assignment of the AVM-IPS notation, the systems concerned are to be provided with at least two pumps, one as a stand-by of the other. One of the two pumps may be driven by the propulsion machinery, while the other pump is to be independently driven.
2.1.3 Cooling system
In general, separate cooling systems are to be provided for each main propulsion system, unless the FMEA demonstrates that one single cooling system serving all propulsion systems is arranged in such a way that any single failure of the system does not make inoperative all the propulsion systems at the same time.
a) A duplicated rudder and steering gear are to be arranged, unless the arrangement of the main propulsion system allows the same manoeuvrability requested by the rules in case of single failure that may prevent the use of the normal steering system, such as ships with two independent controllable pitch propellers, ships with azimuth thrusters, ships with fore and aft side thrusters. b) Where ships do not have traditional rudder and steering gears, being their steering capability supplied by azimuth thrusters or equivalent features, means are to be provided to allow at least the same redundancy as required in a) above.
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Pt F, Ch 2, Sec 3
2.3
the emergency generator. No stand-by pumps are requested for the systems relative to the main engine for the time of the emergency. e) Electric cables and other electric apparatus serving a machinery space and passing through the spaces where other independent propulsion systems are arranged are to be ducted in watertight ducts having a fire retardant resistance at least equivalent to A60 Standard. The ducts are to be accessible for inspection and maintenance. REQUIREMENT SHOULD BE FURTHERE RELATIVE CONSIDERED TO MAIN SWITCHBOARD
a) The electrical generators are to be arranged in such a way that any single failure cannot put out of service more than one generating set at one time. However, single failures leading to the loss of more than one generating set at one time may be accepted, provided the FMEA demonstrates that, after the failure, enough power still remains available to operate the ship under the conditions stated in [1.2.1] without any stand-by generating set. In general this requirement is to be achieved arranging the electric generators in two separate compartments. b) Where the power is supplied to all the auxiliary necessary for propulsion through a single main switchboard, the switchboard is to be arranged in at least two sections with all circuits properly distributed between the sections. In case of short circuit in one of the two sections, the second section is to be capable to be automatically disconnected. The sections are to be separated by a bulkhead. c) In case of loss of the main switchboard, all the essential services listed in Ch 2, Sec 1, [1.2.1] are to be supplied by the emergency generator, which should have an adequate power generating capacity. d) As an alternative to c), all the pumps necessary for the functioning of the main engine may be directly driven by the engine, while the other services are supplied by
2.4
Automation
2.4.1 The automation system is to be arranged in such a way as to prevent the possibility that a single failure of the control system may lead to the loss of more than one propulsion system.
3
3.1
Tests on board
Running tests
3.1.1 The independent propulsion system is to be subjected to the running tests required by the Rules for similar systems.
3.2
Sea trials
3.2.1 In the course of sea trials the single failures mentioned in Ch 2, Sec 1, [1.2.4] are to be simulated and the values of the power and speed developed in this condition are to be recorded.
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Pt F, Ch 2, App 1
APPENDIX 1
PROCEDURES FOR EFFECT ANALYSIS
FAILURE
MODES
AND
1
1.1
1.1.1
General
Introduction
FMEA requirement
1.2
Objectives
As specified in Ch 2, Sec 1, Ch 2, Sec 2 and Ch 2, Sec 3 in order to grant the AVM notations, an FMEA is to be carried out, with the exception indicated in Note (2) of Ch 2, Sec 1, Tab 1 in case of single failure to the propulsion, steering and power generating system, the ship is still capable to achieve the performances indicated in the applicable Sections as a condition for granting the notation.
1.1.2 Scope of the Appendix
1.2.1 Primary objective The primary objective of FMEA is to provide a comprehensive, systematic and documented investigation which establishes the important failure conditions of the ship propulsion, steering and power generation systems, as well as any other system requested by the Owner, and assesses their significance with regard to the safety of the ship and its occupants. 1.2.2 Aim of the analysis The main aims of undertaking the analysis are to:
This Appendix describes a failure mode and effects analysis (FMEA) and gives guidance as to how it may be applied by: a) explaining basic principles b) providing the procedural steps necessary to perform an analysis c) identifying appropriate terms, assumptions, measures and failure modes, and d) providing examples of the necessary worksheets.
1.1.3 Definition of FMEA
a) provide ship and system designers with data to audit their proposed designs b) provide the Owner with the results of a study into ships selected systems failure characteristics so as to assist in an assessment of the arrangements and measures to be taken to limit the damages consequent of the failure within acceptable limits c) provide the Master and crew of the ship with data to generate comprehensive training, operational and maintenance programmes and documentation.
1.3
Sister ships
A practical, realistic and documented assessment of the failure characteristics of the ship and its component systems should be undertaken with the aim of defining and studying the important failure conditions that may exist.
FMEA principles The FMEA is based on a single failure concept under which each considered system at various levels of a systems functional hierarchy is assumed to fail by one probable cause at a time. The effects of the postulated failure are analysed and classified according to their severity. Such effects may include secondary failures (or multiple failures) at other level(s). Any failure mode which may cause a catastrophic effect should be guarded against by system or equipment redundancy unless the probability of such failure is extremely improbable. For failure modes causing hazardous effects corrective measures may be accepted in lieu. A test programme should be drawn up to confirm the conclusions of FMEA. 1.1.5 Alternatives 1.1.4
1.3.1 For ships of the same design and having the same equipment, one FMEA on any one of such ships may be sufficient, but each of the other ships are to be subject to the same FMEA conclusion trials.
1.4
FMEA basics
1.4.1 Before proceeding with a detailed FMEA into the effects of the failure of the system elements on the system functional output it is necessary to perform a functional failure analysis of the considered systems. In this way only systems which fail the functional failure analysis need to be investigated by a more detailed FMEA. 1.4.2 Operational modes When conducting a system FMEA the following typical operational modes within the normal design environmental conditions of the ships are to be considered:
a) normal seagoing conditions at full speed While FMEA is suggested as one of the most flexible analysis techniques, it is accepted that there are other methods which may be used and which in certain circumstances may offer an equally comprehensive insight into particular failure characteristics. b) maximum permitted operating speed in congested waters c) manoeuvring alongside d) seagoing conditions in emergency, as defined in Ch 2, Sec 1, Ch 2, Sec 2 and Ch 2, Sec 3.
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Pt F, Ch 2, App 1
1.4.3
Functional interdependance This functional interdependence of these systems is also to be described in either block diagrams or fault tree diagrams or in a narrative format to enable the failure effects to be understood. As far as applicable, each of the systems to be analysed is assumed to fail in the following failure modes:
specifically designed or adapted for the ship, such as the crafts electrical and hydraulic systems.
2
2.1
FMEA performance
Procedures
a) complete loss of function b) rapid change to maximum or minimum output c) uncontrolled or varying output d) premature operation e) failure to operate at a prescribed time f) failure to cease operation at a prescribed time. Depending on the system under consideration other failure modes may have to be taken into account.
1.4.4 Systems which can fail without catastrophic effects 2.1.1 The following steps are necessary to perform an FMEA:
a) to define the system to be analysed b) to illustrate the interrelationships of functional elements of the system, by means of block diagrams c) to identify all potential failure modes and their causes d) to evaluate the effects on the system of each failure mode e) to identify failure detection methods f) to identify corrective measures for failure modes g) to assess the probability of failures causing hazardous or catastrophic effects, where applicable h) to document the analysis i) j) to develop a test programme to prepare FMEA report.
If a system can fail without any hazardous or catastrophic effect, there is no need to conduct a detailed FMEA into the system architecture. For systems whose individual failure can cause hazardous or catastrophic effects and where a redundant system is not provided, a detailed FMEA as described in the following paragraphs should be followed. Results of the system functional failure analysis should be documented and confirmed by a practical test programme drawn up from the analysis.
1.4.5 Redundant systems
2.2
System definition
Where a system, the failure of which may cause a hazardous or catastrophic effect, is provided with a redundant system, a detailed FMEA may not be required provided that: a) the redundant system can be put into operation or can take over the failed system within the time-limit dictated by the most onerous operational mode without hazarding the ship b) the redundant system is completely independent from the system and does not share any common system element the failure of which would cause failure of both the system and the redundant system. Common system element may be acceptable if the probability of failure complies with [4]. c) the redundant system may share the same power source as the system. In such case an alternative power source should be readily available with regard to the requirement of a) above. The probability and effects of operator error to bring in the redundant system are also to be considered.
2.2.1 The first step in an FMEA study is a detailed study of the system to be analysed, through the use of drawings and equipment manuals. A narrative description of the system and its functional requirements is to be drawn up including the following information:
a) general description of system operation and structure b) functional relationship among the system elements c) acceptable functional performance limits of the system and its constituent elements in each of the typical operational modes d) system constraints.
2.3
Development of system block diagram
2.3.1 Block diagram The next step is to develop block diagram(s) showing the functional flow sequence of the system, both for technical understanding of the functions and operation of the system, and for the subsequent analysis. As a minimum the block diagram is to contain:
a) breakdown of the system into major sub-systems or equipment b) all appropriate labelled inputs and outputs and identification numbers by which each sub-system is consistently referenced c) all redundancies, alternative signal paths and other engineering features which provide "fail-safe" measures.
2.3.2 Block diagrams and operational modes It may be necessary to have a different set of block diagrams prepared for each different operational modes.
1.5
FMEA analysis
1.5.1 The systems to be subject to a more detailed FMEA investigation at this stage are to include all those that have failed the system FMEA and may include those that have a very important influence on the safety of the ship and its occupants and which require an investigation at a deeper level than that undertaken in the system functional failure analysis. These systems are often those which have been
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Pt F, Ch 2, App 1
2.4
Identification of failure modes, causes and effects
2.4.2
System failure
2.4.1 Failure mode Failure mode is the manner by which a failure is observed. It generally describes the way the failure occurs and its impact on the equipment or system. As an example, a list of failure modes is given in Tab 1. The failure modes listed in Tab 1 can describe the failure of any system element in sufficiently specific terms. When used in conjunction with performance specifications governing the inputs and outputs on the system block diagram, all potential failure modes can be thus identified and described. Thus, for example, a power supply may have a failure mode described as "loss of output" (29), and a failure cause "open (electrical)" (31). Table 1 : Example of failure mode list
A failure mode in a system element could also be the failure cause of a system failure. For example, the hydraulic line of a steering gear system might have a failure mode of "external leakage" (10). This failure mode of the hydraulic line could become a failure cause of the steering gear systems failure mode "loss of output" (29).
2.4.3 Top-down approach
Each system should be considered in a top-down approach, starting from the systems functional output, and failure is to be assumed by one possible cause at a time. Since a failure mode may have more than one cause, all potential independent causes for each failure mode are to be identified.
2.4.4 Delay effect when operating back-up systems
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
Structural failure (rupture) Physical binding or jamming Vibration Fails to remain in position Fails to open Fails to close Fails open Fails closed Internal leakage External leakage Fails out of tolerance (high) Fails outof tolerance (low) Inadvertent operation Intermittent operation Erratic operation Erroneous indication Restricted flow False actuation Fails to stop Fails to start Fails to switch Premature operation Delayed operation Erroneous input (increased) Erroneous input (decreased) Erroneous output (increased) Erroneous output (decrease) Loss of input Loss of output Shorted (electrical) Open (electrical) Leakage (electrical) Other unique failure conditions as applicable to the system characteristics, requirements and operational constraints
If major systems can fail without any adverse effect there is no need to consider them further unless the failure can go undetected by an operator. To decide that there is no adverse effect does not mean just the identification of system redundancy. The redundancy is to be shown to be immediately effective or brought on line with negligible time lag. In addition, if the sequence is: "failure - alarm operator action - start of back up- back up in service", the effects of delay should be considered.
2.5
2.5.1
Failure effects
Concept
The consequence of a failure mode on the operation, function, or status of an equipment or a system is called a "failure effect". Failure effects on a specific sub-system or equipment under consideration are called "local failure effects". The evaluation of local failure effects will help to determine the effectiveness of any redundant equipment or corrective action at that system level. In certain instances, there may not be a local effect beyond the failure mode itself.
2.5.2 End effect
The impact of an equipment or sub-system failure on the system output (system function) is called an "end effect". End effects should be evaluated and their severity classified in accordance with the following categories: a) catastrophic b) hazardous c) major d) minor. The definition of these four categories of failure effects is in [4].
2.5.3 Catastrophic and hazardous effects
If the end effect of a failure is classified as hazardous or catastrophic, back-up equipment is usually required to prevent or minimize such effect. For hazardous failure effects corrective operational procedures may be generally accepted.
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Table 2 : FMEA worksheet
Name of system: Mode of operation: Sheet No: Date: Name of analyst: Equipment name or number Function Ident. No. Failure mode Failure cause Failure effect Local effect End effect Failure detection
References: System block diagram: Drawings: Corrective action Severity of faiure effect Probability of failure (if applicable)
Remarks
2.6
2.6.1
Failure detection
Detectable failures
The FMEA study in general only analyses failure effects based on a single failure in the system and therefore a failure detection means, such as visual or audible warning devices, automatic sensing devices, sensing instrumentation or other unique indications, is to be identified.
2.6.2 Non detectable failures
2.7.2 Corrective design provisions Provisions which are features of the design at any system level to nullify the effects of a malfunction or failure, such as controlling or deactivating system elements to halt generation or propagation of failure effects,r activating back-up or standby items or systems, are to be described. Corrective design provisions include:
a) redundancies that allow continued and safe operation b) safety devices, monitoring or alarm provisions, which permit restricted operation or limit damage c) alternative modes of operation.
2.7.3 Manual corrective actions Provisions which require operator action to circumvent or mitigate the effects of the postulated failure are to be described. The possibility and effect of operator error is to be considered, if the corrective action or the initiation of the redundancy requires operator input, when evaluating the means to eliminate the local failure effects. 2.7.4 Acceptability of corrective action It is to be noted that corrective responses acceptable in one operational mode may not be acceptable at another, e.g. a redundant system element with considerable time lag to be brought into line, while meeting the operational mode "normal seagoing conditions at full speed" may result in a catastrophic effect in another operational mode, e.g. "maximum permitted operating speed in congested water".
Where the system element failure is non-detectable (i.e. a hidden fault or any failure which does not give any visual or audible indication to the operator) and the system can continue with its specific operation, the analysis is to be extended to determine the effects of a second failure, which in combination with the first undetectable failure may result in a more severe failure effect e.g. hazardous or catastrophic effect.
2.7
2.7.1
Corrective measures
Back-up equipment response
The response of any back-up equipment, or any corrective action initiated at a given system level to prevent or reduce the effect of the failure mode of system element or equipment, is also to be identified and evaluated.
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2.8
2.8.1
Use of probability concept

Acceptance criteria
3.1.2
Further investigations
The trials are also to include investigations into: a) the layout of control stations with particular regard to the relative positioning of switches and other control devices to ensure a low potential for inadvertent and incorrect crew action, particularly during emergencies and the provision of interlocks to prevent inadvertent operation for important system operation b) the existence and quality of the crafts operational documentation with particular regard to the pre-voyage checklists. It is essential that these checks account for any unrevealed failure modes identified in the failure analysis c) the effects of the main failure modes as prescribed in the theoretical analysis.
If corrective measures or redundancy as described in preceding paragraphs are not provided for any failure, as an alternative the probability of occurrence of such failure is to meet the following criteria of acceptance: a) a failure mode which results in a catastrophic effect is to be assessed to be extremely improbable b) a failure mode assessed as extremely remote is to not result in worse than hazardous effects c) a failure mode assessed as either frequent or reasonably probable is not to result in worse than minor effects.
2.8.2 Data
Numerical values for various levels of probabilities are laid down in [4]. In areas where there is no data from ships to determine the level of probabilities of failure other sources can be used such as: a) workshop test b) history of reliability used in other areas under similar operating conditions c) mathematical model if applicable.
3.2
Reporting
2.9
2.9.1
Documentation
Worksheet
3.2.1 The FMEA report is to be a self-contained document with a full description of the craft, its systems and their functions and the proposed operation and environmental conditions for the failure modes, causes and effects to be understood without any need to refer to other plans and documents not in the report. The analysis assumptions and system block diagrams are to be included, where appropriate.
It is helpful to perform FMEA on worksheets. Tab 2 shows an example of worksheet.

2.9.2 Worksheet organization
The worksheets are be organized to first display the highest system level and then proceed down through decreasing system levels.
The report is to contain a summary of conclusions and recommendations for each of the systems analysed in the system failure analysis and the equipment failure analysis. It is also to list all probable failures and their probability of failure where applicable, the corrective actions or operational restrictions for each system in each of the operational modes under analysis. The report is to contain the test programme, reference any other test reports and the FMEA trials.
3
3.1
3.1.1
Tests and reporting

Test program
FMEA validation test
4
4.1
Probabilistic concept
General
An FMEA test programme is to be drawn up to prove the conclusions of FMEA. It is recommended that the test programme is to include all systems or system elements whose failure would lead to: a) major or more severe effects b) restricted operations c) any other corrective action. For equipment where failure cannot be easily simulated on the ship, the results of other tests can be used to determine the effects and influences on the systems and ship
4.1.1 Different undesirable events may have different orders of acceptable probability. In connection with this, it is convenient to agree on standardized expressions to be used to convey the relatively acceptable probabilities of various occurrences, i.e. to perform a qualitative ranking process.
4.2
4.2.1
Occurences
Occurence
Occurence is a condition involving a potential lowering of the level of safety.
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4.2.2
Failure
4.4
4.4.1
Effects
Effect
Failure is an occurrence in which a part, or parts, of the ship fail. A failure includes: a) a single failure b) independent failures in combinations within a system, and c) independent failures in combinations involving more than one system, taking into account: 1) any undetected failure that is already present 2) such further failures as would be reasonably expected to follow the failure under consideration, and d) common cause failure (failure of more than one component or system due to the same cause).
Note 1: In assessing the further failures which follow, account should be taken of any resulting more severe operating conditions for items that have not up to that time failed.
Effect is a situation arising as a result of an occurrence.

4.4.2 Minor effect
Minore effect is an effect which may arise from a failure, an event, or an error which can be readily compensated for by the operating crew; it may involve: a) a small increase in the operational duties of the crew or in their difficulty in performing their duties, or b) a moderate degradation in handling characteristics, or c) slight modification of the permissible operating conditions.
4.4.3 Major effect
Major effect is an effect which produces: a) a significant increase in the operational duties of the crew or in their difficulty in performing their duties which by itself should not be outside the capability of a competent crew provided that another major effect does not occur at the same time, or b) significant degradation in handling characteristics, or c) significant modification of the permissible operating conditions, but will not remove the capability to complete a safe journey without demanding more than normal skill on the part of the operating crew.
4.4.4 Hazardous effect
4.2.3
Event
Event is an occurrence which has its origin outside the craft (e.g., waves).
4.2.4 Error
Error is an occurrence arising as a result of incorrect action by the operating crew or maintenance personnel.
4.3
4.3.1
Probability of occurences
Frequent
Frequent is one which is likely to occur often during the operational life of a particular ship.
4.3.2 Reasonably probable
Hazardous effect is an effect which produces: a) a dangerous increase in the operational duties of the crew or in their difficulty in performing their duties of such magnitude that they cannot reasonably be expected to cope with them and will probably require outside assistance, or b) dangerous degradation of handling characteristics, or c) dangerous degradation of the strength of the ship, or d) marginal conditions for, or injury to, occupants, or e) an essential need for outside rescue operations.
Reasonably probable is one which is unlikely to occur often but which may occur several times during the total operational life of a particular ship.
4.3.3 Recurrent
Recurrent is a term embracing the total range of frequent and reasonably probable.
4.3.4 Remote
Remote is one which is unlikely to occur to every ship but may occur to a few ships of a type over the total operational life of a number of ship of the same type.
4.3.5 Extremely remote
4.4.5
Catastrophic effect
Catastrophic effect is an effect which results in the loss of the craft and/or in fatalities.
Extremely remote is one which is unlikely to occur when considering the total operational life of a number of ships of the type, but nevertheless should be considered as being possible.
4.3.6 Extremely improbable
4.5
Safety level
Extremely improbable is one which is so extremely remote that it should not be considered as possible to occur.
4.5.1 Safety level is a numerical value characterizing the relationship between ship performance represented as horizontal single amplitude acceleration (g) and rate of acceleration (g/s) and the severity of acceleration-load effects on standing and sitting humans. The safety levels and the corresponding severity of effects on passengers and safety criteria for ship performance are defined in Tab 3.
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Table 3 :
Effect LEVEL 1 MINOR EFFECT Moderate degradation of safety
Criteria not to be exceeded Type of load Maximum acceleration measured horizontally (1)
Value (2)
Comment
0,20 g 0,08 g and 0,20 g/s (3) Elderly person will keep balance when holding 0,15 g and 0, 20 g/s Mean person will keep balance when holding 0,15 g and 0,80 g/s Sitting person will start holding 0,35 g 0,25 g and 2 g/s Maximum load for mean person keeping balance when holding 0,45 g and 10 g/s Mean person fails out of seat when nor wearing seat belts 1g Risk of injury to persons, safe emergency operation after collision 1g Degradation of person safety Loss of ship and/or fatalities
LEVEL 2 MAJOR EFFECT Significant degradation of safety
Maximum acceleration measured horizontally (1)
LEVEL 3 Collision design condition calculated HAZARDOUS EFFECT Major degradation of safety Maximum structural design load, based on vertical acceleration at centre of gravity LEVEL 4 CATASTROPHIC EFFECT
1g
(1) The recording instruments used are to be such that the accelerationaccuracy is better than 5% of the real value and frequency response is to be minimum 20 Hz. Antialiasing filters with maximum passband attenuation 100 + 5% are to be used (2) g = gravity acceleration (9,81 m/s2) (3) g-rate of jerk may be evaluated from acceleration/time curves
4.6
Numerical values
Frequent Reasonably probable Remote Extremely remote Extremely improbable
Table 4 :
4.6.1 Where numerical probabilities are used in assessing compliance with requirements using the terms similar to those given above, the approximate values given in Tab 4 may be used as guidelines to assist in providing a common point of reference. The probabilities quoted should be on an hourly or per journey basis, depending on which is more appropriate to the assessment in question.
Note 1: Different occurrences may have different acceptable probabilities, according to the severity of their consequences (see Tab 5).
More than 10-3 10-3 to 10-5 10-5 to 10-7 10-7 to 10-9 Whilst no approximate numerical probability is given for this, the figures used should be substantially less than 10-9
Table 5 :
SAFETY LEVEL 1 1 1 EFFECT ON SHIP Normal Nuisance Operating AND limitations OCCUPANTS
F.A.R. PROBABILIT (1) JAR-25 PROBABILITY (2)
Probable Probable Frequent
2 Emergency procedures; significant reduction in safety margins; difficult for crew to cope with adverse conditions; person injuries Improbable
3 Large reduction in safety margin; crew over-burden because of work-load or environmental conditions; serious injuries to small number of persons
4 Casualties and deaths, usually with loss of ship
Extremely improbable Extremely improbable Extremely remote 10-7 Hazardous 10-9 Catastrophic
10-2 10-0 CATEGORY OF Minor EFFECT (1) The United States Federal Aviation Regulation (2) European Joint Airworthiness Regulations
Improbable Reasonably Remote probable 10-3 10-5 Major
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Chapter 3
AUTOMATION SYSTEMS (AUT)
SECTION 1 SECTION 2 SECTION 3 SECTION 4
UNATTENDED MACHINERY SPACES (AUT-UMS) CENTRALISED CONTROL STATION (AUT-CCS) AUTOMATED OPERATION IN PORT (AUT-PORT) INTEGRATED MACHINERY SPACES (AUT-IMS)
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SECTION 1
UNATTENDED MACHINERY SPACES (AUT-UMS)
1
1.1
General
Application
ted if it is demonstrated that the temperature in the tank cannot exceed the flashpoint under the following conditions: volume of liquid corresponding to the low level alarm and maximum continuous heating power during 24 hours.
3.1.4 For arrangements of remote stop, the requirements in Pt C, Ch 4, Sec 2, [2.1] are applicable.
1.1.1 The additional class notation AUT-UMS is assigned in accordance with Pt A, Ch 1, Sec 2, [5.5.2] to ships fitted with automated installations enabling periodically unattended operation of machinery spaces, and complying with the requirements of this Section.
Note 1: Machinery spaces are defined in Pt C, Ch 1, Sec 1, [1.4.2].
3.2
Fire detection
1.1.2 The arrangements provided shall be such as to ensure that the safety of the ship in all sailing conditions, including manoeuvring, is equivalent to that of a ship having the machinery spaces manned.
3.2.1 For fire detection, the requirements given in Pt C, Ch 4, Sec 3 are applicable. 3.2.2 Means are to be provided to detect and give alarms at an early stage in case of fires:
in boiler air supply casing and exhausts (uptakes); and in scavenging air belts of propulsion machinery
1.2
Communication system
1.2.1 A reliable means of vocal communication shall be provided between the main machinery control room or the propulsion machinery control position as appropriate, the navigation bridge and the engineer officers accommodation. This means of communication is to be foreseen in collective or individual accommodation of engineer officers. 1.2.2 Means of communication are to be capable of being operated even in the event of failure of supply from the main source of electrical power.
unless the Society considers this to be unnecessary in a particular case.

3.2.3 An automatic fire detection system is to be fitted in machinery spaces as defined in Pt C, Ch 1, Sec 1, [1.4.2] intended to be unattended. 3.2.4 The fire detection system is to be designed with selfmonitoring properties. Power or system failures are to initiate an audible alarm distinguishable from the fire alarm. 3.2.5 The fire detection monitoring system is to be located on the bridge, continuously manned central control station, or a main fire locker where a fire in the machinery space will not render it inoperative. 3.2.6 The fire detection monitoring system is to indicate the place of the detected fire in accordance with the arranged fire zones by means of a visual signal. Audible signals clearly distinguishable in character from any other signals are to be audible throughout the navigating bridge and the accommodation area of the personnel responsible for the operation of the machinery space. Table 1 : Documents to be submitted
2
2.1
Documentation
Documents to be submitted
2.1.1 In addition to those mentioned in Pt C, Ch 4, Sec 1, Tab 1, the documents in Tab 1 are required.
3
3.1

Fire prevention
3.1.1 The requirements regarding piping and arrangements of fuel oil and lubricating oil systems given in Pt C, Ch 2, Sec 1 are applicable. 3.1.2 Fuel oil and lubricating oil purifiers and the auxiliary equipment and its fittings containing hot fuel oil are to be grouped in a special room or in locations ventilated by extraction; nevertheless, transfer pumps may be located outside this room. 3.1.3 Where heating is necessary, it is to be arranged with automatic control. A high temperature alarm is to be fitted and the possibility of adjusting its threshold according to the fuel quality is to be provided. Such alarm may be omit-
No 1 2
I/A (1) A A
Document Means of communication diagram Technical description of automatic engineers alarm and connection of alarms to accommodation and bridge, when applicable System of protection against flooding Fire detection system: diagram, location and cabling
3 4 (1)
A A
A : to be submitted for approval I : to be submitted for information.
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3.2.7 Fire detectors are to be of such type and so located that they will rapidly detect the onset of fire in conditions normally present in the machinery space. Consideration is to be given to avoiding false alarms. The type and location of detectors are to be approved by the Society and a combination of detector types is recommended in order to enable the system to react to more than one type of fire symptom. 3.2.8 Except in spaces of restricted height and where their use is specially appropriate, detection systems using thermal detectors only are not permitted. Flame detectors may be installed, although they are to be considered as complementary and are not to replace the main installation. 3.2.9 Fire detector zones are to be arranged in a manner that will enable the operating staff to locate the seat of the fire. The arrangement and the number of loops and the location of detector heads are to be approved in each case. Air currents created by the machinery are not to render the detection system ineffective. 3.2.10 When fire detectors are provided with the means to adjust their sensitivity, necessary arrangements are to be allowed to fix and identify the set point. 3.2.11 When it is intended that a particular loop or detector is to be temporarily switched off, this state is to be clearly indicated. Reactivation of the loop or detector is to be performed automatically after a preset time. 3.2.12 The fire detection monitoring system is to be provided with facilities for functional testing. 3.2.13 The fire detecting system is to be fed automatically from the emergency source of power by a separate feeder if the main source of power fails. 3.2.14 Facilities are to be provided in the fire detecting system to manually release the fire alarm from the following places:
3.4
Protection against flooding
3.4.1 Bilge wells or machinery spaces bilge levels are to be monitored in such a way that the accumulation of liquid is detected in normal angles of trim and heel. 3.4.2 Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected. 3.4.3 All automatic bilge system can be stopped in ease of silent operation. A selector switch will be fitted in the engine control console with a silent position to suppress all these automatic functions. An alarm in the wheelhouse will be initiated to confirm the silent operation. 3.4.4 The location of controls of any valve serving a sea inlet, a discharge below the waterline or a bilge injection system shall be so sited as to allow adequate time for operation in case of influx of water to the space, having regard to the time likely to be required in order to reach and operate such controls. If the level to which the space could become flooded with the ship in the fully loaded condition so requires, arrangements shall be made to operate the controls from a position above such level. 3.4.5 Bilge level alarms are to be given at the main control station, the bridge and the continuously manned central control station. 3.4.6 Alarm is to be given to the navigating bridge and at the continuously manned central control station in case of flooding into the machinery space situated below the load line. 3.4.7 The control devices of any sea water valve, a discharge below the waterline or a bilge well ejector are to be located in such a way that the operator gets time enough for shutting the closing device in case of room flooding, taking account of the time needed to reach and operate these control devices. For the justifying calculation, it is necessary to take into consideration the flooding level which can be reached when the ship is fully loaded and, if necessary, a remote control device is to be fitted above this level.
passageways having entrances to engine and boiler rooms the navigating bridge the continuously manned central control station the control station in the engine room.
3.3
Fire fighting
4
4.1
General
3.3.1 Unless otherwise stated, pressurisation of the fire main at a suitable pressure by starting a main fire pump and carrying out the other necessary operations is to be possible from the bridge and the continuously manned central control station. Alternatively, the fire main system may be permanently under pressure. 3.3.2 In addition to the fire-extinguishing arrangements mentioned in Part C, Chapter 5, periodically unattended spaces containing steam turbines (whose power is at least 375 kW) are to be provided with one of the fixed fire-extinguishing systems required in the same Chapter for machinery spaces of category A containing oil fired boilers or fuel oil units.
4.1.1 Under all sailing conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigation bridge. 4.1.2 All manual operations or services expected to be carried out with a periodicity of less than 24 h are to be eliminated or automated, particularly for: lubrication, topping up of make up tanks and filling tanks, filter cleaning, cleaning of centrifugal purifiers, drainage, load sharing on main engines and various adjustments. Nevertheless, the transfer of operation mode may be effected manually.
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4.1.3 A centralised control position shall be arranged with the necessary alarm panels and instrumentation indicating any alarm. 4.1.4 Parameters for essential services which need to be adjusted to a preset value are to be automatically controlled. 4.1.5 The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are ensured through the necessary automatic arrangements. 4.1.6 It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of remote control systems. 4.1.7 The design of the remote automatic control system shall be such that in the case of its failure an alarm will be given. Unless impracticable, the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation. 4.1.8 Critical speed ranges, if any, are to be rapidly passed over by means of an appropriate device. 4.1.9 Propulsion machinery is to stop automatically only in exceptional circumstances which could cause quick critical damage, due to internal faults in the machinery. The design of automation systems whose failure could result in an unexpected propulsion stop is to be specially examined. An overriding device for cancelling the automatic shutdown is to be considered. 4.1.10 Where the propulsive plant includes several main engines, a device is to be provided to prevent any abnormal overload on each of them. 4.1.11 Where standby machines are required for other auxiliary machinery essential to propulsion, automatic changeover devices shall be provided.
A list of the alarms and shutdowns of the electrical propulsion system When the control and monitoring system of the propulsion plant is computer based, a functional diagram of the interface between the programmable logic controller and computer network.
4.4.2 Alarm system
The following requirements are applicable to the alarm system of electrical propulsion: Alarms circuits of electrical propulsion are to be connected to the main alarm system on board. As an alternative, the relevant circuit may be connected to a local alarm unit. In any case, a connection between the local alarm unit and the main alarm system is to be provided. The alarms can be arranged in groups, and shown in the control station. This is acceptable when a discrimination is possible locally. When the control system uses a computer based system, the requirements of Pt C, Ch 4, Sec 3 are applicable, in particular, for the data transmission link between the alarm system and the control system. Individual alarms are considered as critical and are to be individually activated at the control stations, and acknowledged individually. Shutdown activation is to be considered as an individual alarm.
4.4.3 Safety functions
The following requirements are applicable to the safety system of electrical propulsion: As a general rule, safety stop using external sensors such as temperature, pressure overspeed, main cooling failure, stop of converter running by blocking impulse is to be confirmed by the automatic opening of the main circuit using a separate circuit. In order to avoid accidental stop of the propulsion line and limit the risk of blackout due to wire break, the tripping of the main circuit-breaker is to be activated by an emission coil with a monitoring of the line wire break. In the case of a single line propulsion system, the power limitation order is to be duplicated. As a general rule, when the safety stop is activated, it is to be maintained until local acknowledgement.
4.4.4 Transformers
4.2
Diesel propulsion plants
4.2.1 When a diesel engine is used for the propulsion plant, monitoring and control of equipment is to be performed according to Tab 2 for medium or high speed engines.
4.3
Gas turbine propulsion plants
4.3.1 For gas turbines, monitoring and control elements are required according to Tab 3.
For transformers, parameters according to Tab 4 are to be controlled or monitored.

4.4.5 Converters
4.4
4.4.1
Electrical propulsion plant

For converters, parameters according to Tab 5, Tab 6 and Tab 7 are to be monitored or controlled.
4.4.6 Smoothing coil
The following additional documents are to be submitted to the Society:
For the converter reactor, parameters according to Tab 8 are to be monitored or controlled.
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Table 2 : Main propulsion medium or high speed diesel engine
Symbol convention H = High, HH = High high, L = Low, LL = Low low, X = function is required,
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Main Engine Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Fuel oil system Fuel oil pressure after filter (engine inlet) Fuel oil viscosity before injection pumps or fuel oil temperature before injection pumps (for engine running on heavy fuel) Leakage from high pressure pipes where required Lubricating oil system Lubricating oil to main bearing and thrust bearing pressure
Alarm
Indic
L H+L
R X X
H L X LL X R R X X X R R X H H H L L L R X
Lubricating oil filter differential pressure Lubricating oil inlet temperature Oil mist concentration in crankcase (1) Flow rate cylinder lubricator (each apparatus) Lubricating oil to turbocharger inlet pressure (2) Sea water cooling system Sea water cooling pressure Cylinder fresh cooling water system Cylinder water inlet pressure or flow Cylinder water outlet temperature Level of cylinder cooling water in expansion tank Scavenge air system Scavenging air receiver temperature Exhaust gas system Exhaust gas temperature after each cylinder (3) Exhaust gas temperature after each cylinder (3), deviation from average Miscellaneous Engine speed Engine overspeed Control, safety, alarm system power supply failure (1)
L H L H H H
R R
X X X
R X H X X
(2) (3)
Only for medium speed engines having a power of more than 2250 kw or a cylinder bore of more than 300 mm. One oil mist detector for each engine having two independent outputs for initiating the alarm and shutdown would satisfy the requirement for independence between alarm and shutdown system. If without integrated self-contained oil lubrication system. For engine power > 500 kW/cyl.
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4.4.7 Propulsion electric motor For propulsion electric motors, parameters according to Tab 9 are to be monitored or controlled. 4.4.8 All parameters listed in the tables of this item are considered as a minimum requirement for unattended machinery spaces. Some group alarms may be locally detailed on the corresponding unit (for instance loss of electronic supply, failure of electronic control unit, etc.)
4.5
Shafting, clutches, CPP, gears
4.5.1 For shafting and clutches, parameters according to Tab 10 are to be monitored or controlled. 4.5.2 For controllable pitch propellers, parameters according to Tab 11 are to be monitored or controlled. 4.5.3 For reduction gears and reversing gears, parameters according to Tab 12 are to be monitored or controlled.
Table 3 : Propulsion gas turbine
Automatic control G = group alarm I = individual alarm R = remote Monitoring Turbine Slowdown X X Shutdown Control Auxiliary Standby Start X Stop
Identification of system parameter Lubricating oil system Turbine supply pressure Differential pressure across lubricating oil filter Bearing or lubricating oil (discharge) temperature Mechanical monitoring of gas turbine Speed
Alarm
Indic
L LL H H R H
X X X X
Vibration Rotor axial displacement (not applicable to roller bearing) Number of cycles performed by rotating parts Gas generator monitoring system Flame and ignition failure Fuel oil supply pressure Fuel oil supply temperature Cooling medium temperature Exhaust gas temperature or gas temperature in specific locations of flow gas path (alarm before shutdown) Pressure at compressor inlet (alarm before shutdown) Miscellaneous Control system failure Automatic starting failure
H HH H HH H X L H+L X H H HH L X X X
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Table 4 : Transformers
Automatic control G = group alarm I = individual alarm R = remote Monitoring Motor Slowdown Shutdown X X X X (3) X Control Auxiliary Standby Start Stop
Identification of system parameter Earth failure on main propulsion circuits Circuit-breaker, short-circuit Circuit-breaker, overload Circuit-breaker, undervoltage Temperature of winding on phase 1, 2, 3 (1)
Alarm I I (2) I (2) I (2) G I, H I, HH
Indic
Temperature sensor failure (short-circuit, open circuit, supply failure) Cooling pump pressure or flow
G G, L X X
Cooling medium temperature Leak of cooling medium (1)
G, H G X
(2) (3)
A minimum of 6 temperature sensors are to be provided : 3 temperature sensors to be connected to the alarm system (can also be used for the redundant tripping of the main circuitbreaker) 3 temperature sensors connected to the control unit. To be kept in the memory until local acknowledgement. Possible override of slowdown by the operator.
Table 5 : Network converter
Automatic control G = group alarm I = individual alarm R = remote Monitoring Motor Slowdown Shutdown X X (X) (1) Control Auxiliary Standby Start Stop
Identification of system parameter Short-circuit current I max Overvoltage Undervoltage Phase unbalanced Power limitation failure Protection of filter circuit trip Circuit-breaker opening operation failure Communication circuit, control circuits, power supplies, watchdog of control system according to suppliers design (1)
Alarm I G G I I I I G
Indic
This parameter, when indicated in brackets, is only advisable according to the suppliers requirements.
84
BVmili
June 2003
Pt F, Ch 3, Sec 1
Table 6 : Motor converter

Symbol convention H = High, HH = High high, L = Low, LL = Low low, X = function is required, Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Motor Shutdown X X X Control Auxiliary Standby Start Stop
Identification of system parameter Short-circuit current I max Overvoltage Undervoltage Phase unbalanced Protection of filter circuit trip Communication circuit, control circuits, power supplies, watchdog of control system according to suppliers design Speed sensor system failure Overspeed
Alarm I G G I I G G I
Indic
X X (1) X
(1) Automatic switch-over to the redundant speed sensor system.

