Rule For High Speed Craft

RULES FOR HIGH SPEED CRAFT
CONTENTS
Part 1 GENERAL RULES
Chapter 1 GENERAL ....................................................................................................................................................... 1

1.1 General .................................................................................................................................................................. 1
1.2 Class Notations ...................................................................................................................................................... 2
Chapter 2 DEFINITIONS ................................................................................................................................................. 4
2.1 General .................................................................................................................................................................. 4
Part 2 CLASS SURVEYS
Chapter 1 GENERAL ...................................................................................................................................................... 10

1.1 Surveys ................................................................................................................................................................. 10
1.2 Preparation for Surveys and Others ....................................................................................................................... 11
Chapter 2 CLASSIFICATION SURVEYS ...................................................................................................................... 13
2.1 Classification Survey during Construction ............................................................................................................. 13
2.2 Classification Survey of Craft not Built under Survey ........................................................................................... 18
2.3 Sea Trials and Stability Experiments ...................................................................................................................... 19
2.4 Docking ................................................................................................................................................................ 20
2.5 Alterations............................................................................................................................................................. 20
Chapter 3 PERIODICAL SURVEYS AND PLANNED MACHINERY SURVEYS ..................................................... 21
3.1 General ................................................................................................................................................................. 21
3.2 Intervals of Periodical Surveys and Planned Machinery Surveys ........................................................................... 21
3.3 Annual Surveys for Hull ........................................................................................................................................ 22
3.4 Intermediate Surveys for Hull ................................................................................................................................ 23
3.5 Special Surveys for Hull ........................................................................................................................................ 24
3.6 Annual Surveys for Machinery .............................................................................................................................. 27
3.7 Intermediate Surveys for Machinery ...................................................................................................................... 28
3.8 Special Surveys for Machinery .............................................................................................................................. 29
3.9 Propeller Shaft and Stern Tube Shaft Surveys ........................................................................................................ 29
3.10 Planned Machinery Surveys ................................................................................................................................ 31
Part 3 HULL STRUCTURAL MATERIALS AND THEIR WELDING OR MOULDING
Chapter 1 GENERAL ...................................................................................................................................................... 33

1.1 General ................................................................................................................................................................. 33
Chapter 2 HULL STRUCTURAL MATERIALS ........................................................................................................... 34
2.1 ....................................................................................................................................... 34
Hull Structural Materials
Chapter 3 WELDING OF ROLLED STEELS FOR HULL STRUCTURE .................................................................. 35
3.1 General ................................................................................................................................................................. 35
Chapter 4 WELDING OF ALUMINIUM ALLOYS FOR HULL STRUCTURE ......................................................... 36
4.1 General ................................................................................................................................................................. 36
4.2 Preparation of Welding .......................................................................................................................................... 36
4.3 Execution of Welding ............................................................................................................................................ 37
4.4 Inspection of Welds ............................................................................................................................................... 38
Chapter 5 MOULDING OF FRP FOR HULL STRUCTURE ....................................................................................... 39
5.1 General ................................................................................................................................................................. 39
－Ⅰ－
Part 4 REQUIREMENTS FOR GENERAL ARRANGEMENT
Chapter 1 GENERAL ...................................................................................................................................................... 40

1.1 General .................................................................................................................................................................. 40
Chapter 2 ARRANGEMENT OF WATERTIGHT BULKHEADS ................................................................................ 41
2.1Arrangement of Watertight Bulkheads ................................................................................................................... 41
2.2 Watertight Doors ................................................................................................................................................... 42
Chapter 3 ARRANGEMENT OF DEEP TANKS ........................................................................................................... 43
3.1 General .................................................................................................................................................................. 43
3.2 Fittings of Deep Tanks ........................................................................................................................................... 43
Chapter 4 ARRANGEMENT OF DOUBLE BOTTOMS ............................................................................................... 44
4.1 Double Bottoms in Passenger Craft ....................................................................................................................... 44
4.2 Double Bottoms in Cargo Craft ............................................................................................................................. 44
Chapter 5 ARRANGEMENTS OF ACCOMMODATION SPACES ............................................................................. 45
5.1 Arrangements of Accommodation Spaces .............................................................................................................. 45
Part 5 DESIGN LOADS
Chapter 1 GENERAL ...................................................................................................................................................... 46

1.1 General .................................................................................................................................................................. 46
1.2 Definitions ............................................................................................................................................................. 46
Chapter 2 DESIGN LOADS ............................................................................................................................................ 48
2.1 Application ............................................................................................................................................................ 48
2.2 Design Loads for Bottom Construction .................................................................................................................. 48
2.3 Design Loads for Side Construction ...................................................................................................................... 50
2.4 Design Loads for Deck Construction ..................................................................................................................... 51
2.5 Design Loads for Deck Houses and Superstructures .............................................................................................. 52
2.6 Design Loads for Watertight Bulkheads and Deep Tanks ....................................................................................... 52
2.7 Deck Load Supported by Pillars ............................................................................................................................ 52
2.8 Longitudinal Bending Moments ............................................................................................................................ 53
Part 6 SCANTLING DETERMINATION OF HULL CONSTRUCTION
Chapter 1 HULL CONSTRUCTION FOR STEEL OR ALUMINIUM ALLOYS CRAFT .......................................... 54

1.1 General .................................................................................................................................................................. 54
1.2 Definition .............................................................................................................................................................. 54
1.3 General Requirements on Hull Construction .......................................................................................................... 55
1.4 Longitudinal Strength ............................................................................................................................................ 56
1.5 Plating ................................................................................................................................................................... 58
1.6 Longitudinals and Stiffeners .................................................................................................................................. 59
1.7 Girders .................................................................................................................................................................. 60
1.8 Pillars .................................................................................................................................................................... 61
1.9 Rudders ................................................................................................................................................................. 62
1.10 Shaft Brackets ..................................................................................................................................................... 64
1.11 ................................................................................................................................... 64
Engine Girders and Floors
Chapter 2 HULL CONSTRUCTION FOR FRP CRAFT ............................................................................................... 65
2.1 General .................................................................................................................................................................. 65
2.2 Definitions ............................................................................................................................................................. 65
2.3 General Requirements for Hull Construction ......................................................................................................... 66
2.4 Longitudinal Strength ............................................................................................................................................ 67
2.5 Plating ................................................................................................................................................................... 68
2.6 Longitudinals and Stiffeners .................................................................................................................................. 70
－Ⅱ－
2.7 Girders .................................................................................................................................................................. 70
2.8 Hat-type Construction ........................................................................................................................................... 71
2.9 Pillars.................................................................................................................................................................... 72
2.10 Rudders ............................................................................................................................................................... 72
2.11 ..................................................................................................................................................... 72
Shaft Brackets
Chapter 3 DIRECT CALCULATIONS ........................................................................................................................... 73
3.1 General ................................................................................................................................................................. 73
Chapter 4 BUCKLING CONTROL ................................................................................................................................ 74
4.1 General ................................................................................................................................................................. 74
Chapter 5 FATIGUE CONTROL .................................................................................................................................... 75
5.1 General ................................................................................................................................................................. 75
Part 7 EQUIPMENT AND PAINTING
Chapter 1 EQUIPMENT ................................................................................................................................................. 76

1.1 Anchors, Chain Cables and Ropes ......................................................................................................................... 76
Chapter 2 HATCHWAYS, MACHINARY SPACE OPENINGS AND OTHER DECK
OPENINGS ..................................................................................................................................................... 79
2.1 General ................................................................................................................................................................. 79
2.2 Hatchways ............................................................................................................................................................. 79
2.3 Closing Means for Access Openings in Superstructure End Bulkheads .................................................................. 80
2.4 Machinery Space Openings ................................................................................................................................... 80
2.5 Companionways and Other Deck Openings ........................................................................................................... 81
Chapter 3 BULWARKS, GUARDRAILS, FREEING ARRANGEMENTS, CARGO PORTS
AND OTHER SIMILAR OPENINGS, SIDE SCUTTLES, VENTILATORS AND
GANGWAYS ................................................................................................................................................... 82
3.1 Bulwarks and Guardrails ....................................................................................................................................... 82
3.2 Freeing Arrangements ........................................................................................................................................... 82
3.3 Cargo Ports and Other Similar Openings ............................................................................................................... 83
3.4 Side Scuttles.......................................................................................................................................................... 84
3.5 Other Windows ..................................................................................................................................................... 85
3.6 Ventilators ............................................................................................................................................................. 86
3.7 Gangways ............................................................................................................................................................. 87
Chapter 4 PAINTING AND PROTECTION AGAINST CORROSION ........................................................................ 88
4.1 Painting ................................................................................................................................................................. 88
4.2 Protection against Corrosion .................................................................................................................................. 88
Part 8 BUOYANCY, STABILITY AND SUBDIVISION
Chapter 1 GENERAL ...................................................................................................................................................... 89

1.1 General ................................................................................................................................................................. 89
1.2 Buoyant spaces ...................................................................................................................................................... 89
1.3 Intact Stability in the Displacement Mode ............................................................................................................. 90
1.4 Intact Stability of Craft in the Non-Displacement Mode ........................................................................................ 91
1.5 Intact Stability in the Transient Mode .................................................................................................................... 91
1.6 Buoyancy and Stability in the Displacement Mode following Damage .................................................................. 91
1.7 ........................................................................................................................ 96
Inclining and Stability Information
1.8 Loading and Stability Assessment ......................................................................................................................... 97
1.9 Marking of the Design Waterline ........................................................................................................................... 97
Chapter 2 REQUIRMENTS FOR PASSENGER CRAFT ............................................................................................. 98
2.1 General ................................................................................................................................................................. 98
2.2 Intact Stability ....................................................................................................................................................... 98
－Ⅲ－
2.3Buoyancy and Stability in the Displacement Mode following Damage .................................................................. 98
Chapter 3 REQUIREMENTS FOR CARGO CRAFT .................................................................................................. 100
3.1 General ................................................................................................................................................................. 100
3.2 Buoyancy and Stability in the Displacement Mode following Damage ................................................................. 100
Part 9 MACHINERY INSTALLATIONS
Chapter 1 GENERAL ..................................................................................................................................................... 101

1.1 General ................................................................................................................................................................. 101
1.2 General Requirements for Machinery Installations ................................................................................................ 101
1.3 Tests ..................................................................................................................................................................... 104
Chapter 2 DIESEL ENGINES ........................................................................................................................................ 107
2.1 General ................................................................................................................................................................. 107
2.2 Safety Devices ...................................................................................................................................................... 108
2.3 Associated Installations ........................................................................................................................................ 109
Chapter 3 GAS TURBINES ............................................................................................................................................ 111
3.1 General ................................................................................................................................................................. 111
3.2 Safety Devices ...................................................................................................................................................... 112
3.3 ........................................................................................................................................ 113
Associated Installations
Chapter 4 POWER TRANSMISSION SYSTEMS ........................................................................................................ 115
4.1 General ................................................................................................................................................................. 115
Chapter 5 SHAFTINGS, PROPELLERS, WATERJET PROPULSION SYSTEMS AND
TORSIONAL VIBRATION OF SHAFTINGS ............................................................................................. 117
5.1 Shaftings .............................................................................................................................................................. 117
5.2 Propeller ............................................................................................................................................................... 118
5.3 Waterjet Propulsion Systems ................................................................................................................................ 120
5.4 Torsional Vibration of Shaftings ........................................................................................................................... 121
Chapter 6 BOILERS, THERMAL OIL HEATERS, INCINERATORS AND PRESSURE
VESSELS ........................................................................................................................................................ 122
6.1 Boilers .................................................................................................................................................................. 122
6.2 Thermal Oil Heaters ............................................................................................................................................. 122
6.3 Incinerators .......................................................................................................................................................... 122
6.4 Pressure Vessels.................................................................................................................................................... 123
Chapter 7 PIPES, VALVES, PIPE FITTINGS AND AUXILIARIES ........................................................................... 124
7.1 General ................................................................................................................................................................. 124
7.2 Thickness of Pipes ................................................................................................................................................ 124
7.3 ............................................................................................................... 124
Construction of Valves and Pipe Fittings
7.4 Connection and Forming of Piping System ........................................................................................................... 125
7.5Construction of Auxiliary Machinery and Storage Tanks ....................................................................................... 125
Chapter 8 PIPING SYSTEMS ........................................................................................................................................ 126
8.1 General ................................................................................................................................................................. 126
8.2 Sea Suction Valves and Overboard Discharge Valves ............................................................................................ 126
8.3 Scuppers and Sanitary Discharges ........................................................................................................................ 127
8.4 Bilge and Ballast Pipings ...................................................................................................................................... 127
8.5 Air Pipes .............................................................................................................................................................. 127
8.6 Overflow Pipes ..................................................................................................................................................... 127
8.7 Sounding Pipes ..................................................................................................................................................... 128
8.8 Fuel Oil Systems .................................................................................................................................................. 128
8.9 Lubricating Oil Systems and Hydraulic Oil Systems ............................................................................................. 130
8.10 Thermal Oil Systems .......................................................................................................................................... 131
8.11 Cooling systems ................................................................................................................................................. 131
8.12 Pneumatic Piping Systems .................................................................................................................................. 131
－Ⅳ－
8.13 Steam Piping Systems and Condensate Systems ................................................................................................. 131
8.14 Feed Water Systems for Boilers .......................................................................................................................... 131
8.15 Exhaust Gas Piping Arrangement ....................................................................................................................... 132
Chapter 9 STEERING GEARS ...................................................................................................................................... 133
9.1 General ................................................................................................................................................................ 133
9.2 Performance and Arrangement of Steering Gears .................................................................................................. 133
9.3 Controls ............................................................................................................................................................... 134
9.4 Materials, Constructions and Strength of Steering Gears ....................................................................................... 134
Chapter 10 WINDLASSES AND MOORING WINCHES ............................................................................................ 135
10.1 General ............................................................................................................................................................... 135
Chapter 11 REFRIGERATING EQUIPMENT ............................................................................................................. 136
11.1 General............................................................................................................................................................... 136
11.2 Design of Refrigerating Machinery ..................................................................................................................... 136
Chapter 12 AUTOMATIC AND REMOTE CONTROL ............................................................................................... 137
12.1 General ............................................................................................................................................................... 137
12.2 System Design .................................................................................................................................................... 137
12.3 Automatic and Remote Control of Main Propulsion Machinery or
Controllable Pitch Propellers.............................................................................................................................. 137
12.4 Automatic and Remote Control of Boilers .......................................................................................................... 137
12.5Automatic and Remote Control of Electric Generating Sets ................................................................................ 137
12.6 Automatic and Remote Control of Auxiliary Machinery ..................................................................................... 137
Chapter 13 SPARE PARTS, TOOLS AND INSTRUMENTS ....................................................................................... 138
13.1 General ............................................................................................................................................................... 138
13.2 Spare Parts, Tools and Instruments ..................................................................................................................... 138
Part 10 ELECTRICAL INSTALLATIONS
Chapter 1 GENERAL ..................................................................................................................................................... 140

1.1 General ................................................................................................................................................................ 140
1.2 Testing ................................................................................................................................................................. 140
Chapter 2 ELECTRICAL INSTALLATIONS AND SYSTEM DESIGN ..................................................................... 142
2.1 General ................................................................................................................................................................ 142
2.2 System Design - General ...................................................................................................................................... 143
2.3 System Design - Protection .................................................................................................................................. 145
2.4 Electrical Equipment and Cables - General ........................................................................................................... 147
2.5 Switchboards, Section Boards and Distribution Boards ........................................................................................ 148
2.6 Controlgears for Motors ....................................................................................................................................... 151
2.7 Cables .................................................................................................................................................................. 151
2.8 Accumulator Batteries .......................................................................................................................................... 153
2.9 Explosion-protected Electrical Equipment ............................................................................................................ 154
High Voltage Electrical Installations ................................................................................................................... 154
2.10
2.11 Tests after installation on Board .......................................................................................................................... 154
Chapter 3 DESIGN OF INSTALLATIONS ................................................................................................................... 155
3.1 General ................................................................................................................................................................ 155
3.2 Source of Electrical Power and Lighting Systems ................................................................................................. 155
3.3 Navigation Lights, Other Lights, Internal Signals, etc. .......................................................................................... 155
3.4 Lightning Conductors ........................................................................................................................................... 156
Chapter 4 ADDITIONAL REQUIREMENTS FOR CRAFT CARRYING
SPECIAL CARGOES .................................................................................................................................... 157
4.1 Enclosed Cargo Holds for Carrying motor vehicles with Fuel in Their Tanks for
Their Own Propulsion and Enclosed Compartments adjoining the Cargo Holds, etc. ............................................ 157
4.2 Special Requirements for Craft Carrying Dangerous Goods ................................................................................. 157
－Ⅴ－
Chapter 5 ADDITIONAL REQUIREMENTS FOR ELECTRIC PROPULSION PLANTS ...................................... 158
5.1 General ................................................................................................................................................................. 158
Part 11 FIRE PROTECTION, DETECTION, EXTINCTION AND MEANS OF ESCAPE
Chapter 1 GENERAL ..................................................................................................................................................... 159

1.1 General ................................................................................................................................................................. 159
1.2 Definitions ............................................................................................................................................................ 159
1.3 Local Fire ............................................................................................................................................................. 160
Chapter 2 FIRE PROTECTION .................................................................................................................................... 161
2.1 Classification of Space Use .................................................................................................................................. 161
2.2 Construction ......................................................................................................................................................... 163
2.3 Fire-resisting Divisions ......................................................................................................................................... 164
2.4 Restricted Use of Combustible Materials .............................................................................................................. 164
Chapter 3 FIRE DETECTION AND EXTINCTION .................................................................................................... 166
3.1 Fire Detection Systems ......................................................................................................................................... 166
3.2 Fixed Fire-extinguishing Systems ......................................................................................................................... 166
3.3 Fire Pumps ........................................................................................................................................................... 167
3.4 Portable Fire Extinguishers ................................................................................................................................... 168
3.5 Fire Control Plan .................................................................................................................................................. 168
3.6 Fireman s Outfits .................................................................................................................................................. 169
Chapter 4 ADDITIONAL REQUIREMENTS FOR MACHINERY SPACES ............................................................. 170
4.1 Additional Requirements for Machinery Spaces ................................................................................................... 170
Chapter 5 PROTECTION OF SPECIAL CATEGORY SPACES ................................................................................. 171
5.1 Protection of Special Category Spaces .................................................................................................................. 171
5.2 Protection of Cargo Spaces and Open Vehicle Spaces ........................................................................................... 172
Chapter 6 MEANS OF ESCAPE .................................................................................................................................... 174
6.1 Exits and Means of Escape ................................................................................................................................... 174
Part 12 LOAD LINE
Chapter 1 GENERAL ..................................................................................................................................................... 176

1.1 General ................................................................................................................................................................. 176
Part 13 NAVIGATION BRIDGE VISIBILITY
Chapter 1 GENERAL ..................................................................................................................................................... 177

1.1 General ................................................................................................................................................................. 177
Part 14 SPECIAL REQUIREMENTS FOR CRAFT ENGAGED IN INTERNATIONAL VOYAGE
Chapter 1 GENERAL ..................................................................................................................................................... 178

1.1 General ................................................................................................................................................................. 178
－Ⅵ－
2013 Rules for High Speed Craft (Part 1 Chapter 1)
Chapter 1 GENERAL
1.1 General
1.1.1 Application
1 The survey, construction, installation, material and equipment of the high speed craft (hereinafter referred to as
craft in the Rules) to be registered in accordance with the Regulations for the Classification and Registry of
Ships and to be defined in 2.1.2, Part 1 of the Rules are to be as prescribed in the Rules notwithstanding the
requirements prescribed in the Rules for the Survey and Construction of Steel Ships unless otherwise specified
elsewhere in each Parts of the Rules.
2 The survey, construction, installation, material and equipment of the craft which is excluded from the definition
of the high speed craft in 2.1.2 of this Part are to be deemed appropriate by the Society.
3 Notwithstanding preceding -1, craft flying specified nationality are to comply with the requirements in other
Rules of NIPPON KAIJI KYOKAI (hereinafter referred to as the Society in the Rules).
4 The Rules applies to the craft defined in 2.1.2 of this Part and engaged in the restricted voyages as follows:
(1) passenger craft which do not proceed in the course of their voyage more than 4 hours at 90% of the maximum
speed from a place of refuge when fully laden; and
(2) cargo craft which do not proceed in the course of their voyage more than 8 hours at 90% of the maximum speed
from a place of refuge when fully laden.
5 The high speed craft not engaged on international voyage and that comply with the requirements of IMO
Resolution MSC.97(73) THE INTERNATIONAL CODE OF SAFETY FOR HIGH SPEED CRAFT, as may be
amended, are to be deemed to be in compliance with the requirements stipulated in Part 3 to Part 13 of this Rules
regardless of any of the requirements given in the Rules. However the matters not stipulated in the Code are to be
according to the requirements of the Rules.
1.1.2 General Requirements

The application of the provisions of the Rules is subject to the following general requirements that:
(1) the Rule will be applied in its entirety;
(2) the craft will not operate in a rough sea condition;
(3) the craft will take a proper step, for example, refuge or deceleration when the craft runs into a sudden storm;
(4) the craft will at all times be in reasonable proximity to a place of refuge;
(5) adequate communications facilities, weather forecasts and maintenance facilities are available within the area of
operation; and
(6) in the intended areas of operation, there will be suitable rescue facilities readily available.
1.1.3 Prohibition of Transportation of Dangerous Cargoes in Bulk by High Speed Craft

Notwithstanding preceding 1.1.1-4(2), the Rules is not to apply to tankers, craft carrying liquefied gases in bulk
and craft carrying dangerous chemicals in bulk.
1.1.4 Stability
The requirements in the Rules are framed for craft having appropriate stability in all conceivable conditions. The
Society emphasizes that the special attention is to be paid to the stability by the builders in design and construction
stage and by the craft owners and craft masters while in service.
－1－
1.1.5 Craft of Unusual Form or Proportion

In craft of unusual form or proportion, the requirements concerning hull construction, equipment, arrangement
and scantlings will be decided individually based upon the general principle of the Rules instead of the requirements
in the Rules.
1.1.6 Equivalency
Alternative hull construction, equipment, arrangement and scantlings will be accepted by the Society, provided
that the Society is satisfied that such construction, equipment, arrangement and scantlings are equivalent to those
required in the Rules.
1.1.7 Ship Identification Number

For cargo craft not less than 300 gross tonnage and passenger craft not less than 100 gross tonnage engaged on
international voyages, the ship s identification number is to be permanently marked as follows, in accordance with
the material of the hull construction.
(1) Steel craft or aluminum alloy craft: Those specified in 1.1.24, Part C of the Rules for the Survey and
Construction of Steel Ships
(2) Fibreglass reinforced plastics craft: Those specified in 1.3.8 of the Rules for the Survey and Construction of
Ships of Fibreglass Reinforced Plastics
1.2 Class Notations
1.2.1 General
For craft complying with additional requirements and/or those exempted from any requirements related to the
subjects specified in the following paragraphs in accordance with the provisions of this Rules, an appropriate notation
is affixed to the Classification Characters in accordance with the provisions of Chapter 2 of the Regulation for the
Classification and Registry of Ships as follows;
NS* ((1)) ((2), (3)) ((4))
(1) Restricted services specified in 1.2.2
(2) Structural materials for main hull specified in 1.2.3
(3) Hull construction and equipment specified in 1.2.4
(4) Compliance with the special requirements for international voyages specified in 1.2.5
1.2.2 Restricted Services

For craft classed subject to be engaged in restricted services, an appropriate notation is affixed to the
Classification Characters as follows.
(1) For craft engaged in service restricted only to coastal areas within, in general, 20 miles from the nearest land or
areas deemed equivalent by the Society (hereinafter, referred to as coasting service) :
Coasting Service (abbreviated to CS)
(2) For craft engaged in service restricted only to calm water areas, in general, sheltered from the open sea by land
or areas deemed equivalent by the Society (hereinafter, referred to as smooth water service) :
Smooth Water Service (abbreviated to SWS)
(3) For craft other than specified in above (1) and (2) and applied to this Rules subject to be engaged in a restricted
service deemed necessary by the Society, an appropriate notation may be affixed.
1.2.3 Structural Materials for Main Hull

For craft made of materials other than steel as a structural material for main hull in accordance with the
provisions of 2.1.1, Part 3, an appropriate notation is affixed to the Classification Characters as follows.
(1) For craft made of aluminium alloy:
Aluminium Alloy (abbreviated to AL)
(2) For craft made of fibre reinforced plastic:
FRP (abbreviated to FRP)
(3) For craft other than those specified in (1) or (2), a notation deemed appropriate by the Society may be affixed.
－2－
1.2.4 Hull Construction and Equipment

1 For craft complying with the requirements of this Rules, the notation of High Speed (abbreviated to HS) is
affixed to the Classification Characters.
2 For craft of catamaran or trimaran and complying with relevant requirements, the notation of Catamaran
(abbreviated to CAT) or Trimaran (abbreviated to TRI) is affixed proceeding with notation relating to structural
materials for main hull specified in 1.2.3.
3 For craft intended for the carriage of passengers and complying with the relevant requirements of this Rules, the
notation of Passenger (abbreviated to P) is affixed proceeding with notations as specified in -1 and -2 above.
4 For craft having cargo spaces not normally subdivided in any way and normally extending to either a substantial
length or the entire length of the ship in which cargoes can be loaded and unloaded normally in a horizontal direction,
and complying with the relevant requirements of this Rules, the notation of Roll on-Roll off (abbreviated to RORO)
is affixed proceeding with notations as specified in -1 and -2 above.
5 For craft equipped for the carriage of dangerous goods (refer to 3.2.20, Part R of the Rules for the Survey and
Construction of Steel Ships) in accordance with the provisions of 4.2, Part 10 and Chapter 19, Part R of the Rules
for the Survey and Construction of Steel Ships, the notation of Equipped for Carriage of Dangerous Goods
(abbreviated to EQ C DG) is affixed to the Classification Characters.
6 For craft equipped for the carriage of motor vehicles with fuel in their tanks in accordance with the provisions of
4.1, Part 10 and Chapter 5, Part 11, the notation of Equipped for Carriage of Vehicles (abbreviated to EQ C V) is
affixed to the Classification Characters.
7 Otherwise specified in the above, for craft where deemed necessary by the Society, an appropriate notation may
be affixed to the Classification Characters.
1.2.5 Compliance with the Special Requirements for International Voyages