Table 7 : Converter cooling circuit
Symbol convention H = High, HH = High high, L = Low, LL = Low low, X = function is required, Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Motor Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Air cooling temperature high Ventilation, fan failure Cooling pump pressure or flow low Cooling fluid temperature high Leak of cooling medium Temperature sensor failure (short-circuit, open circuit, supply failure)
Alarm I G
Indic R
X G G G X G R X
Table 8 : Smoothing coil

Symbol convention H = High, HH = High high, L = Low, LL = Low low, X = function is required, Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Motor Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Temperature of coil Air cooling temperature Ventilation fan failure Cooling pump pressure or flow low Cooling fluid temperature high Leak of cooling medium Temperature sensor failure (short-circuit, open circuit, supply failure)
Alarm I, H I, HH I, H G
Indic R
X G G G X G R X
June 2003
BVmili
85
Pt F, Ch 3, Sec 1
Table 9 : Propulsion electric motor
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Motor Shutdown H X Control Auxiliary Standby Start Stop
Identification of system parameter Automatic tripping of overload and short-circuit protection on excitation circuit Loss of excitation Winding current unbalanced Harmonic filter supply failure Interface failure with power management system Earthing failure on stator winding and stator supply Temperature of winding on phase 1, 2, 3
Alarm G, H G G I I I G I, H I, HH
Indic
X R R X X R R X X
Motor cooling air temperature Cooling pump pressure or flow
I, H G ,L
Cooling fluid temperature Leak of cooling medium Temperature sensor failure (short-circuit, open circuit, supply failure) Motor bearing temperature Bearing lubrication oil pressure (for self-lubricated motor, when the speed is under the minimum RPM specified by the manufacturer, shutdown is to be activated) Bearing lubrication oil pressure Turning gear engaged Brake and key engaged Shaft reduction gear bearing temperature Shaft reduction gear lubricating oil temperature Shaft reduction gear bearing pressure
G, H G X G G, H I, L R R X X G, L I I I, H I, H I, L X
86
BVmili
June 2003
Pt F, Ch 3, Sec 1
Table 10 : Shafting and clutches of propulsion machinery
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown X Main Engine Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Temperature of each shaft thrust bearing (not applicable for ball or roller bearings) Sterntube bush oil gravity tank level Clutch lubricating oil temperature Clutch oil tank level
Alarm H L H L
Indic
Table 11 : Controllable pitch propeller
Identification of system parameter Control oil temperature before cooler Oil tank level
Alarm H L
Indic
Table 12 : Reduction gears/reversing gears
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown X X X X X Main Engine Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Lubricating oil temperature at the oil cooler outlet Lubricating oil pressure Oil tank level
Alarm H L (1) L LL
Indic R (1) R R
(1) May be omitted in the case of restricted navigation notation.
4.6
Auxiliary system
thermal fluid systems (thermal fluid heaters).

4.6.2 When a standby machine is automatically started, an alarm is to be activated. 4.6.3 When the propulsion plant is divided into two or more separate units, the automatic standby auxiliary may be omitted, when the sub-units concerned are fully separated with regard to power supply, cooling system, lubricating system etc. Some of the propulsive plants may be partially used for reasons of economy (use of one shaft line or one propulsion engine for instance). If so, automatic change-over, necessary for this exploitation mode, is to be provided. 4.6.4 Means shall be provided to keep the starting air pressure at the required level where internal combustion engines are used for main propulsion.
4.6.1 Where standby machines are required for other auxiliary machinery essential to propulsion, automatic changeover devices shall be provided.
Change-over restart is to be provided for the following systems: cylinder, piston and fuel valve cooling cylinder cooling of diesel generating sets (where the circuit is common to several sets) main engine fuel supply diesel generating sets fuel supply (where the circuit is common to several sets) sea water cooling for propulsion plant sea water to main condenser (main turbines) hydraulic control of clutch, CPP or main thrust unit
June 2003
BVmili
87
Pt F, Ch 3, Sec 1
4.6.5 Where daily service fuel oil tanks are filled automatically, or by remote control, means shall be provided to prevent overflow spillages. 4.6.6 Arrangements are to be provided to prevent overflow spillages coming from equipment treating flammable liquids.
4.6.7 Where daily service fuel oil tanks or settling tanks are fitted with heating arrangements, a high temperature alarm shall be provided if the flashpoint of the fuel oil can be exceeded. 4.6.8 For auxiliary systems, the following parameters, according to Tab 13 to Tab 23 are to be monitored or controlled.
Table 13 : Control and monitoring of auxiliary electrical systems
Identification of system parameter Electric circuit, blackout Power supply failure of control, alarm and safety system
Alarm X X
Indic
Table 14 : Incinerators
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Incinerator Shutdown X X X Control Auxiliary Standby Start Stop
Identification of system parameter Combustion air pressure Flame failure Furnace temperature Exhaust gas temperature Fuel oil pressure Fuel oil temperature or viscosity , where heavy fuel is used
Alarm L X H H L H+L
Indic
Table 15 : Auxiliary boilers
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Boiler Shutdown X X X Control X X Auxiliary Standby Start Stop
Identification of system parameter Water level Fuel oil temperature Flame failure Combustion air supply fan low pressure Temperature in boiler casing (fire) Steam pressure Steam temperature (1) (2)
Alarm L+H L+H X
Indic
X H H (1) X X (2) X
When the automatic control does not cover the entire load range from zero load. For superheated steam over 330C.
88
BVmili
June 2003
Pt F, Ch 3, Sec 1
Table 16 : Fuel oil system
Automatic control G = group alarm I = individual alarm R = remote Monitoring System Slowdown Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Fuel oil tank level, overflow Air pipe water trap level on fuel oil tanks Heater outlet fuel oil temperature Sludge tank level Fuel oil settling tank level Fuel oil settling tank temperature Fuel oil centrifugal purifier overflow Fuel oil in daily service tank level Fuel oil daily service tank temperature Fuel oil in daily service tank level (to be provided if no suitable overflow arrangement) (1) (2) (3) (4) (5)
Alarm H (1) H (2) H (4) H H (1) H (3) H L H (3) H (1)
Indic
X (5)
X X
Or sight-glasses on the overflow pipe. Or alternative arrangement as per Pt C, Ch 2, Sec 1, [9.1.7]. Applicable where heating arrangements are provided. Or low flow alarm in addition to temperature control when heated by steam or other media. Cut off of electrical power supply when electrically heated.
Table 17 : Lubricating oil system
Automatic control G = group alarm I = individual alarm R = remote Monitoring System Slowdown Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Air pipe water trap level of lubricating oil tank See Pt C, Ch 2, Sec 1, [9.1.7] Sludge tank level Lubricating oil centrifugal purifier overflow (stop of oil supply)
Alarm H H H
Indic
June 2003
BVmili
89
Pt F, Ch 3, Sec 1
Table 18 : Thermal oil system
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown System Shutdown X H X X L H+L X H L X X X (1) X X Control Auxiliary Standby Start Stop
Identification of system parameter Forced draft fan stopped Thermal fluid temperature Thermal fluid pressure Flow through each element Heavy fuel oil temperature or viscosity Burner flame failure Flue gas temperature (when exhaust gas heater) Expansion tank level (1) Stop of burner and fluid flow.
Alarm
Indic
Table 19 : Hydraulic oil system
Symbol convention H = High, HH = High high, G = group alarm I = individual alarm L = Low, LL = Low low, X = function is required, R = remote (AUT-CCS only) Identification of system parameter Pump pressure Service tank level (1)
Automatic control Monitoring Slowdown System Shutdown Control Auxiliary Standby Start Stop
Alarm L+H L (1)
Indic
The low level alarm is to be activated before the quantity of lost oil reaches 100 litres or 50% of the circuit volume , whichever is the lesser.
Table 20 : Boiler feed and condensate system
Symbol convention H = High, HH = High high, G = group alarm I = individual alarm L = Low, LL = Low low, X = function is required, R = remote (AUT-CCS only) Identification of system parameter Sea water flow or equivalent Vacuum Water level in main condenser (unless justified)
Automatic control Monitoring Slowdown System Shutdown Control Auxiliary Standby Start X X X Stop
Alarm L L LL H+L HH H L L L + H (1) L+H L L+H
Indic
X X
Salinity of condensate Feed water pump delivery pressure Feed water tank level Deaerator inside temperature or pressure Water level in deaerator Extraction pump pressure Drain tank level (1) In the case of forced circulation boiler.
90
BVmili
June 2003
Pt F, Ch 3, Sec 1
Table 21 : Compressed air system
Symbol convention H = High, HH = High high, G = group alarm I = individual alarm L = Low, LL = Low low, X = function is required, R = remote (AUT-CCS only) Identification of system parameter Air temperature at compressor outlet Compressor lubricating oil pressure (except where splash lubrication) Control air pressure (3) Starting air pressure before main shut-off valve
Automatic control Monitoring System Slowdown Shutdown X R X L (2) X local + R (1) X X X Control Auxiliary Standby Start Stop
Alarm H LL L
Indic
Safety air pressure (3) (1) (2) (3)
Remote indication is required if starting of air compressor is remote controlled, from wheelhouse for example. For starting air, the alarm minimum pressure set point is to be so adjusted as to enable at least four starts for reversible pro pulsion engines and two starts for non-reversible propulsion engines. When supplied through reducing valve, see Pt C, Ch 2, Sec 1, [2.4.4].
Table 22 : Cooling system
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown System Shutdown Control Auxiliary Standby Start X X Stop
Identification of system parameter Sea water pump pressure or flow Fresh water pump pressure or flow Level in cooling water expansion tank
Alarm X L X L L
Indic
Table 23 : Thrusters
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Thruster Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Control oil temperature (preferably before cooler) Oil tank level
Alarm H L
Indic
June 2003
BVmili
91
Pt F, Ch 3, Sec 1
4.7
Control of electrical installation
4.7.1 Where the electrical power can normally be supplied by one generator, suitable load shedding arrangement shall be provided to ensure the integrity of supplies to services required for propulsion and steering as well as the safety of the ship. 4.7.2 In the case of loss of the generator in operation, adequate provision shall be made for automatic starting and connecting to the main switchboard of a standby generator of sufficient capacity to permit propulsion and steering and to ensure the safety of the ship with automatic restarting of the essential auxiliaries including, where necessary, sequential operations. 4.7.3 The standby electric power is to be available in not more than 45 seconds. 4.7.4 If the electrical power is normally supplied by more than one generator simultaneously in parallel operation, provision shall be made, for instance by load shedding, to
ensure that, in the case of loss of one of these generating sets, the remaining ones are kept in operation without overload to permit propulsion and steering, and to ensure the safety of the ship.
4.7.5 Following a blackout, automatic connection of the standby generating set is to be followed by an automatic restart of the essential electrical services. If necessary, time delay sequential steps are to be provided to allow satisfactory operation. 4.7.6 Monitored parameters for which alarms are required to identify machinery faults and associated safeguards are listed in Tab 24 and Tab 25. These alarms are to be indicated at the control location for machinery as individual alarms; where the alarm panel with all individual alarms is installed on the engine or in the vicinity, a common alarm in the control location for machinery is required. For communication of alarms from the machinery space to the bridge area and accommodation for engineering personnel, detailed requirements are contained in [5].
Table 24 : Auxiliary reciprocating I.C. engines driving generators
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Engine Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Fuel oil viscosity or temperature before injection Fuel oil pressure Fuel oil leakage from pressure pipes Lubricating oil temperature Lubricating oil pressure3 Oil mist concentration in crankcase (2) Pressure or flow of cooling water, if not connected to main system Temperature of cooling water or cooling air Level in cooling water expansion tank, if not connected to main system Engine speed
Alarm L+H
Indic local
X local H H L LL H L H L local X H Fault in the electronic governor system (1) (2) X X local local local X (1) X X
Not applicable to emergency generator set. For engines having a power of more than 2250 kw or a cylinder bore of more than 300 mm.
92
BVmili
June 2003
Pt F, Ch 3, Sec 1
Table 25 : Auxiliary steam turbines
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Turbine Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Turbine speed
Alarm
Indic local
X HH Lubricating oil supply pressure L LL X through a selector switch, to ensure connection to at least one of those cabins. X X
5
5.1
Alarm system
General
5.3
Machinery alarm system
5.1.1 A system of alarm displays and controls is to be provided which readily allows identification of faults in the machinery and satisfactory supervision of related equipment. This may be arranged at a main control station or, alternatively, at subsidiary control stations. In the latter case, a master alarm display is to be provided at the main control station showing which of the subsidiary control stations is indicating a fault condition. 5.1.2 Unless otherwise justified, separation of monitoring and control systems is to be provided. 5.1.3 The alarm system is to be designed to function independently of control and safety systems, so that a failure or malfunction of these systems will not to prevent the alarm system from operating. Common sensors for alarms and automatic slowdown functions are acceptable as specified in each specific table. The independence is not required if the controlled machinery is duplicated and if the control and safety of duplicated machinery is achieved by an other independent system. This is also to be analysed with the fire risk of the machinery. 5.1.4 The alarm system shall be continuously powered and shall have an automatic change-over to a standby power supply in the case of loss of normal power supply.
5.3.1 The local silencing of the alarms on the bridge or in accommodation spaces is not to stop the audible machinery space alarm. 5.3.2 Machinery faults are to be indicated at the control locations for machinery.
5.4
Alarm system on navigating bridge
5.4.1 Alarms associated with faults requiring speed reduction or automatic shutdown are to be separately identified on the bridge. 5.4.2 The alarm system is to activate an audible and visual alarm on the navigation bridge for any situation which requires action by or the attention of the officer on watch. 5.4.3 Individual alarms are to be provided at the navigation bridge indicating any power supply failures of the remote control of propulsion machinery.
6
6.1
Safety systems
General
5.2
Alarm system design
5.2.1 The alarm system and associated sensors are to be capable of being tested during normal machinery operation. 5.2.2 Insulation faults on any circuit of the alarm system are to generate an alarm, when an insulated earth distribution system is used. 5.2.3 An engineers alarm is to be activated when the machinery alarm has not been accepted in the machinery spaces or control room within 5 minutes. 5.2.4 The alarm system is to have a connection to the engineers public rooms and to each of the engineers cabins
6.1.1 Safety systems of different units of the machinery plant are to be independent. Failure in the safety system of one part of the plant is not to interfere with the operation of the safety system in another part of the plant, unless the machinery is duplicated. 6.1.2 In order to avoid undesirable interruption in the operation of machinery, the system is to intervene sequentially after the operation of the alarm system by:
starting of standby units load reduction or shutdown, such that the least drastic action is taken first.
6.1.3 The arrangement for overriding the shutdown of the main propelling machinery is to be such as to preclude inadvertent operation.
June 2003
BVmili
93
Pt F, Ch 3, Sec 1
6.1.4 After stoppage of the propulsion engine by a safety shutdown device, the restart is only to be carried out, unless otherwise justified, after setting the propulsion bridge control level on stop.
speed. The purpose of this check is not to control the nautical performances of the ship (such as stopping distance, etc.) finally, checking of the operation of the whole installation in normal working conditions, i.e. as a general rule without watch-keeping personnel for the monitoring and/or running of the machinery during 6 h at least The following procedure may, for instance, be chosen: underway during 3 h, then decreasing to full ahead. Staying in that position during 5 min. Then stopping for 15 min. Then, putting the control lever in the following positions, staying 2 minutes in each one: astern slow, astern half, astern full, full ahead, half ahead, stop, full astern, stop, ahead dead slow, half ahead, then increasing the power until underway position.
7
7.1
Testing
General
-
7.1.1 Tests of automated installations are to be carried out according to Pt C, Ch 4, Sec 6 to determine their operating conditions. The details of these tests are defined, in each case, after having studied the concept of the automated installations and their construction. A complete test program is to be submitted for approval and may be as follows: 7.1.2 The tests of equipment carried out alongside the quay under normal conditions of use include, for instance: the electrical power generating set the auxiliary steam generator the automatic bilge draining system automatic centrifugal separators or similar purifying apparatus automatic change-over of service auxiliaries detection of high pressure fuel leaks from diesel generating sets or from flexible boiler burner pipes. 7.1.3 Sea trials are used to demonstrate the proper operation of the automated machinery and systems. For this purpose, for instance, the following tests are to be carried out: Test of the remote control of propulsion: - checking of the operation of the automatic control system: programmed or unprogrammed starting speed increase, reversal, adjusting of the propeller pitch, failure of supply sources, etc. - checking of the crash astern sequence, to ensure that the reversal sequence is properly performed from full away, the ship sailing at its normal operation
Test of the operating conditions of the electrical production : automatic starting of the generating set in the event of a blackout automatic restarting of auxiliaries in the event of a blackout load-shedding in the event of generating set overload automatic starting of a generating set in the event of generating set overload. Test of normal operation of the fire detection system (detection, system faults) Test of detection in the scavenging air belt and boiler air duct Test of the fire alarm system Test of protection against flooding.
Test of fire and flooding system: -
Test of operating conditions, including manoeuvring, of the whole machinery in an unattended situation for 6 h.
94
BVmili
June 2003
Pt F, Ch 3, Sec 2
SECTION 2
CENTRALISED CONTROL STATION (AUT-CCS)
1
1.1
General
Application
No 1 2 3 (1)
Table 1 : Documentation to be submitted
I/A (1) A A A
Document Means of communication diagram Central control position layout and location System of protection against flooding
1.1.1 The additional class notation AUT-CCS is assigned in accordance with Pt A, Ch 1, Sec 2, [5.5.3] to ships fitted with a machinery installation operated and monitored from a centralised control station, and complying with the requirements of this Section.
A: to be submitted for approval I: to be submitted for information.
It applies to ships which are intended to be operated with machinery spaces unattended, but with continuous supervision from a position where control and monitoring devices of machinery are centralised.
Note 1: Machinery spaces are defined in Pt C, Ch 1, Sec 1, [1.4.2].
4
4.1
Propulsion plant operation
1.1.2 Remote indications for continuous supervision of the machinery are to be located in a centralised control position, to allow a watch service of the machinery space.
4.1.1 The continuously manned centralised control position is to be designed, equipped and installed so that the machinery operation is as safe and effective as if it were under direct supervision. 4.1.2 Monitoring and control of main systems are to be designed according to the requirements mentioned in Ch 3, Sec 1, [4]. Additional indications in the centralised control position are required, and shown in the table with the symbol R. 4.1.3 In the centralised control position, it is to be possible to restore the normal electrical power supply in the case of power failure (e.g. with remote control of the generating sets), unless an automatic restart is provided. 4.1.4 Automatic restart of essential auxiliaries for propulsion and steering may be replaced by remote control from the centralised control position. 4.1.5 The status of machinery (in operation or on standby) and all parameters crucial to the safe operation of essential machinery are to be shown at the centralised control position. 4.1.6 Under all sailing conditions including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller are also to be fully controllable from the centralised control position. 4.1.7 In addition to the requirements in Ch 3, Sec 1, [4.1.10], the device to prevent overload, when automatic or remote controlled from the centralised control position, is to be fitted with an alarm indicating the necessity of slowing down.
1.2
1.2.1 A means of communication is to be provided between the centralised control station, the navigation bridge, the engineerss accommodation and, where necessary, the machinery spaces. 1.2.2 Means of communication are to be operable even in the case of failure of the main source of electrical power supply. 1.2.3 The requirements mentioned in Ch 3, Sec 1, [1.2] are applicable.
2
2.1
Documentation
2.1.1 In addition to those mentioned in Pt C, Ch 4, Sec 1, Tab 1, documents according to Tab 1 are required.
3
3.1

General
3.1.1 The requirements mentioned in Ch 3, Sec 1, [3] are applicable, except for Ch 3, Sec 1, [3.4.5]. 3.1.2 The flooding alarms are to be transmitted to the continuously manned centralised control position. 3.1.3 The fire main is to be permanently under pressure.
4.2
Control position location
4.2.1 If the centralised control position is an enclosed space located in the machinery spaces, it is to be provided with two safe fire escapes.
June 2003
BVmili
95
Pt F, Ch 3, Sec 2
5
5.1
Alarm system
General
7
7.1
Testing
Tests after completion
5.1.1 The alarm system is to be designed according to Ch 3, Sec 1, [5]. 5.1.2 Every alarm is to be indicated visually and audibly at the centralised control position. If an alarm function has not received attention locally within a limited time, an alarm clearly audible in the engineers' accommodation is to be activated.
7.1.1 Tests are to be carried out of all systems which are required to be in operation at the quay, such as the fuel oil purifier system, electrical power generation, auxiliary steam generator, etc.
7.2
Sea trials
6
6.1
Safety system
General
7.2.1 The sea trials are to demonstrate the proper operation of automation systems. A detailed test program is to be submitted for approval. As a minimum, the following are to be tested:
6.1.1 Safeguard disactivation, if provided at the centralised control position, is to be so arranged so that it cannot be operated accidentally; the indication safety devices off is to be clearly visible. This device is not to disactivate the overspeed protection. 6.1.2 Safety systems provided with automatic operation may be replaced by remote manual operation from the centralised control position.
the remote control system of propulsion machinery electrical production and distribution efficiency of the fire detection and fire alarm system protection against flooding continuous operation in all sailing conditions, including manoeuvring, for 6 hours with unattended machinery spaces and at least one person in CCS.
96
BVmili
June 2003
Pt F, Ch 3, Sec 3
SECTION 3
AUTOMATED OPERATION IN PORT (AUT-PORT)
1
1.1
General
Application
running station if the wheelhouse and officers cabins are close together. Failing this, such remote control is to be fitted at a place close to the officers cabins or to the engine room exit. Alternatively, the fire main may be permanently under pressure.
3.1.3 Transmission to the navigating bridge of fire alarm and flooding is not required, but these alarms are to be directed at the intervention personnel.
1.1.1 The additional class notation AUT-PORT is assigned in accordance with Pt A, Ch 1, Sec 2, [5.5.4] to ships fitted with automated installations enabling the ships operation in port or at anchor without personnel specially assigned for the watch-keeping of the machinery in service, and complying with the requirements of this Section. 1.1.2 The arrangements provided are to be such as to ensure that the safety of the ship in port is equivalent to that of a ship having the machinery spaces manned.
4
4.1
Plant operation
1.2
4.1.1 The machinery and systems which are to be in operation in port are to be designed according to Ch 3, Sec 1, [4], unless otherwise stated. 4.1.2 The requirements regarding electrical production for propulsion Ch 3, Sec 1 are not applicable. 4.1.3 The operation of auxiliaries, other than those associated with propulsion, is to be designed according to Ch 3, Sec 1.
1.2.1 The requirements of Ch 3, Sec 1, [1.2] are applicable.
2
2.1
Documentation
2.1.1 In addition to the those mentioned in Pt C, Ch 4, Sec 1, Tab 1, documents according to Tab 1 are required. Table 1 : Documentation to be submitted
5
5.1
Alarm system
General
No 1 2
I/A (1) A A
Document Means of communication diagram Technical description of automatic engineers alarm and connection of alarms to accommodation and bridge, when applicable System of protection against flooding List of machinery to be in operation in port
5.1.1 The alarm system is to be designed according to Ch 3, Sec 1, [5], unless otherwise stated in this Section. 5.1.2 The alarm system is to be designed so as to inform of any situation which requires attention of the personnel on watch.
3 4
A I
(1) A: to be submitted for approval I: to be submitted for information.
For this purpose, an audible and visual alarm is to be activated in the centralised control station and in an other control position for the personnel on watch. Any other arrangement is to be to the satisfaction of the Society.
3
3.1

general
6
6.1
Testing
Tests after completion
3.1.1 The requirements given in Ch 3, Sec 1, [3] are applicable unless otherwise indicated below. 3.1.2 The remote control of the main fire pump for the pressurisation of the fire main may be located at the bridge
6.1.1 Tests are to be carried out of all systems which are required to be in operation in port, such as: the fuel oil purifier system, electrical power generation, auxiliary steam generator, etc.
June 2003
BVmili
97
Pt F, Ch 3, Sec 4
SECTION 4
INTEGRATED MACHINERY SPACES (AUT-IMS)
1
1.1
General
Application
1.1.1 The additional class notation AUT-IMS is assigned in accordance with Pt A, Ch 1, Sec 2, [5.5.5] to ships fitted with automated installations enabling periodically unattended operation of machinery spaces and additionally with integrated systems for the control, safety and monitoring of machinery.
3.1.2 The height of oil-tight coamings of boiler gutterways is to be designed in accordance with Pt C, Ch 2, Sec 1, [5.10.4]. Other gutterways are to have a coaming height not less than 15 cm. Their drain inlet is to be fitted with suitable protection such as a grid or small welded rods. Drain pipes are to be sufficiently large and free from sharp bends or horizontal or rising portions. The height of gutterway coamings around the fuel oil components of diesel engines (injection pumps, filters, etc.) may, due to their small dimensions, be reduced to 8 cm.
This notation is assigned when the requirements of this Section are complied with in addition to those of Ch 3, Sec 1 for the assignment of the notation AUT-UMS.
1.1.2 The design of automation systems, including computer based systems when applicable, is to be such that even when a single failure occurs a secondary independent means is available to restore the functionality of the service.
On small diesel engines, when construction of such gutterways around the aforesaid devices is difficult, a gutterway of 15 cm height around the considered engine is acceptable.
3.1.3 The draining system of the room where thermal fluid heaters are fitted, as well as the save all of the latter, are not to allow any fire extension outside this room. 3.1.4 Incinerators (except those exclusively intended to burn oil residue) as well as thermal fluid heaters are to be located in rooms other than the following spaces: propulsion plant and auxiliary spaces steering gear room rooms containing electric generating sets (including the emergency generating set) or containing the main or the emergency switchboard rooms containing hydraulic equipment engine control room engineers and electricians workshops.
2
2.1
Documentation
2.1.1 In addition to the those mentioned in Pt C, Ch 4, Sec 1, Tab 1 and Ch 3, Sec 1, Tab 1, documents listed in Tab 1 are to be submitted. Table 1 : Documents to be submitted
No 1 2 3 (1)
I/A (1) I I I
Document Block diagram of the integrated computer based systems Description of the data transmission protocol Description of the auto-diagnosis function
Unless they are located in tight manifolds, provided with appropriate means of internal inspection and with a leak collecting system, heat transfer oil pipes are not allowed in these spaces.
3.1.5 The fastening of connections (nuts, screw, etc.) of lubricating oil or fuel oil pipes above 1,8 bar pressure is to be locked. 3.1.6 Hydraulic equipment delivering pressure over 25 bar and located in machinery spaces containing the main engine or its auxiliaries is to be provided with a system of protection against spray or mist caused by leaks (double pipe, shield, cabinet, etc.). This applies in particular to the following equipment: controllable pitch propellers or main transverse thrust units clutches turbine manoeuvring steam valves exhaust gas valves of diesel engines or gas damper control systems
A: to be submitted for approval I: to be submitted for information.
3
3.1

Fire prevention
3.1.1 All necessary precautions are to be taken to reduce fire risks, such as: drips
leaks under pressure overflow hydrocarbon accumulation in particular under lower floors discharges of oil vapours during heating soot or unburnt residue in smoke stacks or exhaust pipes.
The low level alarm required for hydraulic tanks of these circuits is to be triggered as soon as possible.
98
BVmili
June 2003
Pt F, Ch 3, Sec 4
The automatic stop of hydraulic pumps is to be operated in the same circumstances, except where this stop can lead to propulsion stop.
3.1.7 Appropriate means are to be provided to prevent undue opening (due to vibrations) of air venting cocks fitted on equipment or piping containing flammable liquid under pressure.
4
4.1
Design requirements
General
Drain pipes from air vent cocks and from safety valves are to carry the liquid vertically down to save-alls suitable for this use.
3.1.8 In addition to the requirements of Ch 3, Sec 1, [3.1], lubricating oil and fuel oil tanks are to be provided with a high level alarm.
4.1.1 Consequences of a possible fault are to be taken into account. Normally, no consideration is given to defects occurring simultaneously; however in the case of defects which would remain undetected, it might be necessary to take into consideration the adding of several independent defects. 4.1.2 Necessary arrangements are to be made to avoid interaction between the various automatic control circuits in the event of a fault in one of them (e.g. galvanic separation of automatic control electric circuits or earth leak monitoring device with possibility of disconnecting the faulty circuit, keeping the others in service); this applies in particular to the propulsion plant of steam vessels. 4.1.3 Arrangements are to be made to avoid self-oscillation of these automatic control devices; their natural frequencies are to be sufficiently far from those of the controlled installation to avoid resonance. 4.1.4 Sequential controls are to ensure checking of the condition necessary for automatic starting of main and auxiliary machinery. If one of these conditions is not fulfilled, the starting process is to be locked. A new starting attempt may be allowed only after returning to a steady and safe position. 4.1.5 To determine the operating conditions of the sequences, transducers are to check the parameter resulting from each step. The use of simple time delays for controlling the sequences is to be limited to cases where they can previously be clearly defined.
3.2
Fire detection
3.2.1 In addition to that required in Ch 3, Sec 1, [3.2], fire detection is also to be provided in rooms containing oil hydraulic equipment, operated without watch-keeping personnel, and adjacent to such rooms or to those listed in Ch 3, Sec 1, [3.2]. 3.2.2 Fire detection is to be able to detect either smoke or combustion gas. 3.2.3 Each detector is to be provided with a clear indicator showing that it is activated by a fire. A repeater of this indicator is required for detectors situated in spaces which are not easily accessible or can be locked, such as fuel or oil purifier rooms, workshops, stores, etc. 3.2.4 The detection equipment is to be so designed as to signal in less than 3 minutes a conventional seat of fire resulting from the combustion of 500 g textile waste impregnated with 25 cl of diesel oil in a square gutterway 30 cm wide x 15 cm high.
4.2
Integrated computer based systems
3.3
Fire fighting
4.2.1 The following requirements apply in addition to those in Pt C, Ch 4, Sec 3 and Ch 3, Sec 1. 4.2.2 The machinery computer network is to allow communication between subsystems to an extent acceptable for this network. The subsystems interconnected on the network are as follows:
3.3.1 Some of the portable and mobile extinguishers required are to be located in the following places:
close to the engine room entrances close to the engine control room.
3.3.2 The emergency stop of machinery space ventilation is to be possible from the navigating bridge or in proximity. 3.3.3 Where some remote safety action is possible from the wheelhouse on thermal fluid heaters or incinerators, the alarm grouping is to enable the operator to avoid any confusion when initiating such action.
Automation systems for control of machinery according to the requirements of Ch 3, Sec 1, [4], and Automation systems for dynamic positioning when applicable.
4.2.3 The machinery computer network is not to be used for non-essential functions. A separate network is to be provided for these non-essential functions, where necessary. 4.2.4 In addition to the requirements of Pt C, Ch 4, Sec 3, [4.5], the machinery computer network is to be redundant and, in the case of failure of one network, automatic switching to the other network is to be provided. 4.2.5 The integrated automation system is to be designed such that the subsystem is still operating in the case of loss of transmission of the network.
3.4
Protection against flooding
3.4.1 An alarm is to be given on the navigating bridge in the event of flooding in machinery spaces situated below the load line. One alarm per limited watertight bulkhead zone is to be provided. These alarms are to be separated from the others, individual for each machinery space and triggered early, at flooding outset.
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4.2.6 A printed document or any record is to be automatically issued when a modification of the configuration of the integrated system is carried out. 4.2.7 In the case of failure of one workstation, the corresponding functions are to be possible from any other station, without a stop of the system in operation. Particular attention is to be paid to the configuration of the workstations.
the maintenance of a suitable level in normal service and during stop periods the settling of impurities and the air-freeing of the liquid.
5.3.3 The filling and return piping for these tanks is to be so arranged as to avoid any abnormal turbulence and excessive aeration of the liquid. The location of tanks and suction pipes is to ensure correct supply of the pumps. 5.3.4 The hydraulic fluids are to have appropriate and constant characteristics for their use and particularly a satisfactory viscosity at all the temperatures at which they are to operate in normal service; their flashpoint and their temperature of self-ignition or of destruction by heat are to be the highest possible. The materials used for the various parts of the circuits are to be adapted to the nature and characteristics of the liquids employed. 5.3.5 Transducers connecting pipes are to be so designed as to avoid any delay in the transmission of information, especially when viscous fluids are used. 5.3.6 Air venting facilities are to be foreseen for the various circuits.
5
5.1
Electrical and electronic construction requirements
5.1.1 In order to resist vibrations, connections are to be made carefully, for instance by using terminals crimped on the insulated conductor, or by means of heat shrinkable sleeves, etc. 5.1.2 Direct soldered connections on printed cards are to be avoided. Fastening of the printed cards is to make their connectors free of mechanical stresses. Response to vibration of the printed cards and of their components is to be specially considered.
6
6.1
General
5.2
Pneumatic construction requirements
5.2.1 Compressed air is to be supplied from two sources having sufficient flow rate to allow normal operation while one is out of service. The pressure is to be automatically maintained at a value allowing satisfactory operation of the installation. 5.2.2 One or more air vessels fitted with non-return valves are to be provided and reserved for monitoring and control installations. 5.2.3 If compressed air used for monitoring and control circuits is supplied by reducing valves, the latter are to be duplicated, together with their their filters, unless an emergency air supply is provided. 5.2.4 Necessary provision is to be made to ensure continuous and automatic cooling, filtering, dehydration and oil separation of the compressed air prior to its introduction into the monitoring and control circuits. 5.2.5 When oiling of the air is necessary for the lubrication of some pneumatic components, it is to be done directly to the supply side of these components.
6.1.1 The necessary operations to pass from manoeuvring to underway, and vice versa, are to be automated. This applies, for example, to the starting of auxiliary boilers or of diesel generating sets as well as to main engine fuel oil change-over when this change-over is necessary. 6.1.2 When passing from stand by to underway and vice versa, the gradual process of power increase and decrease, if considered necessary by the builder, is to be automatic; nevertheless, when provided, this device is to be able to be quickly cancelled from the bridge, to perform emergency manoeuvring. 6.1.3 The operations to be effected from the monitoring and control stations are to be defined with due consideration to the type of installations and to their automation level. Operating conditions are also to be considered during periods when machinery watch-keeping is ensured and during trouble periods, when intervention, or even watchkeeping, is foreseen. 6.1.4 Where sufficiently centralised controls are situated near the various components of the plant to allow quick intervention by a reduced personnel, the above-mentioned monitoring and control station may be replaced by a simple monitoring station, providing information necessary for rapid and easy intervention. 6.1.5 Where some indications are transmitted to a control station by means of fluids, necessary arrangements are to be made to avoid a leak from the piping having a detrimental effect on the operation of the surrounding equipment (circuits, terminals). In particular, the piping of liquid fluids is to be separated from electrical apparatuses and gutters are to be provided for draining leakage.
5.3
Hydraulic construction requirements
5.3.1 At least two feed pumps are to be provided so that the pressure in circuits can be maintained while one of the pumps is out of service. Piping and accessories are to be so arranged that it is possible to carry out maintenance and repairs on one pump while the second remains in operation. 5.3.2 The capacity of the tanks is to be sufficient to ensure:
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6.1.6 Measuring instruments located on the navigating bridge are to be lighted or luminescent; it is to be possible to adjust their light intensity to protect the operator from dazzling. The number of dimmers is to be reduced as far as possible. Partial covers on lamps are to be avoided; an adjusting system by trimmer is to be preferred. It is not to be possible to hide or totally extinguish the luminous signals of alarms. 6.1.7 Arrangements are to be made to allow the propulsion plant to be restarted from the navigating bridge after a blackout. Special attention is to be paid to certain operations such as:
intentional stop longer than 10 min. For this purpose a warning light, suitably labelled and automatically switched on, or any other equivalent arrangement, may be used. This operation is to be possible only when the following conditions are fulfilled: shaft line brake released turning gear disengaged fuel pump rack at zero position bridge control system on. In addition, means are to be provided at the control station in operation to check that the turning is correctly carried out. The remote control of turning with air from the bridge is to be suppressible from the control station or the engine room.
6.2.6 For each main engine, the bridge running station is to be provided with the following additional devices:
reset of the safety shutdown devices, restart of disengageable main engines, or automatic firing of an auxiliary boiler. An indication is to be shown on the navigating bridge as soon as propulsion can be restarted.
6.1.8 Where control and monitoring are under the supervision of one watchkeeper only, his unavailability is to release an alarm at the bridge station.
one tachometer for disengageable engines a load indicator (fuel oil pump rack) or an overload alarm a signal automatic starting valve manually closed.
6.2
Diesel propulsion plants

6.2.7 The following additional alarms are to be provided:
6.2.1 The lubricating system for cylinder liners, when fitted, is to be equipped with an alarm device which operates in the event of failure of one of the distribution boxes. The monitoring is to be performed on at least two feed lines for each box and on at least one line per cylinder. 6.2.2 Drainage of the under piston spaces of cross-head engines is to be carried out either continuously or automatically at regular intervals. The frequency of the operation is to be manually adjustable to take account of the operating conditions and of the engine condition (adjusting of cylinder lubrication, condition of piston rings, etc.); in this case, an alarm is to operate if drainage has not been effected in the allotted time. 6.2.3 An alarm is to indicate any abnormal presence of water in the super-charging manifolds; in this case, unless otherwise justified, an automatic blocking of the engine start is also to be provided. 6.2.4 In a manoeuvring condition, correct engine operation is to remain ensured automatically.
thermal engine overload (exhaust gas temperature) low temperature of cylinder and/or piston coolant (except where justified such as for sea water recirculation). Furthermore, the inlet and outlet valves of each cylinder are to be locked in the open position. differential pressure through fuel oil filters high temperature of each reduction gear, reverse gear or clutch bearing.
6.3
Gas turbine propulsion plant
6.3.1 Additional requirements for gas turbine propulsion plants are given in Tab 2. 6.3.2 Normal operation of the turbine is to include regular rinsing of the combustion air circuit.
6.4
Electric propulsion plant
Where main engines are fed with heavy heated fuel oil in the manoeuvring condition, suitable arrangements are to be provided to enable long duration stops. If particular arrangements are necessary, such as a change in injector cooling, they are to be automated.
6.2.5 Unless justified by the Manufacturer, for remotely started engines, means are to be provided on the bridge for turning the main engine with compressed air after any
6.4.1 Additional requirements for the electric propulsion plant are listed in Ch 3, Sec 1, [4.4].
6.5
Shafting, clutches, CPP, gears
6.5.1 The temperature of each shaft bearing fitted between the main engine (or the reduction gear) and the sterntube is to be monitored (alternatively, a group alarm associated with means to detect the fault is acceptable). This monitoring is not required for ball or roller bearings.
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Table 2 : Gas turbine propulsion plants
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Main Turbine Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Metal particle detection in lubricating oil Lubricating oil temperature inlet to turbine Lubricating oil tank level Metal particle detection in fuel oil Fuel oil deaerator efficiency
Alarm X H L X X
Indic
Table 3 : Auxiliary boilers
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Boiler Shutdown X (1) X (1) Control Auxiliary Standby Start Stop
Identification of system parameter Water level Oil pollution in the steam heating drains Circulating pump delivery pressure or flow Steam pressure Fuel oil pressure Misfire (1) Automatic fuel shut-off.
Alarm H X L L L X
Indic
6.6
Auxiliary systems
6.6.1 Low pressure in air vessels is to trigger an alarm. 6.6.2 If the production of auxiliary steam is necessary for the proper operation of the installations covered by the notation, and if it is dependent on the propulsion plant power, its continuity is to be ensured in case of change in propulsion power. 6.6.3 Oil fired automated auxiliary boilers necessary for propulsion (for instance necessary to fuel heating supplying the main engine) are to be fitted with continuous or on/off automatic combustion control. Furthermore, automatic firing of at least one of these boilers is to be provided after blackout. 6.6.4 Package burner units, which could cause serious fires where they break their fastening or in the event of accidental or inadvertent removal from the boiler, with the possibility of automatic firing in that position, are to be provided with appropriate safety devices, such as:
6.6.5 Where a burner is switched off, fuel pressure before the last valve is to be automatically suppressed or notably reduced by an arrangement provided for this purpose. 6.6.6 The additional arrangements listed in Tab 3 are to be provided. However, they are not compulsory for auxiliary boilers used for cargo or accommodation heating only. 6.6.7 Fire in an exhaust gas finned tube boiler (exhaust gas manifold high temperature) is to trigger an alarm. 6.6.8 Any risk of introducing a heated product into a stopped oil circuit is to be prevented by appropriate means (pressurisation with nitrogen, compressed air, etc.). The additional arrangements listed in Tab 4 are to be provided. 6.6.9 The detection system for possible oil leakage into the boiler furnace is not to introduce any risk of fire extension (in particular in connecting to the atmosphere). In addition, the oil coming from a safety valve discharge is to be suitably collected. 6.6.10 Thermal fluid heaters heated by main engine exhaust gas are to be specially examined by the Society. Taking into account the risk inherent in this type of equipment, particular arrangements or protection may be required.
additional mechanical support of heavy units micro switch included in the firing sequence, or equivalent.
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Table 4 : Thermal fluid heaters
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown System Shutdown X (1) Control Auxiliary Standby Start Stop
Identification of system parameter Thermal fluid leak into furnace Fault in pressurisation system Critical fire in boiler
Alarm X X X
Indic
(1) Automatic fuel shut-off and shutdown of the circulation.

Table 5 : Evaporators
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Evaporator Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Electric fault at pump Heating fluid pressure or flow Excessive salinity of distilled water before drain valve or re-circulation valve Excessive salinity of distilled water after drain valve or recirculation valve (at tank inlet) (1) Automatic draining to bilge or re-circulation
Alarm X L
Indic
X (1) H
6.6.11 Incinerators for chemical products are specially examined. 6.6.12 Installation of fuel oil blending units is to be submitted to the examination of the Society. 6.6.13 An alarm is to be triggered when the blending unit outflow is too low. 6.6.14 Unexpected modifications of the blend ratio are to be detected through an appropriate device. This monitoring, fitted at the blending unit heater outlet, is as a general rule to be effected:
6.6.17 As a general rule, the homogeneity of the blend is to be ensured; this may involve a special arrangement, more particularly when tanks are provided between the blending unit and booster pumps. 6.6.18 Evaporators are to be provided with the arrangements listed in Tab 5.
6.7
Control of electrical installation
by supervision of the high and low temperature when heating adjustment is carried out through a viscosimeter by viscosity supervising, when heating adjustment is carried out by a thermostatic device.
6.6.15 Precautions are to be taken in order to prevent malfunction of the propulsion plant and electric power plant in case of blending unit failure (automatic change-over to light fuel oil for instance). 6.6.16 Where necessary, steps are to be taken to reduce or suppress blend heating when the heavy fuel rate is too low.
6.7.1 Where the electrical power is exclusively produced by diesel generator sets, the oil quantity in the crankcase (volume contained between the maximum and minimum levels indicated by the engine builder) is to allow continuous service of 24 h at full load with 2,5 g/kW/h oil consumption. Alternatively, automatic lubricating oil make up to the crankcase may be accepted. 6.7.2 Where generators can be paralleled, installation is to include automatic start, synchronising, connecting and load sharing. 6.7.3 Where the number of generators in service is to vary according to operating condition, starting and connecting of supplementary generators, entailed by the use of equipment during manoeuvring, is not to require intervention in machinery spaces.
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Table 6 : Electricity production
Automatic control G = group alarm I = individual alarm R = remote Monitoring Slowdown Prime mover Shutdown Control Auxiliary Standby Start Stop
Identification of system parameter Main diesel generator Cylinder cooling general outlet temperature (where preheating is provided) Pre-lubrification failure, if applicable Crankcase or return tank level (when electrical production is only supplied by diesel generator sets) Fuel oil pressure Differential pressure through filters (when fuel oil pipeline is common to several diesel generators) Turning gear or bar engaged Fault of primary cooling (when centralised) Turbogenerator Thrust and reduction gear bearing temperature Generator Sleeve bearing temperature Flow or pressure of coolant (when liquid cooled) Cooler inlet temperature (when liquid cooled) Electric circuits Insulation resistance of electrical supply to essential automatic control system and to essential propulsion auxiliaries Generator overload (110 % of rated current) (1) (2) Safety lock of automatic start. Automatic load shedding.
Alarm
Indic
L X L L X X (1) X H H L H L X X (2)
6.7.4 Where starting of the standby generating set mentioned in Pt C, Ch 3, Sec 3, [2.2] depends on emergency generating set running, precautions are to be taken to ensure automatic connecting of the latter. In particular, the following alarms of emergency generating sets are to be provided:
turbo feed pumps of main boilers fuel oil supply pump to main boilers rotative air heater motor drive turbo generator lubricating oil pump (if necessary) main condensate pump (main condenser) vacuum pump (where air ejectors are provided, the steam supply valves are to be physically locked) condensate pump (auxiliary condenser) cooling sea water pump to auxiliaries of turbines and gearing (where essential auxiliaries are cooled) hydraulic pump for remote control.
6.7.7 The automatic restart of essential electrical auxiliaries after blackout is to be as fast as practicable and, in any case, less than 5 minutes.
preheating and pre-lubricating failure (except where the engine Manufacturer stipulates that these operations are not indispensable) starting air pressure low (or equivalent) fuel oil tank level low.
6.7.5 The additional arrangements for electricity production listed in Tab 6 are to be provided. 6.7.6 The requirements stated in Pt C, Ch 4, Sec 2, [6.4.1] and Ch 3, Sec 1, [4.6.1] apply also to the following:
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7
7.1
Testing
Additional testing
7.1.1 In addition to those required in Ch 3, Sec 1, the following additional tests are to be carried out at sea:
inhibition function of alarms alarm acknowledgement procedure simulation of internal and external failure of the integrated system, including loss or variation of power supply wrong data insertion test.
checking of the fire detection system as per [3.2.4] checking of the proper operating condition of fire detection in economisers, exhaust gas boilers fitted with finned tubes, etc. checking of the proper operating condition of the integrated computer based systems used for monitoring, control and safety of machinery and in particular: visual inspection functional operation of workstation transfer of control of workstation
7.2
Maintenance equipment
7.2.1 For maintenance, at least the following equipment is to be supplied: equipment for testing pressure sensors equipment for testing temperature sensors testing equipment as described in [3.2.4] for fire detectors, comprising extension rods for quick and easy testing a portable tachometer, if necessary.
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Chapter 4
INTEGRATED SHIP SYSTEMS (SYS)
SECTION 1 SECTION 2 SECTION 3
CENTRALISED NAVIGATION EQUIPMENT (SYS-NEQ) INTEGRATED BRIDGE SYSTEMS (SYS-IBS) COMMUNICATION SYSTEM (SYS-COM)
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Pt F, Ch 4, Sec 1
SECTION 1
CENTRALISED NAVIGATION EQUIPMENT (SYSNEQ)
1
1.1
General
Application
International Maritime Organisation are complied with, in particular: a) Regulation 12, Chapter V of the 1974 International Convention for the Safety of Life at Sea (SOLAS) and applicable amendments b) the international Regulations for Preventing Collisions at Sea and all other relevant Regulations relating to Radiotelegraphy, Radiotelephony and Safety of Navigation required by Chapters IV and V of SOLAS 1974, as amended c) the Provisional Guidelines for the Conduct of Trials in which the Officer of the Navigational Watch acts as the sole Lookout in Periods of Darkness (MSC Circular 566 of 2 July 1991) d) IMO Performance Standards for navigational equipment applicable to: magnetic compasses (Resolution A.382) gyrocompasses (Resolution A.424) radar equipment (Resolutions A.222, A.278, A.477, MSC.64 (67) Annex 4) ARPA (Resolution A.422, A.823 (19)) speed and distance measuring equipment (Resolution A.478, A.824) echo sounding equipment (Resolution A.224, MSC.74 (69) Annex 5) radio direction finder (Resolution A.223) electronic navigational aids general requirements (Resolution A.574) VHF Radio installation (Resolution MSC.68 (68) Annex 1, A.524 (13), A.803 (19)) automatic pilots (Resolution A.342) rate-of-turn indicators (Resolution A.526) VHF watchkeeping receiver (Resolution A.609).
1.3.2 The requirements and guidelines of the following international standards are applicable:
1.1.1 The additional class notation SYS-NEQ is assigned, in accordance with Pt A, Ch 1, Sec 2, [5.6.2], to ships fitted with a centralised navigation control system so laid out and arranged that it enables normal navigation and manoeuvring operation of the ship by two persons in cooperation.
This notation is assigned when the requirements of Articles [1] to [5], [7] and [8] of this Section are complied with.
1.1.2 The additional class notation SYSNEQ-1 is assigned, in accordance with Pt A, Ch 1, Sec 2, [5.6.2], when, in addition to [1.1.1], the installation is so arranged that the navigation and manoeuvring of the ship can be operated under normal conditions by one person for periodical one man watches. This notation includes specific requirements for prevention of accidents caused by the operators unfitness.
This notation is assigned when the requirements of this Section are complied with.
1.1.3 The composition and the qualification of the personnel on watch remain the responsibility of the Owner and the Administration. The authorisation to operate the ship in such condition remains the responsibility of the Administration.
1.2
Operational Assumptions
1.2.1 The requirements are framed on the following assumptions:
Plans for emergencies are specified and the conditions under which a one man watch is permitted are clearly defined in an operations manual which is acceptable to the Administration with which the ship is registered. The manning of the bridge watch is in accordance with the national regulations in the country of registration and for the waters in which the ship is operating. The requirements of the International Convention on Standards of Training Certification and Watchkeeping for seafarers (STCW) and other applicable statutory regulations are complied with.
ISO 8468 Ships bridge layout and associated equipment Requirements and guidelines IEC 60872: ARPA Operational and performance requirements Methods of testing and required test results IEC 60936: Shipborne radar Operational and performance requirements Methods of testing and required test results IEC 61023: Marine speed and distance measuring equipment (SDME) Operational and performance requirements Methods of testing and required test results
1.3
Regulations, guidelines, standards
1.3.1 The requirements are based on the understanding that the applicable regulations and guidelines issued by the
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IEC Document 18 (Central Office) 534: Special features Control and instrumentation.
1.3.3 Additional requirements may be imposed by the national authority with whom the ship is registered and/or by the Administration within whose territorial jurisdiction it is intended to operate.
Officer of the watch: erson responsible for safe navigating, operating of bridge equipment and manoeuvring of the ship OMBO: one man bridge operation OMBO ship: one man bridge operated ship Radar plotting: the whole process of target detection, tracking, calculation of parameters and display of information Seagoing ship: ship navigating on the high seas, i.e. areas along coasts and from coast to coast TCPA: time to closest point of approach Tracking: process of observing the sequential changes in the position of a target, to establish its motion Vigilance system: system provided to verify the officer of the watchs alertness Watch alarm: alarm that is transferred from the bridge to the Master and the backup navigator in the event of any officer of the watch deficiency (absence, lack of alertness, no response to another alarm/warning, etc.) Wheelhouse: enclosed area of the bridge Workstation: position at which one or several tasks constituting a particular activity are carried out.
1.4
Definitions
1.4.1 Terms used in the requirements are defined below:
Acquisition: the selection of those target ships requiring a tracking procedure and the initiation of their tracking Alarm: a visual and audible signal indicating an abnormal situation ARPA: automatic radar plotting aid Backup navigator: any individual, generally an officer, who has been designated by the ships Master to be on call if assistance is needed on the navigation bridge Bridge: that area from which the navigation and control of the ship is exercised, including the wheelhouse and bridge wings Bridge wings: those parts of the bridge on both sides of the ship's wheelhouse which, in general, extend to the ship side CPA: closest point of approach, i.e. the shortest target ship-own ship calculated distance that will occur in the case of no change in course and speed data Conning position: the place in the wheelhouse with a commanding view and which is used by navigators when monitoring and directing the ship mouvements Display: means by which a device presents visual information to the navigator, including conventional instrumentation Ergonomics: application of the human factor in the analysis and design of equipment, work and working environment Field of vision: angular size of a scene that can be observed from a position on the ship's bridge Lookout: activity carried out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision Navigation: all tasks relevant for deciding, executing and maintaining course and speed in relation to waters and traffic Navigator: person navigating, operating bridge equipment and manoeuvring the ship NAVTEX: an international maritime radio telex system sponsored by IMO and IHO, which automatically receives the broadcast telex information such as navigational, meteorological warnings and search and rescue (SAR) alerts on a 24-hour watch basis Normal conditions: when all systems and equipment related to navigation operate within design limits, and environmental conditions such as weather and traffic do not cause excessive workload to the officer of the watch
2
2.1
Documentation
2.1.1 In addition to the documents mentioned in Pt C, Ch 4, Sec 1, Tab 1, and the requirement in Pt C, Ch 4, Sec 1, [2.1.1], documents according to Tab 1 are to be submitted. 2.1.2 Additional plans and specifications are to be submitted for approval, if requested by the Society.
3
3.1
Bridge layout
General
3.1.1 The bridge configuration, the arrangement of consoles and equipment location are to enable the officer of the watch to perform navigational duties and other functions allocated to the bridge as well as maintain a proper lookout from a convenient position on the bridge, hereafter referred to as a 'workstation'. 3.1.2 A workstation for navigation and traffic surveillance/manoeuvring is to be arranged to enable efficient operation by one person under normal operating conditions. All relevant instrumentation and controls are to be easily visible, audible and accessible from the workstation. 3.1.3 The bridge layout design and workstations are to enable the ship to be navigated and manoeuvred safely by two navigators in cooperation. 3.1.4 The requirements and guidelines of the ISO 8468 Standard are to be applied as far as practicable for the design of bridge layout.
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N 1 2 3 4 5 6 7 8 9 10 11 12
I/A (1) A A A A A A A A A A A I
Documentation General arrangement of bridge and wheelhouse showing the position of the control console and panels Plans showing the field of vision from each workstation List and specification of navigational equipment fitted on the bridge and references (Manufacturer, type, national authority approval...) Functional block diagram indicating the relationship between the items of navigational equipment and between them and other equipment List of alarms and instrumentation fitted on the bridge Diagram of electrical supply to the navigational equipment Diagram of the system linking the bridge alarms with the other operational locations (2) Diagram of the navigation officers call system (2) Diagram of the communication systems (2) Diagram of the vigilance systems (2) Test program including test method List of the intended area of operation of the ship
(1) A : to be submitted for approval I : to be submitted for information. (2) Documents to be submitted only when a SYSNEQ-1 notation is requested.
4
4.1
Bridge instrumentation and controls

General
4.2
Safety of navigation: collision-grounding
4.1.1 The instrumentation and controls at the workstation for navigation and traffic surveillance/manoeuvring are to be arranged to enable the officer of the watch to:
a) determine and plot the ship's position, course, track and speed b) analyse the traffic situation c) decide on collision avoidance manoeuvres d) alter course e) change speed f) effect internal and external communications related to navigation and manoeuvring, radio communication on the VHF
g) give sound signals h) hear sound signals i) j) monitor course, speed, track, propeller revolutions (pitch), rudder angle and depth of water record navigational data (may be manually recorded from data available at the workstation).
4.2.1 The ship is to be equipped with an ARPA system including or associated with a collision avoidance system, meeting the requirements of IMO Resolution A.422 (XI). The ARPA function may be independent or built into the radar equipment. The system is to be based on the assumption that all floating objects may come onto a collision course with own ship if the object's course is changed up to 45 with its speed maintained. A warning is to be given to the navigator at a time which is to be adjustable in the range of 6 to 30 minutes, having regard to the time to danger (TCPA). The whole equipment is to feature the following capability: true motion and relative motion modes daylight-visible display automatic acquisition and tracking of 20 radar targets guard zone system, featuring adjustable parameters, notably warning and alarm set for CPA and TCPA simulator function showing the likely effects of a course or speed change in relation to tracked targets incorporated self-checking properties. 4.2.2 An automatic pilot is to be provided and monitored by an off-course alarm addressed to the navigator, in case of malfunction. This alarm is to be derived from a system independent from the automatic steering system. An overriding control device is to be provided at the navigating and manoeuvring workstation. Alternatively, track piloting equipment may be considered.
4.1.2 Irrespective of their size, gross tonnage and date of construction, all ships assigned the additional notation SYSNEQ are to be equipped with the instrumentation and controls described in [4.2] to [4.4].
The navigator is to be given an alarm in the event of deviation from the planned route. This alarm is to be adjustable having regard to the time to danger or grounding. Pre-warning is to be given at the approach of a way-point.
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Pt F, Ch 4, Sec 1
An alarm is to be initiated when the water depth beneath the ship is less than a predetermined value.
4.3
Position fixing
5.2.2 Following a loss of power which has lasted for 30 seconds or less, all primary functions are to be readily reinstated. Following a loss of power which has lasted for more than 30 seconds, as many primary functions as practical are to be readily reinstated.
4.3.1 Ships are to be provided with the following position systems:
5.3
Environmental conditions
a) position fixing systems appropriate to the intended service areas b) at least two independent radar, one of which is to operate within the X-band c) a gyrocompass system d) a speed log system e) an echo sounding system.
5.3.1 Shipborne navigational equipment specified in IMO Publication 978-88-04E PERFORMANCE STANDARDS FOR NAVIGATIONAL EQUIPMENT is to be capable of continuous operation under the conditions of various sea states, vibration, humidity, temperature and electromagnetic interference likely to be experienced in the ship in which it is installed. 5.3.2 Equipment which has been additionally specified in this notation is to comply with the environmental conditions specified in Pt C, Ch 3, Sec 2 for control and instrumentation equipment, computers and peripherals for shipboard use.
4.4
Controls - Communication
4.4.1 Ships are to be provided with the following control and communication:
a) a propulsion plant remote control system, located on the bridge b) a whistle control device c) a window wipe and wash control device d) a main workstation console lighting control device e) steering pump selector/control switches f) an internal communication system g) a VHF radiotelephone installation h) a wheelhouse heating/cooling control device i) a NAVTEX automatic receiver and recorder.
Note 1: The systems or controls under a) to g) are to be fitted within the reach of the officer of the watch when seated or standing at the main navigating and manoeuvring workstation.
Prevention of accidents caused by operators unfitness

Bridge safety system
6.1
6.1.1 A vigilance system is to be provided to indicate that an alert officer of the navigational watch is present on the bridge. 6.1.2 Any system used for verification of the officer of the navigational watch's alertness is not to cause undue interference with the performance of bridge functions. 6.1.3 The system is to be so designed and arranged that it cannot be operated in an unauthorised manner, as far as practicable. 6.1.4 Any system used for periodical verification of the officer of the navigational watch's alertness is to be adjustable up to 12 minute intervals and constructed, fitted and arranged so that only the ship's Master has access to the component for setting the appropriate intervals. 6.1.5 The system is to provide for the acknowledgement by the officer of the navigational watch at the navigating and traffic surveillance/manoeuvring workstation and other appropriate locations in the bridge from where a proper lookout may be kept. 6.1.6 Such system is to be connected to the alarm transfer system described in [6.3]. 6.1.7 An alarm is to operate on the bridge in the event of a failure of the bridge safety systems. 6.1.8 The requirements of [6.1.1] to [6.1.7] do not prevent the Society from accepting any technical systems that adequately verify or help maintain the alertness of the officer of the watch at intervals up to 12 minutes.
5
5.1
Design and reliability

General
5.1.1 Where computerised equipment is interconnected through a computer network, failure of the network is not to prevent individual equipment from performing its individual functions.
5.2
Power supply
5.2.1 Local distribution panels are to be arranged for all items of electrically operated navigational equipment. These panels are to be supplied by two exclusive circuits, one fed from the main source of electrical power and one from an emergency source of electrical power. Each item of navigational equipment is to be individually connected to its distribution panel. The power supplies to the distribution panels are to be arranged with automatic change-over facilities between the two sources. Failure of the main power supply to the distribution panels is to initiate an audible and visual alarm.
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6.2
Field of vision
6.4
Bridge layout
6.2.1 For the purpose of performing duties related to navigation, traffic surveillance and manoeuvring, the field of vision from a workstation is to be such as to enable observation of all objects which may affect the safe conning of the ship. The field of vision from a workstation is to be in accordance with the guidelines on navigation bridge visibility, as specified in IMO Resolution A.708 as it applies to new ships.
6.4.1 The bridge configuration, the arrangement of consoles and equipment location are to enable the officer of the watch to maintain a proper lookout from a convenient workstation. 6.4.2 A workstation for navigation and traffic surveillance/manoeuvring is to be arranged to enable efficient operation by one person under normal operating conditions.
For other functions, other workstations may be arranged singularly or in combination, provided the field of vision complies with the foregoing.
7
7.1
Ergonomical recommendations
Lighting
6.3
Alarm/warning transfer system - Communications
6.3.1 Any alarm/warning that requires bridge operator response is to be automatically transferred to the Master and, if he deems it necessary, to the selected backup navigator and to the public rooms, if not acknowledged on the bridge within 30 seconds.
Such transfer is to be carried out through the systems required by [6.3.3] and [6.3.7], where applicable.
6.3.2 Acknowledgement of alarms/warnings is only to be possible from the bridge. 6.3.3 The alarm/warning transfer is to be operated through a fixed installation. 6.3.4 Provision is to be made on the bridge for the operation of a navigation officer call-alarm to be clearly audible in the spaces of [6.3.1]. 6.3.5 The alarm transfer system is to be continuously powered and have an automatic change-over to a standby power supply in the case of loss of normal power supply. 6.3.6 At all times, including during blackout, the officer of the watch is to have access to facilities enabling two-way speech communication with another qualified officer.
7.1.1 The lighting required on the bridge should be designed so as not to impair the night vision of the officer on watch. Lighting used in areas and at items of equipment requiring illumination whilst the ship is navigating is to be such that night vision adaptation is not impaired, e.g. red lighting. Such lighting is to be arranged so that it cannot be mistaken for a navigation light by another ship. It is to be noted that red lighting is not to be fitted over chart tables so that possible confusion in colour discrimination is avoided. In any case, the bridge lighting is to be designed so as to comply with the requirements of Pt C, Ch 3, Sec 3, [3.12.4] for night vision and Pt C, Ch 3, Sec 3, [3.12.5] for red lighting.
7.2
Noise level
7.2.1 The noise level on the bridge should not interfere with verbal communication and mask audible alarms.
7.3
Vibration level
7.3.1 The vibration level on the bridge should not be uncomfortable to the bridge personnel.
7.4
Wheelhouse space heating/cooling
The bridge is to have priority over the communication system.

Note 1: The automatic telephone network is acceptable for this purpose, provided that it is automatically supplied during blackouts and that it is available in the locations specified in [6.3.1].
7.4.1 Unless otherwise justified, wheelhouse spaces are to be provided with heating and air cooling systems. System controls are to be readily available for the officer of the watch.
7.5
Navigators safety
6.3.7 If, depending on the shipboard work organisation, the backup navigator may attend locations not connected to the fixed installation(s) described in [6.3.1], he is to be provided with a portable wireless device enabling both the alarm/warning transfer and the two-way speech communication with the officer of the watch. 6.3.8 External sound signals from ships and fog signals that are audible on open deck are also to be audible inside the wheelhouse; a transmitting device is to be provided to reproduce such signals inside the wheelhouse (recommended frequency range: 70 to 700 Hertz).
7.5.1 There are to be no sharp edges or protuberances on the surfaces of the instruments and equipment installed on the bridge which could cause injury to the navigator. 7.5.2 Sufficient handrails or the equivalent are to be fitted inside the wheelhouse or around instruments and equipment therein for safety in bad weather. 7.5.3 Adequate means are to be made for anti-slip of the floor, whether it is dry or wet. 7.5.4 Doors to the bridge wings are to be easy to open and close. Means are to be provided to hold the doors open at any position.
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7.5.5 Where provision for seating is made in the wheelhouse, means for securing are to be provided, having regard to storm conditions.
Society. Where acceptable evidence is not available, the requirements of Pt C, Ch 4, Sec 6 are applicable.
8.1.2 Shipboard tests and sea trials are to be carried out in accordance with the test procedures submitted for approval in advance to the Society. Tests and trials are to be performed under the supervision of the Surveyors. 8.1.3 After fitting on board, the installations are to be submitted to tests deemed necessary to demonstrate correct operation. Some tests may be carried out at quay side, while others are to be effected at sea trials.
8
8.1
Testing
Tests
8.1.1 Documentary evidence in the form of certification and/or test results is to be submitted to the satisfaction of the
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SECTION 2
INTEGRATED BRIDGE SYSTEMS (SYS-IBS)
1
1.1
General
Application
IEC 61162 (all parts), Maritime navigation and radiocommunication equipment and systems - Digital interfaces IEC 61209: 1996, Maritime navigation and radiocommunication equipment and systems - Integrated bridge systems (IBS) ISO 8468: 1990, Ships bridge layout and associated equipment - requirements and guidelines ISO 9001: 1991, Quality systems - Model for quality assurance in design, development, production, installation and servicing ISO 9002: 1991, Quality systems - Model for quality assurance in production, installation and servicing IMO International Convention for the Safety of Life at Sea (SOLAS): 1997, Consolidated edition IMO SOLAS: 1997, draft revision of SOLAS V, NAV 43/J/1 Safety of navigation IMO A.823: 1995, Performance standards for automatic radar plotting aids (ARPAs) IMO A.830: 1995, Code on alarms and indicators (amendments to IMO 686: 1991) IMO A.694: 1991, General requirements for shipborne radio equipment forming part of the global maritime distress and safety system (GMDSS) and for electronic navigational aids IMO MSC.64 (67): 1996, Annex 1 - Performance standards for integrated bridge systems (SYS-IBS) IMO MSC.64 (67): 1996, Annex 4 - amendments to A.477: 1981, Performance standards for radar equipment IMO MSC/Circular 566: 1991, Provisional guidelines on the conduct of trials in which the officer of the navigational watch acts as the sole lookout in periods of darkness Additional IMO requirements may be applicable to SYSIBS.
1.1.1 The additional class notation SYS-IBS is assigned, in accordance with Pt A, Ch 1, Sec 2, [5.6.3], to ships fitted with an integrated bridge system which allows simplified and centralised bridge operation of the main functions of navigation, manoeuvring and communication, as well as monitoring from the bridge of other functions, as specified in [1.1.2]. This notation is assigned when the requirements of this Section are complied with. 1.1.2 The following functions are to be part of the SYS-IBS:
passage execution: - situation of navigation (position of the ship, local weather indication, ship heading.) - navigation control and manoeuvring control (including control of main engine and steering gear, collision avoidance, ...) communication system: - external communication linked with the safety of the ship (distress equipment) - internal communication system monitoring of the machinery installation monitoring of specific cargo operations (loading and discharging of cargo, logging of cargo data, loading calculation) pollution monitoring monitoring of heating, ventilation and air conditioning for passenger ships.
1.1.3 This document specifies the minimum requirements for the design, manufacture, integration and testing of integrated bridge systems (SYS-IBS). The latter are to comply with IMO Resolution MSC 64.(67) Annex 1 of the International Maritime Organisation (IMO), and other relevant IMO performance standards, in order to meet the functional requirements contained in applicable IMO instruments, not precluding multiple usage of equipment and modules or the need for duplication. 1.1.4 The notation presumes efficient ship management by suitably qualified personnel providing for, inter alia, the uninterrupted functional availability of systems and for human factors.
1.3
Definitions
1.3.1 Configuration of complete system: all operational functions of the SYS-IBS as installed. 1.3.2 Configuration available: operation(s) allocated to and available at each workstation. 1.3.3 Configuration in use: operation(s) and task(s) currently in use at each workstation. 1.3.4 Connectivity: a complete data link and the presence of valid data. 1.3.5 Essential functions: functions related to determination, execution and maintenance of safe course, speed and position of the ship in relation to the waters, traffic and weather conditions.
1.2
Reference Regulations
1.2.1 IEC 60945: 1996, Maritime navigation and radiocommunication equipment and systems - General requirements - Methods of testing and required test results
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Such functions include but are not limited to: route planning navigation collision avoidance manoeuvring docking monitoring of internal safety systems external and internal communication related to safety in bridge operation and distress situations.
1.3.6 Essential information: that information which is necessary for the monitoring of essential functions. 1.3.7 Functionality: ability to perform an intended function. The performance of a function normally involves a system of displays and instrumentation. 1.3.8 IMO requirements: IMO Conventions, Regulations, Resolutions, Codes, Recommendations, Guidelines, Circulars and related ISO and IEC standards. 1.3.9 Integrated bridge system (SYS-IBS): any combination of systems which are interconnected in order to allow centralised access to sensor information from workstations to perform two or more of the following operations:
passage execution communications machinery monitoring loading, discharging and cargo monitoring, including HVAC for passenger ships.
AIS : Automatic identification system ARPA : Automatic radar plotting aid DSC : Digital selective calling EGC : Enhanced group call EPIRB : Emergency position indicating radio beacon GMT : Greenwich Mean Time HF : High frequency INMARSAT:International Mobile Satellite Organisation ISO : International Standards Organisation ITU-R : International Telecommunication Union - radio sector ITU-T : International Telecommunication Union - telecommunication sector MARPOL: IMO Convention for the prevention of pollution by ships MEPC : IMO Marine Environmental Protection Committee MF : Medium Frequency MSC : IMO Maritime Safety Committee NAV : IMO Subcommittee on Safety of Navigation NAVTEX: System for broadcast and reception of maritime safety information OOW : Officer of the watch r.p.m. : Revolutions per minute UTC : Universal coordinated time VDU : Visual display unit VHF : Visual high frequency.
1.3.10 Integrity: ability of a system to provide users with accurate, timely, complete and unambiguous information and warnings within a specified time when the system is not in use. 1.3.11 Latency: time interval between an event and the resulting information, including time for processing, transmission and reception. 1.3.12 Multi-function display: a single visual display unit which can present, either simultaneously or through a series of selectable pages, information from more than one operation of an SYS-IBS. 1.3.13 Novel systems or equipment: systems or equipment which embody new features not fully covered by provisions of SOLAS V but which provide an at least equivalent standard of safety (draft revision IMO SOLASV, NAV 43/J/1, Regulation 19.6). 1.3.14 Part: individual subsystem, equipment or module. 1.3.15 Performance check: a representative selection of short qualitative tests, to confirm correct operation or essential functions of the SYS-IBS. 1.3.16 Sensor: a device which provides information to or is controlled or monitored by the SYS-IBS.
2
2.1
Documentation
2.1.1 In addition to the documents mentioned in Pt C, Ch 4, Sec 1, Tab 1 and the requirement in Pt C, Ch 4, Sec 1, [2.1.1], documents according to Tab 1 are to be submitted.
3
3.1
General
3.1.1 The SYS-IBS is to comply with all applicable IMO requirements as contained in the reference regulations listed in [1.2] or other relevant IEC Standards. Parts executing multiple operations are to meet the requirements specified for each individual function they can control, monitor or perform. By complying with these requirements, all essential functions remain available in the event of a single failure. Therefore, means for operation independent of the SYS-IBS are not required. 3.1.2 Each part of an SYS-IBS are to meet the relevant requirements of IMO Resolution A.694(17) as detailed in IEC 60495. As a consequence, the SYS-IBS is in compliance with these requirements without further environmental testing to IEC 60945. 3.1.3 Where implemented, passage execution is not to be interfered with by other operations.
1.4
Abbreviations
1.4.1 Abbreviations used in this standard and annexes:
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N 1 2 3 4 5 6 7 8 9 10 11 12 13
I/A (1) A A A A I A A A A A A A A
Documentation General arrangement of the bridge showing the position of the control console and panels Plans showing the field of vision from each workstation List and specification of navigational equipment fitted on the bridge and references (Manufacturer, type...) List of alarms and instrumentation fitted on the bridge List and specification of automation equipment fitted on the bridge and references (Manufacturer, type...) Functional block diagram indicating the relationship between the items of navigational equipment and between them and other equipment Functional block diagram of automation equipment remote controlled from the bridge Diagram of electrical supply to the navigational and automation equipment fitted on the bridge Diagram of the system linking the bridge alarms with the other operational locations Diagram of the navigation officers call system Diagram of the communication systems Diagram of the vigilance systems Test program including test method
(1) A: to be submitted for approval I: to be submitted for information.

3.1.4 A failure of one part is not to affect the functionality of other parts except for those functions directly dependent upon the information from the defective part. 3.2.7 Each part to be integrated is to provide details of its operational status and the latency and validity of essential information. Means is to be provided within the SYS-IBS to make use of this information. 3.2.8 An alternative means of operation is to be provided for essential functions. 3.2.9 For integrated machinery control, it is to be possible for all machinery essential for the safe operation of the ship to be controlled from a local position. 3.2.10 An alternative source of essential information is to be provided. The SYS-IBS is to identify loss of either source. 3.2.11 The source of information (sensor, result of calculation or manual input) is to be displayed continuously or on request.
3.2
Integration
3.2.1 The functionality of the SYS-IBS is to ensure that operations are at least as effective as with stand-alone equipment. 3.2.2 Continuously displayed information is to be reduced to the minimum necessary for safe operation of the ship. Supplementary information is to be readily accessible. 3.2.3 Integrated display and control functions are to adopt a consistent man-machine interface philosophy and implementation. Particular consideration is to be given to:
symbols colours controls information priorities layout.