For craft complying with the special requirements for those engaged in international voyage in accordance with
the provisions of Chapter 14, the notation of High Speed Craft complied with International Code of Safety for High
Speed Craft (abbreviated to HSC) is affixed to the Classification Characters.
－3－
Chapter 2 DEFINITIONS
2.1 General
2.1.1 Application
The definitions of terms which appear in this Rule are to be as specified in this Chapter and Part A of the Rules
for the Survey and Construction of Steel Ships, unless otherwise specified elsewhere.
2.1.2 High Speed Craft

High speed craft is a craft capable of a maximum speed in knots equal to or exceeding:
3.70Ñ 0.1667 (m/sec), or
7.1922Ñ 0.1667 (kt)
where:
Ñ : displacement corresponding to the designed maximum load line (m3)
excluding craft the hull of which is supported completely clear above the water surface in non-displacement
mode by aerodynamic forces generated by ground effect.
2.1.3 Length of Craft

Length of craft (L) is the overall length of underwater watertight envelope of the rigid hull, excluding
appendages, at or below the designed maximum load line.
2.1.4 Length for Freeboard

Length of craft for freeboard ( L f ) is 96% of the length in metres measured from the fore side of stem to the aft
side of aft end shell plate on a waterline at 85% of the least moulded depth measured from the top of keel, or the
length in metres measured from the fore side of stem to the axis of rudder stock on that waterline, whichever is the
greater. The waterline on which this length is measured is to be parallel to a designed maximum load line.
2.1.5 Breath of Craft

Breath of craft (B) is the breath of the broadest part of the moulded watertight envelope of the rigid hull,
excluding appendages, at or below the designed maximum load line.
2.1.6 Breadth of Freeboard

Breath of craft ( B f ) is the overall length of underwater watertight envelope of the rigid hull, excluding
appendages, at or below the designed maximum load line.
2.1.7 Depth of Craft

Depth of craft (D) is the vertical distance in metres from the top of keel to the top of freeboard deck beam at the
side measured at the middle of L. In the case where watertight bulkheads extended to a deck above the freeboard deck
and are recorded in the Register Book as effective up to that deck, the depth is to be measured to the bulkhead deck.
2.1.8 Maximum Speed

Maximum speed (V) is the designed speed in knots which the craft with clean bottom can attain at the maximum
continuous output on calm sea in loaded condition corresponding to the designed maximum load line (hereinafter
referred to as the full load condition in the Rule).
2.1.9 Maximum Astern Speed

Maximum astern speed is the designed backward speed in knots which the craft with clean bottom can attain at
the maximum astern output on calm sea in the full load condition.
2.1.10 Midship Part of Craft

The midship part of craft is the part for 0.4L amidships unless otherwise specified.
－4－
2.1.11 End Parts of Craft

The end parts of craft are the parts for 0.1L from each end of the craft.
2.1.12 Load Line and Designed Maximum Load Line

1 Load line is the water line corresponding to each freeboard assigned in accordance with the provision of Part 12
of this Rule.
2 Designed maximum load line is the water line corresponding to the designed maximum load draught.
2.1.13 Load Draught and Designed Maximum Load Draught

1 Load draught is the vertical distance in metres from the top of keel plate to the load line with no lift or
propulsion machinery active.
2 Designed maximum load draught (d) is the vertical distance in metres from the top of keel plate to the designed
maximum load line measured at the middle of L with no lift or propulsion machinery active.
2.1.14 Full Load Displacement

Full load displacement (W) is the moulded displacement in tons corresponding to the designed maximum load
draught.
2.1.15 Freeboard Deck

1 The freeboard deck is normally the uppermost continuous deck. However, in cases where openings without
permanent closing appliances exist on the exposed part of the uppermost continuous deck or where openings without
permanent watertight closing appliances exist on the side of the craft below that deck, the freeboard deck is the
continuous deck below the deck.
2 In a craft having a discontinuous freeboard deck (e.g. a stepped freeboard deck), the freeboard deck is to be
determined as follows.
(1) Where a recess in the freeboard deck extends to the sides of the ship and is in excess of 1 m in length, the lowest
line of the exposed deck and the continuation of that line parallel to the upper part of the deck is taken as the
freeboard deck.
(2) Where a recess in the freeboard deck does not extend to the sides of the ship or is not in excess of 1 m in length,
the upper part of the deck is taken as the freeboard deck.
(3) Recesses not extending from side to side in the deck designated as the freeboard deck in accordance with the
provisions of -3 below the exposed deck may be disregarded, provided all openings in the exposed deck are
fitted with weathertight closing appliances.
3 Where a craft has multidecks even one of which is recognized as freeboard deck defined above -1 or -2, and the
load line is marked corresponding to freeboard assigned in accordance with the requirements in Part 12 of this Rule
by assuming that the actual lower deck is taken as freeboard deck, freeboard deck may be the lower deck. In this case,
the lower deck is to be continuous at least between the machinery space and peak bulkheads and continuous
athwartships. Within cargo spaces, the deck is to be of suitably framed decks or stringers having adequate width and
continuous in a fore and aft direction at the ship sides and transversely at each watertight bulkhead that extends to the
upper deck. Where the lower deck is stepped, the lowest line of the deck and the continuation of that line parallel to
upper part of the deck is taken as freeboard deck.
2.1.16 Bulkhead Deck

The bulkhead deck is the highest deck to which the watertight transverse bulkheads except both peak bulkheads
extend and are made effective.
2.1.17 Strength Deck

The strength deck at part of craft s length is the uppermost deck at that part to which the shell plates extend.
However, in way of superstructures, except sunken super structures, not exceeding 0.15L in length, the strength deck
is the deck just below the superstructure deck. The deck just below the superstructure deck may be taken as the
strength deck even in way of the superstructure exceeding 0.15L in length at the option of the designer.
2.1.18 Superstructure
The superstructure is the decked structure on the freeboard deck, extending from side to side of the craft or
having its side walls at the position not farther than 0.04 B f from the side of the craft. Superstructures are classified
－5－
as follows.
(1) A bridge is a superstructure which does not extend to either the forward or after perpendicular.
(2) A poop is a superstructure which extends from the after perpendicular forward to a point which is aft of the
forward perpendicular. The poop may originate from a point aft of the after perpendicular.
(3) A forecastle is a superstructure which extends from the forward perpendicular aft to a point which is forward of
the after perpendicular. The forecastle may originate from a point forward of the forward perpendicular.
(4) A full superstructure is a superstructure which, as a minimum, extends from the forward to the after
perpendicular.
2.1.19 Enclosed Superstructure

The enclosed superstructure is the superstructure complying with the following conditions:
(1) Access openings in the end bulkheads of the superstructure are provided with doors complying with the
requirements in 2.3.1-1, Part 7 of this Rule.
(2) All other openings in side or end bulkheads of the superstructure are provided with efficient weathertight means
of closing.
(3) A means of access for the crew to reach machinery and other working spaces within a bridge or poop starting
from any point on the uppermost complete exposed deck or higher is available at all times even when bulkhead
openings are closed.
2.1.20 Approved Working Pressure of Boiler and Pressure Vessel

The approved working pressure of a boiler or a pressure vessel is the maximum pressure at its drum intended by
the manufacturer or user, and is not to exceed the minimum value among the allowable pressures of various parts
determined in accordance with the requirements in Chapter 9 and 10, Part D of Rules for the Survey and
Construction of Steel Ships.
2.1.21 Nominal Pressure of Boiler with Superheater

The nominal pressure of a boiler with superheater is the maximum steam pressure at superheater outlet intended
by the manufacturer or user, under which the safety valve of superheater is to be set.
2.1.22 Maximum Continuous Output of Engine

Maximum continuous output of engine is the maximum output at which the engine can run safely and
continuously in the designed condition (which is of the full load running condition for main engines).
2.1.23 Number of Maximum Continuous Revolutions

The number of maximum continuous revolutions is the number of revolutions at the maximum continuous
output.
2.1.24 Propeller Shaft Kind 1 and Propeller Shaft Kind 2

1 Propeller shaft Kind 1 is a propeller shaft which is effectively protected against corrosion by sea water with a
means approved by the Society or which is made of corrosion resistant materials approved by the Society. In this case,
such shafts which comply with the following (1), (2) or (3) are categorized as propeller shaft Kind 1A, propeller shaft
Kind 1B or propeller shaft Kind 1C respectively.
(1) Propeller shaft Kind 1A is a propeller shaft with a keyed propeller attachment, with a keyless propeller
attachment or having a coupling flange at the after end and to which water-lubricated stern tube bearing (which
includes shaft bracket bearing, the same being referred to hereinafter in this Chapter) is adopted.
(2) Propeller shaft Kind 1B is a propeller shaft with a keyed propeller attachment, with a keyless propeller
attachment or having a coupling flange at the after end and to which oil-lubricated stern tube bearing is adopted
except for the shafts complying with (3).
(3) Propeller shaft Kind 1C is a propeller shaft satisfying the conditions in (2) and the requirements in 6.2.11, Part
D of Rules for the Survey and Construction of Steel Ships.
2 Propeller shaft Kind 2 is a propeller shaft other than those specified in -1.
2.1.25 Stern Tube Shaft

Stern tube shaft is an intermediate shaft which lies in a stern tube.
－6－
2.1.26 Stern Tube Shaft Kind 1 and Stern Tube Shaft Kind 2
1 Stern tube shaft Kind 1 is a stern tube shaft which is effectively protected against corrosion by sea water with a
means approved by the Society or which is made of corrosion resistant materials approved by the Society. In this case,
such shaft to which the water-lubricated bearing is adopted is categorized in stern tube shaft Kind 1A and such shaft
to which the oil-lubricated bearing is adopted is categorized in stern tube shaft Kind 1B.
2 Stern tube shaft Kind 2 is a stern tube shaft other than those specified in -1.
2.1.27 Deadweight Tonnage

Deadweight tonnage (DW) is the difference in tons between full load displacement (W) and light weight (LW).
2.1.28 Light Weight

The light weight (LW) is the displacement in tons excluding cargoes, fuel oil, lubricating oil, ballast and fresh
water in tanks, stored goods, and passengers and crew and their effects.
2.1.29 Dead Ship Condition

Dead ship condition is the condition under which the main propulsion plant, boilers and auxiliaries are not in
operation due to the absence of power.
2.1.30 Displacement Mode

Displacement mode is the regime, whether at rest or in motion, where the weight of the craft is fully or
predominantly supported by hydrostatic forces.
2.1.31 Non-Displacement Mode

Non-displacement mode is the normal operational regime of a craft when nonhydrostatic forces substantially or
predominantly supported the weight of the craft.
2.1.32 Transitional Mode

Transitional mode is the regime between displacement and non-displacement modes.
2.1.33 Machinery Space

Machinery spaces are spaces containing internal combustion engines either used for main propulsion or having
an aggregate total power output of more than 110 kW, generators, oil fuel units, propulsion machinery, major
electrical machinery and similar spaces and trunks to such spaces.
2.1.34 Auxiliary Machinery Spaces

Auxiliary machinery spaces are spaces containing internal combustion engines of power output up to and
including 110 kW driving generators, sprinkler, drencher or fire pumps, bilge pumps, etc., oil filling stations,
switchboards of aggregate capacity exceeding 800 kW, similar spaces and trunks to such spaces.
2.1.35 Auxiliary Machinery Spaces having little or no fire risk

Auxiliary machinery spaces having little or no fire risk are spaces such as refrigerating, stabilizing, ventilation
and air conditioning machinery, switchboard of aggregate capacity 800 kW or less, similar spaces and trunks to such
spaces.
2.1.36 Cargo Spaces

Cargo spaces are all spaces other than special category spaces, open vehicle spaces and spaces intended for the
carriage of dangerous goods used for cargo (including cargo tanks) and trunks to such spaces.
2.1.37 Special Category Spaces

Special category spaces are those enclosed spaces intended for the carriage of motor vehicles with fuel in their
tanks for their own propulsion, into and from which such vehicles can be driven and to which passengers have access,
including spaces intended for the carriage of cargo vehicles. Special category spaces may be accommodated on more
than one deck provided that the total overall clear height for vehicles does not exceed 10m.
2.1.38 Open Vehicle Spaces

Open vehicle spaces are spaces:
(1) to which any passengers carried have access;
(2) intended for carriage of motor vehicles with fuel in their tanks for their own propulsion; and
－7－
(3) either open at both ends, or open at one end and provided with adequate natural ventilation effective over their
entire length through permanent openings in the side plating or deckhead or from above.
2.1.39 Public Spaces