3.2.4 Where multi-function displays and controls are used to perform functions necessary for safe operation of the ship, they are to be duplicated and interchangeable. 3.2.5 It is to be possible to display the complete system configuration, the available configuration and the configuration in use. 3.2.6 Any unintentional change of a configuration is to be brought to the immediate attention of the user. An unintentional change of the configuration in use is, in addition, to activate an audible and visual alarm. 3.3.2 Data exchange is to be consistent with safe operation of the ship. The Manufacturer is to specify in the system specification document (SSD) the maximum permissible latency for each function considering the use of fast control loop, normal control loop, essential information and other information. 3.3.3 Corrupted data are not to be accepted by the SYSIBS. Corrupted or missing data are not affect functions which are not dependent on this data. 3.3.4 The integrity of data flowing on the network is to be ensured.
3.3
Data exchange
3.3.1 Interfacing within the SYS-IBS and to an SYS-IBS is to comply with IEC 61162, as applicable.
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3.3.5 The network is to be such that in the event of a single fault between nodes there an indication, the sensors and displays on the network continue to operate and data transmission between them is maintained. 3.3.6 A failure in the connectivity is not to affect independent functionality.
4.1.6 Layered menus are to be presented in a way which minimises the added workload to find and return from the desired functions. 4.1.7 An overwiew is to be easily available to assist the operator in the use of a multiple page system. Each page is to have a unique identifier. 4.1.8 Where multi-function displays are used, they are to be in colour. Continuously displayed information and functional areas, e.g. menus, are to be presented in a consistent manner. 4.1.9 For actions which may cause unintended results, the SYS-IBS is to request confirmation from the operator.
Note 1: Examples of such actions are: attempting to change position of next waypoint while in track mode steering attempting to switch on bow thruster when insufficient electrical power is available.
3.4
Failure analysis
3.4.1 A failure analysis is to be performed and documented. 3.4.2 Parts, functions and connectivity are to be identified. 3.4.3 Possible failures of parts and connectivity associated with essential functions and information are to be identified. 3.4.4 Consequences of failures with respect to operation, function or status of the SYS-IBS are to be identified. 3.4.5 Each failure is to be classified with respect to its impact on the SYS-IBS taking into account relevant characteristics, such as detectability, diagnosability, testability, replaceability and compensating and operating provisions. 3.4.6 The results of the failure analysis are to confirm the possibility of continued safe operation of the ship.
4.1.10 Functions requested by the operator are to be acknowledged or clearly indicated by the SYS-IBS on completion. 4.1.11 Default values, where applicable, are to be indicated by the SYS-IBS when requesting operator input. 4.1.12 For bridge operation by one person, special consideration is to be given to the technical requirements in Ch 4, Sec 1, [1].
3.5
Quality assurance
4.2
Functionality
3.5.1 The SYS-IBS is to be designed, developed, produced, installed, and serviced by companies certified to ISO 9001 or ISO 9002, as applicable.
4.2.1 It is always to be clear from where essential functions may be performed. 4.2.2 The system management is to ensure that one user only has the control of an input or function at the same time; all other users are to be informed of this by the SYSIBS.
4
4.1
Human factors
4.1.1 The SYS-IBS is to be capable of being operated by personnel holding appropriate certificates. 4.1.2 The man-machine interface (MMI) is to be designed to be easily understood and in a consistent style for all integrated functions. 4.1.3 Operational information is to be presented in a readily understandable format without the need to transpose, compute or translate. 4.1.4 Indications, which may be accompanied by a short low intensity acoustic signal, are to occur when:
4.3
Training
4.3.1 Manufacturers of integrated bridge systems are to provide training possibilities for the ships crew. This training may take place ashore or on board and is to be carried out using suitable material and methods to cover the following topics:
an attempt is made to execute an invalid function an attempt is made to use invalid information.
4.1.5 If an input error is detected by the system it is to require the operator to correct the error immediately. Messages actuated by an input error are to guide the correct responses, e.g.: not simply Invalid entry, but Invalid entry, re-enter set point between 0 and 10.
General understanding and operation of the system: - knowledge and understanding of the systems configuration and application - reading and understanding of the operating manual - usage and understanding of brief description and instructions provided on the bridge - usage and understanding of electronic HELP-functions, if provided in the system - familiarisation with the system using safe trial modes Mastering of uncommon conditions in the system: - detecting and locating of failures - resetting the system to safe default values and modes - operating safely without certain sensor data or parts
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possibilities for repair on board identifying the potential for unintended results
Methods and support for providing the above-mentioned training may be, for example: printed material training courses video films computer based learning programmes simulation of different situations or data recorded speech.
5.2.4 Alarms are to be displayed so that the reason for the alarm and the resulting functional restrictions can be easily understood. Indications are to be self-explanatory. 5.2.5 Alarms are to be prioritised as follows:
a) emergency alarms: alarms which indicate that immediate danger to human life or to the ship and its machinery exists and that immediate action is to be taken b) distress, urgency and safety alarms: alarms which indicate that a mobile unit or a person is in distress, or the calling station has a very urgent message concerning the safety of a mobile unit or a person, or has an important warning to transmit c) primary alarms: alarms which indicate a condition that requires prompt attention to prevent an emergency condition as specified in statutory and classification rules and regulations d) secondary alarms: alarms which are not included above.
5.2.6 Alarms are to be displayed according to the date of their appearance, so as to simplify the maintenance operation.
5
5.1
Sensors
5.1.1 In order to ensure an adequate system functionality, the sensors employed are to be able to comply with the following, as applicable:
a) ensure communication compatibility in accordance with the relevant international marine interface Standard IEC 1162; and provide information about their operational status and about the latency and validity of essential information b) respond to a command with minimal latency and indicate receipt of invalid commands, when remote control is employed c) have the capability to silence and re-establish the audible portion of the local alarm d) have information documented about deterministic and stochastic errors and how they are handled, insofar as signals are pre-processed locally, e.g. plausibility check.
5.3
Human factors
5.3.1 A multi-function display, if used, is to be a colour display. 5.3.2 The size, colour and density of text and graphic information presented on a display are to be such that it may be easily read from the normal operator position under all operational lighting conditions.
Note 1: See ISO 8468 - 6.2.3.
5.3.3 Symbols used in mimic diagrams are to be standardised throughout the systems displays. 5.3.4 All information is to be presented on a background providing high contrast and emitting as little light as possible at night.
5.2
Alarm management
5.2.1 The SYS-IBS alarm management as a minimum is to comply with the requirements of the Code on Alarms and Indicators, 1995 (IMO Resolution A.830(19)) (see also IMO A.686: 1991). 5.2.2 Appropriate alarm management on priority levels (see [5.2.5]) and grouping of alarms based on operations and tasks is to be provided within the SYS-IBS.
Note 1: The purpose of grouping of alarms is to achieve the following: to reduce the variety in type and number of audible and visual alarms and indicators so as to provide quick and unambiguous information to the personnel responsible for the safe operation of the ship to readily identify any abnormal situation requiring action to maintain the safe operation of the ship to avoid distraction by alarms which require attention but do not require immediate action to restore or maintain the safe operation of the ship.
5.4
Power interruptions and shutdown
5.4.1 If subjected to an orderly shutdown, the SYS-IBS is, upon turn-on, to come to an initial default state. 5.4.2 After a power interruption full functionality of the SYS-IBS is to be available following recovery of all subsystems. The SYS-IBS is not to increase the recovery time of individual subsystem functions after power restoration. 5.4.3 If subjected to a power interruption, upon restoration of power the SYS-IBS is to maintain the configuration in use and continue automated operation as far as practicable. Safety related automatic functions, e.g. automated steering control, are only to be restored upon confirmation by the operator.
5.2.3 The number of alarms is to be kept as low as possible by providing indications for information of lesser importance.
5.5
Power supply
5.5.1 General power supply requirements are summarised in Tab 2.
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5.5.2 Power supply requirements applying to parts of the SYS-IBS as a result of other IMO requirements remain applicable. 5.5.3 The SYS-IBS is to be supplied:
grated, collect IMO MSC.64 (67), annex 4 and A.823) identify the individual parts of the SYS-IBS and their interfaces identify parts executing multiple operations identify functions necessary to perform the operations stated in [6.2.1] identify power supply requirements for the individual parts of the SYS-IBS from Tab 2. b) Verify the validity of the appropriate type approval certificates Ch 1, Sec 1, [4.1.1]. c) Verify that all functions identified in a) are performed Ch 1, Sec 1, [4.1.1].
6.2.3 In addition, the following is to be carried out:
from the main and emergency sources of power with automated change-over through a local distribution board with provision to preclude inadvertent shutdown, from a transitional source of power for a duration of not less than 1 min, and where required in Tab 2, parts of the SYS-IBS are also to be supplied from a reserve source of power. from port or starboard supply when the main switchboard is operated in separate half switchboards with an uniterruptible power supply or automated change over.
6
6.1
Testing
Introduction
Confirm compliance with IEC 60945 by one of the following: a valid type approval certificate a test certificate issued by an appropriate body successful completion of appropriate tests Ch 1, Sec 1, [4.1.2].
6.1.1 The following tests to be carried out by the Shipyard and the Manufacturers are intended to supplement and not replace testing of parts that is required to meet the relevant IMO performance standards. They are intended to ensure that when parts are integrated there is no degradation of their individual functionality and the overall system meets the requirements contained in Ch 1, Sec 1, [4] and Ch 1, Sec 1, [5]. 6.1.2 In all instances the performance standards for parts will form the minimum test requirement for an integrated system. Parts previously type approved will not require retesting. Bridge-mounted parts for which no IMO performance standard exists are to be tested to the requirements of IEC 60945. Integration aspects of the SYS-IBS are to require testing to ensure compliance with requirements contained in Ch 1, Sec 1, [4] and Ch 1, Sec 1, [5]. 6.1.3 The tests and confirmation set forth in [6.2] to [6.4] are to be reported in writing by the Shipyard and Manufacturers. This report is to be submitted to the Society for information.
Confirm by examination of the (SSD)(s) that operational functions in addition to passage execution are implemented on a non-interference basis [3.1.3]. Independently disable each part identified in [6.2.2] a) and determine by a test that only those functions dependent on the disabled part are affected [3.1.4]. Confirm by examination that only minimum information necessary for the safe operation of the ship and as applicable to the configuration in use is continuously displayed and that supplementary information is readily accessible [3.2.2]. Where IMO requirements governing the symbols, colours, controls, information priorities and layout of the integrated display and control functions exist, confirm compliance by examination. Where no such requirements exist, confirm by examination that the use of symbols, colours, controls, information priorities and layout is consistent [3.2.3]. Where used, confirm by examination that there are at least two identical and interchangeable multi-function displays and controls [3.2.4]. Confirm by examination that it is possible to display the configuration of the complete system, the configuration available and the configuration in use [3.2.5]. Disable a part of the configuration in use and confirm that an audible and visual alarm is activated [3.2.6]. Confirm by examination of relevant certificates and documentation that each part integrated in the SYS-IBS provides details of its operational status and latency and validity of essential information. Confirm by a performance check that changes in status of the parts and of the latency and validity of information are used by the SYSIBS in a safe and unambiguous manner [3.2.7]. Confirm by examination of the SSD that there is an alternative means of performing each applicable essential function [3.2.8].
6.2
6.2.1 The Manufacturer is to state the operations intended to be performed by the SYS-IBS. 6.2.2 Since each SYS-IBS may integrate an individual set of operations and parts, it is not possible to define in advance which IMO requirements apply. Therefore, the following steps are to be taken with each individual SYS-IBS considered:
a) Produce a matrix of the applicable IMO requirements: collect IMO requirements referring generally to SYSIBS (e.g. SOLAS Chapter V and Code on Alarms and Indicators (A.686 and A.830) collect IMO requirements applicable to the operations stated in [6.2.1] (e.g. if a radar/ARPA is inte-
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Confirm by examination of the SSD that for integrated machinery control, it is possible for all machinery essential for the safe operation of the ship to be controlled from a local position. Confirm by examination that there is an alternative source of essential information. Confirm by a performance check that loss of essential information is recognised by the SYS-IBS. Confirm by examination that the source of information is displayed continuously or on request [3.2.11]. Confirm by examination of relevant certificates and documentation that interfacing complies with IEC 1161, as applicable [3.3.1]. Confirm by examination of the SSD that the stated latencies are appropriate to all intended operations. Confirm by examination of the Manufacturers SSD that the stated latencies are achieved while the network is loaded to its maximum expected loading [3.3.2]. Confirm by a performance check that corrupted data is not accepted by the SYS-IBS and that corrupted and missing data does not affect functions which are not dependent on this data Ch 1, Sec 1, [4.3.3]. Confirm by examination of the Manufacturers SSD that, as a minimum, data includes a check-sum in accordance with IEC 1162-1 and that, in addition, limit checking is applied to essential data [3.3.4]. Create a representative number of single faults between network nodes and confirm that there is an indication of the fault, the displays and sensors continue to operate and data transmission is maintained Ch 1, Sec 1, [4.3.4]. Identify the system connectivity by examination of the SSD. Independently interrupt each connection and determine by a performance check that only those functions dependent on the connection are affected and that all essential functions can still be performed [3.3.6]. Confirm by examination of the SSD that a failure analysis has been performed and documented. The results of the failure analysis and the possibility of continued safe operation of the ship are to be verified by testing a representative selection of failures Ch 1, Sec 1, [4.4.1]. Confirm by examination of the relevant certificate(s) that the Manufacturer complies with ISO 9000 Series Standards Ch 1, Sec 1, [4.5.1].
graphs 10 to 32, are met, if applicable (Ch 1, Sec 1, [5.1.2]). Confirm by a performance check that normal execution of functions and use of information are not accompanied by acoustic signals. If provided, ensure that acoustic signals accompanying attempts to execute an invalid function or use invalid information are short, of low intensity and clearly distinguishable from alarms (Ch 1, Sec 1, [5.1.3]). Create an input error and ensure that immediate correction is required and that relevant guidance is given [4.1.5]. Confirm by a performance check, conducted by suitably qualified personnel, that layered menus, if provided, are presented such as to minimise workload [4.1.6]. If provided, ensure that multiple pages are uniquely identified and that an overview is available [4.1.7]. Ensure that continuously displayed information and functional areas, e.g. menus, are presented in a consistent manner in multi-function displays [4.1.2], [4.1.8]. Initiate a situation causing a potentially unintended result and ensure that the result is identified and that confirmation of the action is requested from the operator [4.1.9]. Confirm by a performance check that completion of functions is acknowledged [4.1.10]. Confirm that there is an indication of configuration available at each workstation [4.2.1]. Confirm that essential functions cannot be performed simultaneously at more than one workstation and that there is an indication of the configuration in use at each workstation [4.2.2].
6.3.2 The Manufacturer is to produce a written statement that training possibilities are provided and confirm by examination of the training material that it covers general understanding and operation and mastering of uncommon conditions (Ch 1, Sec 1, [5.3.1]).
6.4
6.4.1 The following tests are carried out:
Confirm, as applicable, by examination of the SSD that sensors employed according to [5.1.1]: communicate in accordance with IEC 1162 provide details of operational status, latency and validity of essential information respond to a command with minimal latency and indicate receipt of invalid commands, when remote control is employed have the capability to silence and re-establish the audible portion of the local alarm have information documented about deterministic and stochastic errors and how they are handled.
6.3
6.3.1 The following tests are carried out: Confirm by examination that the SYS-IBS includes displays, controls and instrumentation necessary to perform the functions identified in [6.2.2] a). Confirm by a performance check, conducted by suitably qualified personnel, that information presented is understandable without the need to transpose, compute or translate and that operation of integrated functions of the SYS-IBS identified in [6.2.2] a) is as effective as for equivalent stand-alone equipment [3.2.1], [4.1.1] and [4.1.2]. Confirm by examination of the Manufacturers SSD that the specific requirements in MSC/Circular 566, para-
Initiate a situation identified in the SSD as requiring immediate reaction by an operator and confirm that the resultant alarm complies with IMO A.686 and A.830 [5.2.1].
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Create conditions necessary to generate all types of alarms and indications listed in the matrix prepared in [6.2.2] a). Confirm that appropriate alarm management on priority levels and functional groups is provided and that the number of the alarm types and their release is kept as low as possible by providing indications for information of lesser importance [5.2.2], [5.2.3]. Confirm that alarms are displayed so that the reason for the alarm and the resulting functional restrictions can be easily understood and that indications are self-explanatory [5.2.4]. Confirm that alarms are prioritised as emergency alarms, distress, urgency and safety alarms, primary alarms and secondary alarms [5.2.5]. Confirm by examination, performed by suitably qualified personnel, that: a multi-function display is a colour display [5.3.1] the size, colour and density of text and graphic information displayed on a VDU are such that it can
be easily read from the normal operator position under all operational lighting conditions [5.3.2] - symbols used in mimic diagrams are standardised throughout the systems displays [5.3.3] - all information is presented on a background providing high contrast and emitting as little light as possible at night [5.3.4]. Perform an orderly shutdown of the SYS-IBS and confirm that when power is turned on again, the default state specified in the SSD is reached [5.4.1]. Record the configuration in use and the recovery times of all subsystems. Disconnect all external sources of power and wait for expiration of the SYS-IBS transitional source of power. Restore power and wait for recovery of all subsystems. The recovery times of all subsystems are to be as recorded [5.4.2]. The IBS is to come to the configuration in use and continue automated operation as far as practicable. Verify that safety related automatic functions are continued only after confirmation [5.4.3]. Confirm by examination of the SSD that provision is made to comply with the power supply requirements listed in Tab 2 and in the matrix prepared in [6.2.2] a).
Table 2 : Power supply requirements in addition to the main source of energy
Reserve source of energy (2) Integrated bridge system VHF voice and DSC MF voice and DSC MF/HF voice, DSC and telex INMARSAT ship earth station NAVTEX receiver EGC receiver EPIRB SAR transponders Aeronautical VHF SAR voice transceiver Lighting for radio installation (11) Equipment providing inputs to the radio installation Internal communication equipment and signals required in an emergency Magnetic compass and repeaters ECDIS or automatic graphical position display Electronic position fixing system Radar Gyrocompass and repeaters Echo sounder Speed and distance log Rudder angle indicator Propeller rpm, thrust direction and pitch as applicable Heading control system X (18) X (13) X X (12) X (13) X (8) X (4) X (6) X (6) X (6)
Transitional source (1) X (3)
Emergency source (1) X X (5) X (7) X (7) X (7)
X (8) X (9) X (10) X X X (14) X X (9) X (9) X (9) X (9) X (9) X (9) X (9) X (9) X (9) X (9)
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Reserve source of energy (2) Rate of turn indicator Voyage data recorder Integrated navigation system Fire detection and alarm system Fire door holding and release Daylight signalling lamp, ships whistle and manually operated call points Emergency lighting and navigation lights Fire pump Automatic sprinkler pump Emergency bilge pump and remote controlled bilge valves Steering gear Power-operated watertight doors and associated control, indication and alarm circuits Lift cars Machinery alarm system (16) Alarm transfer system for one person operated bridge (17)
Transitional source (1)
Emergency source (1) X (9) X (9) X (9)
X (14) X (15) X (14) X (14)
X X X X X X (15) X (15) X
X (15)
X (15) X (15) X X
(1) Emergency and transitional sources are defined in SOLAS II-1/42 and /43. Where the emergency source is an accumulator battery, a transitional source of emergency electrical power is not required, unless otherwise stated. (2) Reserve source for radio installations is defined in SOLAS IV/13. (3) A transitional source is required for essential functions of the SYS-IBS (6.5.3). (4) Reserve source is required by SOLAS IV/13.2 for the installation to SOLAS IV/7.1.1. (5) Emergency source is required by SOLAS II-1/42.2.2.2 and 43.2.3.2 responsible for installations to SOLAS IV/7.1.1, 7.1.2 and 7.1.5. (6) Reserve source is required by SOLAS IV/13.2 for the installation to SOLAS IV/9.1.1, 10.1, 10.2.1 and 11.1 as appropriate for the sea area(s) for which the ship is equipped. (7) Emergency source is required by SOLAS II/1/42.2.2.2.1, 42.2.2.2.2 and 42.2.2.2.3 and 43.2.3.2.1, 43.2.3.2.2 and 43.2.3.2.3 responsible for installations to SOLAS IV/9.1.1, 9.1.2, 10.1.1, 10.1.2, 10.1.3, 10.2.1, 10.2.2 and 11.1 if applicable. (8) If position input provided from external equipment. (9) Local distribution panel(s) are to be arranged for all items of electrically operated navigational equipment. Each item is to be individually connected to its distribution panel. The power supplies to the distribution panel(s) are to be arranged with automatic change-over facilities between the main and the emergency source (IACS UR N1). (10) If not equipped with primary batteries. (11) Required by SOLAS IV/6.2.4. (12) Reserve source may be used (SOLAS IV/13.5) as supply independent from main and emergency sources. (13) Reserve source may be used (SOLAS IV/13.8) for ships navigational or other equipment which needs to supply uninterrupted input of information to the radio installation to ensure its proper performance as required by SOLAS IV. (14) For cargo ships a transitional source is not required if the emergency source is a generator which can be automatically started and supply the required load within 45 s (see also (1)). (15) Required for passenger ships only (see also (1)). (16) A standby power supply with automatic change-over from normal power supply is required by SOLAS II-1/51.2.1. (17) A standby power supply with automatic change-over from normal power supply is required by IACS UR N1. (18) If forming part of GDMDSS installation.
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SECTION 3
COMMUNICATION SYSTEM (SYS-COM)
1
1.1
General
Application
3
3.1
Design requirements
General
1.1.1 The additional class notation SYS-COM is assigned, in accordance with Pt A, Ch 1, Sec 2, [5.6.4], to ships fitted with a communication system complying with the requirements of this Section. 1.1.2 This notation can be granted only to ships also assigned the additional class notation AUT-IMS, in accordance with the requirements of Ch 3, Sec 4. 1.1.3 The aim of this notation is to obtain a safe communication tool which provides:
3.1.1 Permanent and reversible communication between ship and shore is to be available. 3.1.2 The collection of data on board is also to be permanently activated, at an acceptable speed for the planned application of transmission. 3.1.3 Transmission protocol is to be according to a recognised international standard, such as the National Marine Electronic Association and international marine interface Standard IEC 61162. 3.1.4 SYS-COM is valid for ships flying in area A3, fitted with appropriate data communication means.
the user ashore with the possibility of having a complete overview of the ship situation (voyage, cargo and machinery) the personnel on board with the possibility of calculation, consultation of databases available ashore and assistance from specialised troubleshooters ashore.
1.1.4 The failure of SYS-COM elements is not to endanger the reception and transmission of distress messages.
3.2
Content of data transmitted
3.2.1 The Standard NISO 10303, New Work Item N684, still being developed, provides the nature of information which could be transmitted. This notation states a minimum list of data to be transmitted. Complementary data obtained from the Standard could be required by the Owner. 3.2.2 The following updated information are at least to be available, on request: machinery data cargo data navigation data cost data including bunkering access to databases.
2
2.1
Documentation
2.1.1 In addition to the documents mentioned in Pt C, Ch 4, Sec 1, Tab 1, and the requirements in Pt C, Ch 4, Sec 1, [2.1.1], documents according to Tab 1 are to be submitted.
N 1 2 3 4 5 6 7 8 (1)
I/A (1) A A A A I A A A
Documentation Diagram of local area network and hardware characteristics Diagram of computer network and hardware characteristics Communication software description of local area network (Protocol characteristics...) List of data to be transmitted on internal network and priority level Specifications of the external communication systems List of data to be transmitted on external network and priority level Communication software description of external network including software in receiving station ashore (Protocol characteristics...) Test program of the communication equipment including test method for the integration of all the communication equipment (additional to the test procedure for type approval)
A : to be submitted for approval I : to be submitted for information.
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3.2.3 Machinery data is to include, at least:
4
4.1
General
alarm and monitoring of the complete machinery of the ship (which leaves the possibility of remote trouble shooting or specific analysis to improve the global efficiency of the ship) Spare parts needs (enabling the ordering of the necessary spares in advance and the preparation for delivery on board) Availability of spares or components on board and ashore.
3.2.4 Cargo data, as a minimum, is to include according to the ships service:
4.1.1 Communication equipment is to comply with the requirements stated in Part C, Chapter 4. 4.1.2 The communication equipment for the SYS-COM notation is to be of an approved type. 4.1.3 The communication equipment is to be designed and produced according to a quality assurance scheme, with reference Standard ISO 9000-1, and is to be surveyed by the Society. 4.1.4 All the computers are to be fitted with efficient antivirus software.
for container ships, the identification and the history of containers on board for gas carriers, the level and volume of cargo remaining on board for refrigerated container ships, the history of the cargo in containers for tankers, the level and volume of cargo on board.
5
5.1
Testing
Design validation
3.2.5 Navigation data, as a minimum, is to include:
the situation of navigation (position of the ship, local weather indication, sea conditions) navigation plan (indication of planned routes) position automatic sending at predetermined period.
3.2.6 Cost data, as a minimum, is to include:
5.1.1 The validation of conception of the communication system by the Shipyard and Manufacturers includes:
internal communication (coherence of internal network, INTRANET, local area network LAN) which is used for the alarm, control and safety systems internal communication of all computers used for management operation (maintenance, cargo, cost control), which are to be internally networked on the ship external communication (safety of ship, navigational aids, remote reporting of ship status for maintenance and operational purposes ashore), with SATCOM, radiotelephone, radio compatibility of the components and software. Validation cation is issued from a network architect of communi5.1.2 The tests and confirmation set back in [5.1.1] are to be reported in writing by the Shipyard and Manufacturers. This report is to be submitted to the Society for information.
the balance of the costs on board (accounting situation) the bunkering situation (enabling decisions to be made on the location of bunkering and the possibility of negotiating the cost and quality of the bunker).
3.2.7 Access to the database ashore is to be available. The data to be transmitted can be of great diversity and are only to be dedicated to the exploitation of the ship.
3.3
Transmission safety
3.3.1 Corrupted data are not to be accepted. Corrupted or missing data are not to affect functions which are not dependent on this data. 3.3.2 All data are to be identified with a priority level. The transmission software is to be designed so as to take into consideration the priority of data. 3.3.3 All transmission equipment is to be duplicated or have a secondary means which is capable of the same transmission capacity, with automatic commutation from one to the other in the event of failure. 3.3.4 An alarm is to be triggered in the case of automatic commutation due to failure, indicating which transmission equipment is affected. 3.3.5 A failure analysis is to be carried out to identify the reliability of the transmission system. This analysis is to include the duplicated components or software.
5.2
Product type approval
5.2.1 Type approval of products involved in the function of communication, hardware and software is to be carried out prior to installation. This is to cover the following:
external communication using satellite communication equipment, radio equipment, radio telephones, automatic telephones internal communication using LAN communication nodes and associated software, standard communication cards and associated software for PC applications cables for networks antennas association and compatibility of the above components.
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5.2.2 The type approval procedure and tests are to be carried out according to Pt C, Ch 4, Sec 6.
5.3
Shipboard testing
the correct installation on board the ship, which takes into consideration the hardware (cabling, location of aerials, layout of consoles) and the software (compatibility of assembled software, the man-machine interface) the proper function verified with appropriate tests. The tests of transmission equipment are to be carried out according to ISO 9646.
5.3.1 The means of transmission (hardware and software) are to be checked when installed. This includes: the proper use of the approved components
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Chapter 5
MONITORING EQUIPMENT (MON)
SECTION 1 SECTION 2
HULL STRESS AND MOTION MONITORING (MON-HULL) SHAFT MONITORING (MON-SHAFT)
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SECTION 1
HULL STRESS AND MOTION (MON-HULL)
MONITORING
1
1.1
General
Application
These limits cannot be crossed and their approach is to be signalled to the crew in order for a corrective action to be carried out.
1.3.2 The above information and the related statistics can also be compared against warning levels determined by the Owner technical division.
1.1.1 The information provided by the Hull Monitoring System is to be considered as an aid to the Master and officers. It does not replace their own judgement or responsibility. 1.1.2 The additional class notation MON-HULL is assigned in accordance with Pt A, Ch 1, Sec 2, [5.7.2] to ships equipped with a Hull Stress and Motion Monitoring System (hereafter referred to as Hull Monitoring System for easy reference), complying with the requirements of this Section. 1.1.3 A Hull Monitoring System is a system which:
These warning levels are always to be less than the maximum values obtained from the requirements on the basis of which the hull structure is approved. When a warning level is reached, a signal is to be emitted, different from the signals for the limits mentioned in [1.3.1].
2
2.1
Hull monitoring system

Main functions
provides real-time data to the Master and officers of the ship on hull girder longitudinal stresses and motions the ship experiences while navigating and during loading and unloading operations in harbour or at sea. allows the real-time data to be condensed into a set of essential statistical results; the set is to be periodically updated, displayed and stored on a removable medium. The information to be stored may be selected in view of later exploitation by the Owner technical divisions, for instance as an element in the exploitation of the ship or as an addition to its logbook.
2.1.1 The Hull Monitoring System is to be able to ensure the following main functions:
collection of data data processing: scaling, consistency checking, statistical processing display management, handling of alarms and warnings selection, compression, if any, and storage of the results.
Note 1: The resources needed for the later onshore exploitation of the recorded results need not be considered as part of the Hull Monitoring System, provided that they cannot access the storage medium in order to modify the content.
1.2
Documentation
1.2.1 The following documents are to be submitted to the Society for approval:
2.2
Sensors
specification of the main components: sensors, processing units, display unit, storage unit, power supply and cabling functional scheme of the system principles and algorithm used for the data processing determination of measurement ranges determination of data limits calibration procedure including calibration values and tolerances.
2.2.1 The sensors concerning the ship behaviour are to consist of a set of devices able to provide at least:
information on the longitudinal stresses in the main deck, at least at one location where the maximum hull girder normal stress can be expected during navigation, loading and unloading. For a more precise monitoring of the loading and unloading operations, information on longitudinal stresses in still water is to be collected in way of each transverse bulkhead in the midship area. information on the vertical acceleration at the bow. For a consistent monitoring of the vertical acceleration in any point of the hull girder, acceleration is also to be collected at the stern. information on the transverse acceleration due to the roll and to the heel.
1.3
Data limits, warning levels
1.3.1 The information provided by the transducers is to be compared against limits corresponding to maximum values obtained from the requirements on the basis of which the hull structure is approved.
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2.2.2 Refering operations at sea of specific equipments such as helicopters or loading-unloading devices, the sensors have to be located where appropriate to provide at least:
peak value, RMS, mean value, frequency spectrum, etc.) is to be selected in order that the displayed information is significant, not confusing, immediately understood and as close as possible to the nautical experience of the crew. The procedure is to produce smoothed results that are not to deviate by more than 10% from one cycle to the next when in steady navigation conditions. The procedure is to be such that a significant change in the navigation conditions appears on the display after no more than three cycles. The system is to switch automatically from port to sea conditions, and vice versa.
2.4.2 It is recommended that the Hull Monitoring System should be linked to the loading instrument for a secure transfer of information from the instrument to the system.
information on the vertical acceleration information on the transverse acceleration information on the vertical displacement at the landing area or device location.
2.2.3 Attention is drawn to the possible existence of local strains induced by temperature gradients in the hull structure.
The strain sensors are to be located in areas free from these temperature gradients. If a temperature compensation device is implemented, the Manufacturer is to demonstrate its effectiveness on site.
2.2.4 The sensors are to comply with the applicable requirements concerning protection against conducted and radiated electric and radioelectric emissions. 2.2.5 The sensors are to be selected and installed in such a way that a periodical on-site recalibration can be carried out without extra equipment.
This arrangement is to allow for the actual still water hull girder stresses, converted to longitudinal bending moments, as issued by the system, to be compared against the predicted values from the loading instrument.
2.4.3 Provision is to be made for a connection with a Voyage Data Recorder where this is fitted on board. The Manufacturer is to declare a limited set of parameters to be forwarded to the Voyage Data Recorder.
When this operation is impossible, the Manufacturer is to declare the period and procedure for the bench test calibration and demonstrate that the initial calibration remains valid within the period.
2.5
Visual display
2.3
Specifications
2.5.1 Graphical displays are to be fitted as specified by the Owner, with the following features:
it is to be simple, clear and non-confusing the user is to be able to obtain the information through one reading it is to be readable at a distance of at least 0,5 m two major pieces of information (e.g. stress and vertical acceleration at bow) are declared as default conditions and displayed at power up and in the absence of keystroke from the user when an alarm is emitted, the corresponding information is to be displayed instead of the above default conditions.
2.5.2 When the system detects a malfunction, the corresponding status is to be superimposed on the display.
2.3.1 For each type of measurement, the Manufacturer is to state the limits of the domain, according to the ship.
The limits are to include: the strain ranges the acceleration ranges the corresponding frequency range the temperature ranges: sea water, open air, hull structure, sheltered, accommodation. the electrical radiation and radioelectrical emission sensitivity
2.3.2 The global resolution of the instrument is to be such that the incertitude as to the displayed information is less than 7% of its full scale display. The global resolution applies on the entire domain; the specification of the components is to be set accordingly. 2.3.3 The system is to be able to detect and signal the malfunctions which can impair the validity of the data, e.g.:
2.6
Alarms
2.6.1 For each limit stated in [1.3.1], visual and audible alarms are to be fitted on appropriate locations to indicate to the users when the limit is approached and exceeded.
data are out of range data remain strictly constant data are corrupted by high intensity noise the system stops or hangs.
The alarms associated with each limit are to be clearly distinguishable from those relevant to other limits.
2.6.2 When a warning level is reached (see [1.3.2]), a visible signal is to be issued, distinct from those of the alarms for limits stated in [2.6.1]. 2.6.3 When the system detects a malfunction, the alarms and warnings associated with the data are to be inhibited and a malfunction alarm is to be issued (see also [2.5.2]).
2.4
Data processing
2.4.1 Wave-induced data are to be processed through a cyclical statistical procedure; the procedure (maximum
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2.7
Data storage
2.7.1 The data are to be stored either by a recording device which is part of the Hull Monitoring System, according to [2.7.2] to [2.7.4], or by the integrated bridge system, if any. 2.7.2 An electronic data storage recording device suitable for accumulating statistical information for feedback purposes is to be fitted. 2.7.3 The data storage recording device is to be:
2.8.3 Means are to be incorporated which ensure that the integrity of the collected data can be checked at the exploitation stage.
2.9
Power supply unit
2.9.1 The Hull Monitoring System is to be powered by the main power source of the ship and in addition with an internal uninterruptible 30 minute power source.
entirely automatic, excluding replacement operations of the storage support such that its operation does not interrupt or delay the process of collecting and treating data.
2.7.4 Data are to be recorded with information on the date and time.
2.10 Calibration
2.10.1 The initial calibration of the Hull Monitoring System is to be based on an approved loading case in still water. The differences between results obtained from the Hull Monitoring System and approved values are to be less than 5%. 2.10.2 The initial calibration of the Hull Monitoring System is to be carried out with a Surveyor in attendance.
2.8
Exploitation and checking of stored data
2.8.1 The data stored according to [2.7] are to be treated by the Owner through a statistical process. 2.8.2 Periodicity of exploitation of data is to be defined by the Owner depending on the ships operation.
2.11 Checking facility

2.11.1 The Hull Monitoring System is to include an autochecking facility so that the verification of the System can be carried out without the need of external devices.
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SECTION 2
SHAFT MONITORING (MON-SHAFT)
1
1.1
General
Applicability of MON-SHAFT notation
2.2.2
Timing
The additional class notation MON-SHAFT is 1.1.1 assigned, in accordance with Pt A, Ch 1, Sec 2, [5.7.3], to ships fitted with a temperature monitoring system for the tailshaft sterntube aft bearing complying with the requirements of this Section.
1.1.2 This notation is assigned only to ships having tailshafts arranged with oil lubricated stern bearing and with approved oil sealing glands. 1.1.3 The assignment of this notation allows a reduced scope for complete tailshaft surveys; see Pt A, Ch 2, Sec 2, [6.6.4].
Stern bearing lubricating oil is to be analysed regularly; in any event, the interval between two subsequent analyses is not to exceed six months.
2.2.3 Records
The lubricating oil analysis documentation is to be available on board showing in particular the trend of the parameters measured according to [2.2.4].
2.2.4 Content of analysis
Each analysis is to include the following parameters: water content chloride content bearing material and metal particle content oil ageing (resistance to oxidation). The oil samples are to be taken under service conditions and are to be representative of the oil within the sterntube.
2.2.5 Additional data to be recorded
2
2.1
Requirements for the issuance of the notation

Arrangement
2.1.1 In order for the notation MON-SHAFT to be granted, the stern bearing is to be arranged with facilities for measurement of bearing wear down.
2.2
Lubricating oil analysis
In addition to the results of the oil sample analysis, the following data are to be regularly recorded: oil consumption bearing temperatures (a temperature sensor for each bearing or other approved arrangements are to be provided).
2.2.1 Item to be monitored In order for the notation MON-SHAFT to be granted, the lubricating oil of the stern bearing is to be analysed as indicated in this Section.
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Chapter 6
COMFORT ON BOARD (COMF)
GENERAL REQUIREMENTS ADDITIONAL REQUIREMENTS FOR NOTATION COMF-NOISE ADDITIONAL REQUIREMENTS FOR NOTATION COMF-VIB INTERNATIONAL STANDARDS
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Symbols used in chapter 6
NCR MCR dB dB(A)
: Normal continuous rating of the propulsion : Maximum continuous rating of the propulsion : Decibel, unit of sound pressure level compared to the reference pressure level (2 10-5 Pa) : (A) weighted global value of the sound pressure level
octave band: frequency space limited by a given frequency and twice this frequency. Third (1/3) octave band corresponds to a frequency space of 1/3 octave. Octave and thirds bands used in acoustics are standard bands (IEC).
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SECTION 1
GENERAL REQUIREMENTS
1
1.1
General
Application
IEC Publication 651, Sound level meters IEC Publication 225, Octave, half-octave and third octave band filters intended for the analysis of sound and vibrations IEC Publication 804, and amendment n.1, 1989, Integrating-averaging sound level meters IEC Publication 942, Sound calibrators ISO R717, Acoustics - Rating of sound insulation in building and building elements, namely: Part 1, Airborne sound insulation in building and building elements Partie 2, Impact sound insulation
1.1.1 The following additional class notations are assigned, in accordance with Pt A, Ch 1, Sec 2, [5.8] to ships specified in Pt A, Ch 1, Sec 2, [4.1.5] complying with the applicable requirements of the present Chapter:
COMF-VIB Vg for vibrations COMF-NOISE Ng for noise Both class notations may be attributed separately COMF-G for general comfort, including at the same time, vibrations and noise. Vg, Ng et G are the grades attributed from measurement results as described hereafter.
ISO 140, Acoustics - Measurements of sound insulation in buildings and of building elements, namely: Part 4, Field measurements of airborne sound insulation between rooms Part 7, Field measurements of airborne impact insulation of floors
1.2
Basic principles
-
1.2.1 Granting of the comfort grade is made on the basis of measurements performed by or under supervision of the Surveyor, during building stage, sea trials or in service.
b) Vibrations ISO 6954, Mechanical vibration and shock Guidelines for the overall evaluation of vibration in merchant ships ISO 2041, Vibration and shock - Vocabulary ISO 4867, Code for the measurements and reporting of shipboard vibration data ISO 4868, Code for the measurements and reporting of local vibration data of ship structures and equipment ISO 2631, Guide for the evaluation of human exposure to whole-body vibrations.
In case the ship undergoes repairs, modifications or refitting that may affect her comfort, these class notations are to be confirmed by new tests on board upon request of the Society.
1.2.2 These Rules take account of various International Standards and are deemed to preserve their general principles. 1.2.3 Outside the conditions of attribution of the specific classification notations, this Chapter may also be used as a standard by the Ship Owner and the Shipbuilder as it gives basic elements for preparing noise and vibration specifications. Each normally occupied area (work spaces or accomodation spaces is dealt with in a different way, taking account the kind of occupations normally carried out in that area and the ship type.
2
2.1
Conditions of attribution
Measurements
1.3
1.3.1
References
International standards
2.1.1 Measurements aiming at giving the comfort class notation are to be performed under the condition specified in [3].
The following standards are corresponding to the edition in force in January 2000. a) Noise IMO Resolution A.468 (XII), Code on noise levels onboard ships ISO 2923, Acoustics - Measurements of noise on board vessels ISO 31/VII, Quantities and units of acoustics
2.2
Determination of comfort rating number
2.2.1 A grade (either 1 or 2) is to be given separately for both components (noise and vibrations), grade 1 representing the most comfortable (highest) class notation. The global grade (G in class notation COMF-G), considering only, at the present stage, vibrations and noise, is to correspond to the higest value (lowest grade) of both components.
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Pt F, Ch 6, Sec 1
2.2.2 Evaluation of the grade for each component is made as follows:
Comfort grade is estimated for each room. If, for all the rooms, levels are lower or equal to those corresponding to a given grade, then the granted grade is that grade. Otherwise, tolerance is accepted on 10% of the measurements: 9% must stay below the immediately lower grade (higher value), only the remaining 1% may exceed this upper grade, till 5 dB(A), for noise, and 2 mm/s for vibrations.
are to be measured in way of main structure elements (pillar lines) and in the central part of the main panels (on ordinary stiffeners). The Society may accept less measuring points for rooms located very far from noise and vibration sources.
3
3.1
Testing conditions
General
2.3
Measuring areas
2.3.1 Definition of room type In addition to the definitions given by IMO for the standard spaces on ordinary merchant ships (see list in Ch 6, App 1, Tab 2), rooms are defined by their on board appellation (see Ch 6, Sec 2, Tab 1 andCh 6, Sec 3, Tab 1). Operationnal rooms shall include, for example, the Operational center, Telecom center. Central command rooms shall include all other kinds of command rooms.
3.1.1 This Article gives the conditions to be fulfilled during measurements. Additional details of these conditions may be taken from International Standards, respectively: IMO Resolution A.468 (XII) for noise ISO 4867 et 4868 for vibrations. 3.1.2 Possible divergence on the required conditions may be accepted by the Society and is to be clearly mentioned in the report. 3.1.3 The measuring program, to be approved before the trials, has to include: location of the measuring points loading conditions (theoretically, conditions specified for sea trials, if the tests are carried out during these sea trials) propulsion operating conditions other equipment to be run measuring apparatus 3.1.4 During the tests, some additional measurements may be decided upon request of the Surveyor (see Ch 6, Sec 2, [3.2.3]. Part of the noise measurements is to be conducted at quay or at anchorage (impact noise, determination of isulation indexes between rooms, ventilation noises). For these specific tests, no particular condition is required for output (assumed to be off), loading conditions, water depth or weather conditions.
A specific consideration is taken for rooms adjacent to rooms including one of the main sources. in this Chapter, room adjacent to the main sources means a room which has a common bulkhead (or floor or ceiling) with engine room, generator room, their exhaust casing or longitudinally located from the propeller plane at a distance lower than twice the propeller diameter.
2.3.2 Measuring conditions Measurements have to be carried out in the following locations, in accordance with [2.3.3]. Measurements may be performed in locations such as gangways, when noise or vibrations levsl subjectively seem excessive: measured levels have to be below limits specified in the tables of Ch 6, Sec 2 and Ch 6, Sec 3. The list of measuring points is to be prepared prior to the tests, but adjustment on this list may be made during the tests, according to the subjective observation. 2.3.3 Measuring locations Measurements are to be performed in each type of rooms, if existing, specified in tables of Ch 6, Sec 2 et Ch 6, Sec 3.
3.2
Test conditions
If the ship includes a large number of cabins, a rational distribution is to be selected, with a larger number in the vicinity of noise and vibration sources (main propellers, main engine compartment, generator room and their casing). In these areas, located in a space limited by 10 m ahead and 10 m behind the room including these sources (15 m ahead the propellers), all the rooms adjacent to one of these compartments, plus 30% of the others (not directly adjacent) have to be measured. In other ship areas, 10% of the cabins are to be measured. For large rooms, mess rooms for instance), measuring distribution shall be chosen as follows: every 15 m for rooms up to 50 m every 25 m for rooms of 50 m and upward. Measurements shall be undertaken at least on both sides (if the room breadth exceeds 5 m) and on both ends (if the room length exceeds 5 m). For these large rooms, vibrations
3.2.1 Output and RPM Propulsion output has to correspond to the normal operation conditions of the ship, i.e. at NCR or at least 83% of MCR. Other test conditions may be proposed, at the Ship Owner request (harbor conditions, or other). In that case, the test program must be described in a separale specification (conditions of measurements and required levels) 3.2.2 List of equipments to be run during the tests Any frequently used equipment (more that 1/3 of the time at sea) is to be run at its normal operating conditions. Generaly, the list of machines and equipment to be run is at least to include, if any, the following:
generators air conditioning and ventilation stabilisation devices compressors cold rooms waste treatment units
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laundry with all the equipment running: washing machines, drying machines (for measurements of noise levels in laundry, the equipment shall be stopped). Some of them may be only run during measurements in the adjacent rooms, at the Surveyor request. For some equipment used only on short time, additional tests may be required to check their influence on the noise levels in the surrounding areas: lateral thrusters, lifts, ... (see Ch 6, Sec 2, [3.2]).
3.2.3 Loading conditions Standard test conditions may correspond to those defined for official sea trials. Generally, these conditions represent the most unfavourable conditions for noise and vibrations. However, if the ship is likely to be operated on a large range of loading conditions, additional measurements may be required. 3.2.4 Weather conditions Tests have to be conducted with Beaufort 3 or les. If the weather conditions are worse, measurements may be yet performed. In that case, if results are satisfactory, then the
tests may be considered as official ones. If they are not, new measurements must be undertaken later on, with ad hoc conditions.
3.2.5 Water depth Tests have to be made in deep water, with a water depth greater than 5 times the mean draft. However, for ships likely to operate in coastal waters, measurements may be taken with conditions corresponding to normal service conditions. 3.2.6 Course Ship course is to be kept constant, with rudder angle less than 2 degrees both sides, for the whole duration of the measurements. Nevertheless, if ship needs maneuvring, measurements shall be stopped till the ship recovers constant course and speed. 3.2.7 Remark Specially for noise, it should be better to perform measurements in fully completed rooms (outfitting, furnitures, covering, ...). However measurements may be undertaken in the sea trial state, which supposes better final results.
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Pt F, Ch 6, Sec 2
SECTION 2
ADDITIONAL REQUIREMENTS FOR NOTATION COMF-NOISE
1
1.1
General
Application
3
3.1
Noise levels
Noise levels in standard spaces
1.1.1 Requirements of this Section are applicable to the assignment of the additional class notation COMF-NOISE. They are complementary to the applicable requirements of Ch 6, Sec 1.
3.1.1 Noise levels inside standards rooms defined in Ch 6, Sec 1, [2.3] and corresponding to the noise grade Ng are given in Tab 1. In the rooms containing equipment likely to be considered as noise source, the corresponding equipment units are to be switched on, but in stand by (no emission for radio, no printer, no food process in galley, ...) Table 1 : Required levels in dB(A)
2
2.1
Instrumentation
Wheelhouse Operational rooms Central command rooms Cabins Recreation rooms Mess rooms Galleys Offices Cabin gangways Medical spaces Workshops, stores, laundry Technical rooms non permanently manned Engine compartment and auxiliary rooms not permanently manned (for information) Sound pressure levels in dB(A) Location Ng=1 60 55 60 55 60 60 75 60 70 55 75 80 110 Ng=2 65 60 65 60 65 65 75 65 70 60 80 80 110
2.1.1 Measuring equipment has to comply with ISO 2923 (microphone and sound level meter class 1, IEC 651) and to include a one third octave band filter. It is to be calibrated before and after the tests.
2.2
Data processing - Analysis
2.2.1 Tests are to be presented in global values (dB(A)). When, subjectively, the noise level appears in excess (case of emergence, for instance) results shall be given in third octave band spectra. For rooms adjacent to one of the main sources (see Ch 6, Sec 1, [2.3.1]), an additional 3 dB(A) tolerance may be accepted for the comparison with specified levels.
2.3
Measuring conditions
2.3.1 Tests are to be conducted in the conditions decsribed in Ch 6, Sec 1, [3.2]. Air conditioning is to be in normal operating conditions. Doors and windows are to be shut, unless they may be kept open in normal use (wheelhouse, for instance).
3.2
3.2.1
Additional measurements and checking

Sound insulation
2.4
Measuring positions
2.4.1 Location of the measuring points has to comply with Ch 6, Sec 1, [2.3].
Measurements have to be taken at a height between 1.2 and 1.6 m from the deck and at a distance above 1 m from any boundary surface of the room. In cabins and offices, measurements have to be taken at 1 meter at least from any existing noise source (for instance., inlet/oulet of air conditioning openings).
Between two adjacent accommodation spaces, sound insulation has to satisfy the insulation indexes given in Tab 2. These indexes have to take account of the maximum expected noise in the adjacent room. Measurements are to be performed on board, at quay or at anchorage. If a lower expected noise levels in adjacent source room can be justify, then a tolerance may be accepted on the insulation index Tab 2, providing that the final result complies with the values ofTab 1. These tests have to be undertaken for at least one room of each type, justifying such procedure.
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Table 2 : Sound insulation Indexes between cabins and rooms
Between cabins and: Cabin Cabin gangway Stairs and lifts Technical rooms (other than engine room) Engine room and engine casing Recreation rooms and mess rooms
Ng=1 35 25 40 45 55 45
Ng=2 30 20 40 45 55 45
the mergence may be considered as drowned in the global signal. If needed, the Surveyor may require additional measurement or analysis, after subjective observation in the concerned room.
3.2.3 Miscellaneouss
For cabins, other phenomena may be checked, at the Surveyor request, taking account of the normal background noise, especially for the noise induced by technical adjacent rooms: starting of machine in the adjacent room ship maneuvring equipment (achoring, mooring, thrusters, machinery alarms ...), lifts. These transient phenomena have to induce a noise level which does not increase the ambient noise by more than 5 db(A).
3.2.2 Emergence In the measured spectrum, no component in term of third octave band has to emerge at more than 10 dB, compared to the adjacent components, except if amplitude of this component is 5 dB below the global value, as, in that case,
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Pt F, Ch 6, Sec 3
SECTION 3
ADDITIONAL REQUIREMENTS FOR NOTATION COMF-VIB
1
1.1
General
Application
several measuring points may be necessary and are to be chosen in accordance with the local structure arrangement (measurements of different existing types of existing panels).
2.4.2 Selection of measuring points in the horizontal direction shall be guided by the following elements:
1.1.1 The requirements of this Section are applicable to the assignment of the additional class notation COMF-VIB. They are additional to the applicable requirements of Ch 6, Sec 1.
2
2.1
Instrumentation
on relatively long decks, covering more than half the ship length, transverse vibrations have to be measured every 2 decks, with a measuring point at the fore end, one at midship, and one at the aft end. When part of the accomodations includes a relatively short and heigh deckhouse, tests have to include measurements in both horizontal direction, with one measuring point at each end.
Figure 1 : Weighting curves for vertical vibrations
Ratio in dB
10.00 20
2.1.1 The instrumentation has at least to include a transducer (accelerometer or velocity transducer) with an appropriate amplifier, and a FFT analyser. Signal may possibly be tape recorded, for a later analysis.
2.2
Data processing, analysis, presentation of results

1.00
This spectrum is to be plotted on the frequency range 1-100 Hz, on 400 lines. The Maximum Repetitive Value used for vibration judgment is represented by the peak hold function of the FFT analyzer, during a one-minute observation. However, if the vibration phenomenon appears very steady, in areas where several measuring points are to be checked, one measurement is to be observed for 1 minute, but the additional point observations may be reduced to 30 s.
2.2.2 When the spectrum shows several significant components (components exceeding 50% of the maximum weighted velocity amplitude), an equivalent vibration level has to be estimated according to the procedure developed in [3.2], by using the weighting curves of Fig 1 and Fig 2.
Ratio
2.2.1 Frequency spectrum of the signal (velocity vs frequency) may be directly plotted on a diagram with comparison with the specifies limits.
0.10
-20
0.01 1 10 100
Frequency (in Hertz)
Figure 2 : Weighting curves for horizontal vibrations

Ratio in dB
10.00 20
2.3
Mesuring conditions
1.00 0
2.4
Mesuring positions
0.10 -20
2.4.1 The location of areas to be measured is indicated Ch 6, Sec 1, [2.3]. Except for measuring points specified in [2.4.2], measurements have to be taken in the vertical direction. In cabins, offices or other small size rooms, measurements are to be taken on the floor, in the center of the room. For larger rooms, as indicated in Ch 6, Sec 1, [2.3.3},
Ratio
0.01 1 10 100
2.3.1 Test are to be conducted under the conditions described in Ch 6, Sec 1, [3.2].
Frequency (in Hertz)
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Pt F, Ch 6, Sec 3
3
3.1
Vibration levels
Vibration limits
components. This calculation can be limited to the components greater than half of the greatest component.
Figure 3 : Curves for vertical vibrations
100
3.1.1 Vibration levels corresponding to the vibration grade Vg are provide on Tab 1. Table 1 : Severity grade of vibrations
Equivalent vibration level mm/s
Vibration levels Location Wheelhouse Operational rooms Centralised control room Cabins Recreation room Mess room Galleys Offices Cabin gangway Medical rooms Workshops, stores, laundry Technical rooms (not permanently manned) Vg=1 C4 C3 C4 C3 C3 C3 C5 C3 C5 C3 C5 C5 Vg=2 C5 C4 C5 C4 C4 C4 C6 C4 C6 C4 C6 C6
Vibration Velocity
10
curve C9 curve C6 curve C4 curve C3 curve C2
1 1 10
curve C1
100 (Hertz)
Frequency
Figure 4 : Curves for horizontal vibrations
Equivalent vibration level mm/s
Vibration Velocity
3.1.2 Levels given in Tab 1 are corresponding to the curves drawn thanks to the values indicated in Tab 2, and are identified by the values corresponding to the horizontal part (constant velocity) of the curves of Fig 3 and Fig 4. Only some curves have been plotted, other may be obtained by a simple translation.
10
curve C9 curve C6 curve C4 curve C3 curve C2
3.2
Determination of the equivalent vibration level
3.2.1 This equivalent vibration level must be determined in case of multi-frequency vibrations. The spectrum has to weighted using the equivalent weighting curve of the corresponding measurement direction. The equivalent level, for the considered direction, is therefore obtained by the square root of the sum of the main spectrum component squares, after weightening of the correspondant spectrum
1 1 10 100 (Hertz)
curve C1
Frequency
Table 2 : Limit Curves for vibrations in peak values (Maximum Repetitive value)
Curve C1 C2 C3 C4 C5 C6 C7
= 32 mm/s = 64 mm/s
Vertical < 5 Hz
2 2
Horizontal 5 100 Hz V = 1 mm/s V = 2 mm/s V = 3 mm/s V = 4 mm/s V = 5 mm/s V = 6 mm/s V = 7 mm/s < 2,5 Hz
= 16 mm/s = 32 mm/s = 63 mm/s = 79 mm/s = 94 mm/s
2 2
2,5 100 Hz V = 1 mm/s V = 2 mm/s V = 3 mm/s V = 4 mm/s V = 5 mm/s V = 6 mm/s V = 7 mm/s
or 3,2 gals or 6,4 gals or 9,6 gals or 12,5 gals or 15,7 gals or 18,8 gals or 22,0 gals
or 1,6 gals or 3,2 gals or 4,7 gals or 6,3 gals or 7,9 gals or 9,4 gals
2
= 96 mm/s2 = 125 mm/s = 157 mm/s = 188 mm/s = 220 mm/s

2 2 2 2
= 47 mm/s2
2 2 2
= 110 mm/s
or 11,0 gals
Note 1:1 gal = 0,01 g (gravity acceleration: 9,81 m/s2)
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Pt F, Ch 6, App 1
APPENDIX 1
INTERNATIONAL STANDARDS
1
1.1
Vibrations
Limit curves of ISO 6954
2
2.1
Noise
Noise limits of IMO
1.1.1 Fig 1 and Tab 1 provide admissible vibration levels of ISO 6954, expressed as maximum peak repetitive value. Figure 1 : Admissible vibration levels
100
2.1.1 Tab 2 provides the permissible noise limits according to IMO Resolution A.468 (XII). Table 2 : Noise limits of IMO
Locations Work spaces Machinery spaces (continuously manned) Machinery spaces (not continuously manned) Machinery control rooms Workshops
dB(A) 90 110 75 85 90 65 70
Vibration Velocity Maximum Repetitive Value in mm/s
10
Non-specified work spaces Navigation spaces Navigation bridge and chartroom Listening post, including navigation bridge wings and windows
1 1 10 100 Frequency (Hertz)
Radio room (with radio equipment operating but not producing audio signals) Radar rooms Accommodation spaces Cabins and hospitals Mess rooms Recreation rooms Open recreation areas Offices Service spaces Galleys, without food processing equipment operating Stores and pantries Normally unoccupied spaces Spaces not specified
60
65 60 65 65 75 65 75 75 90
Table 1 : Limit curves
Curve Upper curve Lower curve
Frequency range 1 to 5 Hz acceleration: 285 mm/s

2 2
5 to 80 Hz velocity: 9 mm/s velocity: 4 mm/s
acceleration: 126 mm/s
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Chapter 7
REFRIGERATING INSTALLATION (REEFER)
SECTION 1
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Pt F, Ch 7, Sec 1
SECTION 1
1
1.1
General
Application
1.3.4 Refrigerant Refrigerant is a cooling medium which is used to transmit and maintain the cool in the refrigerated chamber. 1.3.5 Refrigerating unit A refrigerating unit includes one or more compressors driven by one or more prime movers, one condenser and all the associated ancillary equipment necessary to form an independent gas-liquid system capable of cooling refrigerated chambers. 1.3.6 Refrigerated chamber A chamber is any space which is refrigerated by a refrigerating unit. A chamber may be a cargo space or any other ship service space, such as for instance the galley.
1.1.1 The additional class notation REEFER is assigned, in accordance with Pt A, Ch 1, Sec 2, [5.10], to ships with refrigerating installations related to preservation of ships domestic supplies, complying with the requirements of this Chapter. 1.1.2 The requirements of this Chapter apply to refrigerating installations on ships. These requirements are specific to permanently installed refrigerating installations and associated arrangements and are to be considered additional to those specified in Pt C, Ch 2, Sec 2, which are mandatory for all ships with refrigerating installations.
2
2.1
Design criteria
Reference conditions
1.2
1.2.1
Temperature conditions
Refrigerated spaces
The minimum internal temperature or the temperature range for which the notation is granted is to be mentioned in the notation. For design temperatures to be considered for designing the plant, see [2.1.1] . This indication is to be completed by the mention of any operational restriction such as maximum sea water temperature, geographical or seasonal limitations, etc., as applicable.
2.1.1 Environmental conditions Unless otherwise indicated in the ship specification, the following environmental conditions are to be considered for the heat transfer and balance calculations and for the running rate of the refrigerating machinery:
Sea water temperature: 32C Outside air temperature: 35C Relative humidity of air at 35C: 80%. For the determination of heat transfer through outside walls liable to be exposed to sun radiation, the outside air temperature is to be taken as equal to 45C.
1.3
1.3.1
Definitions
Direct cooling system
3
3.1
Documentation
Refrigerating installations
Direct cooling system is the system by which the refrigeration is obtained by direct expansion of the refrigerant in coils fitted on the walls and ceilings of the refrigerated chambers, or in air cooling system.
1.3.2 Indirect cooling system
3.1.1 Plans to be submitted The plans listed in Tab 1 are to be submitted as applicable.
Indirect cooling system is the system by which the refrigeration is obtained by brine or other secondary refrigerant, which is refrigerated by a primary refrigerant, circulated through pipe grids or coils fitted on the walls and ceilings of the refrigerated chambers.
1.3.3 Air cooling system
The listed plans are to be constructional plans complete with all dimensions and are to contain full indication of types of materials employed. Plans of equipment which are type approved by the Society need not be submitted, provided the types and model numbers are made available.
3.1.2 Calculations to be submitted The calculations listed in Tab 2 are to be carried out in accordance with criteria agreed with the Society and are to be submitted.
Direct air cooling system is the system by which the refrigeration is obtained by circulation of air refrigerated by an air cooler.
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Pt F, Ch 7, Sec 1
Nr 1 2
A/I I I
Document Detailed specification of the plant (refrigerating machinery and insulation) including the reference design and ambient conditions General arrangement of refrigerated spaces including: the intended purpose of spaces adjacent to refrigerated spaces the arrangement of air ducts passing through refrigerated spaces the arrangement of steelwork located in refrigerated spaces or in insulated walls the arrangement of the draining system the individual volume and the total volume of the refrigerated spaces Drawings showing the thickness and methods of fastening of insulation on all surfaces in refrigerated spaces, including: insulation material specification hatch covers doors steel framing (pillars, girders, deck beams) bulkhead penetrations etc. Cooling appliances in refrigerated spaces (coil grids, air coolers with air ducts and fans, etc.) Distribution of the thermometers and description of remote thermometer installation, if any, including: detailed description of the apparatus with indication of the method and instruments adopted, measuring range, degree of accuracy and data regarding the influence of temperature variations on connection cables electrical diagram of apparatus, with indication of power sources installed, characteristics of connection cables and all data concerning circuit resistance drawings of sensing elements and their protective coverings and indicators, with specification of type of connections used General arrangement and functional drawings of piping (refrigerant system, sea water system, defrosting system, etc.) General arrangement of refrigerating unit spaces (main data regarding prime movers for compressors and pumps, including source of power, are to be included in this drawing) Electrical wiring diagram Compressor main drawings (sections and crankshaft or rotors) with characteristic curves giving the refrigerating capacity Drawings of main items of refrigerant system and pressure vessels, such as condensers, receivers, oil separators, evaporators, gas containers, etc. Remote control, monitoring and alarm system (if any) Operation manual for the refrigerating plant
4 5
A A
6 7 8 9 10 11 12
A I A A A A I
Note 1: Symbol A means for Approval, symbol I means for Information. air cooling system.
4.1.2 Cold distribution
Table 2 : Calculations to be submitted
Nr A/I 1 A
Item Detailed calculation of the heat balance of the plant. The calculation is to take into account the minimum internal temperatures for which the classification is requested and the most unfavourable foreseen ambient conditions.
a) The chambers may be refrigerated either by means of grids distributed on their walls or by means of air circulation on air coolers. b) Grids and/or air coolers may be supplied by a direct expansion system depending on the type of refrigerating system.
Note 1: Symbol A means for Approval.
4
4.1
General technical requirements

Refrigeration of chambers
4.2
4.2.1
Refrigerating unit
4.1.1 Refrigerating systems Refrigeration of the chambers may be achieved by one of the following systems: direct cooling system
Availability The total refrigerating capacity of the plant is to be such as, in the most unfavourable conditions of external temperatures, it is possible to maintain, in the insulated spaces loaded with refrigerated cargo, the temperature(s) for which the plant has been designed, all refrigerating units, except one, working 24 h a day, if necessary.
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Pt F, Ch 7, Sec 1
4.3
Defrosting
4.3.1 Means are to be provided for defrosting air cooler coils, even when the refrigerated chambers are loaded to their maximum. Air coolers are to be fitted with trays and gutterways for gathering condensed water. 4.3.2 Arrangements are to be made to drain away the condensate even when the refrigerated chambers are loaded to their maximum. See [5.8] for specific requirements.
Ample space is to be provided around the refrigerating unit to permit easy access for routine maintenance and to facilitate overhauls, particularly in the case of condensers and evaporators.
4.7.2 Dangerous refrigerants in machinery spaces Use of dangerous refrigerants in machinery spaces may be permitted in accordance with Pt C, Ch 2, Sec 2, [2.2.3].
5
5.1
Refrigerated chambers
Construction of refrigerated chambers
4.4
Prime movers and sources of power
4.4.1 Number of power sources The motive power for each refrigerating unit is to be provided by at least two distinct sources. Each source is to be capable of ensuring the service of the plant under the conditions stated in [2.1.1], without interfering with other essential services of the ship. 4.4.2 Electric motors Where the prime movers of refrigerating units are electric motors, the electrical power is to be provided by at least two distinct generating sets.
5.1.1 Bulkheads surrounding refrigerated chambers a) Generally, the bulkheads of refrigerated chambers are to be of metallic construction; however, the bulkheads between two refrigerated spaces intended to contain cargoes of the same nature or having no contaminating effect need not be metallic.
b) The bulkheads are to be gas-tight. c) Steels intended to be used for the construction of refrigerated chambers are to comply with the applicable provisions of Pt B, Ch 4, Sec 1 for low temperature steels.
5.1.2 Prefabricated chambers Prefabricated chambers are to be of a robust construction, capable of withstanding the usual movements of a sea going vessel e.g. vibration, inclination, acceleration, etc...
4.5
4.5.1
Pumps
Minimum number of condenser pumps
a) At least one standby condenser circulating pump is to be provided; this pump is to be ready for use and its capacity is not to be less than that of the largest pump that it may be necessary to replace. b) One of the condenser circulating pumps may be one of the ship's auxiliary pumps, provided its capacity is sufficient to serve the refrigerating plant working at maximum power without interfering with essential services of the ship.
They are to be fitted with suitable pressure equalising devices; these devices are to be so designed to allow the passage of air in either direction and remain closed in the absence of pressure differential. The inner and outer surfaces of the prefabricated panels are to be covered with a suitable lining.
5.1.3 Closing devices a) The closing devices of the accesses to refrigerated chambers, such as doors, hatch covers and plugs for loading or surveying are to be as far as possible gastight.
4.6
4.6.1
Sea connections
Number and location of sea connections
a) The cooling water is normally to be taken from the sea by means of at least two separate sea connections. b) The sea connections for the refrigerating plant are to be distributed, as far as practicable, on both sides of the ship.
4.6.2 Connections to other plants Where the circulating pump(s) of the refrigerating plant is/are connected to the same circuit as other pumps, precautions are to be taken in the design and arrangement of piping so that the working of one pump does not interfere with another.
b) The ventilators of refrigerated chambers, if any, are to be fitted with gas-tight closing devices.
5.2
Penetrations
5.2.1 Penetration of pipes and ducts Penetrations of pipes through watertight, gas-tight or fireresistant decks and bulkheads are to be achieved by fitting glands suitable for maintaining the tightness and fire-resisting characteristics of the pierced structures. 5.2.2 Penetration of electrical cables Where electrical wiring passes through refrigerated chambers, the relevant requirements of Pt C, Ch 5, Sec 7 are to be complied with.
4.7
Refrigerating unit spaces
4.7.1 Arrangement Refrigerating unit spaces are to be provided with efficient means of ventilation and drainage and, unless otherwise allowed by the Society, are to be separated from the refrigerated spaces by means of gas-tight bulkheads.
5.3
Access to refrigerated spaces
5.3.1 Access doors to refrigerated chambers are to be provided with means of opening from inside even where they have been shut from outside.
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Pt F, Ch 7, Sec 1
5.3.2 A calling mean is to be installed inside the refrigerated chambers, in an accessible place on the lower part of one of the walls
vent and sounding pipes of tanks, tops of shaft tunnels and other structures and arrangements covered by the insulation. b) Where the insulation is covered with a protective lining, certain panels of this lining are to be provided with a suitable number of inspection openings fitted with watertight means of closing.
5.4
Insulation of refrigerated chambers
5.4.1 The insulation of refrigerated chambers shall comply with the following requirements:
a) The insulating material is to be non-hygroscopic. The insulating boards are to have satisfactory mechanical strength. Insulating materials and binders, if any, are to be odourless and so selected as not to absorb any of the odours of the goods contained in refrigerated chambers. The materials used for linings are to comply with the same provisions. b) Polyurethane and other plastic foams used for insulation are to be of a self-extinguishing type according to a standard acceptable by the Society. In general, these foams are not to be used without a suitable protective coating. c) The insulation together with its coating is normally to have low flame spread properties according to an accepted standard. d) Plastic foams of a self-extinguishing type, suitably lined, may also be used for insulation of piping and air ducts. e) When it is proposed to use foam prepared in situ, the detail of the process is to be submitted for examination before the beginning of the work. f) Prefabricated panels are to be of a design such that, when erected, the continuity of the insulation is ensured. Possible gaps are to be filled with insulation material.
5.6
5.6.1
Refrigerated chambers adjacent to oil or fuel tanks
a) An air space of at least 50 mm is to be provided between the top of fuel and lubricating oil tanks and the insulation, so designed as to allow leaks to drain to the bilges. Such air space may be omitted provided multiple sheaths of an odourless oil-resisting material are applied to the upper surface of tank tops. The total required thickness of sheathing depends on the tank construction, on the composition used and on the method of application. b) In general, the sides of fuel and lubricating oil tanks are to be separated from refrigerated spaces by means of cofferdams. The cofferdams are to be vented, the air vents fitted for this purpose are to be led to the open and their outlets are to be fitted with wire gauze which is easily removable for cleaning or renewal. The cofferdams may be omitted provided that multiple sheaths of an odourless oil-resisting material are applied on the tank side surface facing the refrigerated chambers. The total required thickness of this sheathing depends on the composition used and on the method of application.
5.6.2 Refrigerated chambers adjacent to high temperature spaces
5.5
5.5.1
Protection of insulation
Insulation extension
The insulation and the lining are to be carefully protected from all damage likely to be caused by the goods contained in the chamber or by their handling.
5.5.2 Insulation strength
The insulation of the walls adjacent to coalbunkers or to any space where an excessive temperature may arise, by accident or otherwise, is to be made of mineral wool or any equivalent material; wood chips, if any, are to be fireproof and separated from the plates on which they are fitted by means of insulating sheets.
5.6.3 Wooden structures
The insulation lining and the air screens with their supports are to be of sufficient strength to withstand the loads due to the goods liable to be carried in the refrigerated chambers. Insulation linings are to be constructed and fitted so that they are airtight and provide an effective vapour barrier. The means of joining prefabricated panels are to have sufficient mechanical strength to maintain a vapour barrier on the inner and outer faces. All joints are to be sealed with a suitable gasket
5.5.3 Removable panels
Wooden beams and stiffeners are to be insulated and strips of suitable insulating material are to be fitted between them and the metallic structures.
5.6.4 Metal fittings
All metal fittings (bolts, nuts, hooks, hangers, etc.) necessary for fitting of the insulation are to be galvanised or made in a corrosion-resistant material.
5.6.5 Equipment below the insulation
a) A sufficient number of removable panels are to be provided in the insulation, where necessary, to allow inspection of the bilges, bilge suctions, bases of pillars,
Arrangements are to be made whilst building in order to facilitate the examination in service of parts such as bilge suctions, scuppers, air and sounding pipes and electrical wiring which are within or hidden by the insulation.
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5.7
Installation of the insulation
sure of the refrigerants at 40C. Due regard is to be paid to the defrosting arrangement which may increase the pressure on the low pressure system. c) The design pressure of the high pressure side of the installation is to be based on the condenser working pressure while it operates with water cooling in tropical zones. In general, the rated working pressure is to be taken not less than the effective saturated vapour pressure at 50C. d) The design pressure of the system is also not to be lower than the values given inTab 3.
a) Before laying the insulation, steel surfaces are to be suitably cleaned and covered with a protective coating of appropriate composition and thickness. b) The thickness of the insulation on all surfaces together with the laying process are to be in accordance with the approved drawings. c) The insulating materials are to be carefully and permanently installed; where they are of slab form, the joints are to be as tight as possible and the unavoidable crevices between slabs are to be filled with insulating material. Bitumen is not to be used for this purpose. d) Joints of multiple layer insulations are to be staggered. e) In applying the insulation to the metallic structures, any paths of heat leakage are to be carefully avoided.
Refrigerating machinery and equipment

Prime movers
7.1
7.1.1
5.8
5.8.1
Drainage of refrigerated spaces

General
a) The diesel engines driving the compressors are to satisfy the relevant requirements of Pt C, Ch 1, Sec 2. b) The electric motors driving the compressors, pumps or fans are to satisfy the relevant requirements of Pt C, Ch 3, Sec 4.
All refrigerated chambers and trays under air coolers are to be fitted with means suitable for their continuous and efficient drainage.
5.8.2 Drain pipes
7.2
7.2.1
Common requirements for compressors

Casings
a) Drain pipes from refrigerated space cooler trays are to be fitted with liquid sealed traps provided with nonreturn valves which are easily accessible, even when the chamber is fully loaded. b) Threaded plugs, blank flanges and similar means of closing of drain pipes from refrigerated spaces and trays of air coolers are not permitted. c) Where means of closing of drain pipes are required by the Owner, these are to be easily checked and the controls are to be located in an accessible position on a deck above the full load waterline.
The casings of rotary compressors are to be designed for the design pressure of the high pressure side of the system indicated in Tab 3.
7.2.2 Cooling
a) Air-cooled compressors are to be designed for an air temperature of 45C. b) For sea water cooling, a minimum inlet temperature of 32C is to be applied. Unless provided with a free outlet, the cooling water spaces are to be protected against excessive overpressure by safety valves or rupture safety devices.
7.2.3 Safety devices
6
6.1
6.1.1
Refrigerants
General
Prohibited refrigerants
a) Stop valves are to be provided on the compressor suction and discharge sides. b) A safety valve or rupture disc is to be arranged between the compressor and the delivery stop valve. c) When the power exceeds 10 kW, the protection may consist of a pressure control device which automatically stops the machine in the event of overpressure. Details of the design of this device are to be submitted to the Society. d) Compressors arranged in parallel are to be provided with check valves in the discharge line of each compressor. e) Means are to be provided to indicate the correct direction of rotation.
For restrictions on the selection of refrigerants, see Pt C, Ch 2, Sec 2, [2.2.1] and Pt C, Ch 2, Sec 2, [2.2.2].
6.2
6.2.1
Rated working pressures

Pressure parts design pressure
a) The refrigerant design pressure is not to be less than the maximum working pressure of the installation or its parts, either in operation or at rest, whichever is the greater. No safety valve is to be set at a pressure higher than the maximum working pressure. b) In general, the design pressure of the low pressure side of the system is to be at least the saturated vapour pres-
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Table 3 : Design working pressure
7.5
7.5.1
General requirements for piping

General
Refrigerant number R134a R404a R507
High pressure side 1,3 MPa 2,2 MPa 2,3 MPa
Low pressure side 1,1 MPa 1,7 MPa 1,8 MPa
The general requirements of Pt C, Ch 2, Sec 2, [2.1.3] are applicable.

7.5.2 Piping arrangement
Note 1: Due consideration is to be given to the values applicable to other refrigerants.
a) Pipelines are to be adequately supported and secured so as to prevent vibrations. Approved type flexible hoses may be used where necessary to prevent vibrations. b) Provision is to be made for allowing thermal expansion and contraction of the piping system under all operating conditions. Approved type flexible hoses may be used where necessary for this purpose. c) Where necessary, pipe insulation is to be protected from mechanical damage and is to be provided with an efficient vapour barrier which is not to be interrupted in way of supports, valves, fittings, etc.
7.3
Reciprocating compressors
7.3.1 Crankcase a) When subjected to refrigerant pressure, compressor crankcases are to be either: designed to withstand the rated working pressure of the LP side; or fitted with safety valves designed to lift at a pressure not exceeding 0,8 times the crankcase test pressure; in this case, arrangements are to be made for the refrigerant to discharge to a safe place; or protected against overpressure by means of devices likely to ensure a similar protection.
7.6
7.6.1
Accessories
b) An oil level sight glass is to be fitted in the crankcase. c) Means are to be provided to heat the crankcase when the compressor is stopped.
Oil separators Oil separators with drains are to be fitted on the refrigerant lines. When a wire gauze is fitted, this is to be of material which cannot be corroded by the refrigerant. 7.6.2 Filters
7.4
Pressure vessels
7.4.1 General The general requirements of Pt C, Ch 2, Sec 2, [2.1.2] are applicable. 7.4.2 Refrigerant receivers a) The receivers are to have sufficient capacity to accumulate liquid refrigerant during changes in working conditions, maintenance and repairing.
a) Efficient filters are to be fitted at the suction of compressors and on the high pressure side of reducing valves. The filters of compressors may be incorporated in the crankcases, provided their filtering area is sufficient. b) Filters are to be fitted with a wire gauze strainer which cannot be corroded by the refrigerant and allowing a sufficient flow area for the fluid. Small filters such as those of reducing valves are to be such that they can be easily removed without any disassembling of the pipes.
7.6.3 Dehydrators
b) Each receiver is to be fitted with suitable level indicators. Glass gauges, if any, are to be of the flat plate type and are to be heat resistant. All level indicators are to be provided with shut-off devices. c) Each receiver that may be isolated from the system is to be provided with an adequate overpressure safety device.
7.4.3 Evaporators and condensers a) All parts of evaporators and condensers are to be accessible for routine maintenance; where deemed necessary, efficient means of corrosion control are to be provided.
An efficient dehydrator is to be fitted. The dehydrator is to be so designed and arranged that the drying product can be replaced without any disassembling of the pipes.
7.7
7.7.1
Refrigerating plant overpressure protection

General
b) Safety valves are to be fitted on the shells of evaporators and condensers when the pressure from any connected pump may exceed their anticipated working pressure.
7.4.4 Air coolers a) Air coolers are to be made of corrosion-resistant material or protected against corrosion by galvanising.
a) The refrigerant circuits and associated pressure vessels are to be protected against overpressure by safety valves, rupture discs or equivalent arrangement. However, inadvertent discharge of refrigerant is to be prevented. b) The safety devices are to be in such number and so located that there is no possibility that any part of the system may be isolated from a safety device. Where it is necessary to be able to isolate one of these devices from the system for maintenance purposes, the valves may be duplicated provided a change-over valve is arranged in such a way that when one device is isolated it is not possible to shut off the other.
b) Air coolers are to be provided with drip trays and adequate drains.
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c) Pressure vessels connected by pieces of pipe without valves may be considered as a single pressure vessel from the point of view of overpressure protection, provided that the interconnecting pipe does not prevent effective venting of the vessels.
7.7.2 Safety valves
9
9.1
Instrumentation, alarm, monitoring

General
Automation safety equipment
9.1.1
a) Safety valve discharges are to be led to a safe place above the deck. Discharge pipes are to be designed in such a way that the ingress of water, snow, dirt or debris affecting the operation of the system can be prevented. b) Refrigerant pumps are to be fitted with safety valves at the discharge side. The valves may discharge at the pump suction side or at another suitable location. c) After setting, safety valves are to be suitably protected against the possibility of inadvertent change of setting. d) Safety valves are to lift at a pressure not more than 0,80 times the test pressure of the parts concerned.
The automation safety equipment is to be of the fail-safe type and is to be so designed and installed as to permit manual operation. In particular, manual operation of the compressors is to be ensured in the event that any of the equipment is inoperable.
9.1.2 Regulation devices
Regulation devices such as motor-operated valves or thermostatic expansion valves are to be such that they can be isolated, thus allowing the plant to be manually operated should the need arise.
9.2
9.2.1
Instrumentation, alarm and monitoring arrangement

Compressors
Specific requirements for direct cooling systems

Specific requirements for air cooling systems and distribution and renewal of air in refrigerated chambers
8.1
Tab 4 summarises the minimum control and monitoring requirements for refrigerating compressors.
9.2.2 Refrigerating systems
8.1.1 Rated circulation The air circulation system is to be so designed as to ensure as uniform as possible a distribution of air in refrigerated spaces. 8.1.2 Refrigerated air circulation systems
Tab 5 summarises the minimum control and monitoring requirements for refrigerating systems.
10 Material tests, inspection and testing, certification

10.1 Material testing
10.1.1 The materials for the construction of the parts listed below are to be tested in compliance with the requirements of Part D of the Rules:
a) For air coolers, see [7.4.4]. b) Air coolers are to be designed for a maximum temperature difference between cooling medium and cooling air at the air cooler inlet of about 5C for fruit cargoes and about 10C for deep frozen cargoes. c) The coils are to be divided into two sections, each capable of being easily shut off. d) Means for defrosting the coils of the air coolers are to be provided. Defrosting by means of spraying with water is to be avoided. e) Fans and their motors are to be arranged so as to allow easy access for inspection and repair and/or removal of the fans and motors themselves when the chambers are loaded with refrigerated cargo. Where duplicate fans and motors are fitted and each fan is capable of supplying the quantity of air required, it is sufficient that easy access for inspection is provided. f) The air circulation is to be such that delivery and suction of air from all parts of the refrigerated chambers are ensured.
compressor crankshafts, couplings, connecting rods and piston rods compressor liners, cylinder heads and other parts subjected to pressure steel and copper tubing for evaporator and condenser coils and for pressure piping in general oil separators, intermediate receivers and other pressure vessels included in the gas circuit condensers and evaporators of shell type (tube or welded plate).
10.2 Shop tests

10.2.1 Individual pieces of equipment
g) The air capacity and the power of the fans are to be in proportion to the total heat to be extracted from the refrigerated chambers, due regard being given to the nature of the service.
Shop tests are to be carried out on pumps, electric motors and internal combustion engines forming parts of refrigerating installations, following procedures in accordance with the requirements applicable to each type of machinery. The relevant running data (capacity, pressure head, power and rotational speed, etc.) are to be recorded for each item.
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Table 4 : Refrigerating compressors
Item Refrigerant suction Refrigerant discharge Refrigerant suction Refrigerant discharge Lubricating oil Lubricating oil Cooling water Cumulative running hours
Indicator pressure pressure temperature temperature pressure temperature temperature hours low low high
Function Alarm Automatic shutdown X X
Comments At saturated temperature and including intermediate stages For installations over 25 kW only
X For installations over 25 kW only For installations over 25 kW only All screw compressors and installations over 25 kW only
Note 1: Shutdown is also to activate an audible and visual alarm, locally or at remote position
Table 5 : Refrigerating systems
Item Chamber temperature Bilge level in refrigerated space
Indicator temperature high high
Function Alarm X X Automatic shutdown
Comments
Note 1: audible and visual alarm to be activated locally or at remote position
10.2.2 Refrigerating unit
Table 6 :
a) At least one refrigerating unit of each type installed on board is to be subjected to shop tests in order to ascertain its refrigerating capacity in the most unfavourable temperature conditions expected, or in other temperature conditions established by the Society. b) Where the complete unit cannot be shop tested (for instance, in the case of direct expansion installations), only the compressors are to be tested according to procedures approved by the Society.
Test pressure Component Compressor cylinder blocks, cylinder covers, stop valves, pipes and other components (condensers, receivers, etc.) of the high pressure part of the circuit. Compressor crankcases subjected to refrigerant pressure, stop valves, pipes and other components of the low pressure part of the circuit. Strength test 1,5 p1 Leak test p1
10.3 Pressure tests at the workshop

10.3.1 Strength and leak tests
1,5 p2
p2
Upon completion, all parts included in the suction and delivery branches of the refrigerant circuit are to be subjected to a strength and leak test. The strength test is a hydraulic test carried out with water or other suitable liquid. The leak test is a test carried out with air or other suitable gas while the component is submerged in water at a temperature of approximately 30C. The components to be tested and the test pressure are indicated in Tab 6.
10.3.2 Condensers
Where p1 and p2 are the design pressures indicated in [6.2] for high pressure and low pressure parts.
10.4 Thermometers and manometers

Circulating water sides of condensers are to be subjected to a hydrostatic test at a pressure equal to 1,5 times the design pressure, but in no case less than 0,1 N/mm2.
a) All thermometers recording the temperature of refrigerated spaces, the air temperature at the inlet and outlet of air coolers and the temperature at various points in the refrigerant circuit or in the brine circuit are to be carefully calibrated by the Manufacturer. The Society reserves the right to require random checks of the calibration. b) The accuracy of manometers and other measuring instruments is also to be checked before the commencement of the tests required in [10.5].
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10.5 Shipboard tests

10.5.1 Pressure tests After installation on board, and before operating, the plant is to be subjected to a test at the maximum working pressure determined as indicated in [6.2.1].
d) The regulation of the refrigerating capacity of the plant is to be checked by reducing the number of running compressors, by varying their rotational speed or even by running them intermittently. e) The following data are to be recorded in the course of the test: Temperatures in the refrigerated spaces, external air temperature and sea water temperature (in particular, at the outlet and inlet of the condensers). Absorbed power and speed of the compressors and the temperatures and pressures which determine the running of the refrigerating machinery. Absorbed power of the motors driving the fans FV and brine pumps FP Temperatures and pressures at various locations along the refrigerant circuits. Air temperatures at the inlet and outlet of air coolers. f) Particular cases, e.g. when the test is carried out with very low external atmospheric temperatures which would require the temperature within the refrigerated chambers to be brought down below the above specified values, or where tests with empty chambers are not deemed sufficient/significant, will be specially considered by the Society. In particular, the following may be required: appropriate testing conditions, such as simulation with equivalent thermal loading or chamber heating, and/or a copy of the log book of the refrigerated chambers, including the temperature reading, after the first loaded voyage.
However, all pressure piping portions which have welded joints made on board are to be subjected to a strength test at a pressure equal to 1,5 times the rated working pressure before being insulated. After the pressure test, and before charging with refrigerant, a vacuuming and a drying out of the complete refrigerating plant is to be carried out. Air tightness of the refrigerated chambers is to be checked.
10.5.2 Tests of the ventilation system After installation, the ventilation system is to be tested. The distribution of air in the various refrigerated spaces is to be checked. 10.5.3 Operational tests a) Upon completion of the installation, each refrigerating unit is to be subjected to an operational test on board in order to check the proper operation of the machinery and the refrigerating capacity of the unit.
b) Before starting the actual test, the Surveyor will check at random that thermometers, pressure gauges and other instruments are in working order, calibrated and arranged as directed in each case by the Society. c) All the refrigerating machinery is to be put into service and all chambers, closed and empty, are to be simultaneously cooled to the minimum expected temperature, i.e. the temperature required to be entered in the notation, or a lower temperature determined so that a difference of at least 20C can be maintained between the average external temperature and the temperature in the refrigerated spaces. The expected temperature is to be maintained for a period of time sufficient to remove all the heat from the insulation.
10.6 Defrosting system

10.6.1 The defrosting arrangements are also to be subjected to an operational test.
Instructions regarding the procedure to be followed for the operational test of the refrigerating plant on board will be given by the Society in each case.
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Chapter 8
ICE CLASS (ICE)
SECTION 1 SECTION 2 SECTION 3
GENERAL HULL AND STABILITY MACHINERY
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SECTION 1
GENERAL
1
1.1
General
Application
the ship has a timber load line, the Fresh Water Timber Load Line in Summer is to be used.
2.1.2 Load and ballast waterlines
1.1.1 The following additional class notations are assigned in accordance with Pt A, Ch 1, Sec 2, [5.11] to ships strengthened for navigation in ice and complying with the relevant requirements of this Chapter :
a) The line defined by the maximum draughts fore, amidships and aft (which may be a broken line) is referred to as Load Waterline (LWL). b) The line defined by the minimum draughts fore, amidships and aft is referred to as Ballast Waterline (BWL).
2.1.3 Ice belt
ICE CLASS IA SUPER ICE CLASS IA ICE CLASS IB ICE CLASS IC ICE CLASS ID.
1.1.2 The ice strengthening requirements in this Chapter, excepting those for ships with the additional class notation ICE CLASS ID are equivalent to those stated in the "FinnishSwedish Ice Class Rules 1985 as amended on 2 February 1999" applicable to ships trading in the Northern Baltic Sea in winter. 1.1.3 For the purpose of this Chapter, the notations mentioned in [1.1.1] may be indicated using the following abbrevations :
The ice belt is that portion of the side shell which is to be strengthened. Its vertical extension is equal to the required extension of strengthenings.
2.2
2.2.1
Draught limitations
Maximum draught
The draught and trim limited by the LWL are not to be exceeded when the ship is navigating in ice.
2.2.2 Minimum draught
IAS for ICE CLASS IA SUPER IA for ICE CLASS IA IB for ICE CLASS IB IC for ICE CLASS IC IC for ICE CLASS ID.
The ship is always to be loaded down to at least the BWL when navigating in ice. Any ballast tank situated above the BWL and needed to load down the ship to this waterline is to be equipped with devices to prevent the water from freezing.
2.2.3 Minimum forward draught
1.2
Owners responsibility
1.2.1 It is the responsibility of the Owner to decide which ice class notation is the most suitable in relation to the expected service conditions of the ship.
In determining the BWL, due regard is to be paid to the need to ensure a reasonable degree of ice going capability in ballast. The propeller is to be fully submerged, if possible entirely below the ice. The minimum forward draught is to be at least equal to the value T AV, in m, given by the following formula: TAV = ( 2 + 0 ,00025 1 ) hG where:
1
Nevertheless, it is to be noted that a ship assigned with the ice class notation IAS is not to be considered as a ship suitable for navigation in ice in any environmental condition, such as an icebreaker.
: Displacement of the ship, in t, on the maximum ice class draught amidships, as defined in [2.2.1] : Ice thickness, in m, as defined in [2.3].
2
2.1
2.1.1
Ice class draughts and ice thickness

Definitions
Maximum draught amidships
hG
The draught TAV need not, however, exceed 4 hG.