Public spaces are those spaces allocated for the passengers and include bars, kiosk, smoke rooms, main seating
areas, lounges, dining rooms, recreation rooms, lobbies, lavatories and similar permanently enclosed spaces allocated
for passengers.
2.1.40 Service Spaces

Service space are those spaces used for pantries containing food warming equipment but no cooking facilities
with exposed heating surfaces, lockers, sales shops, store-rooms and enclosed baggage rooms. Such spaces
containing no cooking appliances may contain the following.
(1) coffee automats, toasters, dish washers, microwave ovens, water boilers and similar appliances, each of them
with a maximum power of 5 kW
(2) electrically heated cooking plates and hot plates for keeping food warm, each of them with a maximum power of
2 kW and a surface temperature not above 150 C
2.1.41 Control Stations

Control stations are those spaces in which the craft s radio or navigating equipment or the emergency source of
power and emergency switchboard are located, or where the fire recording or fire control equipment is centralized, or
where other function essential to the safe operation of the craft such as propulsion control, public address,
stabilization systems, etc., are located.
2.1.42 Place of Refuge

Place of refuge is any naturally or artificially sheltered area which may be used as a shelter by a craft under
conditions likely to endanger its safety.
2.1.43 Passenger Craft

A passenger craft is a craft which carries more than twelve passengers where a passenger is every person other
than:
(1) the master and the members of the crew or other persons employed or engaged in any capacity on board a ship
on the business of that craft; and
(2) a child under one year of age.
2.1.44 Cargo Craft

A cargo craft is any craft which is not a passenger craft.
2.1.45 Tanker
A tanker is a cargo craft constructed or adapted for the carriage in bulk of liquid cargoes of flammable nature
except craft carrying liquefies gases in bulk and craft carrying dangerous chemicals in bulk.
2.1.46 Craft carrying liquefied gases in bulk

A craft carrying liquefied gases in bulk is a cargo craft constructed or adapted and used for carriage in bulk of
liquefied gases specified in Part N of the Rules for the Survey and Construction of Steel Ships.
2.1.47 Craft carrying dangerous chemicals in bulk

A craft carrying dangerous chemicals in bulk is a cargo craft constructed or adapted and used for carriage in bulk
of dangerous chemicals specified in Part S of the Rules for the Survey and Construction of Steel Ships.
2.1.48 Air-Cushion Vehicle

Air-cushion vehicle (ACV) is craft such that the whole or a significant part of its weight can be supported, where
at rest or in motion, by a continuously generated cushion of air dependent for its effectiveness on the proximity of the
surface over which the craft operates.
2.1.49 IMO
IMO means the International Maritime Organization.
－8－
2.1.50 Anniversary Date

Anniversary date is the day and month of each year which will correspond to the date of expiry of the
Classification Certificate, excluding the date of expiry of the Classification Certificate.
2.1.51 Craft at beginning stage of construction

A craft at beginning stage of construction is a craft whose keel is laid or a craft at a similar stage of construction.
For this purpose, the term a similar stage of construction means the stage at which:
(1) construction identifiable with a specific craft begins; and
(2) assembly of that craft has commenced comprising at least 50 tonnes or 3% of the estimated mass of all structural
material, whichever is less.
2.1.52 Ro-Ro Spaces

Ro-ro spaces are spaces not normally subdivided in any way and normally extending to either a substantial
length or the entire length of the craft in which motor vehicles with fuel in their tanks for their own propulsion and/or
goods (packaged or in bulk, in or on rail or road cars, vehicles (including road or rail tankers), trailers, containers,
pallets, demountable tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded,
normally in a horizontal direction.
－9－
Chapter 1 GENERAL
1.1 Surveys
1.1.1 Classification Surveys

1 All craft intended to be classed with the Society are to be subjected to Classification Surveys by the Surveyor in
accordance with the requirements in Chapter 2 of this Part.
2 The new installation of materials which contain asbestos is to be prohibited.
1.1.2 Periodical Surveys and Planned Machinery Surveys

1 Craft classed with this Society are to be subjected to Periodical Surveys and Planned Machinery Surveys by the
Surveyor in accordance with the requirements of Chapters 3 of this Part as appropriate.
2 The Society will be prepared to give consideration to the circumstances of any special case upon application by
the owners.
1.1.3 Occasional Surveys

All classed craft are to be subjected to Occasional Surveys when they fall under one of the conditions of (1)
through (6) below not at the time of Annual, Intermediate or Special Surveys or Planned Machinery Surveys. At
Occasional Surveys, investigations, examinations or tests are to be made to the satisfaction of the Surveyor with
respect to the matters concerned. Where Annual, Intermediate or Special Survey is carried out together with the
survey of specific matters for Occasional Survey at due date of the Occasional Survey, the Occasional Survey may be
dispensed with.
(1) When main parts of hull, machinery or important equipment or fittings which have been surveyed by the Society,
have been damages, or are to be repaired or altered. In addition, in cases where the modification of any ship
registration details is needed, the ship is to comply with 2.5 in addition to the above requirements.
(2) When load lines are to be changed or to be newly marked
(3) When an alteration affecting her stability is made.
(4) When the Survey is requested by the craft owner.
(5) When the Survey is carried out to verify that the craft already constructed is in compliance with the retroactive
requirements of the Rules.
(6) Whenever the survey is considered necessary by the Surveyor or by the craft owner.
1.1.4 Laid-up Craft

1 Laid-up craft are not subject to Class Maintenance Surveys specified in 1.1.2 of this Part., unless an application
for Occasional Survey is submitted.
2 When laid-up craft are about to be put into operation, the following surveys and the surveys for specific matters
which have been postponed due to lay-up, if any, are to be carried out.
(1) When any Periodical Survey or Planned Machinery Surveys designated before lay-up has not been due, a survey
equivalent to the Annual Surveys specified in 3.3 and 3.6 is to be carried out.
(2) When the Periodical Surveys or Planned Machinery Surveys designated before lay-up has already become due,
these Periodical Surveys or Planned Machinery Surveys are, in general, to be carried out. However in case
where two or more of the Periodical Surveys or Planned Machinery Surveys designated before lay-up have
already become due, the superlative kind of Periodical Survey among them is to be carried out.
3 Surveys carried out under the requirements of -2 above are to correspond to the age of the craft.
－10－
1.2 Preparation for Surveys and Others
1.2.1 Notification
When a craft is to be surveyed in accordance with the Rules, it is the responsibility of the applicants of surveys
to notify the Surveyor at the place where they wish to undergo the survey. The Surveyor is to be advised of the survey
a reasonable time in advance so that the survey can be carried out at the proper time.
1.2.2 Preparation for Surveys

1 Necessary preparations are to be made by the applicants of surveys at their responsibilities so that surveys
specified in this Part as well as those which may be required as necessary by the Surveyor in accordance with the
provisions in this Part may be carried out satisfactorily by the Surveyor. These preparations are to include provisions
of an easy and safe access, necessary facilities and necessary records for the execution of the survey, open-up of
installations, removal of any obstructions and cleaning. Inspection, measuring and test equipment, which Surveyors
rely on to make decisions affecting classification are to be individually identified and calibrated to a standard deemed
appropriate by the Society. However, the Surveyor may accept simple measuring equipment (e.g. rulers, measuring
tapes, weld gauges, micrometers) without individual identification or confirmation of calibration, provided they are
of standard commercial design, properly maintained and periodically compared with other similar equipment or test
pieces. The Surveyor may also accept equipment fitted on board a ship and used in examination of shipboard
equipment (e.g. pressure, temperature or rpm gauges and meters) based either on calibration records or comparison of
readings with multiple instruments.
2 An applicant for surveys are to required to arrange for appropriate attendants at any survey who have a
knowledge of the requirements for surveys and are able to supervise the preparation for surveys specified -1 above.
3 Prior to the commencement of survey and measurement, a survey planning meeting is to be held by the
surveyor(s), the owner s representative, the thickness measurement company representative, where involved, and the
master of the ship or an appropriately qualified officer of the ship appointed by the master, ship owner or Company
so as to ensure the safe and efficient conduct of the survey and measurement work to be carried out.
1.2.3 Suspension of Surveys

Surveys may be suspended where necessary preparations have not been made or any appropriate attendant are
not present in accordance with 1.2.2 of this Part or the Surveyor considers that the safety for execution of the survey
is not ensured.
1.2.4 Disposition when repairs are considered necessary as a result of surveys

When repairs are considered to be necessary as a result of surveys, the Surveyor notifies his findings to the
applicant of the surveys. The applicant who receives such notification is to arrange the necessary repairs and to obtain
the Surveyor s verification of the repairs.
1.2.5 Procedure for Tests, Wear and Tear, etc.

1 Speed Trial
Speed trial is to be carried out, where alterations or repairs which might affect craft s speed have been made on the
occasion of Periodical Surveys or Planned Machinery Surveys. Trial of craft or machinery may be required where
deemed necessary by the Surveyor at any survey.
2 Inclining Test
Inclining test is to be carried out, where alterations or repairs which might greatly affect craft s stability have been
made on the occasion of Periodical Surveys or Planned Machinery Surveys. Further, inclining test may be required
where deemed necessary by the Surveyor at any survey.
3 Repairs for Wear and Tear
Where the thickness of materials of hull structure, scantlings of equipment, etc., become less than the stipulated
wear and tear limits, these are to be replaced by new ones having either the original scantlings at the time of
construction or the scantlings deemed appropriate by the Society. Where, however, the original scantlings were larger
than the required ones, or where deemed appropriate by the Society, these requirements may be modified taking into
account the location, extent, kind, etc. of the wear and tear.
－11－
4 Replacement of fittings, equipments and parts, etc.

In cases where it is necessary to replace any fittings, equipment or parts, etc. used onboard, replacements are to
comply with the regulations to be applied during ship construction. However, in cases where new requirements are
specified or where deemed necessary by the Society, the Society may require that such replacements comply with any
new requirements in effect at the time the relevant replacement work is carried out. In addition, replacements are not
to use any materials which contain asbestos.
－12－
Chapter 2 CLASSIFICATION SURVEYS
2.1 Classification Survey during Construction
2.1.1 General
In the Classification Survey during construction, the hull and equipment, machinery, fire protection and
detection, means of escape, fire extinction, electrical installation, stability and load lines are to be examined in detail
in order to ascertain that they meet the relevant requirements in this Rule.
2.1.2 Submission of Plans and Documents for Approval

1 When it is intended to build a craft to the classification with the Society, the following plans and documents are
to be submitted for the approval by the Society before the work is commenced. Plans and documents may be
subjected to examination by the Society prior to the submission of the application for the classification of the craft in
accordance with the provision specified otherwise by the Society:
(1) Hull
(a) General arrangement
(b) Midship section (showing the characters of intended classification and the designed maximum load draught
are to be indicated)
(c) Stem, stern-frame, propeller post and rudder (including materials and the ship s speed)
(d) Construction profile (showing arrangement of watertight bulkheads, the load draught, sizes of brackets and
transverse sections of the craft at 0.1L and 0.2L from both ends of the craft)
(e) Deck plans (indicating arrangement and construction of hatchways, hatch beams, etc.)
(f) Single bottoms and double bottoms
(g) Watertight and oiltight bulkheads (indicating the highest position of tank and positions of tops of overflow
pipes)
(h) Pillars and deck girders
(i) Shell expansion (for craft having metal hull construction)
(j) Laminating procedure and details of joints (for craft having FRP hull construction)
(k) Shaft tunnels
(l) Seatings of boilers, engines, thrust and plummer blocks, dynamos and other important auxiliary engines
(indicating horse powers, heights and weights of main engines, and arrangements of holding down bolts)
(m) Machinery casings
(n) Long deckhouses, if fitted
(o) Masts, mast houses and winch platforms
(p) Piping diagram (with materials, sizes, kinds, design pressure and design temperature, etc., of piping and
valves)
(q) Pumping arrangements (indicating capacity of each tank, water or oil)
(r) Construction for fire protection (including the details of the construction of fire protection)
(s) Means of escape (indicating width, etc., of the escape route)
(t) fire extinguishing arrangements
(u) fittings for examination (indicating the arrangement, type, capacity, numbers, etc., of fire-extinguishing
appliances, fire pumps, fire main hydrants, fire hoses and nozzles, fireman s outfits, fire alarms and fire
detection systems, etc.)
(v) Plans showing arrangement of ship s identification number specified in 1.1.7, Part 1 of the Rules
(2) Machinery
(a) Machinery arrangement of machinery space, diagram for internal communication systems (including
diagram for engineers alarm systems)
(b) Main and auxiliary engines (including their accessories):
i) Diesel engines
－13－
Plans and data specified in 2.1.2, Part 9 of the Rules