2.2.4 Indication of maximum and minimum draughts
The maximum ice class draught amidships is the draught corresponding to the Fresh Water Load Line in Summer. If
The maximum and minimum ice class draughts fore and aft are to be specified in the plans submitted for approval to the Society and stated on the Certificate of Classification.
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2.3
2.3.1
Ice thickness
F3 F4,P0
: 1,2B/1/3, not to be taken less than 1 : Factors, whose values are given in Tab 2, depending upon the requested ice class notation and displacement of the ship : Maximum moulded breadth of the ship below the weather deck, in m : Displacement, in t, of the ship on the maximum ice class draught. For the purpose of calculation of the value of the power P, need not be taken greater than 80000 t.
a) An ice strengthened ship is assumed to operate in open sea conditions corresponding to an ice level with a thickness not exceeding the value hG. b) The design height of the area actually under ice pressure at any time is, however, assumed to be only a fraction h, of the ice thickness hG. c) The values for hG and h, in m, are given in Tab 1.
Table 1 :
Ice class notation IAS IA IB IC
hG (m) 1,0 0,8 0,6 0,4
h (m) 0,35 0,30 0,25 0,22
The Society may approve an engine output P less than that required above if the ship has features on the grounds of which it may be assumed that its performance, when navigating in ice, will be improved. Acceptance of the reduction of the power P may be reconsidered by the Society when such assumptions are not confirmed by the ships service experience.
Table 2 :
3
3.1
Output of propulsion machinery

Required engine output for classes IB and IC
Definition
Ice class notation IB IC
Displacement at maximum draught (t) < 30000

30000
F4 0,22 0,13 0,18 0,11
P0 370 3070 0 2100
3.1.1
The output P is the maximum output that the propulsion machinery can continuously deliver.
3.1.2 Minimum required power
< 30000
30000
3.2
The power of the propulsion machinery is to be not less than the value P, in kW, determined by the following formula, but in no case less than 740 kW. P = F1 F2 F3 ( F4 + P0 ) where: F1 F2 : 1,0 for a fixed pitch propeller 0,9 for a controllable pitch propeller : /200+0,675 (in no case is a value of F2 higher than 1,1 or a value of the F1F2 product lower than 0,85 to be taken) 1,1, for a bulbous bow,
being the forward facing angle between the stem and the Load Waterline.
Required engine output for classes IAS and IA

Definitions
3.2.1
The dimensions of the ship, defined below, are measured on the maximum ice class draught of the ship as defined in [2.2.1]. For the symbol definitions, see also Fig 1. L LBOW LPAR B T Awf
1 2
: Length of the ship on the waterline, in m : Length of the bow, in m : Length of the parallel midship body, in m : Maximum breadth of the ship, in m : Maximum ice class draught of the ship, in m, according to [2.2.1] : Area of the waterline of the bow, in m2 : Angle of the waterline at B/4, in deg : Rake of the stem at the centreline, in deg : Rake of the bow at B/4, in deg : Diameter of the propeller, in m : Thickness of the brash ice in mid-channel, in m : Thickness of the brash ice layer displaced by the bow, in m.
If the stem forms a fair curve within the ice belt as defined in [2.1.3], it may be represented by a straight line between the points of intersection of the stem and the upper and lower limits of the ice belt. If there are sharp changes in the inclination of the stem, the largest value of is to be used.
DP HM HB
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Figure 1 :
) MB
2)4
8AHJE?= B * "
B
6
3.2.2 Minimum required power The power of the propulsion machinery is to be not less than the value P, in kW, determined by the following formula:
where:
1
: to be taken equal to 90 for ships with bulbous bow : 23 N/m2 : 45,8 N/m2 : 14,7 N/m2 : 29 N/m2 : 1530 N : 170 N/m : 400 N/m2
f1 f2 f3 f4 g1 g2 g3 C3 C4 C5
RCH ----------- 1000 P = KC -----------------------DP where: KC RCH
3/ 2
: to be taken from Tab 3 : Resistance of the ship in a channel with brash ice and a consolidated layer, in N, equal to: 2HF +C3 ( HF +HM ) 2 B+1 ,85 HF ------------ ( 0 ,15 cos 2 + sin sin ) tan
3 Awf LT 2 +C4 LP AR HF +C5 ------ ------ B2 L
RCH = C1 + C2
: 845 kg/m2s2 : 42 kg/m2s2 : 825 kg/s2 : arctan (tan 2 / sin )
with: HF HM C1 : 0,26 + (HMB)0,5 : 1,0 : Coefficient taking into account a consolidated upper layer of the brash ice and to be taken: for ice class IA: C1 = 0 for ice class IAS: BLPAR C1 =f 1 ---------------- +( 1+0,021 1 ) ( f2 B+f3 LB OW +f 4 BLBOW ) 2T ------+1 B C2 : Coefficient taking into account a consolidated upper layer of the brash ice and to be taken: for ice class IA: C2 = 0 for ice class IAS: T B2- C2 = ( 1+0 ,063 1 ) ( g1 + g2 B) +g3 1+1,2 -- ------ B L0 ,5
The following condition is to be satisfied: LT 5 20 ----- B2

Table 3 : Values of K C
3
Number of propellers 1 propeller 2 propellers 3 propellers

3.2.3
CP propellers or electric or hydraulic propulsion machinery 2,03 1,44 1,18
* "
FP propellers 2,26 1,60 1,31
Other methods of determining KC or RCH
The Society may for an individual ship, in lieu of the KC or RCH values defined above, approve the use of KC values based on more exact calculations or RCH values based on model tests. Such approval will be given on the understanding that it can be revoked if experience of the ships performance in practice warrants this.
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Pt F, Ch 8, Sec 2
SECTION 2
HULL AND STABILITY
Symbols
LWL BWL s : Load Waterline, defined in Ch 8, Sec 1, [2.1.2] : Ballast Waterline, defined in Ch 8, Sec 1, [2.1.2] : Spacing, in m, of ordinary stiffeners or primary supporting members, as applicable : Span, in m, of ordinary stiffeners or primary supporting members, as applicable ReH : Minimum yield stress, in N/mm2, of the material as defined in Pt B, Ch 4, Sec 1, [2]. The overlap with the borderline need not exceed: 6 m for the notations ICE CLASS IA SUPER and ICE CLASS IA 5 m for the notations ICE CLASS IB, ICE CLASS IC and ICE CLASS ID
Table 1 : Vertical extension of ice strengthened area for plating
Notation ICE CLASS IA SUPER ICE CLASS IA ICE CLASS IB ICE CLASS IC ICE CLASS ID
Vertical extension of ice strengthened area, in m above LWL below BWL 0,75 0,6 0,5 0,5 0,6 0,5 0,4 0,4
1
1.1
General
Application
1.1.1 For the purpose of the assignment of the notations ICE CLASS IA SUPER, ICE CLASS IA, ICE CLASS IB, ICE CLASS IC and ICE CLASS ID , the ship is divided into three regions defined in [1.2]. 1.1.2 The area to be strengthened are defined in [1.3] depending on the Ice Notation.
1.2.2 Midship region The midship region is the region from the aft boundary of the fore region to a line parallel to and 0,04L aft of the aft borderline of the part of the hull where the waterlines run parallel to the centreline.
1.2
1.2.1
Regions
Fore region
The overlap with the borderline need not exceed: 6 m for the notations ICE CLASS IA SUPER and ICE CLASS IA 5 m for the notations ICE CLASS IB and ICE CLASS IC.
1.2.3 Aft region The aft region is the region from the aft boundary of the midship region to the stern.
The fore region is the region from the stem to a line parallel to and 0,04L aft of the forward borderline of the part of the hull where the waterlines run parallel to the centreline.
Figure 1 : Ice strengthened area and regions

Upper fore ice strengthened area 0,2 L
2m
See 1.1.1 LWL BWL
See 1.2.2
Aft region Midship region Fore region
LWL
See 1.2.3 Border of part of side where waterline are parallel to centreline
BWL Fore foot 5 ordinary stiffener spacings
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Pt F, Ch 8, Sec 2
Table 2 : Vertical extension of ice strengthening for ordinary stiffeners and primary supporting members
Notation ICE CLASS IA SUPER
Region From stem to 0,3L abaft Aft of 0,3L from stem to the aft limit of fore region Midship region Aft region
Vertical extension of ice strengthened area, in m, above LWL 1,2 1,2 1,2 1,2 1,0 1,0 1,0 1,0 1,0 1,0 below BWL to double bottom or below top of floors 1,6 1,6 1,2 1,6 1,3 1,3 1,0 1,6 1,3
ICE CLASS IA ICE CLASS IB ICE CLASS IC
From stem to 0,3L abaft Aft of 0,3L from stem to the aft limit of the fore region Midship region Aft region
ICE CLASS ID
From stem to 0,3L abaft Aft of 0,3L from stem to the aft limit of the fore region
Note 1: Where an upper fore ice strengthened area is required (see [4.1.1]), the extension is to be increased above the LWL by 1 m in addition to the table value. Note 2: Where the ice strengthened area extends beyond a deck or tank top by not more than 250 mm, it may be terminated at that deck or tank top.
1.3
1.3.1
Ice strengthened area

General
Figure 2 : End connection of ordinary stiffener Two collar plates
The vertical extension of the ice strengthened area (see Ch 9, Sec 2, Fig 1) is defined in: Tab 1 for plating Tab 3 for ordinary stiffeners and primary supporting members.
1.3.2 Fore foot 2.1.2 For the following regions of ice strengthened area: all regions of ship with the notation ICE CLASS IA SUPER fore and midship regions of ship with the notation ICE CLASS IA fore region of ship with the notations ICE CLASS IB, ICE CLASS IC and ICE CLASS ID.
The fore foot is the area below the ice strengthened area extending from the stem to a position five ordinary stiffener spaces aft of the point where the bow profile departs from the keel line (see Ch 9, Sec 2, Fig 1).
1.3.3 Upper fore ice strengthened area
The upper fore is the area extending from the upper limit of the ice strengthened areat to 2 m above and from the stem to a position at least 0,2L aft of the forward perpendicular (see Ch 9, Sec 2, Fig 1).
2
2.1

General framing arrangement
2.1.1 Within the ice strengthened area defined in [1.3], all ordinary stiffeners are to be attached to the supporting structure by means of brackets.
Ordinary stiffeners are to be connected to the structure of primary supporting members on both sides (i.e. a free edge of a scallop is to be connected to the ordinary stiffener by collar plates, as shown in Fig 2).
the requirements which follow are to be complied with: ordinary stiffeners which are not at a right angle to the shell are to be supported to prevent tripping by means of brackets, intercostals, stringers or similar at a distance not exceeding 1300 mm ordinary stiffeners are to be attached to the shell by double continuous welds; no scalloping is allowed (except when crossing shell plate butts) the web thickness of ordinary stiffeners is to be at least half that of the shell plating and in any case not less than 9 mm; where there is a deck, tank top or bulkhead in lieu of an ordinary stiffener, the plate thickness is to be complied with to a depth corresponding to the height of adjacent ordinary stiffeners.
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Pt F, Ch 8, Sec 2
2.2
Transverse framing arrangement
2.2.1 Upper end of transverse framing The upper end of the strengthened part of a main ordinary stiffener and intermediate ice ordinary stiffener is to be attached to a deck or an ice side girder as required in [4.3.1] and [4.3.2].
3.1.2 For the formulae and values given in this Section for the determination of the hull scantling, more sophisticated methods may be substituted subject to the agreement of the Society on a case-by-case basis. 3.1.3 If scantlings obtained from the requirements of this Section are less than those required for the unstrengthened ship, the latter are to be used.
Where an intermediate ordinary stiffener terminates above a deck or an ice side girder which is situated at or above the upper limit of the ice strengthened area, the part above the deck or side girder may have the scantlings required for an unstrengthened ship and the upper end may be connected to the adjacent main ordinary stiffeners by a horizontal member of the same scantlings as the main ordinary stiffener. Such intermediate ordinary stiffener may also be extended to the deck above and, where the latter is situated more than 1,8 m above the ice strengthened area, the intermediate ordinary stiffener need not be attached to the deck in question, except in the fore region.
2.2.2 Lower end of transverse framing The lower end of the strengthened part of a main ordinary stiffener and intermediate ice ordinary stiffener is to be attached to a deck, a tank top or an ice side girder as required in [4.3.1] and [4.3.2].
3.2
Ice loads
3.2.1 Height of load area The height of the area under ice pressure at any particular point of time is to be obtained, in m, from Tab 3 depending on the additional class notation assigned to the ship. Table 3 : Height of load area
h, in m 0,35 0,30 0,25 0,22
Where an intermediate ordinary stiffener terminates below a deck, a tank top or an ice side girder which is situated at or below the lower limit of the ice strengthened area, the lower end may be connected to the adjacent main ordinary stiffeners by a horizontal member of the same scantlings as the ordinary stiffeners.
3.2.2 Design ice pressure The value of the design ice pressure p, in N/mm2, to be considered for the scantling check, is obtained from the following formula:
p = cd c1 ca po where: cd : Coefficient taking account of the influence of the size and engine output of the ship, to be obtained from the following formula: f+b cd = a ---------------1000 a, b : Coefficients defined in Tab 4
Table 4 : Coefficients a, b
2.3
Bilge keels
2.3.1 The connection of bilge keels to the hull is to be so designed that the risk of damage to the hull, in the event of a bilge keel being ripped off, is minimised.
For this purpose, it is recommended that bilge keels are cut up into several shorter independent lengths.
3
3.1
Design loads
General
Region (see Ch 9, Sec 2, [1.2]) Fore region Midship and aft regions f
Condition f 12 f > 12 f 12 f > 12
a 30 6 8 2
b 230 518 214 286
3.1.1 Because of the different flexural stiffness of plating, ordinary stiffeners and primary supporting members, the ice load distribution is to be assumed to be as shown in Fig 3. Figure 3 : Ice load distribution on ship side
: Coefficient to be obtained from the following formula:

P f = ------------1000
0.75 P
: Displacement, in t, at the maximum ice class draught (see Ch 8, Sec 1, [2.1.1]) : Actual continuous output of propulsion machinery, in kW (see Ch 8, Sec 1, [3])
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Pt F, Ch 8, Sec 2
Table 5 : Coefficient c1
Region (see Ch 9, Sec 2, [1.2]) Fore region Midship region Aft region
Notation ICE CLASS IA SUPER 1,0 1,0 0,75 ICE CLASS IA 1,0 0,85 0,65 ICE CLASS IB 1,0 0,70 0,45 ICE CLASS IC 1,0 0,50 0,25 ICE CLASS ID 1,0 not applicable not applicable
c1
: Coefficient taking account of the probability of the design ice pressure occurring in a particular region of the hull for the additional class notation considered, defined in Tab 5 : Coefficient taking account of the probability that the full length of the area under consideration will be under pressure at the same time, to be obtained from the following formula: 47 5 a ca = -------------------44 without being taken less than 0,5 or greater than 1,0
that required for the ice strengthened area in the midship region.
4.1.2 Plating thickness in the ice strengthened area The thickness of the shell plating is to be not less than the value obtained, in mm, from the following formulae:
ca
for transverse framing: F1 pPL - + tc t = 667s -----------ReH for longitudinal framing: pPL - + tc t = 667s ------------F2 ReH where: pPL : Ice pressure on the shell plating to be obtained, in N/mm2, from the following formula: pPL = 0,75p : Design ice pressure, in N/mm2, defined in [3.2.2] : Coefficient to be obtained from the following formula: 4 ,2 F1 = 1,3 ------------------------2 h -- + 1 ,8 s without being taken greater than1,0 F2 : Coefficient to be obtained from the following formulae: for h/s 1,0:
: Distance, in m, defined in Tab 6 : Nominal ice pressure, in N/mm2, to be taken equal to 5,6.
Table 6 : Distance
a
po
Structure
Type of framing
p F1
Shell plating and Transverse ordinary stiffeners Longitudinal Vertical primary supporting members Ice side girders
Spacing of ordinary stiffeners Span of ordinary stiffeners Two spaces of vertical primary supporting members Span of side girders
4
4.1
4.1.1
Hull scantlings
Plating
General
s F2 = 0,6 + 0 ,4 -h for 1,0 < h/s < 1,8:

-F2 = 1,4 0,4 h s
The plating thickness is to be strengthened according to [4.1.2] within the strengthened area for plating defined in [1.3]. In addition, the plating thickness is to be strengthened in the following cases: For the notation ICE CLASS IA SUPER, the thickness within the fore foot is to be not less than that required for the ice strengthened area in the midship region For the notations ICE CLASS IA SUPER or ICE CLASS IA, on ships with an open water service speed equal to or exceeding 18 knots, the thickness of plating within the upper fore ice strengthened area is to be not less than h tc
: Height, in m, of load area defined in [3.2.1] : Abrasion and corrosion addition, in mm, to be taken equal to 2 mm; where a special surface coating, shown by experience to be capable of withstanding the abrasion of ice, is applied, a lower value may be accepted by the Society on a case-by-case basis.
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Table 7 : Coefficient m0
Boundary condition Type 1
Example Frames in a bulk carrier with top wing tanks
m0 7,0
6 5 (h ) w = 7 --------------------------- psh ------------ 10 7m0 ReH
where: p h m0 : Design ice pressure, in N/mm2, defined in [3.2.2] : Height, in m, of load area defined in [3.2.1] : Coefficient defined in Tab 7.
Type 2
Ordinary stiffeners extending from the tank top to a single deck

h
6,0
Scantlings of longitudinal ordinary stiffeners The section modulus w, in cm3 and the shear area ASh, in cm2, of longitudinal ordinary stiffeners are to be not less than the values obtained from the following formulae:
4.2.3
F3 F4 ps 2 6 z = --------------------- 10 m1 ReH 0 ,87F3 ps 4 ASh = -------------------------- 10 ReH where: F3 : Coefficient, taking account of the load distribution on adjacent ordinary stiffeners, to be obtained from the following formula: F3 = 1 0 ,2 h -- h - s s h F4 : Height, in m, of load area defined in [3.2.1] : Coefficient taking account of the concentration of load on the point of support, to be taken equal to 0,6 : Design ice pressure, in N/mm2, defined in [3.2.2] : Spacing, in m, of longitudinal ordinary stiffeners The spacing is not to exceed the following values: 0.35m for ICE CLASS IA SUPER and ICE CLASS IA 0.45m for ICE CLASS IB, ICE CLASS IC and ICE CLASS ID
Type 3
Continuous ordinary stiffeners between several decks or side girders

h
5,7
p Type 4 Ordinary stiffeners extending between two decks only 5,0 s
m1
: Boundary condition coefficient for the ordinary stiffener considered, to be taken equal to 13,3 for a continuous beam.
Note 1:The boundary conditions are those for intermediate ordinary stiffeners. Possible different conditions for main ordinary stiffeners are assumed to be catered for by interaction between the ordinary stiffeners and this is included in the m0 values. Note 2:Load is applied at mid-span.
4.3
4.3.1
Primary supporting members

Ice side girders within the ice strengthened area
4.2
Ordinary stiffeners
4.2.1 General Ordinary stiffeners are to be strengthened according to [4.2.2] within the strengthened area for ordinary stiffeners defined in [1.3]. 4.2.2 Scantlings of transverse ordinary stiffeners The section modulus of transverse ordinary stiffeners is to be not less than the value obtained, in cm3, from the following formula:
The section modulus w, in cm 3 and the section area ASh, in cm2, of a side girder located within the ice strengthened area defined in [1.3] are to be not less than the values obtained from the following formulae: F5 ph 2 6 w = ----------------- 10 mS ReH 0 ,87F6 ph 4 ASh = --------------------------- 10 ReH where: p : Design ice pressure, in N/mm2, defined in [3.2.2]
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Pt F, Ch 8, Sec 2
: Height, in m, of load area defined in [3.2.1], without the product ph being taken less than 0,3 : Boundary condition coefficient for the ordinary stiffener considered, to be taken equal to 13,3 for a continuous beam : Coefficient taking account of the distribution of load to the transverse ordinary stiffeners, F5 may be taken equal to 0,88 in first approximation or may be obtained from the following formula: kF 1 --------118 F5 = -----------------kF 1 + ----13
F7
: Coefficient taking account of the load distribution to transverse side girders, to be obtained from the following formula: F5 + 1 F7 = -------------2
mS
F8
F5
: Coefficient taking account of the load distribution to transverse ordinary stiffeners, to be obtained from the following formula: F6 + 1 F8 = -------------2
F5, F6 hS
S
: Coefficients defined in [4.3.1] : Distance to the ice strengthened area, in m : Distance to the adjacent ice side girder, in m.
kF
: Coefficient to be obtained from the following formula: JF kF = --- --- - F sF J

3
: Span of ordinary stiffeners, in m : Ordinary stiffeners spacing, in m : Moment of inertia of ordinary stiffeners, in cm4 : Moment of inertia of the side girder, in cm4 : Coefficient taking account of the distribution of load to the transverse ordinary stiffeners; F6 may be taken equal to 0,88 in first approximation or obtained from the following formula: kF 1 + --------16n F6 = ------------------kF 1 + ----13
Vertical primary supporting member checked through simplified model For vertical primary supporting members which may be represented by the structure model represented in Fig 4, the section modulus w, in cm3, and the shear area ASh, in cm2, are to be not less than the values obtained from the following formulae:
4.3.3
sF JF J F6
k2 F 1 2 103 - ---------------------------------------w = ---------ReH 1 ( ASh 1 Aa ) 2 17 ,3 k1 F ASh = -----------------------ReH where: k2 : Coefficient to be obtained from the following formula:
F F F 3 + ---- ---- --k2 = 1 2 2 3 2
1 --
: Number of ordinary stiffeners crossing the ice side girder.

Ice side girders outside the ice strengthened area
: Load transferred to a vertical primary supporting member from a side girder or from longitudinal ordinary stiffeners, to be obtained, in kN, from the following formula:
3 F = F6 phs10
4.3.2
F6
The section modulus w, in cm3 and the section area ASh, in cm2, of a side girder located outside the ice strengthened area, defined in [1.3], but supporting ice strengthened ordinary stiffeners are to be not less than the values obtained from the following formulae: F7 ph 2 hS 106 w = ----------------- 1 --- mS ReH S
,87F8 ph hS 104 ASh = 0 --------------------------- 1 --- ReH S
: Coefficient taken equal to: that defined in [4.3.1] when the load is transferred from a side girder 1,0 when the load is transferred from a longitudinal ordinary stiffener
: Design ice pressure, in N/mm2, defined in [3.2.2], where the value of ca is to be calculated assuming a equal to 2s : Height, in m, of load area defined in [3.2.1], without the product ph being taken less than 0,3 : Coefficient defined in Tab 8 : Shear area, in cm2, to be calculated as specified for ASh , by taking:
F F 3 -- ---- --k1 = 1 + 1 2 2 3 2
where: p h : Design ice pressure, in N/mm2, defined in [3.2.2] : Height, in m, of load area defined in [3.2.1], without the product ph being taken less than 0,3 : Coefficient defined in [4.3.1]
ASh1
Aa
mS
: Actual cross-sectional area of the vertical primary supporting member : Coefficient defined in Tab 8
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Pt F, Ch 8, Sec 2
k1
: Coefficient to be taken as the greater of the values obtained from the following formulae:
3 2 F F k1 = 1 + 1 3 -- ---- -- 2 2 F F k1 = 3 1 -- ---- --2 2 2 3
For all types of models, it is to be checked that:

ReH
3 VM ReH where:
VM
eH -------
: Distance, in m, as indicated in Fig 4; for the lower part of the vertical primary supporting member the smallest F within the ice strengthened area is to be used and for the upper part of the vertical primary supporting member the largest F within the ice strengthened area is to be used.
Figure 4 : Reference structure model
: Calculated normal stress, in N/mm 2 : Calculated shear stress, in N/mm2 : Calculated combined stress to be obtained, in N/mm2, from the following formula:
VM = + 3
2 2
5
5.1
Other structures
Application
5.1.1 The requirements in [5.3] and [5.4] do not apply for the assignement of the ICE CLASS ID .
F F
5.2
Fore part
5.2.1 Stem The stem may be made of rolled, cast or forged steel or of shaped steel plates.
Table 8 : Coefficients ,
AF/AW 0,20 0,40 0,60 0,80 1,00 1,20 1,40 1,60 1,80 2,00
A sharp edged stem (see Fig 5) improves the manoeuvrability of the ship in ice and is particularly recommended for smaller ships under 150 m in length.
Figure 5 : Sharp edged stem - Example
1,50 1,23 1,16 1,11 1,09 1,07 1,06 1,05 1,05 1,04
0,44 0,62 0,71 0,76 0,80 0,83 0,85 0,87 0,88 0,89
Note 1: : Cross-sectional area of the face plate, AF : Cross-sectional area of the web. AW
4.3.4 Vertical primary supporting member checked through direct calculations For vertical primary supporting member configurations and boundary conditions other than those indicated in [4.3.3], a direct stress calculation is to be performed where:
The plate thickness of a shaped plate stem and, in the case of a blunt bow, any part of the shell which forms an angle of 30 or more to the centreline in a horizontal plane, is to be not less than that calculated in [4.1.2] assuming that: s is the spacing of elements supporting the plate, in m pPL , in N/mm2, is taken equal to p, defined in [3.2.2], with a being the spacing of vertical supporting elements, in m. The stem and the part of a blunt bow defined above are to be supported by floors or brackets spaced not more than 600 mm apart and having a thickness at least half that of the plate. The reinforcement of the stem is to be extended from the keel to a point 0,75 m above the LWL or, where an upper fore ice strengthened area is required (see [1.3]), to the upper limit of the latter.
the concentrated load F on the vertical primary supporting member is to be taken as defined in [4.3.3] the point of application is to be taken so as to obtain the maximum shear and bending moment, according to the arrangement of side girders and longitudinal ordinary stiffeners.
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Pt F, Ch 8, Sec 2
5.2.2
Arrangements for towing
A mooring pipe with an opening not less than 250 mm by 300 mm, a length of at least 150 mm and an inner surface radius of at least 100 mm is to be fitted in the bow bulwark on the centreline. A bitt or other means of securing a towline, dimensioned to withstand the breaking strength of the ships towline, is to be fitted. On ships with a displacement less than 30000 t, the part of the bow extending to a height of at least 5 m above the LWL and at least 3 m back from the stem is to be strengthened to withstand the stresses caused by fork towing. For this purpose, intermediate ordinary stiffeners are be fitted and the framing is to be supported by stringers or decks.
Note 1: It is to be noted that for ships of moderate size (displacement less than 30000 t), fork towing is, in many situations, the most efficient way of assisting in ice. Ships with a bulb protruding more than 2,5 m forward of the forward perpendicular are often difficult to tow in this way. The Administrations reserve the right to deny assistance to such ships if the situation warrants such a decision.
Special attention is to be paid when designing weather deck hatch covers and their fittings to the deflection of the ship sides due to ice pressure in way of very long hatch openings.
5.5
Sidescuttles and freeing ports
5.5.1 Sidescuttles are not to be located in the ice strengthened area.
Special consideration is to be given to the design of freeing ports.
6
6.1
Hull outfitting
Rudders and steering arrangements
6.1.1 The scantlings of the rudder post, rudder stock, pintles, steering gear, etc. as well as the capacity of the steering gear are to be determined according to Pt B, Ch 9, Sec 1, taking the coefficient r2, defined in Pt B, Ch 9, Sec 1, [2.1.2], equal to 1,10 irrespective of the rudder profile type.
5.3
Aft part
5.3.1 An extremely narrow clearance between the propeller blade tip and the sternframe is to be avoided so as not to generate very high loads on the blade tip. 5.3.2 On twin and triple screw ships, the ice strengthening of the shell and framing is to be extended to the double bottom for at least 1,5 m forward and aft of the side propellers. 5.3.3 Shafting and sterntubes of side propellers are generally to be enclosed within plated bossings. If detached struts are used, their design, strength and attachment to the hull are to be examined by the Society on a case-by-case basis. 5.3.4 A wide transom stern extending below the LWL seriously impedes the capability of the ship to run astern in ice, which is of paramount importance.
However, the maximum ahead service speed of the ship to be used in these calculations is not to be taken less than that stated in Tab 9. Where the actual maximum ahead service speed of the ship is higher than that stated in Tab 9, the higher speed is to be used. Within the ice strengthened zone, the thickness of rudder plating and diaphragms is to be not less than that required for the shell plating of the aft region.
Table 9 : Maximum ahead service speed
Maximum ahead service speed (knots) 20 18 16 14
Consequently, a transom stern is not normally to be extended below the LWL. Where this cannot be avoided, the part of the transom below the LWL is to be kept as narrow as possible. The part of a transom stern situated within the ice strengthened area is to be strengthened as required for the midship region.
6.1.2 For the notations ICE CLASS IA SUPER or ICE CLASS IA, the rudder stock and the upper edge of the rudder are to be protected against ice pressure by an ice knife or equivalent means.
5.4
Deck strips and hatch covers
6.2
Bulwarks
5.4.1 Narrow deck strips abreast of hatches and serving as ice side girders are to comply with the section modulus and shear area calculated in [4.3.1] and [4.3.2], respectively. In the case of very long hatches, the product ph is to be taken less than 0,30 but in no case less than 0,20.
6.2.1 If the weather deck in any part of the ship is situated below the upper limit of the ice strengthened area (e.g. in way of the well of a raised quarter deck), the bulwark is to be reinforced at least to the standard required for the shell in the ice strengthened area.
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Pt F, Ch 8, Sec 3
SECTION 3
MACHINERY
1
1.1
Propulsion
Propulsion machinery performance
impact strength is to be not less than 21 J at a temperature of -10C.