ii) Gas turbines
(c) Power transmission gears, shaftings and propellers:
Plans and data specified in 4.1.2, 5.1.2, 5.2.2, 5.3.3 and 5.4.2-1, Part 9 of the Rules
(d) Boilers, thermal oil heaters, incinerators and pressure vessels:
Plans and data specified in 6.1.1, 6.3.1 and 6.4.1, Part 9 of the Rules
(e) Auxiliary machinery and piping:
Piping diagrams in the engine room (with materials, sizes, kinds, design pressure and design temperature)
(f) Steering gear:
(g) Refrigerating equipment (with materials, construction, etc.):
(h) Automatic and remote controls:
i) Drawings and data concerning automation
1) List of measuring points
2) List of alarm points
3) List of controlled objects and controlled variables for control devices and safety devices
4) Kinds of sources of control energy (self-actuated, pneumatic, electric, etc.)
5) List of conditions for emergency stopping, speed reduction (automatic or demand for
reduction), etc.
ii) Following drawings and data for the automatic control devices and remote control devices for main
propulsion machinery or controllable pitch propellers
1) Operating instructions of main propulsion machinery such as starting and stopping, change-over
of direction of revolution, increase and decrease of output, etc.
2) Arrangements of safety devices (including those attached to the engines) and pilot lamps
3) Controlling diagrams
iii) Following drawings and data for the automatic control devices and remote control devices for boilers
1) Operating instructions of sequential control, feed water control, pressure control, combustion
control and safety devices
2) Diagrams for automatic combustion control devices and automatic feed water control
devices
iv) Diagrams and operating instructions for automatic control devices for electric generating sets
(automatic load sharing devices, preference tripping devices, automatic starting devices, automatic
synchronous making devices, sequential starting devices, etc.)
v) Panel arrangements of monitoring panels, alarming panels and control stands at respective control
stations
(i) List of spare parts
(j) Electrical installations
i) Drawings
1) Sectional assembly of generators, motors and electromagnetic slipcouplings for electric propulsion
equipment including complete rating, main dimensions, main materials used and weights
2) Key diagram and explanation of electric propulsion control gears
3) Sectional assembly of generators (main, auxiliary and emergency) of 100 kW (or 100 kVA) and
over, including complete rating, main dimensions, main materials used and weights
4) Arrangement plan (including specifications of main parts such as circuit breakers, fuses,
instruments and cables) and circuit diagrams of main switchboard and emergency switchboard
5) Plans of the arrangement of electrical equipment and of cable installation
6) Diagrams of the wiring system including normal working current, rated current, prospective
short-circuit current in the circuits, line drop of voltages, type of cables, cable sizes, rating and
setting of circuit breakers, rating of fuses and switches, and breaking capacity of circuit breakers
and fuses
－14－
ii) Data
1) Explanation of electric propulsion system
2) Investigation table of electrical power
3) List of particulars of high voltage electrical equipment (including test voltage for dielectric
strength)
(3) Other plans and documents
In addition to the plans and documents as listed in (1) and (2), other plans and documents may be required where
deemed necessary by the Society.
2 The plans mentioned in -1 are to indicate in detail the quality of materials used, scantlings and arrangements of
structural members, their attachments, clearance between the bottom of boilers and the top of floors, and other
particulars necessary for examination of proposed construction.
3 A stability information booklet required in 1.7.2, Part 8 of this Rule is to be submitted for approval of the
Society, in addition to the plans and documents as listed in -1.
4 For craft to be provided with the loading manual in accordance with the requirements of 1.4.2, Part 6 of this
Rule, the loading manual including the conditions for loading and other necessary information is to be submitted for
approval of the Society, in addition to the plans and documents as listed in -1.
5 For craft to be provided with a loading computer in accordance with the requirements of 1.4.3, Part 6 of this
Rule, lines (provided with offset table), light load hydrostatic curves, tank capacity plan (finished plan), and the
results of inclining tests are to be submitted to the Society, in addition to the plans and the documents specified in -1.
However, part or whole of these plans and documents may be omitted in cases where the requirements are separately
provided by the Society.
6 Notwithstanding the requirements specified in -1 and -2, submission of the plans and documents specified in -1
and -2 may be omitted in accordance with the provisions specified otherwise by the Society, in the case where a craft
or machinery is intended to be built at the same manufacturer s work based on the plans and documents which have
been approved for other craft.
2.1.3 Submission of Other Plans and Documents

1 When it is intended to build a craft to the classification with the Society, the following plans and documents are
to be submitted in addition to those required in 2.1.2:
(1) Specifications for hull and machinery
(2) Calculation sheets for the minimum athwartships section modulus in way of the midship part
(3) For FRP craft,
(a) List and data of raw materials.
(b) The result of FRP material tests and strength tests specified in Chapter 4 of the Rules for the Survey and
Construction of Ships of Fibreglass Reinforced Plastics.
(4) Where provisions to be made for exceptional conditions of loading, plans showing the particulars of the cargo
intended to be carried and its distribution
(5) For craft to be provided with stability information, the following plans and documents:
(b) Midship section
(c) Longitudinal section at centre line (showing the arrangement and size of hull construction and cargoes on
the deck which are counted to the projected area against wind and/or buoyancy)
(d) Construction profile
(e) Lines (including an offset table)
(f) Opening arrangement (showing the position, size and closing devices of openings)
(g) Stability calculation sheets (showing the details of calculation of projected area against winds, free surface
effect and maximum permissible height of the centre of gravity)
(h) Plans showing the arrangement, size and projected lateral area of bilge keels, if fitted.
(6) For craft required to be marked with load lines corresponding to the assigned freeboard, the following plans:
(b) Midship section
(c) Construction profile or structural arrangement
－15－
(d) Deck plans (showing the freeboard and superstructure decks)

Where the structural arrangement plans (with scantlings and arrangements in detail of members in
hatchways) are submitted, the submission of the deck plans may be dispensed with.
(e) Superstructure end bulkheads
(f) Lines
(g) Hydrostatic curves (indicating the displacement and the change of displacement per cm immersion at each
draught up to the freeboard deck)
(7) Other plans and documents may be required where deemed necessary by the Society.
2 Notwithstanding the requirements specified in -1, submission of the plans and documents specified in -1 may be
omitted in accordance with the provisions specified otherwise by the Society, in the case where a craft or machinery
is intended to be built at the same manufacturer s work based on the plans and documents which have been approved
for other craft.
2.1.4 Presence of Surveyor

1 The presence of the Surveyor is required at the following stages of the work in relation to hull and equipment:
(1) When the material tests prescribed in Part K and Part L of the Rules for the Survey and Construction of
Steel Ships are carried out.
(2) When the materials or parts manufactured away from the site are being applied to the craft concerned.
(3) When the tests of welding prescribed in Part M of the Rules for the Survey and Construction of Steel Ships
are carried out.
(4) When designated by the Society during shop work or sub-assembly.
(5) When each block is assembled.
(6) When hydrostatic tests, watertight tests and non-destructive tests are carried out.
(7) When the hull is completed.
(8) When performance tests are carried out on closing appliances of openings, remote control devices, steering gears,
anchoring and mooring arrangements, piping, etc.
(9) When installing of rudder, profiling of keel line, measurement of principal dimensions, measurement of
deflection of hull, etc., are carried out.
(10) When a loading computer is installed on board in accordance with the requirements of 1.4.3, Part 6 of this Rule.
(11) When the craft are marked with the load lines corresponding to the assigned freeboard.
(12) When sea trials are carried out.
(13) When stability experiments are carried out.
(14) When installing of fire extinguishing arrangements, and when the performance tests are carried out.
(15) For FRP craft,
(a) When material tests specified in Chapter 4 of the Rules for the Survey and Construction of Ships of
Fibreglass Reinforced Plastics are carried out.
(b) When strength tests specified in Chapter 4 of the Rules for the Survey and Construction of Ships of
Fibreglass Reinforced Plastics, are carried out.
(c) When designated by the Society during moulding work.
(d) When the mouldings are connected (e.g., shell to deck).
(16) When the ship s identification number is marked.
(17) When deemed necessary by the Society.
2 The presence of the Surveyor is required at the following stages of the work in relation to machinery:
(1) When the tests of materials of main parts of machinery prescribed in Part K of the Rules for the Survey and
Construction of Steel Ships are carried out.
(2) Main parts of machinery
(a) When the tests specified in Part D and Part H of the Rules for the Survey and Construction of Steel
Ships depending upon the kind of machinery are carried out.
(b) When the materials are applied to the parts and the parts are installed on board.
(c) When machining of the main parts is finished and, if necessary, at a proper time during machining.
(d) In case of welded construction, before welding is commenced and when it is completed.
(e) When shop trials are carried out.
－16－
(3) When essential machinery is installed on board.

(4) When performance tests are carried out on measuring devices, remote control devices of closing appliances,
remote control devices for machinery and gears, automatic control devices, steering gears, mooring
arrangements, pipings, etc.
(5) When sea trials are carried out.
(6) When deemed necessary by the Society.
3 The requirements specified in -1 and -2 may be modified having regard to the actual status of facilities, technical
abilities and quality control at the works, except the case of sea trials.
2.1.5 Hydrostatic and Watertight Tests

In the Classification Survey during construction, hydrostatic tests, watertight tests, etc., are to be carried out in
accordance with the following:
(1) Hull and equipment
(a) Hydrostatic tests or watertight tests are to be carried out after all work in connection with watertightness are
completed but before painting, in accordance with the requirements specified in Table 2.2.1.
(b) A part or all of the hose tests may be dispensed with at the discretion of the Society.
(c) Watertight tests may be replaced by airtight tests at the discretion of the Society, provided that certain tanks
designated by the Society are to be subjected to hydrostatic tests specified in Table 2.2.1, afloat.
(2) Machinery
Hydrostatic, leakage or airtight tests are to be carried out as specified in each Chapter of Part 9 in relation to the
kind of machinery.
2.1.6 Documents to be maintained on board

1 At the completion of a classification survey, the Surveyor confirms that the following drawings, plans, manuals,
lists, etc., as applicable, of finished version are on board.
(1) Documents approved by the Society or their copies
(a) Loading manuals (1.4.2, Part 6)
(b) Stability information booklets (1.7.2, Part 8)
(2) Other manuals, etc.
(a) Fire Control Plans (3.5.1, Part 11)
(3) Ship Construction File specified in 2.1.8, for crafts of not less than 500 gross tonnage engaged on international
voyages
2 Where deemed necessary by the Society considering the purpose, characteristics, etc. of the ship, the submission
of additional documents may be required.
3 For crafts of not less than 500 gross tonnage engaged on international voyages, it is recommended that all
documents listed in -1 above are marked with the IMO ship identification number.
4 At the completion of classification surveys, Surveyors confirm that certificates showing that the following
devices have passed all required examinations or tests are maintained on board.
(1) Fire pumps (including emergency fire pumps)
(2) Fire hoses and nozzles
(3) Fire extinguishers (including spare charges)
(4) Fire-fighter s outfits
(5) Emergency escape breathing devices
(6) Fixed fire-extinguishing systems
(7) Fire dampers and power-operated closing doors
(8) Fixed fire detection and fire alarm systems and automatic sprinkler systems
(9) Fire protection materials
(10) Additional equipments required for ships carrying dangerous goods (electrical equipment of an explosion-proof
type, detection systems, full protective clothing, portable fire extinguishers and water spraying systems)
(11) Watertight doors below the freeboard deck
(12) Side scuttles
－17－
2.1.7 Finished Plans

At the completion of a classification survey, an applicant of the classification of the craft is to prepare finished
plans regarding the following drawings, etc., and submit to the Society.
(1) General arrangement
(2) Midship section, scantling plans (construction profile), deck plans, shell expansion, transverse bulkheads, plans
for rudder and rudder stock, and plans for cargo hatch covers
(3) Bilge, ballast and cargo piping diagrams
(4) Fire protection plans
(5) Fire extinguishing appliances arrangement
(6) Plans and data showing the navigation bridge visibilities
2.1.8 Ship Construction File

For crafts of not less than 500 gross tonnage engaged on international voyages, Surveyors are to confirm that the
Ship Construction File contains all of the necessary documents from the following drawings, plans, manuals and
documents, and that the Ship Construction File is on board the ship. Duplicate documents as in 2.1.6 are not required.
(1) Finished plans of hull structural drawings specified in 2.1.7
(2) The following manuals and documents:
(a) Operating and maintenance manuals for doors and inner doors
(b) Damage control plans
(c) Loading manuals (1.4.2, Part 6)
(d) Stability information booklets (1.7.2, Part 8)
(3) Ship structure access manuals
(4) Copies of certificates of forgings and castings welded into hull structures
(5) Plans showing the locations, sizes and details of equipment forming part of the watertight and weather-tight
integrity of the ship, including piping
(6) Corrosion prevention schemes
(7) Plans and documents for in-water surveys
(8) Docking plans
(9) Plans and documents for Anti-Fouling Systems (2.2.2, Rules for Anti-Fouling Systems on Ships)
(10) Test plans, test records, measurement records, etc.
2.2 Classification Survey of Craft not Built under Survey
2.2.1 General
1 In the Classification Survey of craft not built under the Society s survey, the actual scantlings of main parts of
the craft are to be measured in addition to such examination of the hull and equipment, machinery, fire protection and
detection, means of escape, fire extinction, electrical installations and stability as required for the special survey
corresponding to the craft s age in order to ascertain that they meet the relevant requirements in the Rules. For craft
required to be marked with load, the freeboards are to be assigned and load lines corresponding to the assigned
freeboards are to be marked.
2 When it is intended to build a craft to the classification with the Society in accordance with the manner
prescribed in -1, plans and documents as required in 2.1 of this Part are to be submitted for the approval of the
Society.
3 In addition to the plans and documents as listed in -2, for craft to be provided with the loading manual and the
loading computer in accordance with the requirements of 1.4.2 and 1.4.3, Part 6 of this Rule, the loading manual
including the specific loading conditions and relative plans and documents for the installation of the loading
computer are to be submitted for approval of the Society.
2.2.2 Hydrostatic and Watertight Tests