1.4.2 Scantlings When one of the notations IAS, IA, IB, IC or ID is requested, the width and the maximum thickness t of the cylindrical sections of the propeller blades are to be such as to satisfy the conditions stated in a), b) and c) below.
1.1.1 The engine output P is the maximum output that the propulsion machinery can continuously deliver. If the output of the machinery is restricted by technical means or by any regulations applicable to the ship, P is to be taken as the restricted output. In no case may P be less than the values calculated in accordance with Ch 8, Sec 1, [3.1] or Ch 8, Sec 1, [3.2], as applicable.
a) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,125D, for fixed pitch propellers: 2 ,85MT 2 26,5 + 2,24MG t ------------------------------------------------ ------------------ z 0 7 , Rm 0 ,65 + ------- b) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,175D, for controllable pitch propellers: 2 ,85MT 2 21,1 - ------------------+ 2,35MG t ----------------------------------------------- z 0 ,7 Rm 0 ,65 + ------ c) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,3D, both for fixed and controllable pitch propellers: 2 ,85MT 2 9 ,3 - ------------------+ 2,83MG t ----------------------------------------------- z 0 7 , Rm 0 ,65 + ------ where: : Width of the expanded cylindrical section of the blade at the radius in question, in cm : Corresponding maximum blade thickness, in cm : D/H : Propeller diameter, in m : Blade pitch of propeller, in m, to be taken equal to: the pitch at the radius considered, for fixed pitch propellers 70% of the nominal pitch, for controllable pitch propellers : Maximum continuous power of propulsion machinery for which the classification has been requested, in kW : Speed of rotation of propeller, in rev/min, corresponding to the power P : Value, in Nm, of torque corresponding to the above power P and speed n, calculated as follows: P MT = 9550 -n z MG : Number of propeller blades : Value, in Nm, of the ice torque, calculated according to the formula given in [1.2]
1.2
Ice torque
1.2.1 For the scantlings of propellers, shafting and reverse and/or reduction gearing, the effect of the impact of the propeller blades against ice is also to be taken into account.
The ensuing torque, hereafter defined as ice torque, is to be taken equal to the value MG, in N m, calculated by the following formula: MG = mD
2
where: m : Coefficient whose value is given in Tab 1, depending upon the class notation requested D : Propeller diameter, in m In cases of propellers with nozzles or of considerably submerged propellers, the value of the ice torque may be taken equal to that corresponding to the next lower ice class notation than that requested for the ship, at the discretion of the Society.
Table 1 : Coefficient m
t
D H
Ice class notation m
IAS 21000
IA 15700
IB 13000
IC 12000
ID 10000
1.3
Starting arrangements for propulsion machinery
1.3.1 In addition to complying with the provisions of Pt C, Ch 2, Sec 1, [14.3], ships with the ice class notation IAS are to have air starting compressors capable of charging the air receivers in half an hour, where their propulsion engines need to be reversed in order to go astern.
n MT
1.4
Propellers
1.4.1 Material The elongation of the material used for propellers, measured on 5 diameter gauge length, is not to be less than 19% and preferably not less than 22%; its Charpy V-notch
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Pt F, Ch 8, Sec 3
Rm
: Value, in N/mm2, of the minimum tensile strength of the blade material.
1.4.3 Minimum thickness of blades When the blade thicknesses, calculated by the formulae given in Pt C, Ch 1, Sec 6, [2.2.1] and Pt C, Ch 1, Sec 6, [2.3.1], are higher than those calculated on the basis of the formulae given in [1.4.2], the higher values are to be taken as rule blade thickness. 1.4.4 Minimum thickness at top of blade The maximum thickness of the cylindrical blade section at the radius 0,475 D is not to be less than the value t1, in mm, obtained by the following formulae:
Rm RS,MIN
: Value, in cm3, equal to t2, proposed for the section at the radius: 0,125 D for propellers having the hub diameter not greater than 0,25 D 0,175 D for propellers having the hub diameter greater than 0,25 D : Value, in N/mm2, of the minimum tensile strength of the blade material : Value, in N/mm2, of the minimum yield strength (ReH) or 0,2% proof stress (Rp 0,2) of the propeller shaft material.
a) for ships with the ice class notation IAS: 490 t1 = ( 20 + 2D) --------- Rm
0 ,5
b) Where the diameter of the propeller shaft, as calculated by the formula given in Pt C, Ch 1, Sec 5, [2.4], is greater than that calculated according to the formula given in a) above, the former value is to be adopted. c) Where a cone-shaped length is provided in the propeller shaft, it is to be designed and arranged in accordance with the applicable requirements of Pt C, Ch 3, Sec 7. d) Propeller shafts are to be of steel having impact strength as specified in Part D of the Rules.
b) For ships with the ice class notations IA, IB, IC or ID: 490 t1 = ( 15 + 2D) --------- Rm
0 ,5
In the formulae above, D and Rm have the same meaning as specified in [1.4.2].
1.4.5 Blade thickness at intermediate sections The thickness of the other sections of the blade is to be determined by means of a smooth curve connecting the points defined by the blade thicknesses calculated by the formulae given in [1.4.2] and [1.4.4]. 1.4.6 Thickness of blade edge The thickness of the whole blade edge, measured at a distance from the edge itself equal to 1,25 t1 (t1 being the blade thickness as calculated by the appropriate formula given in [1.4.4]), is to be not less than 0,5 t1.
1.5.2
Intermediate shafts
a) The diameter of intermediate shafts and thrust shafts outside bearings is not to be less than 1,1 d for ships with the ice class notation IAS, d being the rule diameter as calculated by the formula given in Pt C, Ch 3, Sec 7, [2.2.3]. b) In the case of ships for which one of the other notations IA, IB, IC or ID is requested, no rule diameter increase of intermediate and thrust shafts is generally required.
For controllable pitch propellers, this requirement is applicable to the leading edge only.
1.4.7 Controllable pitch propeller actuating mechanism The strength of the blade-actuating mechanism located inside the controllable pitch propeller hub is to be not less than 1,5 times that of the blade when a force is applied at the radius 0,45 D in the weakest direction of the blade.
1.6
Reverse and reduction gearing
1.6.1 Where reverse and/or reduction gearing is provided, this is to be in accordance with the provisions of Pt C, Ch 3, Sec 6, and capable of transmitting a torque increased, with respect to that corresponding to the maximum continuous power of the propulsion machinery, by the following percentage:
G ------------------------------ 100 J 1 MT 1 + --J 2
1.5
1.5.1
Shafting
Propeller shafts
a) When one of the notations IAS, IA, IB, IC or ID is requested, the diameter of the propeller shaft at its aft bearing is not to be less than the value dP , in mm, calculated by the following formula: W Rm 3 dP = KE --------------- RS ,MI N where: : KE = 10,8 for propellers having hub diameter KE not greater than 0,25 D KE = 11,5 for propellers having hub diameter greater than 0,25 D
1
--
where: MG : Value, in Nm, of the ice torque, calculated as stated in [1.2] : Value, in Nm, of the torque, calculated as MT stated in [1.4.2] : Total mass moment of inertia, in kgm2, of the J1 propulsion machinery components, including propeller, rotating at lower rotational speed. For the propeller, an increase equal to 30% is to be adopted, to account for entrained water. J2 : Total mass moment of inertia, in kgm2, of the propulsion machinery components rotating at higher rotational speed, increased by the square of the gear ratio.
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2
2.1
2.1.1
Sea inlets and cooling water systems of machinery
chests may be accepted, provided that they are located and arranged as stated in the other provisions above. d) Heating coils may be installed in the upper part of the chests. e) Arrangements for using ballast water for cooling purposes may be accepted as a reserve in ballast conditions but are not acceptable as a substitute for the sea inlet chests as described above.
a) The cooling water system is to be designed to ensure the supply of cooling water also when navigating in ice. b) For this purpose, for ships with the notation IA SUPER, IA, IB, IC or ID, at least one sea water inlet chest is to be arranged and constructed as indicated hereafter: 1) The sea inlet is to be situated near the centreline of the ship and as aft as possible. 2) As guidance for design, the volume of the chest is to be about one cubic metre for every 750 kW of the aggregate output of the engines installed on board, for both main propulsion and essential auxiliary services. 3) The chest is to be sufficiently high to allow ice to accumulate above the inlet pipe. 4) A pipe for discharging the cooling water, having the same diameter as the main overboard discharge line, is to be connected to the inlet chest. 5) The area of the strum holes is to be not less than 4 times the inlet pipe sectional area. c) Where there are difficulties in satisfying the requirements of b.2) and b.3) above, alternatively two smaller
2.2
2.2.1
Steering gear
a) In the case of ships with the ice class notations IAS and IA, due regard is to be paid to the excessive loads caused by the rudder being forced out of the centreline position when backing into an ice ridge. b) Effective relief valves are to be provided to protect the steering gear against hydraulic overpressure. c) The scantlings of steering gear components are to be such as to withstand the yield torque of the rudder stock. d) Where possible, rudder stoppers working on the blade or rudder head are to be fitted.
2.3
Fire pumps
2.3.1 The suction of at least one fire pump is to be connected to a sea inlet protected against icing.
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Chapter 9
MILITARY STRENGTHENING
HELICOPTERS AMMUNITION IMPSUR VERIFICATION OF SHOCK RESISTANCE
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SECTION 1
HELICOPTERS
1
1.1
General
Application
2
2.1
Seakeeping
Principles
1.1.1 The additional notation Helicopters is assigned, as defined in Pt A, Ch 1, Sec 2, [5.2.1], to military ships which comply with the applicable requirements of the present Section. 1.1.2 To be granted the additional notation Helicopters, a ship shall be design for the landing and transportation of, in principle, of for the more two helicopters.
2.1.1 The ship behaviour at sea shall allow a correct operation of the weapons and the helicopters for the specified sea states.
2.2
Verification
2.2.1 The requirements for the seakeeping verification are given in Pt B, Ch 3, Sec 5.
3
3.1
Structural strength
Helicopter decks
1.2
1.2.1
General arrangement
Landing area
The general arrangement, installation and equipment of the landing area shall be such that they allow the approach and taking off of the helicopter with a maximum level of safety.
1.2.2 Helicopters spaces
3.1.1 The applicable requirements to be fulfilled for helicopter landing decks or fixed platforms are given in Pt B, Ch 8, Sec 10.
3.2
Helicopter storage
The general arrangement, installation and equipment of the helicopter space, heli-deck and hangar shall allow easy transfer of the helicopters with a maximum level of safety. These spaces shall be provided with lashing systems adapted to the specified helicopters for their parking and transportation.
1.2.3 Helicopters storage
3.2.1 When mobile platform type transfer systems or internal ramps are provided, they shall comply with the requirements of Pt B, Ch 8, Sec 8, [1].
4
4.1
Fire safety
Helicopter installations
4.1.1 The requirements to be fulfilled for the helicopter installation as defined in Pt C, Ch 5, Sec 1, [2.10.17] are those of Part C, Chapter 5.
The arrangement, installations and equipment in the helicopter transfer routes between the landing area and the hangar spaces shall allow easy operations with a maximum level of safety.
1.2.4 Helicopter fuels
4.2
Helicopter decks
4.2.1 The requirements to be fulfilled for the heli-deck as defined in Pt C, Ch 5, Sec 1, [2.10.19] are those of Part C, Chapter 5.
The helicopter fuel tanks arrangement shall comply with the requirements applicable to the specified fuel types. The applicable requirements are defined by the Society on a case by case basis.
4.3
Helicopter storage space
4.3.1 The requirements to be fulfilled for the helicopter hangar as defined in Pt C, Ch 5, Sec 1, [2.10.18] are those of Part C, Chapter 5.
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SECTION 2
AMMUNITION
1
1.1
Application
General
2
2.1
General arrangement
General
Environment
1.1.1 Requirements The additional notation AMMUNITION is assigned, as defined in Pt A, Ch 1, Sec 2, [5.2.2], to military ships which comply with the requirements of the present Section. 1.1.2 Ship protection The target is to limit the risks and consequences of an accidental pyrotechnical reaction of the ammunition contained in a hold, on one hand, with respect to structural damages and to the amplification of the destructive phenomenon, on the other hand, to limit the consequences of an aggression from an adjoining space to an ammunition hold.
2.1.1
The normal mechanical, climatical, electromagnetical environment found by the ammunition on board shall be compatible with the environment for which they have been specified and then qualified. This need leads to the following: as regards the mechanical environment, the use of adequate storage supports, lashing and transfer means, as regards the climatical environment, the monitoring and regulation of the temperature and of the humidity degree of the hold, and, in addition, the maintenance of an atmosphere allowing the deposit, the lashing, the collection of the ammunition boxes in the holds, the boxes unpacking, the preparation to fire and the possible re-conditioning in the preparation spaces, as regards the electromagnetical environment, a location, a design of the hold, equipment and transfer routes, or operational instructions allowing the safety with respect to dammage due to electromagnetic radiations on weapons and ammunition.
2.1.2 Storage
The measures to be taken applied to the adjacent spaces, the discharge panels, the probability of occurrence of the undesirable event, the preventive actions.
1.1.3 Ammunition protection The target is to limit the intensity of the aggression of the exceptional and accidental domain which may affect the ammunition, and/or to decrease their probability of occurrence.
The measures to be taken concern, among others, the static electricity discharges (electropyrotechnical devices), the fire, the shocks and falls, the combat aggression, the aggression coming from the hold itself or from its equipment (electrical circuits, piling systems, decks,...) and the different aggression from the hold outside (object falls, liquid flooding, ...), the protection against malevolence (theft, acts of sabotage).
The ammunition are gathered by groups of compatibility inside the holds or the small munitions lockers provided for this use. The different storage locations can received ammunition of different compatibility groups within the limits specified by the Owner.
1.2
Ammunition classification 2.2

2.2.1
1.2.1 Codes of classification The ammunition are identified by an alphanumerical code which represents for a given ammunition its more constraining pyrotechnical risk. This code shall allow to clearly identify two parameters: the risk division and the compatibility group. 1.2.2 Divisions The UN recommends the ammunition classification in 6 divisions noted from 1.1 to 1.6 (divisions of class 1).
Ammunition holds
Definition
An ammunition hold is a specific space intended for permanently receiving ammunition of the onboard reserves.
2.2.2 Location
Excepting otherwise specified, the UN divisions will be used.

1.2.3 Compatibility groups The UN recommends 10 basic groups of compatibility noted by an upper case letter A, B, C, D, E, F, H, J and K.
The hold location shall be defined taking into account the handling means and the specified time to supply the weapon. In any case, whether the hold is nearby the weapon or in the bottom, its location is defined considering the best compatible time of supply and/or of resupply of the weapons with the specified requirements by the Owner. The holds are, as far as possible: located below the waterline and far from the areas where most missiles may impact, and in particular from the ship middle,
Three other groups with particular properties are added, they are respectively noted L, N, and S.
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far one from each other or isolated from their potential respective effects in the meaning that the transmission of an accident of pyrotechnical type of one hold or originator cupboard to another hold or cupboard shall be prevented when it may lead to a notable worsening of the ship damages. When an ammunition hold is above the water line (or when a part of its volume is above the waterline), it shall be subject of specific protection measures which level is given by the specification or for lack, by the weapon system, or by a ship vulnerability analysis.
2.2.3 Requirements
The cupboards containing ammunition of compatibility group G are located, except if impossible, outside the permanently frequented by personnel spaces. The urgent ammunition cupboards contain available with short notice ammunition intended to the ship protection and defence. These cupboards can be located on decks and shall be: far from any heat source and not exposed to the direct action of the rays of sunshine equipped inside with minima and maxima thermometers wathertight. The small munitions lockers can be located in routes subject to: be weathertight and monitored not contain elements likely to mass explosion not contain ammunition likely to accidentally generate fumes which may seriously hinder the essential functions completion of the ship or the damages fighting.
2.3.3 Requirements
The requirements for: accesses and openings internal arrangement and ergonomics structure and materials equipment and piping detection and monitoring fire protection and firefighting are considered by the Society, with the Owner agreement, on a case by case basis.
The requirements for:
2.3
2.3.1
Ammunition cupboards
accesses and openings internal arrangement structure and materials thermal, electrical and magnetic protection detection and monitoring fire protection and firefighting are considered by the Society, with the Owner agreement, on a case by case basis.
Definition The cupboard for ammunition are classed in three groups:
Ammunition cupboards: cupboards located inside holds, intended to receive ammunition which are wanted to be isolated from the other ammunition of the reserve, generally for safety reasons. Urgent ammunition cupboards: specific cupboards which can be located on decks; they are intended to receive the ammunition of the intervention groups and are only used during period of the ship in port or anchored at harbour. Small munitions lockers: specific cupboards intended to received onboard small munitions when no special holds are provided, but also any ammunition, in general of small dimension, which are wanted to be isolated from the rest of the reserve, for safety or security reasons.
2.3.2 Location
2.4
2.4.1
Ammunition transfer routes

Definition
For the ammunition moving, ammunition transfer routes are defined and fitted out to allow: the ammunition loading or unloading the go to and back of the ammunition between the permanent and temporary storage spaces, and between the storage and the weapons To each hold it shall be defined a main route and an emergency route. The two routes shall be as direct and safe as possible, in particular their courses shall be subject, ammunition by ammunition, to an analysis with respect to risk of dammage due to electromagnetic radiations on weapons and ammunition. These routes shall allow the ammunition transfer in a time as short as possible and with a minimum of handling. The ammunition transfer by one or the other route shall be made with the same level of safety.
Cupboards are, as far as possible, located in the vicinity of the users. The ammunition or small munitions lockers shall not be located within the accommodations or operational spaces. When several cupboards are located in a same space, a minimum free space shall be provided on each side of them. In the absence of proof elements, this distance is fixed to: 1.5 m for cupboards containing ammunition of compatibility group G (between them, or from other cupboards whatever is the compatibility group), 0.2 m in the other cases
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2.4.2 Arrangements Both routes shall be perfectly identified.
structure and materials thermal, electrical and magnetic protection detection and monitoring fire protection and firefighting are considered by the Society, with the Owner agreement, on a case by case basis.
The main routes shall not use equipment firstly dedicated to other operational needs, or interfere without necessity with other important onboard operation.
2.4.3 Requirements The requirements for:
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SECTION 3
IMPSUR
1
1.1
General
Table 1 :
Application
Item Stability Hull structure Machinery components and equipment Fire safety Reference [2] [3] [4] [5]
1.1.1 The additional notation IMPSURV (Improved survivability) is granted, in agreement with Pt A, Ch 1, Sec 2, [5.2.3], to military ships which comply with the applicable requirements of the present Section. 1.1.2 The additional notation IMPSURV requires an improvement of the survivability capacity of the ship obtained by: a better damage stability highest hull steel grades improved hull structure details a verification of the hull structure resistance to the specified shocks a redundancy of the critical machinery components and equipment a shock resistance of the critical machinery components and equipment. 1.1.3 The additional notation is granted following the review by the Society of: the list of the planned improvements the list of the redundancies the list of the components and equipment which are resistant to shocks the justificatory documents 1.1.4 On specification of the Owner, the requirements of the present Section may be partially applied. In such case, the additional notation IMPSURV is complemented as indicated hereafter: -HULL : when the ship only complies with the requirements of [2], [3.1] and [3.2] -MACH : when the ship only complies with the requirements of [4.1] to [4.4] -EXPL : when the ship only complies with the requirements of [2], [3] and [4.5] The additional notation becomes so, for example:
2
2.1
Stability
General
2.1.1 The stability verification has to be performed following Part B, Chapter 3 requirements, excepting the damage size, the value of which to be applied is given in [2.2].
2.2
Extent of damage
Otherwise specified, the assumed extent of damage is to be as follows, LS being the length of the ship as defined in Pt B, Ch 3, Sec 1, [1.1.2]: with LS 90 m, 15% of L S , but not more than three compartments length with LS < 90 m, two adjacent compartments length.
a) longitudinal extent:
When the length of a compartment is lower than 3.0 m plus 3% of the length LS of the ship or 11.0 m, whichever is the lesser, the two transverse boundary bulkheads have to be considered damaged (see Pt B, Ch 2, Sec 1, [2.3.1] . b) transverse and vertical extent: as defined in Pt B, Ch 3, Sec 3, [2.4.2] If any damage of lesser extent than that indicated in a) and b) above would result in a more severe condition regarding the compliance of the criteria of Pt B, Ch 3, Sec 3, [2.4.8], such damage is to be assumed in the calculations. (Solas, chp II-1, part B, reg. 8.4)
IMPSUR-MACH The additional notation IMPSURV, without complement, means that the ship complies with all the requirements of the present Section.
3
3.1
Hull structure
General arrangement
Weather exposed surfaces
1.2
Requirements
1.2.1 Summary The requirements of the present Section which are required for the attribution of the additional notation IMPSURV are given in Tab 1.
3.1.1
With respect to NBC fears, weather exposed surface shapes have to be designed, as far as possible, to prevent any water retention.
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3.1.2 Openings Openings have to be limited to the strict minimum compatible with the ship operation.
to be performed for both ship loadings, full and operational conditions defined in Pt B, Ch 1, Sec 2, [5.2] and Pt B, Ch 1, Sec 2, [5.3]. A guidance for the procedure of the explosion resistance verification is given in Ch 9, App 1
3.4.2 Explosion characteristics The mass and distance which characterise the explosion for which the verification shall be performed are given by the specification.
No opening located in the NBC protected area, if any, are allowed on the side shell of the hull and superstructures.
3.2
Materials
3.2.1 General No steel plates and stiffeners of grade A are allowed for components able to suffer direct impacts loads from outside explosions. 3.2.2 Grades of steel The requirements for selection of steel grades are given in Pt B, Ch 4, Sec 1, [2] excepting for the selection of the steel grade versus classes and thicknesses for which the Tab 2 has to be used. Table 2 : Material grade requirements for classes I, II and III
Si les caractristiques de lexplosion pour la vrification nest pas fixe par la spcification, celles-ci seront dfinies par la Socit en accord avec lArmateur. If the explosion characteristics for the verification are not given by the specification, they will be defined by the Society, in agreement with the Owner.
3.4.3 Tank fillings For the explosion resistance verification, calculations have to be performed with the bottom and side tanks dedicated to liquids with filling conditions corresponding to full load and operational conditions (see Pt B, Ch 1, Sec 2, [5.2] and Pt B, Ch 1, Sec 2, [5.3]). 3.4.4 Bottom structure loading The bottom plate and structure has to resist to an explosion located below the ship center line at midship with a shock factor of at least:
Class Gross thickness, in mm t 15 15 < t 20 20 < t 25 25 < t 30 30 < t 35 35 < t 40 40 < t 50 NSS B B B B D D E
I HSS AH AH AH AH DH DH EH NSS D D D E E E E
II HSS DH DH DH EH EH EH EH NSS D D E E E E E
III HSS DH DH EH EH EH EH EH
KSF = 0.22
3.4.5 Side shell loading The side shell plate and structure has to resist to an explosion located at the level of the ship keel center line at midship with a shock factor of at least:
KSF = 0.33
3.4.6 Hull girder loading The whipping response has to be determined as defined in Ch 9, App 1 for an explosion of same characeristics as defined in [3.4.4]. 3.4.7 Criteria for the shell and bulkheads For shell and bulkhead panels the following parameters have to be determined: maximum strains in model elements residual deformations of the components (plates, stiffeners, bracket, etc...)
Note 1: NSS and HSS mean, respectively: Normal Strength Steel and Higher Strength Steel.
3.2.3 Welding procedures The welding procedures and filler materials shall be such that they provide hardnesses as low as possible in the heat affected zones.
3.3
Structural details
3.3.1 Design To improve the resistance to external explosion loads, structural details have to be designed to allow a good transmissions of the in plane forces.
Details have to be designed to allow in plane deformations with as low as possible punching effects and shear failure of welds.
3.4
Resistance to underwater explosions
3.4.1 General The plate and structure resistance verification under explosion loads have to be performed by direct calculation using a recognised Finite Element software.
The following criteria have to be fulfilled: maximum element deformation M M 0.8 Ult where Ult is the material ultimate strength elongation plating deformation dp dp 0.5 t where t is the plating thickness stiffener deformation dS dS 0.01 where is the stiffener length Other values and criteria than given above may be considered by the Society on a case by case basis.
Otherwise specified, the conditions for the verification to be fulfilled are given in [3.4.2] to [3.4.8]. The verification has
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3.4.8 Criteria for the hull girder For the hull girder the whipping shock factor WSF as defined in Ch 9, App 1 has to be determined.
4.3.2 Composition of a generating plant A generating plant comprises the following elements:
Power generating units, each comprising : one or more power production sources a main power switchboard (MSB) mainly ensuring the protection of the source(s) associated with the distribution of the electrical power the power lines between the sources and the MSBs the cross-connections between MSBs the feeders from an external source.
The following criteria has to be fullfilled: Whipping shock factor WSF 1
4
4.1
Machinery, piping and electricity

Critical components and equipment
Main feeders including : 4.3.3
4.1.1 Definition The critical components and equipment are those necessary to ensure the ship survivability, and in particular:
a ship speed not lower than 10 knots the ship manoeuvrability the external and internal communications The determination of the critical components and equipment is defined in [4.1.3].
4.1.2 Equipment locations The critical machinery components and equipment have to be located, as far as possible, in areas where the probability of impacts by weapons impacts is the smallest.
Production configuration The configuration capacities of the generating plant are to guarantee an availability level compatible with the operational situation of the ship:
the operating principle of separated sides is applied by adopting the rule of separation into at least two independent sub-systems alongside or when anchoring, the two sub-systems (sides) can be coupled; the whole system is then supplied by a single generating unit.
4.3.4 Architecture with two power generating units The outgoing feeders supplying the various user areas are divided between the two main switchboards in order to keep some of the essential equipment available in case of damage putting one of the two generating units out of service.
The positions of the critical components in the compartments have to minimised the risk of contacts with the surrounding structural components and the other equipment due to relative displacements induced by external explosions (see [4.5])
4.1.3 Procedure of critical component identification The critical components and equipment are determined through a risk analysis of the ship as a whole system versus the survivability conditions.
The two generating units are interconnected by a cross-connection allowing coupling.

4.3.5 Architecture with more than two generating units The following dispositions are to be considered:
4.2
Requirements for machinery and piping
4.2.1 Application The machinery spaces arrangement shall be such that, in case of a damage as defined in [2.2], one propulsion system remains working allowing to fulfill the requirement of [4.1.1]. 4.2.2 Piping network The critical components of the piping network shall be arranged so that the propulsion and the fire safety systems remain operational in case of the destruction of a space adjacent to the shell or of a tearing corresponding to a damage as defined in [2.2].
the cross-connections between power generating units can be closed on the condition that the supplies of the sides are still independent this disposition allows the creation of at least two groups of electrical sub-systems electrically independent distribution is organised so that each essential installation can be fed from two power generating units belonging to two different groups alongside or during anchoring, all the MSB can be interconnected into a single power system supplied by a single source.
4.3.6 Sources When the ship is in the self-contained mode, the electrical power is supplied by generating units in the form a 3-phase AC voltage with isolated neutral which is not distributed.
4.3
Requirements for electricity
4.3.1 Principle The requirements relative to electricity aim to ensure an acceptable level of redondancy and survivability in case of combat damages.
The rated power of the generators is selected taking into account: The performances specific to the specified drive engines: operation in overload conditions
Any other dispositon may be considered by the Society, with agreement of the Owner, on a case by case basis.
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influence of the permitted maximum load allowing observance of the power system characteristics in transient operation - influence of the permitted minimum load (in order to prevent clogging of the Diesel engines, for example) Margins comprising: - a margin allowing operation of the sources below their rated power in worst case conditions - a growth margin fixed by the contract. If no specific requirements are included in the ships overall specifications, redundancy is considered to be provided if, in the situation with the highest load, a reserve production source can be switched in as soon as a source, then operating, fails.
4.3.7 External power supply When the ship is not in self-contained mode, the power system is supplied by an external power supply source (shore mains or by a coupled ship).
4.3.10 Functional isolation of the equipment power supplies The choice of the sub-system from which the main power supply is drawn is to be consistent with the instructions of the ships particular specifications which define:
the grouped power supply relations: the main power supply sources for the components of a same installation belong to the same electrical sub-system the exclusion relations between assemblies or appliances which are redundant or replace one another: the power supply to two critical auxiliaries of the same area used in emergency mode must be ensured from two distinct electrical sub-systems. The power supply to an auxiliary from a single sub-system suffices when it can be replaced by another auxiliary supplied by another sub-system.
4.3.11 Distribution tree structure When the power supply system is designed with a tree structure, each area is supplied by one or more secondary switchboards. The conduits from a secondary switchboard supply the installations directly or via a tertiary switchboard.
One or more connections are made using movable cables which can be connected to the connectors installed in electrical junction boxes located in easily accessible places. Each box is connected to a MSB by a fixed feeder protected by a circuit breaker. If there are two external feeders, they are each connected to a different MSB. The electrical ground of the ships hull is connected to the source ground (external power supply or other ship) by a dedicated cable.
4.3.8 Organization of the distribution The power distribution installations comprise the following elements: distribution switchboards
The distribution is organized so that every critical installation is supplied by either of the two generating units (or either of the two sub-systems for an architecture with several generating stations). In general there is only one distribution level (the SSB) between the MSB and a critical installation. The term installation is used here to indicate: either an auxiliary operating independently, or a sub-system of auxiliaries or independent equipment which must be supplied by parallel connections from the same tertiary switchboard. A direct supply from a MSB is exception so that the number of these outgoing feeders is kept to a minimum.
4.3.12 Main power switchboards A main power switchboard (MSB) can ensure the following functions:
- secondary (SSB) - tertiary (TSB) - or dedicated to an installation secondary and tertiary feeders casualty equipment allowing supply of secondary switchboards and some tertiary switchboards and consisting in: - fixed sections of cables for deck - bulkhead penetrations - movable flexible cables fitted with connectors.
4.3.9 Redundancy of the electrical power supply lines The main power supply of a user comes from an electrical sub-system normally supplying the area under consideration. However, in case of loss of the main power supply, it is possible to supply some users using the following power supply lines: a second power supply from another electrical sub-system which is switched in using a suitable device (secondary switchboards with double supply)
to receive power produced by its corresponding sources to receive power provided by an external source to receive or deliver electrical power by cross-connection feeders to receive or deliver power by emergency connections to supply power to a coupled ship to protect the main feeders connected to it to protect and ensure the local control of the sources to allow the on-board sources to provide power, during testing, to devices outside the on-board system to distribute power to identified users by operating and protecting the secondary feeders connected to it to manage downgraded situations (load shedding). The input of each main feeder and the output of each secondary feeder are individually protected by circuit breakers installed in the MSB.
an emergency power supply using the equipment described hereafter.
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4.3.13 Secondary switchboards
A secondary switchboard (SSB) can ensure the following functions: to receive electrical power supplied by MSB to receive and/or deliver power via casualty equipment to protect and control the tertiary switchboards connected to it. A SSB is generally provided with a double supply: it receives its supply through a suitable device from two secondary feeders coming from two generating units, this device must allow isolation of the SSB. Each SSB fitted with one or more casualty power sockets must have a locking device preventing operation of the input switching or cut-off device after it has been set to off when the switchboard has been configured for an emergency power supply. If a SSB only supplies non essential equipment, it may have a single supply; in this case, it has a cut-off device on the secondary feeder supplying it so that the whole switchboard can be isolated. The design of the distribution results from a compromise between: limitation of the number of secondary outgoing feeders per MSB optimization of the switchboard capacity. The distribution of the auxiliary power supplies between damage control areas must be ensured according to the following rules, provided the application of these rules does not lead to the creation of too many SSB: the supplies of auxiliaries ensuring complementary roles for a given function are grouped on the same SSB the supply of auxiliaries in one damage control area from a SSB located in another damage control area must be avoided, except: if independent auxiliaries of the same installation are located in several damage control areas for fixed fire-fighting installations for which the operating context is most often damage control sub-area isolated electrically in case of damage.
An emergency circuit is built by connecting the emergency sockets on one switchboard to those of another switchboard or directly to a user by means of a movable cable.
4.4.2 Required equipment A ship is provided with movable flexible cable sections fitted at each end with a connector which can be plugged into the emergency sockets.
The setting up of an emergency connection between distinct sections is facilitated by the installation of junction boxes fixed to the watertight bulkhead penetrations, watertight deck penetrations and on the circulation deck. An emergency connection can be switched off along its path by a movable junction box. This box is fitted with two connectors and a protection and control circuit breaker.
4.4.3 Sockets connection Emergency sockets are: connected to the distribution bus of a MSB via one (or more) outgoing feeder(s) protected by circuit breaker directly connected to the distribution bus of a SSB and TSB supplying a critical installation.
4.5
Resistance to explosions
4.5.1 Explosion characteristics The explosion characteristics to be considered corresponds to the explosions defined in [3.4.2]. 4.5.2 Principle The resistance of a component or an equipment is defined in terms of resulting maximum acceleration and relative displacement versus the surrounding structures and equipment. 4.5.3 Promptings For each critical component or equipment, by application of the procedure given in Ch 9, App 1, the following is calculated:
the shock spectrum as defined in Ch 9, App 1 in both direction, perpendicular and parallel to the foundation, at the foundation location
4.5.4 Component or equipment displacements The maximum displacement of the component or equipment is calculated as:
4.3.14 Tertiary switchboards
When a tertiary switchboard (TSB) is located in a compartment different from that of the SSB supplying it, it is fitted with an isolating switch on its feeder. A tertiary switchboard can ensure the following functions: to receive power from a SSB by its single feeder to protect and control the feeders connected to it to protect and isolate the supplied auxiliaries.
dmax = M d where M d
(in m)
: component or equipment mass in kg : displacement shock spectrum at in m : first mode frequency perpendicular to the foundation in rad/s
4.4
4.4.1
Emergency equipment
General
4.5.5 Component or equipment forces The maximum force at the component or equipment centre of gravity in the direction of the acceleration is calculated as:
The emergency equipment supply to vital users which cannot be supplied by the normal equipment is ensured by movable flexible cables called emergency connections.
Fmax = M where M
(in N)
: component or equipment mass in kg
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: acceleration shock spectrum at in m/s2 : first mode frequency in direction in rad/s
5
5.1
Fire safety
General
Principle
4.5.6 Criteria Any acceleration of the shock spectrum has not to be greater than the extreme admissible acceleration as defined in the equipment specification.
5.1.1
The envelope of the maximum displacements as defined in [4.5.4] has not to enter in the envelope of the maximum displacement of the surounding equipment nor reach any structural element. The forces or resulting stresses in the component or equipment foundation (bolts or welds) induced by the maximum forces as defined in [4.5.5] have to remain below the ultimate strengths.
The additional notation IMPSURV requires an improvement of the protection, detection and fire-extinguishing systems.
5.1.2 Requirements
Otherwise specified, the requirements to be fulfilled are the applicable requirements of Part C, Chapter 5. Any considered equivalent arrangement may be taken into consideration by the Society, in agreement with the Owner, on a case by case basis.
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Chapter 10
OTHER ADDITIONAL CLASS NOTATIONS
SECTION 1 SECTION 2 SECTION 3 SECTION 4
STRENGTHENED BOTTOM (STRENGTHBOTTOM) IN-WATER SURVEY ARRANGEMENTS (INWATERSURVEY) CONTAINER LASHING EQUIPMENT (LASHING) TOWING
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SECTION 1
STRENGTHENED BOTTOM (STRENGTHBOTTOM)
1
1.1
General
Application
2.2
Ships with L < 90 m and transversely framed double bottom
1.1.1 The additional class notation STRENGTHBOTTOM is assigned, in accordance with Pt A, Ch 1, Sec 2, [5.2.6], to ships built with specially strengthened bottom structures so as to be able to be loaded and/or unloaded when properly stranded and complying with the requirements of this Section.
2.2.1 Plating RINA The net 8.2.2 thickness of the bottom plating within 0,4 L amidships, obtained from the formulae in Pt B, Ch 7, Sec 1 or Pt B, Ch 8, Sec 3, as applicable, is to be increased by 20%. In any case, the net thickness is to be larger than 8 mm. 2.2.2 Ordinary stiffeners Intercostal ordinary stiffeners are to be fitted for the whole flat bottom area when the actual spacing between girders is equal to or greater than two thirds of the maximum spacing specified in Pt B, Ch 4, Sec 4, [5.3]. Their scantlings are to be considered by the Society on a case-by-case basis. 2.2.3 Primary supporting members Solid floors are to be fitted at every frame and are to be reinforced with vertical stiffeners spaced not more than 1,2 m apart.
RINA Section A, Ch 2
2
2.1
Double bottom
Ships with L < 90 m and longitudinally framed double bottom
Plating
2.1.1
RINA 8.2.2 The net thickness of the bottom plating within 0,4 L amidships, obtained from the formulae in Pt B, Ch 7, Sec 1 or Pt B, Ch 8, Sec 3, as applicable, is to be increased by 20% and in no case is to be less than 8 mm.
2.1.2 Ordinary stiffeners
A side girder is to be fitted on each side of the ship, in addition to those obtained by applying the requirements in Pt B, Ch 4, Sec 4, [5.3] for maximum spacing. The number and size of holes on floors and girders are to be kept as small as possible, but are to be such as to allow complete inspection of double bottom structures.
RINA 10.10 The net scantlings of bottom and bilge ordinary stiffeners are to be in accordance with Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as applicable, where the hull girder stress is to be taken equal to 195/k and the span is to be taken not less than 1,5 m.
2.1.3 Primary supporting members
2.3
2.3.1
Ships with L 90 m
Plating, ordinary stiffeners and primary supporting members The net scantlings of plating, ordinary stiffeners and primary supporting members are to be considered by the Society on a case-by-case basis.
3
3.1
Single bottom
Scantlings
Solid floors are to be spaced not more than the lesser of the values 0,025 L and 1,9 m. A side girder is to be fitted on each side of the ship, in addition to those obtained by applying the requirements in Pt B, Ch 4, Sec 4, [4.1] for maximum spacing. The number and size of holes on floors and girders are to be kept as small as possible, but are to be such as to allow complete inspection of double bottom structures.
3.1.1
Plating, ordinary stiffeners and primary supporting members RINA The net 14.5 scantlings of plating, ordinary stiffeners and primary supporting members are to be considered by the Society on a case-by-case basis.
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SECTION 2
IN-WATER SURVEY ARRANGEMENTS (INWATERSURVEY)
1
1.1
General
Application
1.1.1 The additional class notation INWATERSURVEY is assigned in accordance with Pt A, Ch 1, Sec 2, [5.13.1].
1.2
1.2.1 Plans Detailed plans of the hull and hull attachments below the waterline are to be submitted to the Society in triplicate for approval. These plans are to indicate the location and/or the general arrangement of:
1.2.2 Photographs As far as practicable, photographic documentation of the following hull parts, used as a reference during the in-water surveys, is to be submitted to the Society: the propeller boss rudder pintles, where slack is measured typical connections to the sea directional propellers, if any other details, as deemed necessary by the Society on a case-by-case basis. 1.2.3 Documentation to be kept on board The Owner is to keep on board the ship the plans and documents listed in [1.2.1] and [1.2.2], and they are to be made available to the Surveyor and the divers when an inwater survey is carried out.
all shell openings the stem rudder and fittings the sternpost the propeller, including the means used for identifying each blade anodes, including securing arrangements bilge keels welded seams and butts. The plans are also to include the necessary instructions to facilitate the divers work, especially for taking clearance measurements. Moreover, a specific detailed plan showing the systems to be adopted when the ship is floating in order to assess the slack between pintles and gudgeons is to be submitted to the Society in triplicate for approval.
2
2.1
2.1.1 Marking Identification marks and systems are to be supplied to facilitate the in-water survey. In particular, the positions of transverse watertight bulkheads are to be marked on the hull. 2.1.2 Rudder arrangements Rudder arrangements are to be such that rudder pintle clearances and fastening arrangements can be checked. 2.1.3 Tailshaft arrangements Tailshaft arrangements are to be such that clearances (or wear down by poker gauge) can be checked.
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SECTION 3
CONTAINER LASHING EQUIPMENT (LASHING)
1
1.1
General
Application
1.3.5
Other materials
The use of nodular cast iron or materials other than steel will be specially considered by the Society on a case-bycase basis.
1.1.1 The additional class notation LASHING is assigned, in accordance with Pt A, Ch 1, Sec 2, [5.13.2], to mobile lashing equipment and removable cell guides complying with the requirements of this Section. 1.1.2 The procedure for the assignment of the additional class notation LASHING includes: approval of the lashing plans and mobile lashing equipment (see [3.1]) type tests of the mobile lashing equipment and the issuance of Type Approval Certificates for the equipment concerned (see [3.2]) inspection at the works during manufacture of the mobile lashing equipment and the issuance of Inspection Certificates for the equipment concerned (see [3.3]) general survey on board of mobile lashing equipment and sample test of mounting of equipment (see [3.4]).
2
2.1
Arrangement of containers
General
2.1.1 Containers are generally aligned in the fore and aft direction and are secured to each other and to the ship structures so as to prevent sliding or tipping under defined conditions. However, alternative arrangements may be considered. 2.1.2 Containers are to be secured or shored in way of corner fittings. Uniform load line stowage is to be considered by the Society on a case-by-case basis. 2.1.3 One or more of the following methods for securing containers may be accepted:
1.2
Documents to be kept on board
corner locking devices steel wire ropes or chain lashing steel rods buttresses or shores permanently connected to the hull cell guides.
1.2.1 The following plans and documents are to be kept on board the ship: loading plan and plan of arrangement of stowage and lashing equipment testing documents relevant to the different mobile lashing devices and parts employed for securing and locking containers.
2.2
Stowage in holds using removable cell guides
1.3
Materials
1.3.1 Steel wires and chains Materials for steel wires and chains are to comply with the applicable requirements of Part D. 1.3.2 Lashing rods Lashing rods are generally required to be of Grade A or AH hull steel, or steel having equivalent mechanical properties. 1.3.3 Securing and locking devices Securing and locking devices may be made of the following materials: Grade A or AH hull steel or equivalent cast or forged steel having characteristics complying with the requirements of Part D, with particular regard to weldability, where required. 1.3.4 Plates and profiles Plates and profiles for cells in holds or for frameworks on deck, or on hatch covers, are to comply with the applicable requirements of Part D.
2.2.1 Cell guides of removable type are to form a system as independent as possible of hull structure. They are generally bolted to hull structures. 2.2.2 Vertical guides generally consist of sections with equal sides, not less than 12 mm in thickness, extended for a height sufficient to give uniform support to containers. 2.2.3 Guides are to be connected to each other and to the supporting structures of the hull by means of cross-ties and longitudinal members such as to prevent deformation or misalignment due to the action of forces transmitted by containers.
In general, the spacing between cross-ties connecting the guides may not exceed 5 metres, and their position is to coincide as nearly as possible with that of the container corners (see Fig 1). Cross-ties are to be longitudinally restrained at one or more points so that their elastic deformation due to the action of the longitudinal thrust of containers does not exceed 20 mm at any point.
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Figure 1 : Typical structure of cell guides

Cell guides
structural elements of sufficient strength, such as web frames or side stringers or decks.
2.3.4 The number of buttresses is to be determined taking into account the maximum load that can be supported by the corners and end frames of containers (see [6]). The hull structures in way of buttresses of container blocks are to be adequately reinforced (see [6]).
Maximum 5 m
Cross ties A
Brackets
Side buttresses are to be capable of withstanding both tension and compression loads and may be either fixed or removable. They are to be fitted with means to adjust tension or compression and their position is to be easily accessible to allow such adjustment.
2.3.5 Each row of containers is to be connected to that adjacent by means of double stacking cones or equivalent arrangements and, if containers are subdivided into separate blocks, connection devices of sufficient strength to transmit the loads applied are to be fitted at shoring points. 2.3.6 If hull structural elements of sufficient strength to support buttresses are not available, as an alternative to the above, containers may be secured by means of lashings or lashing rods, similarly to the arrangements for containers stowed on deck or on hatch covers.
Section A A
Such restraints may be constituted by longitudinal members, steel stay wire ropes or equivalent arrangements.
2.2.4 In stowing containers within the guides, the clearance between container and guide is not to exceed 25 mm in the transverse direction and 38 mm in the longitudinal direction. 2.2.5 The upper end of the guides is to be fitted with an appliance to facilitate entry of the containers. Such appliance is to be of robust construction with regard to impact and chafing. 2.2.6 When it is intended to carry 20' containers within 40' cells, removable vertical guides forming a stop for the side ends of the 20' container block may be fitted at mid-cell length. When such removable vertical guides are not fitted, the following is to be complied with: 20 containers are to be of the closed box type
2.4
Stowage on exposed deck
2.4.1 The arrangement and number of containers stowed on exposed deck (see Fig 2) may be accepted after assessment of the following elements: actual mass of containers exposure to sea and wind stresses induced in the lashing system, in the container structure and in hull structures or hatch covers ships stability conditions. Figure 2 : Stowage of containers on exposed deck
at least one 40 container is to be stowed at the top of 20 containers stacks containers are to be secured by simple stacking cones at each tier the number of tiers of 20 containers and the weight of 20 containers are to be such that the loads applied to container frames satisfy the strength criteria in [6]. Equivalent arrangements may be accepted by the Society on a case-by-case basis.
2.3
Stowage under deck without cell guides
2.3.1 Containers are stowed side by side in one or more tiers and are secured to each other at each corner at the base of the stack and at all intermediate levels. 2.3.2 Securing arrangements may be either centring or stacking cones or, if calculations indicate that separation forces may occur, locking devices. 2.3.3 Each container block is to be shored transversely, by means of buttresses acting in way of corners, supported by
2.4.2 Containers are generally arranged in several rows and tiers so as to constitute blocks. The arrangement of containers is to be such as to provide sufficient access to spaces on deck for operation and inspection of the lashing devices and for the normal operation of personnel. 2.4.3 Containers are to be secured by locking devices fitted at their lower corners at each tier, and capable of preventing horizontal and vertical movements. Bridge fittings are to be used to connect the tops of the rows in the transverse direction.
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Alternatively, lashings fitted diagonally or vertically on container corners may be used to prevent vertical movements in addition to centring and stacking cones fitted between the tiers and in way of the base of the stack to prevent horizontal movements. The upper tier containers are to be secured to the under tier containers by means of locking devices fitted at their corners and located between the two tiers.
2.4.4 Locking devices are to be used every time the calculations indicate that separation forces may occur.
2.5.3 Containers are to be adequately secured to avoid transverse sliding and tipping.
3
3.1
Procedure for the assignment of the notation