In the Classification Survey prescribed in 2.2.1, sea trials are to be carried out after hydrostatic tests and
watertight tests carried out in accordance with the requirements in the following (1) and (2), machinery to be made in
good order, working pressure of boilers to be determined, safety valves to be adjusted and accumulation tests of
boilers to be carried out. Except hydrostatic tests of boilers and pressure vessels of which important parts have been
－18－
newly repaired, main steam pipes, and air tanks of which interior can not be inspected, and tests for gas leakage of
refrigerating machinery on board, tests and trials may be dispensed with at the discretion of the Society.
(1) Double bottoms, both peaks, tanks, cofferdams and chain lockers located abaft the collision bulkhead, watertight
bulkheads and shaft tunnels are to be tasted as specified in Table 2.2.1.
(2) Hydrostatic, leakage or airtight tests are to be carried out as specified in each chapter in relation to the kind of
machinery.
2.2.3 Documents to be maintained on board

At the completion of a classification survey, the Surveyor confirms that documents specified in 2.1.6 are on
board the craft.
Table 2.2.1 Hydrostatic Tests

No. Tanks, spaces and so forth Type of tests and their pressure/head Notes
1 Double bottoms Hydrostatic test with a head of water -
to the top of air pipe.
2 Deep tanks Hydrostatic test with a head of water Where it is difficult to carry out the
to the top of overflow pipe. hydrostatic test on the berth with the
specified test head, the test may be
carried out at sea.
3 After peak and stern tube Hydrostatic test with a head of water Where they are used as tanks, tests as
compartments to the load waterline. For parts above specified in Item 2 are to be carried
the load waterline, hose test out.
4 Fore peak with a pressure of water not less than
0.2 MPa in the hose.
5 Chain lockers located abaft the Hydrostatic test with a head of water -
collision bulkhead to the top of chain lockers.
6 Shell plating For shell plating corresponding to
those of column No. 1 through No. 5,
to be as specified in each
corresponding column.
7 Watertight decks For decks corresponding to those of
column No. 2 through No. 5, to be as
specified in each corresponding
column.
8 Watertight bulkheads and recesses Hose test with a pressure of water When bounding deep tanks, fore
9 Shaft tunnels and other watertight not less than 0.2 MPa in the hose. peak, or after peak, to be as specified
tunnels in each corresponding column.
10 Hatchways with weathertight steel To be tested in closed position.
covers
11 Double plate rudders Airtight test with a pressure of 0.05 -
MPa
Note:
Tests for the pipings are to be as specified in 1.3.1(6), 1.3.2(11) and 1.3.2(13), Part 9 of this Rule.
2.3 Sea Trials and Stability Experiments
2.3.1 Sea Trials

1 In the Classification Survey of all craft, sea trials specified in following (1) to (10) are to be carried out in a full
load condition, at the calmest possible sea and weather conditions and in deep unrestricted water. However, where sea
trials cannot be carried out in a full load condition, sea trials may be carried out in an appropriate loaded condition.
－19－
(1) Speed test

(2) Astern test
(3) Steering test and the change-over test from the main to auxiliary steering gears
(4) Turning test. The turning test of an individual craft may be dispensed with, provided that sufficient data are
available from the turning test of a sister craft and subject to the special approval by the Society.
(5) Confirmation of no abnormality for the operating condition of machinery and behaviour of the craft during the
trials
(6) Performance test of windlasses
(7) Performance test of automatic and remote control systems for main propulsion machinery or the controllable
pitch propellers, boilers and electric generating sets
(8) The accumulation test of boilers
(9) Measurement of the torsional vibration for the shafting systems
(10) Other tests where deemed necessary by the Society
2 The results of the tests specified in -1 are to be submitted to the Society as seatrial records.
3 In the case of classification survey of craft not built under the Society s survey, the above tests may be dispensed
with, provided that sufficient data on the previous tests are available and no alteration affecting the tests specified in
-1 have been made after the previous tests.
2.3.2 Stability Experiments

1 In the Classification Survey, stability experiments of a craft are to be carried out upon completion of the craft.
2 In the Classification Survey of craft not built under the Society s survey, stability experiments may be dispensed
with, provided that sufficient information based on previous stability experiments is available and neither alternation
nor repair affecting the stability has been made after the previous experiments.
3 The stability experiments of an individual craft may be dispensed with, provided that available stability data are
obtained from the stability experiments of a sister craft or other adequate means and a special approval is given by
the Society.
2.4 Docking
2.4.1 Docking
Every craft is recommended to be dry docked within six months after launching.
2.5 Alterations
2.5.1 Requirements of Surveys

In cases where ships classified by the Society undergo repairs, alternations, modifications and outfitting related
thereto (hereinafter referred to as modifications, etc. ), such ships are to continue to at least comply with any
previously applicable requirements. Moreover, such ships, if constructed before the date on which any relevant
amendments enter into force, are, as a rule, to comply with the requirements for ships constructed on or after that date
to at least the same extent as they did before undergoing such modifications, etc. The modification, etc. of any main
particular is to satisfy the requirements for ships constructed on or after the date on which any relevant amendments
enter into force. In cases where ships undergo any modification, etc. which affects any main particulars, unless
otherwise permitted by the Society, the concerned ship is to comply with requirements in force at the time of such
modifications, etc.
－20－
Chapter 3 PERIODICAL SURVEYS AND PLANNED MACHINERY SURVEYS
3.1 General
3.1.1 General
1 All craft classed with the Society are to be subjected to the following Periodical Surveys:
(1) Annual Surveys
(2) Intermediate Surveys
(3) Special Surveys
(4) Propeller Shaft and Stern Tube Shaft Surveys
2 All craft classed with the Society are to be subjected to Planned Machinery Surveys.
3 All examinations and tests in accordance with the requirements in this Chapter are to be carried out to the
satisfaction of the Surveyor.
3.1.2 Docking
For Periodical Surveys, Annual, Intermediate or Special Surveys, the craft is to be dry docked or placed on
slipways and to be placed on blocks of sufficient height and proper staging, except where in-water survey is
requested by the owner and approved by the Society as substitution for surveys in dry docks or on slipways. Any
consecutive in-water survey is not accepted.
3.1.3 Omission of Part of Surveys

At Special Surveys, close examinations of such items that were examined at the last Annual Survey or
subsequent Surveys in accordance with the requirements for Special Surveys, may be omitted at the discretion of the
Surveyor.
3.1.4 Omission of Pressure Tests

At Special Surveys of craft provided with a number of water or oil tanks, pressure tests of some of the tanks may
be omitted at the discretion of the Surveyor, having regard to the condition and age of the craft as well as the time
elapsed since the previous pressure test.
3.1.5 Modification of Requirements of Surveys

1 With respect to Special Surveys in cases where considered appropriate by the Society, the Surveyor may modify
the requirements for Special Surveys prescribed in 3.3 to 3.10 based on the size, purpose, service engaged, age,
construction, results of the last survey and actual condition of the craft or the machinery.
2 At Special Surveys, for tanks where effective coatings are found to be in a good condition, internal examinations
may be omitted and/or the extent of gauging requirements specified in this Chapter may be specially considered at
the discretion of the Surveyor.
3.2 Intervals of Periodical Surveys and Planned Machinery Surveys
3.2.1 General
1 A Periodical Survey is to be considered as completed when the relevant Periodical Surveys both for hull and for
machinery have been completed, unless the special arrangement is made with the Society.
2 Expect as amended at the discretion of the Society, the intervals of Periodical Surveys are specified in 3.2.2 to
3.2.6.
3 At the request of the owner, Periodical Surveys may be carried out before their due date.
4 Intermediate and Annual Surveys may be carried out at the request of the owner before the due date. In this case,
one or more additional Periodical Surveys are to be carried out as specified otherwise.
3.2.2 Annual Surveys

1 Annual Surveys, except for passenger craft, are to be carried out within 3 months before or after each
－21－
anniversary date of the date crediting a Classification Survey or the previous Special Survey.
2 Where both the Annual Survey and Intermediate Survey or Special Survey are due at the same time, only the
Intermediate Survey or Special Survey is to be carried out.
3.2.3 Intermediate Surveys

1 Intermediate Surveys are to be carried out:
(1) within 3 months before or after each anniversary date of the date crediting a Classification Survey or the
previous Special Survey for passenger craft.
(2) within 3 months before or after the second anniversary date or within 3 months before or after the third
anniversary date of the date crediting a Classification Survey or the previous Special Survey for cargo craft.
Annual Surveys are not required when an Intermediate Survey is carried out.
2 Where both the Intermediate Survey and Special Survey are due at the same time, only the Special Survey may
be carried out.
3.2.4 Special Surveys

Special Surveys are to be carried out within 3 months before the date of expiry of the Classification Certificate.
3.2.5 Propeller Shaft and Stern Tube Shaft Surveys

Propeller Shaft and Stern Tube Shaft Surveys are to be carried out at intervals specified in 3.9.2.
3.2.6 Planned Machinery Surveys

Planned Machinery Surveys are to be carried out at intervals specified in 3.10.1-1.
3.2.7 Extension of Periodical Surveys

The extension of Special Surveys and Propeller Shaft and Stern Tube Shaft Surveys for Propeller Shafts Kind 2
to be carried out concurrently with the Special Survey may be granted, subject to the approval by the Society,
according to the following:
(1) 3 months from the date of expiry of the Classification Certificate where a craft is abroad and navigating to a port
of another country whose flag she is flying or to a port of another country in which the survey is intended to be
carried out.
(2) 1 month from the date of expiry of the Classification Certificate where a craft is being engaged on short voyages.
3.3 Annual Surveys for Hull
3.3.1 Requirements for Annual Surveys

1 At each Annual Survey, the general condition of the hull and equipment is to be examined and tested as far as
practicable and placed in good order with special attention being paid to the following:
(1) Upon outside of the hull being cleaned, keel plating, shell plating, stems, stern frames and foils, etc., are to be
examined. Attention is to be given to parts of the structure particularly liable to excessive corrosion,
discontinuous parts of the structure and openings in the shell. Grillage covers of openings in the shell are to be
removed for the inspections, where considered necessary by the Surveyor.
(2) Rudders and shaft brackets are to be examined. In this case, rudders are to be lifted or removed and pintles and
gudgeons, etc., are to be examined. This may be dispensed with provided the Surveyor is satisfied with bearing
condition of the rudder by a measurement of the clearances.
(3) Sea inlets and overboard discharges with valves, cocks and their fastening to the hull below freeboard deck are
to be examined.
(4) The following items are to be examined.
(a) Cargo ports and other similar openings.
(b) Coamings with closing appliances of hatchways on exposed deck and within unenclosed superstructures.
(c) Side scuttles below the freeboard deck or superstructure deck.
And, for weathertight hatch covers, cargo ports, side scuttles and other similar openings are to be tested
under the pressure specified in Table 2.2.1 of this Part, where considered necessary by the Surveyor.
(5) Exposed engine casings and their openings, fiddley openings, engine room skylights and their closing appliances
are to be examined.
－22－
(6) Coamings and closing appliances of ventilators led to spaces below the freeboard deck or spaces within enclosed
superstructures are to be examined.
(7) Air pipes and sounding pipes on weather decks together with closing appliances are to be examined.
(8) Watertight doors, penetrations, stop valves on watertight bulkheads and closing appliances in superstructure end
bulkheads are to be examined. The operation tests of watertight doors on watertight bulkheads and closing
appliances in superstructure end bulkheads are to be carried out.
(9) Bulwarks, shutters of freeing ports in bulwarks or guard rails are to be examined.
(10) The arrangements of structural fire protection and means of escape are to be examined and operation tests are to
be carried out.
(11) Watertight bulkhead penetration.
(12) Permanent gangways or other equivalent means of access are to be examined.
(13) For craft required to be marked with load lines corresponding to the assigned freeboard, load line marks are to
be verified.
(14) The stability information booklet approved by the Society is to be confirmed to be kept board.
(15) For craft required to be provided with the loading manual in accordance with the requirement of 1.4.2, Part 6 of
this Rule, filing of the loading manual on board the craft for ready use is to be checked.
(16) For craft required to be provided with the loading computer in accordance with the requirement of 1.4.3, Part 6
of this Rule, it is to be confirmed that a loading computer having the performance and functions as deemed
appropriate by the Society is installed on board.
(17) For craft required to be marked with the ship s identification number, general condition of the marking is to be
examined.
2 Drainage, mooring and anchoring arrangements and their accessories are to be examined.
3 Fire extinguishing arrangements are to be examined and tested and placed in good order, attention being paid to
the following as well as general examinations of the condition of the fire extinguishing arrangements:
(1) Fire control plans kept on board are to be examined.
(2) Operation tests of fixed fire detection and fire alarm systems (including manually operated call points) are to be
carried out.
(3) Operation tests of fire pumps (including emergency fire pumps), fire main, hydrants, fire hoses, nozzles, etc. are
to be carried out.
(4) Operation tests of fixed pressure water-spraying fire-extinguishing systems are to be carried out.
(5) Conditions of maintenance of the fixed fire fighting systems, semi-portable and portable fire extinguishers are to
be examined.
(6) Operation tests of ventilation systems for the release of smoke are to be carried out.
(7) Conditions of maintenance of the fireman s outfits are to be examined.
4 The operation tests prescribed in -1(8), however, may be dispensed with at the discretion of the Surveyor.
3.4 Intermediate Surveys for Hull
3.4.1 Requirements for Intermediate Surveys