Approval of the mobile lashing equipment
3.1.1 Each type of mobile lashing equipment is to be approved by the Society on the basis of:
Where the calculations indicate that separation forces will not occur, double stacking cones may be fitted instead of locking devices at all internal corners of the stack and bridge fittings are to be used to connect the tops of the rows in the transverse direction.
2.4.5 The external containers are not to extend beyond the ship side, but they may overhang beyond hatch covers or other ship structures, on condition that adequate support is provided for the overhanging part. 2.4.6 Securing of containers stowed at ship side is to be arranged taking account of the possibility of water ingress and consequent buoyancy depending on container volume.
the submitted documents (see Pt B, Ch 1, Sec 3, [2.3]) the determination of loads the checking of the strength criteria the conditions of manufacturing the Manufacturers control during manufacturing the identification of the piece the results of the type tests.
3.2
Type tests
In small ships such buoyancy is to be taken equal to that corresponding to the total volume of the container concerned.
2.4.7 The arrangement of containers forward of 0,75 L from the aft end is to be considered by the Society on a case-bycase basis.
3.2.1 Type tests are to be carried out as indicated in the following procedure, or by a procedure considered equivalent by the Society:
a breaking test is to be carried out on two pieces for each type of mobile lashing equipment samples and dimensions of the tested pieces are to be identical to those given in the detailed drawing of the equipment load conditions of the test (i.e. tensile, shear, compression or tangential load) are to be as close as possible to the actual conditions of loading in operation. Supplementary tests may be requested by the Society on a case-by-case basis, depending on the actual conditions of operation. Tests to be carried out on the most common types of securing and lashing elements are indicated in Tab 1 to Tab 3.
3.2.2 When a lashing element consists of several components, the test is to be carried out on the complete element. 3.2.3 The breaking load corresponds to the load reached at the moment where the first cracks appear on the test piece. 3.2.4 The breaking load obtained from tests is to be at least equal to the breaking load foreseen by the Manufacturer and indicated on the detailed drawing.
The Society reserves the right to require a limitation in the number of tiers and the fitting of additional securing devices.
2.4.8 The maximum stack height is to be such as to leave a sufficient sightline from the navigating bridge.
2.5
Uniform line load stowage on deck or hatch covers
2.5.1 Instead of resting on their four lower corners, containers may be arranged on deck or on hatch covers with their bases in uniform contact with the supporting structure. This can be done, for example, by fitting wood planks or continuous metal beams under the lower longitudinal sides (chocks are not allowed), or by inserting the lower corners into special recesses provided on deck or on hatch covers.
A clearance not less than 5 mm is to be left between corners and deck structure, or hatch cover structure underneath (according to ISO Standards, the maximum protrusion of the corner fitting beyond the lower side longitudinal is 17,5 mm).
2.5.2 Such arrangement is, in general, permitted only for a single container or containers in one tier.
When one of the breaking loads obtained from tests on the two pieces is lower than the value foreseen by the Manufacturer by a value not exceeding 5 %, a third piece is to be tested. In such case, the mean breaking load over the three tests is to be not lower than the theoretical value foreseen by the Manufacturer.
3.2.5 The breaking test may be stopped when the piece does not break with an applied load exceeding the breaking load declared by the Manufacturer. 3.2.6 The breaking load is to be equal to at least twice the safe working load (SWL) indicated by the Manufacturer.
For containers in more than one tier, such arrangement may only be accepted if the total mass of the containers above the first tier does not exceed 50% of the total maximum gross mass of containers of the same type and size complying with ISO Standards.
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3.2.7 A test report is to be issued with the following information: identification of the Manufacturer and of the manufacturing factory type of piece and quantity of tested pieces identification number of the piece materials, with mechanical characteristics measured breaking loads and comments on the tests, if any safe working load. 3.2.8 When the tests are considered satisfactory, a Type Approval Certificate is issued by the Society. The following information is to be indicated on the Type Approval Certificate: identification of the Manufacturer and of the manufacturing factory type of piece identification number of the piece breaking load and safe working load reference to the test report (see [3.2.7]), which is to be attached to the Type Approval Certificate. 3.2.9 Each sample is to be clearly identified in the documents kept on board, as required in [1.2.1].
3.3.2 Tests are to be carried out under load conditions (i.e. tensile, shear, compression or tangential load) as close as possible to the actual conditions of loading in operation.
Test to be carried out on the most common types of securing and lashing elements are indicated in Tab 1 to Tab 3.
3.3.3 It is to be checked that a valid Type Approval Certificate has been issued for the inspected pieces, and that the specifications are identical to those described on the Type Approval Certificate. 3.3.4 Equipment is to be batch-surveyed. The batch includes a maximum of 50 pieces.
Two pieces per batch (three in the case of wire ropes with their ends) are to be tested under a load equal to 1,3 times the safe working load. If mass production does not exceed 50 pieces, the test is to be carried out on at least one piece. When a lashing element consists of several components, the test is to be carried out on the complete element. The tested pieces are not to show cracks or permanent deformation.
3.3.5 At least 10% of the pieces are to be examined visually.
3.3
Inspection at works of the mobile lashing equipment
3.3.1 Lashing equipment is to be tested and inspected at the production works with the attendance of a Surveyor from the Society.
It is also to be checked that the identification number and the safe working load (SWL) declared by the Manufacturer are indicated on the pieces examined.
Table 1 : Test modes for lashing pieces
Test modes for lashing pieces Lashing rod, chain and steel wire rope Penguin hook
Tensile load Turnbuckle Hook
Tangential load
Tensile load
Tensile load
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Table 2 : Test modes for connecting pieces between containers
Test modes of connecting pieces between containers Twistlock Double twistlock Bridge fitting
Shear and tensile loads Single stacker
Shear and tensile loads Double stacker Buttress
Tensile load
Shear load
Shear and tensile loads

Table 3 : Test modes for mobile securing pieces
Tensile load
Test modes for mobile securing pieces Bottom twistlock Stacking cone Stacking cone with pin
Shear and tensile load Pillar on deck
Shear load Intermediate pillar
Shear and tensile load
Compression load
Shear, compression and tensile load Tests of mounting of mobile lashing equipment in accordance with the conditions of operation and the lashing plan arrangement are to be carried out.
3.3.6 The Surveyor from the Society may require tests to be repeated or carried out on a greater number of samples, if considered necessary. 3.3.7 If the test proves satisfactory and after examination of the documents describing the batch, an Inspection Certificate is issued, the equipment is identified by the Manufacturer and each piece is stamped by the Surveyor. The reference to the Type Approval Certificate and the quantity of tested pieces are indicated on the Inspection Certificate.
4
4.1
Forces applied to containers

General
3.4
Reception on board of the mobile lashing equipment
4.1.1 The devices constituting the lashing system are to be capable of withstanding the specified loading condition declared for the ship.
3.4.1 The mobile lashing equipment on board is to have an Inspection Certificate (see [3.3]).
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4.1.2 The loads to be considered in lashing system calculations are the following:
Figure 3 : Container level in a stack

Lashing at level N
still water and inertial forces (see [4.3]) wind loads (see [4.4]) forces imposed by lashing and securing arrangements (see [4.5]) sea pressure (see [4.6]).
Level N container
4.2
4.2.1
Definitions
Lashing at level i
Stack of containers A stack of containers consists of N containers connected vertically by securing devices.
Level i container
Lashing at level i - 1
The container located at the level i within a stack is indicated in Fig 3.

4.2.2 Block of containers A block of containers consists of M stacks connected transversely by corner fittings.
Lashing at level 2
Level 2 container
4.3
Still water and inertial forces

Lashing at level 1
4.3.1 The still water and inertial forces applied to one container located at the level i, as defined in [4.2.1], are to be determined on the basis of the forces obtained, in kN, as specified in Tab 4. 4.3.2 The distance from the base line of the ship to the centre of gravity of a stack may be obtained, in m, from the following formula:
Level 1 container
z = zL + dCG
Table 4 : Container at level i Still water and inertial forces
Ship condition
Still water force FS and inertial force FW , in kN
Still water condition FS,i = Mi g Upright condition Inclined condition (negative roll angle)
F W ,X ,i = 1 ,4M i a X 1 F W ,Z ,i = 1 ,4M i a Z 1 F W ,Y ,i = 1 ,4M i a Y 2 F W ,Z ,i = 1 ,4M i a Z 2
in x direction in z direction in y direction in z direction
where: : Z co-ordinate, in m, at the stack bottom, with zL respect to the reference co-ordinate system defined in Pt B, Ch 1, Sec 2, [10] : Distance, in m, between the stack bottom and dCG the centre of gravity of the stack, to be taken not greater than 0,305NH0 : Coefficient to be taken equal to: = 0,5 for a stack in the hold = 0,4 for a stack on deck N : Number of containers stowed in the stack : Height of a container, in feet, all the containers H0 of the stack being considered of the same height.
4.3.3 Where empty containers are stowed at the top of a stack, the still water and inertial forces are to be calculated considering the mass of an empty container equal to: 0,14 times the mass of a loaded container, in the case of steel containers 0,08 times the mass of a loaded container, in the case of steel aluminium containers.
Note 1: g : Gravity acceleration, in m/s2: g = 9,81 m/s2 Mi : Mass, in t, of the container considered at the level i (see also [4.3.3]) aX1, aZ1 : Accelerations, in m/s2, for the upright ship condition, determined according to Pt B, Ch 5, Sec 3, [3.4] at the centre of gravity of the stack (see [4.3.2]) aY2, aZ2 : Accelerations, in m/s2, for the inclined ship condition, determined according to Pt B, Ch 5, Sec 3, [3.4] at the centre of gravity of the stack (see [4.3.2]) for GM = 1 m, without taking aY2 less than 0,35 g for stack of containers located above deck.
4.4
Wind forces
4.4.1 The forces due to the effect of the wind, applied to one container stowed on deck at the level i, is to be obtained, in kN, from the following formulae: in x direction: Fx,wind,i = 1,2hCbC
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in y direction: Fy,wind,i = 1,2 hC where: hC

C, C
Determination of loads in lashing equipment and in container frames

Calculation hypothesis
5.1
: Height, in m, of a container
5.1.1 The forces to be considered are the following:
bC
: Dimension, in m, of the container stack in the ship longitudinal and transverse direction, respectively.
This force only acts on a stack exposed to wind. In the case of M juxtaposed and connected stacks of the same height, the wind forces are to be distributed over the M stacks.
4.4.2 In the case of juxtaposed and connected stacks of different heights, the wind forces are to be distributed taking into account the number of stacks at the level considered (see example in Fig 4).
for the check of lashing and securing devices and of racking of containers: transverse forces determined according to [5.2.3] in the case of containers stowed longitudinally and longitudinal forces determined according to [5.2.2] in the case of containers stowed transversely for the check of vertical loads in container frames: vertical forces determined according to [5.2.4] for the upright condition for the check of tipping of containers: transverse and vertical forces for the inclined condition, determined according to [5.2.3] and [5.2.4], respectively.
5.1.2 The calculations are based on the following assumptions:
4.5
Forces imposed by lashing and securing arrangements
the loads due to ship motions (see [4.3]) are applied only on one stack the wind loads are applied on one stack, taking account of the number of containers exposed to wind and the number of stacks constituting the block (see [4.4]) the lashing of the block is schematised on one stack taking account of the number of stacks and the type and quantity of lashing devices at each securing level.
5.1.3 If the M stacks of containers are connected transversely at each securing level, the determination of forces is to be carried out considering the block of containers. 5.1.4 If the M stacks of containers are not connected transversely at each securing level, the determination of forces is to be carried out stack by stack.
4.5.1 The forces due to locking and/or pretensioning of lashing and securing devices are only to be considered where, in a single element, they exceed 5 kN, or where they are necessary for the correct operation of the lashing system.
4.6
Sea pressure
4.6.1 In the area forward of 0,75 L from the aft end, the strength of the lashing arrangements, calculated in accordance with the requirements of this Section, is to be increased by 20 per cent. Such increase is not required if containers are protected by wave-screening structures deemed effective by the Society. 4.6.2 Lashing of containers stowed at ship side is to be checked considering the buoyancy force due to waves, which is to be taken equal to that obtained by considering half the volume of the lowest container, or, in the case of ships less than 100 m in length, by considering the total volume of the above-mentioned container.
In such case, the gaps between stacks are to be large enough to avoid contacts between container corners after deformation.
5.1.5 Interaction between closed-end and door-end frames of the same container is not taken into account.
Pretensioning of lashing equipment, when applicable, is also not taken into account.
Figure 4 : Distribution of wind forces in the case of stacks of different heights
. O ME
@EIJHE>KJA@
LAH ! IJ=? I
. O ME
@EIJHE>KJA@
LAH " IJ=? I
. O ME
@EIJHE>KJA@
LAH # IJ=? I
. O ME
@EIJHE>KJA@
LAH # IJ=? I
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Pt F, Ch 10, Sec 3
5.2
Distribution of forces
5.4
5.2.1 General For the purpose of the calculation of the lashing and securing devices, longitudinal, transverse and vertical forces are considered as uniformly distributed on the container walls. 5.2.2 Longitudinal force The longitudinal force applied to one container is to be obtained, in kN, from the following formula:
Containers secured by means of lashings or buttresses
5.4.1 When securing of containers of a stack is carried out by means of lashings, the stiffness both of the lashings (see [5.5.1]) and of the container (see [5.5.2]) are to be taken into account. 5.4.2 The tension in each lashing may be calculated by imposing the equality of the displacement of the corner of the container to which the lashing end is secured and the lashing elongation. 5.4.3 The loads resulting on containers and securing devices are not to exceed the permissible loads defined in [6].
FXi = FW,X,i + Fx,wind,i where: : Inertial force defined in [4.3.1] for the upright FW,X,i condition. The longitudinal force is considered as subdivided on the four side longitudinal frames of the container.
5.2.3 Transverse force The transverse force applied to one container is to be obtained, in kN, from the following formula:
5.5
5.5.1
Stiffnesses
Lashing stiffness
Fyi = FW,y,i + Fy,wind,i where: FW,Y,i : Inertial force defined in [4.3.1] for the inclined condition FY,wind : Wind force, if any, defined in [4.4]. The transverse force is considered as subdivided on the four end transverse frames of the container.
5.2.4 Vertical forces The vertical force applied to one container is to be obtained, in kN, from the following formula:
The stiffness of a lashing is to be obtained, in kN/mm, from the following formula: A Ea 4 K = ---------- 10 where: A Ea : Cross-section of the lashing, in cm2 : Modulus of elasticity of the lashing, in N/mm2, which may be obtained from Tab 5 in the absence of data on the actual value : Total length of the lashing including tensioning devices, in m.
Table 5 : Modulus of elasticity of lashing
Fzi =FS,i + FW,Z,i where: : Still water force defined in [4.3.1] FS,i : Inertial force defined in [4.3.1], for the ship in FW,Z,i the upright or inclined condition, as applicable. The vertical force is considered as subdivided on the four corners of the container.
Type Steel wire rope Steel chain Steel rod: length < 4 m length 4 m
Ea, in N/mm2 90000 40000 140000 180000
5.3
Containers only secured by locking devices
5.3.1 Where the containers of a stack are secured to each other and to the base only by using locking devices fitted at their corners, the reactions on the different supports are to be determined by applying the equilibrium equations of rigid bodies, equalling to zero the sum of the forces and moments applied to the system. 5.3.2 In particular, a calculation is to be carried out by considering the combination of vertical forces with vertical reactions induced by transverse forces, to determine whether, on some supports, reactions have a negative sign, which indicates the possibility of separation and tipping of containers. 5.3.3 The loads resulting on containers and securing devices are not to exceed the permissible loads defined in [6].
Table 6 : Stiffness of containers
Racking stiffness, in kN/mm Closed end 128 / H0 Door end 32 / H0 Side 320 / L0
Note 1: : Height of the container, in feet, H0 : Length of the container, in feet. L0

5.5.2 Stiffness of containers
For the purpose of the calculation, in the absence of data on the actual values, the stiffness of containers may be obtained, in kN/mm, from Tab 6.
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6
6.1
Strength criteria
Permissible loads on containers
0,5 R for the vertical traction,
where R is equal to the sum of maximum load in the container and own mass of container.
6.1.1 For 20 and 40 foot containers, the lashing arrangement is to be such that maximum loads on each container frame, in kN, are less than the values indicated in:
6.2
Permissible loads induced by lashing on container corners
Fig 5 for transverse and longitudinal racking Fig 6 for transverse and vertical compression (in this figure, ISO containers are identified with reference to ISO 1496-1) Fig 7 for transverse and vertical tension.
6.2.1 The maximum forces induced by lashing equipment and applied on container corner pieces are to be less than the values indicated, in kN, in Fig 8. Figure 5 : Permissible transverse and longitudinal racking loads on frames of 20 and 40 containers
100
150
6.1.2 For open containers the permissible load in longitudinal frames is to be less than 75 kN in the case of racking. 6.1.3 For containers other than 20 and 40 foot containers, the lashing arrangement is to be such that maximum loads on each container frame, in kN, are less than:
100
150
2,25 R for the vertical compression

Figure 6 : Permissible transverse and vertical compressions on frames of 20 and 40 containers
200
200
200
848 (ISO containers)
450 (20'non-ISO containers)
675 (40'non-ISO containers)
300
300
300
6.2.2 In the case of a combination of forces applied on container corners, the resultant force is to be less than the value obtained, in kN, from Fig 9. Figure 7 : Permissible transverse and vertical tensions on frames of 20 and 40 containers
6.3
Permissible loads on lashing equipment
6.3.1 The forces applied to each piece of lashing equipment are to be less than the safe working load (SWL) indicated by the Manufacturer.
6.4
200
Permissible stresses on cell guides
6.4.1 The local stresses in the elements of cell guides, transverse and longitudinal cross-ties, and connections with the hull structure are to be less than the following values:
250 250
300
normal stress: 150/k N/mm2 shear stress: 100/k N/mm2 Von Mises equivalent stress: 175/k N/mm2, where k is the material factor defined in Pt B, Ch 4, Sec 1, [2.3].
Figure 9 : Resultant permissible load on container corners
150
Figure 8 : Permissible loads induced by lashing on container corners
150
150
300
300
300
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Pt F, Ch 10, Sec 4
SECTION 4
TOWING
1
1.1
Emergency towing arrangements

Definitions
drawings of the local ship structures supporting the loads applied by strongpoints, fairleads and roller pedestals.
1.3.2 Documentation for information The following documentation is to be submitted to the Society for information (see Pt B, Ch 1, Sec 3):
1.1.1 Deadweight Deadweight is the difference, in t, between the displacement of a ship in water of a specific gravity of 1,025 t/m3 at the full load draugth and the lightweight of the ship.
specifications of chafing gears, towing pennants, pickup gears and roller fairleads height, in m, of the lightest seagoing ballast freeboard measured at stern towing fairlead deadweight, in t, of the ship at the full load draugth.
1.2
Application
1.2.1 The requirements of this Article apply to equipment arrangement for towing ships out of danger in emergencies such as complete mechanical breakdowns, loss of power or loss of steering capability. 1.2.2 An emergency towing arrangement is to be fitted at both ends.
1.4
1.4.1
General
Scope
1.3
Documentation
The emergency towing arrangements are to be so designed as to facilitate salvage and emergency towing operations on the concerned ship, primarily to reduce the risk of pollution.
1.4.2 Main characteristics
1.3.1 Documentation for approval In addition to the documents in Pt B, Ch 1, Sec 3, the following documentation is to be submitted to the Society for approval:
general layout of the bow and stern towing arrangements and associated equipment operation manual for the bow and stern towing arrangements construction drawings of the bow and stern strongpoints (towing brackets or chain cable stoppers) and fairleads (towing chocks), together with material specifications and relevant calculations
The emergency towing arrangements are, at all times, to be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing ship. To demonstrate such rapid and easy deployment, the emergency towing arrangements are to comply with the requirements in [1.12].
1.4.3 Typical layout
Fig 1 shows an emergency towing arrangement which may be used as reference.
Figure 1 : Typical emergency towing arrangement

AFT FORE
>3
TOWED VESSEL
Towing pennant Strongpoints Fairleads Chafing gear
Pick-up gear
Towing connection
Marker buoy
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1.4.4 List of major components The major components of the towing arrangements, their position on board and the requirements of this Article which they are to comply with are defined inTab 1. Table 1 : Major components of the emergency towing arrangement
In this case, an exemption certificate is to be issued. In general, such dispensation may be granted to subsequent ships of a series of identical new buildings fitted with identical arrangements.
1.6
Towing component Towing pennant Chafing gear Fairlead Strongpoint (inboard end fastening of the towing gear) Pick-up gear Pedestal roller fairlead
Forward Optional Required Required Required
Aftward Required Depending on design Required Required
Reference of applicable requirements [1.7] [1.8] [1.9] [1.10]
Safe working load (SWL) of towing pennants, chafing gears, fairleads and strongpoints
1.6.1
Safe working load The safe working load (defined as one half of the ultimate strength) of towing pennants, chafing gear, fairleads and strongpoints is to be not less than that obtained, in kN, from Tab 2. Table 2 : Safe working load
Ship deadweight DWT, in t 20000 DWT < 50000 Optional Required Required Depending on design No requirements No requirements DWT 5000
Safe working load,in kN 1000 2000
1.4.5 Inspection and maintenance All the emergency towing arrangement components are to be inspected by ship personnel at regular intervals and maintained in good working order.
The strength of towing pennants, chafing gear, fairleads and strongpoints is to be sufficient for all pulling angles of the towline, i.e. up to 90 from the ships centreline to port and starboard and 30 vertical downwards. The safe working load of other components is to be sufficient to withstand the load to which such components may be subjected during the towing operation.
1.5
Emergency towing arrangement approval
1.7
1.7.1
Towing pennant
1.5.1 General Emergency towing arrangements of ships are to comply with the following requirements:
Material The towing pennant may be made of steel wire rope or synthetic fibre rope, which is to comply with the applicable requirements in Pt D, Ch 4, Sec 1. 1.7.2 Length of towing pennant
they are to comply with the requirements of this item they are to be type approved according to the requirements in [1.13] Certificates of inspection of materials and equipment are to be provided according to [1.13.2] fitting on board of the emergency towing arrangements is to be witnessed by a Surveyor of the Society and a relevant Certificate is to be issued demonstration of the rapid deployment according to the criteria in [1.12] is to be effected for each ship and this is to be reported in the above Certificate.
1.5.2 Alternative to testing the rapid deployment for each ship At the request of the Owner, the testing of the rapid deployment for each ship according to [1.5.1] may be waived provided that:
The length P of the towing pennant is to be not less than that obtained, in m, from the following formula:
P
= 2H + 50 : Lightest seagoing ballast freeboard measured, in m, at the fairlead.

Minimum breaking strength of towing pennants when separate chafing gear is used
where: H
1.7.3
Where a separate chafing gear is used, the minimum breaking strength MBSp of towing pennants, including their terminations, is to be not less than that obtained from the following formula: MBSP = 2 SWL where:
the design of emergency towing arrangements of the considered ship is identical to the type approved arrangements and this is confirmed by the on board inspection required in [1.5.1] the strongpoints (chain stoppers, towing brackets or equivalent fittings) are type approved (prototype tested).
: Coefficient that accounts for the possible loss in strength at eye terminations, to be taken not less than 1,1 : Safe working load of the towing pennants, defined in [1.6.1].
SWL
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1.7.4
Minimum breaking strength of towing pennants when no separate chafing gear is used
1.8.2 Type Chafing chains are to be stud link chains. 1.8.3 Material In general, grade Q3 chain cables and associated accessories complying with the applicable requirements in Pt D, Ch 4, Sec 1 are to be used. 1.8.4 Chafing chain length The chafing chain is to be long enough to ensure that the towing pennant, or the towline, remains outside the fairlead during the towing operation. A chain extending from the strongpoint to a point at least 3m beyond the fairlead complies with this requirement. 1.8.5 Minimum breaking strength The minimum breaking strength of the stud link chafing chain and the associated links is to be not less than twice the safe working load defined in [1.6.1]. 1.8.6 Diameter of the common links The diameter of the common links of stud link chain cables is to be not less than:
Where no separate chafing gear is used (i.e. where the towing pennant may chafe against the fairlead during towing operation), the minimum breaking strength of the towing pennants MBSPC is to be not less than that obtained, in kN, from the following formula: MBSPC = SP where: MBSP
: Minimum breaking strength, in kN, defined in [1.7.3] : Coefficient to be taken equal to: 2 = ------------------2 1
may be taken equal to 1,0 if tests carried out under a test load equal to twice the safe working load defined in [1.6.1] demonstrate that the strength of the towing pennants is satisfactory
: Bending ratio (ratio between the minimum bearing surface diameter of the fairlead and the towing pennant diameter), to be taken not less than 7.
Towing pennant termination
1.7.5
52 mm for a safe working load, defined in [1.6.1], equal to 1000 kN 76 mm for a safe working load, defined in [1.6.1], equal to 2000 kN.
1.8.7 Chafing chain ends One end of the chafing chain is to be suitable for connection to the strongpoint. Where a chain stopper is used, the inboard end of the chafing chain is to be efficiently secured in order to prevent any inadvertent loss of the chafing chain when operating the stopping device. Where the chafing chain is connected to a towing bracket, the corresponding chain end may be constructed as shown in Fig 2, but the inner dimension of the pear link may be taken as 5,30d (instead of 5,75d). The other end of the chafing chain is to be fitted with a standard pear-shaped open link allowing connection to a standard bow shackle. A typical arrangement of this chain end is shown in Fig 2. Arrangements different than that shown in Fig 2 are considered by the Society on a case-bycase basis.
For towing connection, the towing pennant is to have a hard eye-formed termination allowing connection to a standard shackle. Socketed or ferrule-secured eye terminations of the towing pennant are to be type tested in order to demonstrate that their minimum breaking strength is not less than twice the safe working load defined in [1.6.1].
1.8
1.8.1
Chafing gear
General
Different solutions for the design of chafing gear may be used. If a chafing chain is to be used, it is to have the characteristics defined in the following requirements.
Figure 2 : Typical outboard chafing chain end

Studless end link Common links (diameter = d) Enlarged link Pear shaped open link
2,
2d
2d
Towards towing pennant
d 1,1d 1,2d 1,2d
5,75 d approx
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1.8.8
Storing
E ALL
The chafing chain is to be stored and stowed in such a way that it can be rapidly connected to the strongpoint.
Areas subjected to stress concentrations are considered by the Society on a case-by-case basis. Where the fairleads are analysed through fine mesh finite element models, the allowable stress may be taken as 1,1ALL.
1.9.8 Alternative to the yielding check
1.9
1.9.1
Fairleads
General
Fairleads are normally to be of a closed type (such as Panama chocks). Fairleads are to have an opening large enough to pass the largest portion of the chafing gear, towing pennant or towline. The corners of the opening are to be suitably rounded. Where the fairleads are designed to pass chafing chains, the openings are to be not less than 600mm in width and 450mm in height.
1.9.2 Material
The above yielding check may be waived provided that fairleads are tested with a test load equal to twice the safe working load defined in [1.6.1] and this test is witnessed by a Surveyor of the Society. In this case, the Designer is responsible for ensuring that the fairlead scantlings are sufficient to withstand such a test load. Unless otherwise agreed by the Society, components subjected to this test load are considered as prototype items and are to be discarded.
Fairleads are to be made of fabricated steel plates or other ductile materials such as weldable forged or cast steel complying with the applicable requirements of Part D, Chapter 2.
1.9.3 Operating condition
1.10 Strongpoint
1.10.1 General
The bow and stern fairleads are to give adequate support for the towing pennant during towing operation, which means bending 90 to port and and starboard side and 30 vertical downwards.
1.9.4 Positioning
The strongpoint (inboard end fastening of the towing gear) is to be a chain cable stopper or a towing bracket or other fitting of equivalent strength and ease of connection. The strongpoint can be designed integral with the fairlead. The strongpoint is to be type approved according to [1.13] and is to be clearly marked with its SWL.
1.10.2 Materials
The bow and stern fairleads are to be located so as to facilitate towing from either side of the bow or stern and minimise the stress on the towing system. The bow and stern fairleads are to be located as close as possible to the deck and, in any case, in such a position that the chafing chain is approximately parallel to the deck when it is under strain between the strongpoint and the fairlead. Furthermore, the bow and stern fairleads are normally to be located on the ship's centreline. Where it is practically impossible to fit the towing fairleads exactly on the ships centreline, it may be acceptable to have them slightly shifted from the centreline.
1.9.5 Bending ratio
The strongpoint is to be made of fabricated steel or other ductile materials such as forged or cast steel complying with the applicable requirements of Part D, Chapter 2. Use of spheroidal graphite cast iron (SG iron) may be accepted for the main framing of the strongpoint provided that: the part concerned is not intended to be a component part of a welded assembly, the SG iron is of ferritic structure with an elongation not less than 12%, the yield stress at 0,2% is measured and certified, the internal structure of the component is inspected by suitable non-destructive means. The material used for the stopping device (pawl or hinged bar) of chain stoppers and for the connecting pin of towing brackets is to have mechanical properties not less than those of grade Q3 chain cables, defined in Pt D, Ch 4, Sec 1.
1.10.3 Typical strongpoint arrangement
The bending ratio (ratio between the towing pennant bearing surface diameter and the towing pennant diameter) is to be not less than 7.
1.9.6 Fairlead lips
The lips of the fairlead are to be suitably faired in order to prevent the chafing chain from fouling on the lower lip when deployed or during towing.
1.9.7 Yielding check
The equivalent Von Mises stress E, in N/mm2, induced in the fairlead by a load equal to the safe working load defined in [1.6.1], is to comply with the following formula:
Typical arrangements of chain stoppers and towing brackets are shown in Fig 3, which may be used as reference.
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Figure 3 : Typical strongpoint arrangement

Pawl type chain stopper
Stopping device (tongue) Securing pin in open position Securing pin in closed position Sliding track Grade Q3 chafing chain common link diameter = d 2,2 d Towards fairlead Thrust chock
Horizontal part of sliding track 14 d
Bar hinged type chain stopper

Stopping device (hinged bar) Sliding track 3,5 d (approx.) 2,2 d Towards fairlead
Horizontal part of sliding track 14 d
Towing bracket (*) : See [4.10.6]

Studless end link
5,3 d Connecting pin (*) (steel grade Q3) Twin lug bracket Towards fairlead 1,8 d(*)
Enlarged link
Common links (diameter = d)
1,4 d(*)
14 d (approx.)
Chain stoppers may be of the hinged bar type or pawl (tongue) type or of other equivalent design.
1.10.4 Position and operating condition
stopper from working in the open position, in order to avoid chain cable release and allow it to pay out. Stopping devices are to be easy and safe to operate and, in the open position, are to be properly secured.
1.10.6 Connecting pin of the towing bracket
The operating conditions and the positions of the strongpoints are to comply with those defined in [1.9.3] and [1.9.4], respectively, for the fairleads.
1.10.5 Stopping device
The stopping device (chain engaging pawl or bar) is to be arranged, when in closed position, to prevent the chain
The scantlings of the connecting pin of the towing bracket are to be not less than those of a pin of a grade Q3 end shackle, as shown in Fig 3, provided that clearance between the two side lugs of the bracket does not exceed 2,0d, where d is the chain diameter specified in [1.8.6] (see also Fig 2).
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1.10.7 Yielding check The equivalent Von Mises stress E , in N/mm2, induced in the strongpoint by a load equal to the safe working load defined in [1.6.1], is to comply with the following formula: E ALL
Areas subjected to stress concentrations are considered by the Society on a case-by-case basis. Where the strongpoints are analysed through fine mesh finite element models, the allowable stress may be taken as 1,1 ALL.
1.10.8 Alternative to the yielding check The above yielding check may be waived provided that strongpoints are tested with a test load equal to twice the safe working load defined in [1.6.1] and this test is witnessed by a Surveyor. In this case, the Designer is responsible for ensuring that the fairlead scantlings are sufficient to withstand such a test load.
1.11.4 Minimum gross thickness of deck plating The gross thickness of the deck is to be not less than: 12 mm for a safe working load, defined in [1.6.1], equal to 1000 kN 15 mm for a safe working load, defined in [1.6.1], equal to 2000 kN.
1.12 Rapid deployment of towing arrangement

1.12.1 General To facilitate approval of towing arrangements and to ensure rapid deployment, emergency towing arrangements are to comply with the requirements of this item. 1.12.2 Marking All components, including control devices, of the emergency towing arrangements are to be clearly marked to facilitate safe and effective use even in darkness and poor visibility. 1.12.3 Aft arrangement The aft emergency towing arrangement is to be pre-rigged and be capable of being deployed in a controlled manner in harbour conditions in not more than 15 minutes. The pick-up gear for the aft towing pennant is to be designed at least for manual operation by one person taking into account the absence of power and the potential for adverse environmental conditions that may prevail during such emergency towing operations. The pick-up gear is to be protected against the weather and other adverse conditions that may prevail. 1.12.4 Forward The forward emergency towing arrangement is to be capable of being deployed in harbour conditions in not more than 1 hour. The forward emergency towing arrangement is to be designed at least with a means of securing a towline to the chafing gear using a suitably positioned pedestal roller to facilitate connection of the towing pennant. Forward emergency towing arrangements which comply with the requirements for aft emergency towing arrangements may be accepted.
Unless otherwise agreed by the Society, components subjected to this test load are considered as prototype items and are to be discarded.
1.10.9 Bolted connection Where a chain stopper or a towing bracket is bolted to a seating welded to the deck, the bolts are to be relieved from shear force by means of efficient thrust chocks capable of withstanding a horizontal force equal to 1,3 times the safe working load defined in [1.6.1] within the allowable stress defined in [1.10.7].
The steel quality of bolts is to be not less than grade 8.8 as defined by ISO standard No. 898/1. Bolts are to be pre-stressed in compliance with appropriate standards and their tightening is to be suitably checked.
1.11 Hull structures in way of fairleads or strongpoints

1.11.1 Materials and welding The materials used for the reinforcement of the hull structure in way of the fairleads or the strongpoints are to comply with the applicable requirements of Part D.
Main welds of the strongpoints with the hull structure are to be 100% inspected by adequate non-destructive tests.
1.11.2 Yielding check of bulwark and stays The equivalent Von Mises stress E , in N/mm2, induced in the bulwark plating and stays in way of the fairleads by a load equal to the safe working load defined in [1.6.1], for the operating condition of the fairleads defined in [1.9.3], is to comply with the following formula: E ALL 1.11.3 Yielding check of deck structures The equivalent Von Mises stress E , in N/mm2, induced in the deck structures in way of chain stoppers or towing brackets, including deck seatings and deck connections, by a horizontal load equal to 1,3 times the safe working load defined in [1.6.1], is to comply with the following formula: E ALL
1.13 Type approval

1.13.1 Type approval procedure Emergency towing arrangements are to be type approved according to the following procedure: the arrangement design is to comply with the requirements of this Section each component of the towing arrangement is to be tested and its manufacturing is to be witnessed and certified by a Surveyor according to [1.13.2] prototype tests are to be carried out in compliance with [1.13.3]. 1.13.2 Inspection and certification The materials and equipment are to be inspected and certified as specified inTab 3 .
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1.13.3 Prototype tests
Prototype tests are to be witnessed by a Surveyor and are to include the following: demonstration of the rapid deployment according to the criteria in [1.12]
load test of the strongpoints (chain stoppers, towing brackets or equivalent fittings) under a proof load equal to 1,3 times the safe working load defined in [1.6.1]. A comprehensive test report duly endorsed by the Surveyor is to be submitted to the Society for review.
Table 3 : Material and equipment certification status
Material Component Towing pennant Chafing chain and associated accessories Fairleads Strongpoint: main framing stopping device Pick-up gear: rope buoy line-throwing appliance Pedestal roller fairlead Not applicable Not applicable Not applicable CW CW COI (2) COI (2) [1.10.2] [1.10.2] Certificate Not applicable COI (2) CW Reference of applicable requirements [1.7.1] [1.8.3] [1.9.2] Certificate COI (1) COI (1) COI COI (3)
Equipment Reference of applicable requirements [1.7] [1.8] [1.9] [1.10]
No requirements Not required (4) Not required (4) Not required (4) No requirements
(1) according to Pt D, Ch 4, Sec 1. (2) according to Part D, Chapter 1. (3) to be type approved. (4) may be type approved. Note 1: COI : Certificate of inspection, CW : Works certificate 3.1.B according to EN 10204.
202
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Rules For The Classification of Military Ships: PART F - Additional Class Notations

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Rules for the Classification of Military Ships

PART F - Additional Class Notations

NR 483.9 DTM R00 E

MARINE DIVISION GENERAL CONDITIONS

BV Mod. Ad. WE 545i - 05/2002

RULES FOR THE CLASSIFICATION OF MILITARY SHIPS

Part F Additional Class Notations

C HAPTER 1 V ERI STAR SYSTEM (STAR)

Inspection and Maintenance Plan (IMP)

Maintenance of the notation

Assignment of the notation

Maintenance of the notation

Assignment of the notation

Maintenance of the notation

Appendix 1 Acceptance Criteria for Isolated Areas of Items

Appendix 2 Acceptance Criteria for Isolated Items

Acceptance criteria for plating

Acceptance criteria for ordinary stiffeners

Acceptance criteria for primary supporting members

Appendix 3 Acceptance Criteria for Zones

Appendix 4 Owners Hull Inspection Reports

Report for inspection of spaces

Report for inspection of equipment

C HAPTER 2 AVAILABILITY OF MACHINERY (AVM)

Duplicated Propulsion System (AVM-DPS)

Independent Propulsion System (AVM-IPS)

Appendix 1 Procedures for Failure Modes and Effect Analysis

Tests and reporting

C HAPTER 3 AUTOMATION SYSTEMS (AUT)

Fire and flooding precautions

Centralised Control Station (AUT-CCS)

Fire and flooding precautions

Automated Operation in Port (AUT-PORT)

Fire and flooding precautions

Control of machinery Alarm system Testing

Integrated Machinery Spaces (AUT-IMS)

Fire and flooding precautions

C HAPTER 4 INTEGRATED SHIP SYSTEMS (SYS)

110 110 111

Bridge instrumentation and controls

Design and reliability

Prevention of accidents caused by operators unfitness

Integrated Bridge Systems (SYS-IBS)

Communication System (SYS-COM)

124 124 124

C HAPTER 5 MONITORING EQUIPMENT (MON)

Hull monitoring system

Shaft Monitoring (MON-SHAFT)

Requirements for the issuance of the notation

C HAPTER 6 COMFORT ON BOARD (COMF)

Additional Requirements for Notation COMF-NOISE

Additional Requirements for Notation COMF-VIB

Appendix 1 International Standards

C HAPTER 7 REFRIGERATING INSTALLATION (REEFER)

145 145 146

General technical requirements

Refrigerating machinery and equipment

B JDA )5 1 52-+6-, A?JA@ @=J= JDA A?AII=HO >=IA@ A=IKHA A JI

)5 1 52-+6-, 56)6-

)5 4-2)14-, 56)6-