1 At each Intermediate Surveys, the following are to be complied with and the general condition of hull and
equipment is to be ascertained requirements in good order:
(1) All the requirements specified in 3.3.1-1 of this Part are to be complied with.
(2) Anchors, chain cables and ropes are to be ranged and examined. Hawse pipes, chain lockers and cable holdfasts
are to be examined.
2 Drainage, mooring and anchoring arrangements and their accessories are to be examined. And, performance
tests are to be carried out where deemed necessary by the Surveyor.
3 Fire extinguishing arrangements are to be examined and tested and placed in good order, paying attention to the
following as well as general condition of the fire extinguishing arrangements:
(1) All the requirements specified in 3.3.1-3 of this Part are to be complied with.
(2) Measurement of the quantity of carbon dioxide extinguishing medium of the fixed gas fire-extinguishing system
and its starting gas is to be carried out.
(3) Performance tests on the following (a) to (e) are to be carried out:
－23－
(a) Fixed carbon dioxide gas fire-extinguishing systems

(b) Fixed low-expansion form fire-extinguishing systems
(c) Fixed high-expansion form fire-extinguishing systems
(d) Fixed pressure water-spraying fire-extinguishing systems
(e) Automatic sprinkler systems
(4) Spare parts are to be examined.
3.5 Special Surveys for Hull
3.5.1 Kinds of Special Survey

1 The first Special Survey of the craft after the Classification Survey during construction is designated as No.1
and subsequent Special Surveys No.2 , No.3 , No.4 and so on.
2 The kind of Special Survey of the craft classed with the Society after construction is to be determined in the
similar sequence as specified in -1 basing upon what kind of Special Survey was corresponding to her Classification
Survey.
3 At Special Surveys, paying due attention to (1) through (7) below, examinations of structures and fittings such as
piping, etc. in tanks and spaces are to be carried out carefully after the preparations specified in 1.2.2-1 of this Part
have been done.
(1) Structural members, piping, hatch covers, etc. which are sensitive to corrosion in cargo holds where
high-corrosive cargoes to steel such as logs, salt, coal, sulfide ore, etc. have been loaded
(2) Portions sensitive to wearing down by heat such as plating under boilers
(3) Structurally discontinuous portions such as corners of hatchway openings on deck, openings including side
scuttles, cargo port, etc. on shell
(4) Condition of coating and corrosion prevention system if applied
(5) Condition of striking plates under sounding pipes
(6) Condition of cement or deck composition, if fitted
(7) Locations on which defects such as cracking, buckling, corrosion, etc. have been found in similar ships or
similar structures
3.5.2 Requirements for Special Survey No.1 (for craft up to 5 years old)
1 At the Special Survey No.1, the followings are to be complied with:
(1) All items specified in 3.4.1-1 of this Part are to be thoroughly examined and tested.
(2) All compartments and following tanks are to be examined internally.
(a) Ballast tanks
(b) Peak tanks
(c) Cargo tanks
(3) Where compartments are to be fitted with insulation or close ceilings, compartments including their structural
members, piping systems, etc., are to be examined after removing a sufficient amount of insulation or close
ceiling as required by the Surveyor.
(4) For drainage, mooring and anchoring arrangements and their accessories, the items specified in 3.4.1-2 of this
Part are to be thoroughly examined and tested.
2 For fire extinguishing arrangements, all items specified in 3.4.1-3 of this Part are to be thoroughly examined and
tested.
3.5.3 Requirements for Special Survey No.2 (for craft between 5 and 10 years old)
At the Special Survey No.2, all the requirements specified in 3.5.2 of this Part and the following requirements
are to be complied with:
(1) Fuel oil tanks within the cargo length areas and fresh water tanks are to be examined internally. However, fuel
oil tanks and fresh water tanks need not all be examined internally, provided, after an external examination and
from an internal examination of each one selected tank, the Surveyor is satisfied with the condition of the tanks.
Notwithstanding the above, peak tanks are to be examined internally.
(2) Hydrostatic tests for shell plating, watertight bulkheads, shaft tunnels and watertight doors are to be carried out
where considered necessary by the Surveyor.
－24－
3.5.4 Requirements for Special Survey No.3 (for craft between 10 and 15 years old)
At the Special Survey No.3, all the requirements specified in 3.5.3 of this Part are to be complied with.
Furthermore, fuel oil tanks are to be examined internally. However, fuel oil tanks need not all be examined internally,
provided, after an external examination and from an internal examination of two selected tanks within the cargo
length areas (including one or more deep tank if present) and one selected tank within the engine rooms, the Surveyor
is satisfied with the condition of the tanks. Notwithstanding the above, peak tanks are to be examined internally.
3.5.5 Requirements for Special Survey No.4 and after (for craft over 15 years old)
At the Special Survey No.4, all the requirements specified in 3.5.4 of this Part are to be complied with.
Furthermore, fuel oil and lubricating oil tanks are to be examined internally. However, fuel oil tanks need not all be
examined internally provided that, after external examinations and the internal examinations of half of the tanks (in
no cases less than two tanks) selected from those within the cargo length areas and one selected tank within engine
rooms, the Surveyor is satisfied with the condition of such tanks. Not all lubricating oil tanks need to be examined
internally provided that, after external examinations and the internal examinations of one selected tank, the Surveyor
is satisfied with the condition of such tanks. Notwithstanding the above, peak tanks are to be examined internally.
3.5.6 Thickness Measurements for the Craft having Metal Hull Construction
1 For craft constructed in metal, at each Special Survey, thickness measurements are to be carried out in
accordance with the requirements specified in this paragraph.
2 When thickness measurements are carried out, following are to be observed.
(1) Thickness measurements are to be carried out using an appropriate ultra-sonic gauging machines or other
approved means. The accuracy of the equipment is to be proven to the surveyor as required.
(2) Thickness measurements are to be carried out within twelve months prior to completion of the survey in
question under the supervision of the surveyor, except where approved by the Society. The surveyor may
re-check the measurements as deemed necessary to ensure acceptable accuracy.
(3) A thickness measurement record is to be prepared and submitted to the Society.
3 The Surveyor may extend thickness measurements as deemed necessary by the result of thickness
measurements.
4 For craft constructed in steel, the following requirements of thickness measurements for each Special Survey are
to be complied with.
(1) Special Survey No.1 (for craft up to 5 years old)
(a) In cargo holds where high-corrosive cargoes to steel have been loaded, lower parts of webs (most thin parts
of web in case of built-up type frame) and tank side brackets of 3 hold frames at least at forward, middle
and aft part of each cargo hold on both sides and 1 lowest strake plates at least of each transverse watertight
bulkhead.
(b) Both ends and middle part (including face plate) of 1 transverse ring or corresponding main structural
members in one each tank selected arbitrary from the deep tanks used as the permanent ballast tanks.
(c) Other parts as deemed necessary by the Surveyor.
(2) Special Survey No.2 (for craft between 5 and 10 years old)
(a) Following portions of structural members within 0.5L amidships;
i) Each plate in 1 section of the strength deck plating for the full beam of the craft.
ii) Each strength deck plate in way of water ballast tanks, if any.
(b) In cargo holds where high-corrosive cargoes to steel have been loaded, lower and upper parts of web (most
thin parts of web in case of built-up type frame) of appropriate number (total to be of 1/3 at least of whole
number frames in each cargo hold) of hold frames and their end brackets at forward, middle and aft parts of
each cargo hold on both sides and all lowest plates of each transverse watertight bulkhead.
(c) In cargo holds other than (b) above, structural members specified in (1)(a) above.
(d) Both ends and middle part of each hatch side and end coaming.
(e) Both ends and middle part (including face plate) of approximately half the number of transverse rings or
corresponding main structural members and at least 1 plate of upper and lower ends of each bulkhead in
one each tank selected arbitrary from the deep tanks used as the permanent ballast tank.
(f) Both ends and middle part of 1 transverse ring or corresponding main structural members (including face
plate) in all remaining deep tanks used as the permanent ballast tanks except those specified on (e) above.
－25－
(g) Other parts as deemed necessary by the Surveyor.

(a) Following portions of structural members;
i) Each strength deck plate within 0.5L amidships.
ii) Each plate and member in 1 transverse section within 0.5L amidships.
iii) Each plate in 1 selected strake of side shell plating in way of cargo spaces outside 0.5L amidships on
each side above the ballast water line.
(b) In all cargo holds, lower and upper parts of web (most thin parts of web in case of built-up type frame) of
appropriate number (total to be of 1/3 at least of whole number frames in each cargo hold) of hold frames
and their end brackets at forward, middle and aft parts of each cargo hold on both sides and all lowest plates
of each transverse watertight bulkhead.
(c) Both ends and middle part of each hatch side and end coaming.
(d) Both ends and middle part (including face plate) of about a half the number of transverse rings or
corresponding main structural members and each plate at upper and lower parts of each bulkhead in all
deep tanks used as the permanent ballast tank.
(e) Other parts as deemed necessary by the Surveyor.
ii) Each plate and member in two transverse sections within 0.5L amidships.
iii) Each plate in 1 selected strake of side shell plating in way of cargo spaces outside 0.5L amidships and
each plate in another selected strake of side shell plating outside 0.5L amidships from stem to stern, on
(b) Structural members specified in (3)(b) to (d) above.
(5) Special Survey No.5 and after (for craft over 20 years old)
ii) Each plate and member in 3 transverse sections within 0.5L amidships.
iii) Each plate in two selected strakes of side shell plating outside 0.5L amidships from stem to stern on
(b) Structural members specified in (4)(b) above.
5 For craft constructed of metal other than steel, thickness measurement is to be carried out where deemed
necessary by the Surveyor.
3.5.7 Pressure Tests

1 At each Special Survey, pressure tests of tanks are to be carried out in accordance with the requirements
specified in this paragraph.
2 Pressure tests of tanks are to be carried out under the pressure corresponding to the maximum head that can be
experienced in service.
3 The surveyor may extend pressure tests of tanks as deemed necessary.
4 Pressure tests of tanks may be carried out when the craft is afloat, provided that an internal examination of the
bottom is also carried out afloat.
5 The following requirements of pressure tests of tanks for each Special Survey are to be complied with. The
testing of double bottom tanks and other watertight compartments not designed to carry liquids may be omitted,
provided that satisfactory internal and/or external examinations are carried out.
(1) Cargo tanks and water tanks
(Pressure tests of fresh water tanks may be dispensed with, in cases where deemed appropriate by the Society.)
(2) Fuel oil tanks
(Pressure tests of these tanks may be dispensed with, in cases where deemed appropriate by the Society.)
(3) Lubrication oil tanks
－26－
(Pressure tests of these tanks may be dispensed with, in cases where deemed appropriate by the Society.)
3.6 Annual Surveys for Machinery
3.6.1 Requirements for Annual Surveys

At each Annual Survey for Machinery, a general examination of the whole machinery in the engine room and
the following examinations (1) through (6) are to be carried out;
(1) It is to be ascertained that the main propulsion machinery, power transmission machinery, prime movers other
than main propulsion machinery, boilers, thermal oil heaters, incinerators, pressure vessels, auxiliary machinery,
piping systems, control systems, electrical installations and switchboards are placed in good order.
(2) It is to be ascertained that the engine room, boiler spaces and means of escape are placed in good order with
respect to dangers of fire and explosion.
(3) The clearance between the after end part of the stern bush or the shaft bracket bearing and propeller shaft or
stern tube shaft, or bearing wear down is to be measured. For waterjet propulsion systems, the wearing condition
of the bearing is to be ascertained by the means deemed appropriate by the Society.
(4) The stern tube sealing devices or the shaft bracket sealing device, if any, are to be examined. For waterjet
propulsion systems, the forward sealing device for the main shaft is to be examined.
(5) The propellers (including impellers for waterjet propulsion systems) are to be examined. In the case where a
controllable pitch propeller is fitted, it is to be ascertained that the pitch control device is in good working order.
(6) Valves and cocks fitted to the ship s hull, sea chest or distance piece mounted on the hull together with their
fastenings to the hull are to be opened up and examined. The open-up examinations may be dispensed with at
the discretion of the Surveyor.
3.6.2 Performance Tests

At each Annual Survey for Machinery, performance tests for the following items in (1) to (7) are to be carried
out in order to ascertain that they are placed in good order.
(1) Remote shut-off devices for fuel oil tanks and lubricating oil tanks
(2) Emergency stopping devices for fuel oil pumps, ventilating fans and boiler draught fans
(3) Emergency sources of electrical powers
(4) All the means of communication between the navigation bridge and the machinery control position, as well as
between the bridge and the steering gear compartment
(5) Main and auxiliary steering gears (including deflectors and reversers for waterjet propulsion systems) together
with their associated equipment and control systems are to be subjected to the following tests in (a) to (e).
(a) Operation tests for the power units including changeover to each other
(b) Operation tests for automatic and remote isolation of the power actuating systems specified in 15.6, Part D
of the Rules for the Survey and Construction of Steel Ships
(c) Tests for supply of the alternative source of power specified in 15.2, Part D of the Rules for the Survey
and Construction of Steel Ships
(d) Operation tests for the control system including the changeover system
(e) Operation tests for the alarm devices, rudder angle indicators and running indicators of power units
specified in Part D of the Rules for the Survey and Construction of Steel Ships
(6) Bilge systems
Operation tests for the valves (including ones for emergency use), cocks, strainers, pumps, reachrods and level
alarms of the bilge systems
(7) Operation tests for the safety devices, etc. specified in the following (a) to (d) are to be carried out. However,
the tests may be omitted at the Surveyor s discretion based on the general examination, and hearing of the
working conditions at sea and inspection records taken by the ship s crew.
(a) Main propulsion machinery and auxiliary machinery
Operation tests of the following safety devices and alarm devices for main propulsion machinery and prime
movers for driving generators, auxiliary machinery essential for main propulsion and auxiliary machinery
for the manoeuvring and the safety are to be carried out.
i) Overspeed protective devices
－27－
ii) Automatic shut-off devices and alarm devices in case of loss or low pressure of the lubricating oil
iii) Automatic shut-off devices in case of abnormally low pressure of the main condenser vacuum for
main steam turbines
(b) Boilers, thermal oil heaters and incinerators
Operation tests for the safety devices, alarm devices and pressure indicators specified in Chapter 9, Part D
of the Rules for the Survey and Construction of Steel Ships are to be carried out. Calibration records for
the pressure indicators of boilers are to be ascertained. Where deemed necessary by the Surveyor, the
control records of the boiler water and thermal heater oil are required to be presented for review.
(c) Monitoring devices
Operation tests for pressure indicators, thermometers, ammeters, voltmeters and revolution meters are to be
carried out.
(d) Automatic control devices and remote control devices
Operation tests for automatic control devices and remote control devices used for auxiliary machinery
essential for main propulsion and auxiliary machinery for the manoeuvring and the safety are to be carried
out.
3.7 Intermediate Surveys for Machinery
3.7.1 General Examinations

At each Intermediate Survey for Machinery, general examinations specified in 3.6.1 are to be carried out.

At each Intermediate Survey for Machinery, performance tests specified in 3.6.2 are to be carried out.
3.7.3 Open-up Examinations

At each Intermediate Survey for Machinery, open-up examinations for the following items in (1) and (2) are to
be carried out;
(1) Waterjet propulsion systems
Deflectors and Reversers are to be opened up and examined.
(2) Boilers and thermal oil heaters
Boilers and thermal oil heaters are to be examined as follows;
(a) Pressure parts of boilers are to be internally examined with the manholes, cleaning holes and inspection
holes dismantled. Where considered to be necessary for external examination by the Surveyor, the parts are
to be examined to the Surveyor s satisfaction with the insulation around the parts removed.
(b) Superheaters, economizers and exhaust gas economizers are to be examined internally and externally.
(c) Combustion parts of boilers and thermal oil heaters are to be internally examined with the doors of the
furnaces and combustion chambers opened.
(d) Valves and cocks mounted on boilers and their fastening bolts or studs are to be opened up and examined.
(e) Thickness of plates and tubes and size of stays is to be measured where deemed necessary by the Surveyor.
(f) The safety valves are to be adjusted under steam to a pressure not more than 103 % the approved working
pressure after examination. The pressure gauge used for adjustment of safety valves is to be calibrated
properly. The general conditions of relief pipes for thermal oil heaters are to be examined. The popping
pressure of safety valves fitted on thermal oil heaters is to be ascertained.
(g) Steam generators and other pressure vessels with steam accumulated in them are to be handled in
accordance with the requirements for boilers.
(h) The safety devices, alarm devices and automatic combustion control devices are to be tested in accordance
with the requirements in Chapter 9, Part D of the Rules for the Survey and Construction of Steel Ships
in order to ascertain that they are to in good working conditions after the examinations specified in (a) to
(g) above.
－28－
3.8 Special Surveys for Machinery
3.8.1 General Examinations

1 At each Special Surveys for Machinery, general examinations specified in 3.7.1 are to be carried out.
2 In addition to -1, general examinations for the following items in (1) to (3) are to be carried out.
(1) Main propulsion machinery
Diesel engines are to be examined in accordance with the following requirements in (a) to (c);
(a) The essential part of the crankcase and cylinder jacket, the foundation bolts, the chock liners and the tie rod
bolts are to be generally examined.
(b) The doors of the crankcase and the explosion relief devices of the crankcase and scavenge space are to be
generally examined.
(c) The anti-vibration dampers, detuners, balancers, etc. are to be generally examined.
(2) Electrical installations
Insulation resistance of the generators and switchboards (the both including those for emergency use), the
motors and the cables are to be tested to ensure that they are placed in good order, and to be adjusted if it is
found not to comply with the requirements 2.18.1, Part H of the Rules for the Survey and Construction of
Steel Ships. However, where a proper record of measurement is maintained and deemed appropriate by the
Surveyor, consideration may be given to accepting recent readings.
(3) Spare parts and associated fittings
Spare parts and associated fittings for Machinery are to be examined.
3.8.2 Performance Tests and Pressure Tests

1 At each Special Survey for Machinery, performance tests specified in 3.7.2 are to be carried out.
2 In addition to -1, the following performance tests in (1) and (2) are to be carried out.
(1) The performance tests for the speed governors, generator circuit breakers and associated relays are to be carried
out with all generators run under loaded condition, either separately or in parallel, as far as practicable.
(2) The performance tests for lighting systems, communication and signaling systems, ventilating systems, other
electrical equipment, etc. are to be carried out in case where deemed necessary by the Surveyor.
3 The following pressure tests in (1) and (2) are to be carried out.
(1) For condensers, evaporators and receivers using NH3(R717) as refrigerant, the parts exposed to the primary
refrigerant are to be tested at a pressure of 90% of the design pressure (the pressure may be reduced down to
90% of the setting pressure of the relief valves. However, the pressure test may be replaced by other means as
deemed appropriate by the Society.
(2) For all other machinery and its parts than those specified in (1), pressure test is to be handled in accordance with
the requirements 2.1.5(2), in case where deemed necessary by the Surveyor.
3.8.3 Open-up Examinations

At each Special Survey for Machinery, open-up examinations specified in 3.7.3 are to be carried out.
3.9 Propeller Shaft and Stern Tube Shaft Surveys
3.9.1 General
At each Propeller Shaft and Stern Tube Shaft Survey, corresponding to the type and kind of shafts, the
requirements which are specified in this section, are to be complied with.
3.9.2 Survey Intervals

Ordinary Surveys prescribed in 3.9.3 are to be carried out at intervals specified in (1) or (2) below corresponding
to the type and kind of shafts.
(1) Ordinary Surveys for Propeller shafts Kind 1 specified in 2.1.24, Part 1 or stern tube shafts Kind 1 specified in
2.1.26, Part 1 (hereinafter referred to as shafts Kind 1 in this Chapter) are to be carried out within 5 years
from the date of completion of the Classification Survey or the previous Ordinary Survey. However, Ordinary
Surveys for crafts fitted with oil-lubricated stern tube bearings, may be postponed for not more than 3 years or 5
－29－
years from the date of completion of the Partial Survey provided that the Partial Survey specified in 3.9.4-1 or -2
is carried out respectively at a time prescribed above.
(2) Ordinary Surveys for Propeller shafts Kind 2 specified in 2.1.24, Part 1 or stern tube shafts Kind 2 specified in
2.1.26, Part 1 (hereinafter referred to as shafts Kind 2 in this Chapter) are to be carried out at the following
times;
(a) Concurrently with Special Surveys
(b) Within 36 months from the date of completion of the Classification Survey or the previous Ordinary Survey
However, the part of the construction of the shaft in the stern tube bearing corresponds to the shaft Kind 1
and the construction of the shaft between the stern tube and the shaft bracket bearing corresponds to the
shaft Kind 2, the shaft may be surveyed at the intervals prescribed in -1(1), provided that examination for
the construction part corresponding to the Kind 2 is carried out at times prescribed in (a) and (b).
3.9.3 Ordinary Surveys

1 The Ordinary Survey of propeller shafts and stern tube shafts (excluding main shafts of waterjet propulsion
systems) consists of the examinations in (1) to (9) below under the condition of their propellers being removed from
shaft.
(1) The shaft in way of the propeller fitting area is to be examined as follows:
(a) Shafts having keyed propeller attachments are to be examined by an efficient crack detection method from
the end of the cylindrical part of the shaft (or from the aft edge of the liner, if any) for one-third of the
length of the aft shaft taper.
(b) Shafts having keyless propeller attachments are to be examined by an efficient crack detection method for
the forward portion of the aft shaft taper. When the propeller is force fitted to the shaft, it is to be
ascertained that the pull-up length is within the upper and lower limits given by 5.2.5-1, Part 9.
(c) For shaft having coupling flanges at the after end, the flange fillet and coupling bolts are to be examined by
an efficient crack detection method.
(2) Other parts of the shaft (anti-corrosion covers are to be removed for the shafts Kind 2) than required by (1), the
sleeves, the fillet of the coupling flange to the intermediate shaft or to the stern tube shaft and the coupling bolts
are to be examined with the shaft drawn from the stern tube bearings. However, coupling bolts are to be
examined by an efficient crack detection method, in cases where Surveyors consider such testing necessary
based on the external examination results.
(3) The stern tube bearings (including the shaft bracket bearings, if any) are to be examined.
(4) The bearing wear down (including one for shaft bracket bearings, if any) are to be measured.
(5) Major parts of the stern tube sealing devices (including shaft bracket sealing devices, if any) are to be opened
and examined.
(6) Propeller boss bore in way of the propeller shaft taper section is to be examined. For a controllable pitch
propeller, the principal part of pitch control gear and working parts are to be opened and examined, and the
propeller blade fixing bolts are to be examined by an efficient crack detection method.
(7) Where water-lubricated stern tube bearings are adopted, the sea water piping for lubrication is to be examined.
(8) Where oil-lubricated stern tube bearings are adopted, the low oil level alarms of lubricating oil tanks, oil
temperature measuring devices and oil circulating pumps are to be examined.
(9) Where oil-lubricated stern tube bearings are adopted, the lubricating oil record book is to be examined.
2 Where waterjet propulsion systems are adopted, examinations specified in (1) to (6) below are to be carried out,
the main shaft being drawn out from the forward main shaft bearing tube or sealing device tube.
(1) General examination of the main shaft and coupling bolts. However, coupling bolts are to be examined by an
efficient crack detection method, in cases where Surveyors consider such testing necessary based on the external
examination results.
(2) General examination of the main parts of the forward and after main shaft bearings
(3) General examination of the main parts of the forward main shaft sealing assembly
(4) Open-up examination of the thrust bearings
(5) Examination of the contacting faces of the impeller boss and the main shaft (when installed with a key or spline)
(6) General examination of the impeller
－30－
3.9.4 Partial Surveys

1 At a Partial Survey for propeller shafts Kind 1, the examinations specified in the following (1) through (3) are to
be carried out.
(1) Examinations as specified in 3.9.3-1(1), (4), (5), (8) and (9)
(2) A general examination for the part of propeller shafts exposed in the engine room
(3) It is to be ascertained that the operation in the barred speed range for torsional vibration is avoided.
2 At a Partial Survey for propeller shafts Kind 1C, the Record for Monitoring System of Stern Tube Bearing and
Oil Sealing Devices is to be examined in addition to the examinations specified in -1.
3.10 Planned Machinery Surveys
3.10.1 Survey Intervals etc.

1 Planned Machinery Surveys are to be carried out at times as specified in (1) and (2) below.
(1) In a Continuous Machinery Survey, each survey item or part is to be examined so that the survey interval does
not exceed five years.
(2) In a Planned Machinery Maintenance Scheme, each survey item or part is to be examined according to the
survey schedule table specified in 3.10.3 and general examination including review of the maintenance records
is to be carried out yearly.
2 At a Planned Machinery Survey, surveys in accordance with any of the requirements prescribed in 3.10.2 to
3.10.4 are to be carried out.
3.10.2 Continuous Machinery Survey

In a Continuous Machinery Survey (hereinafter referred to as CMS in this Chapter), every item specified in
Table 3.10.1 is to be surveyed systematically, continuously and sequentially in accordance with the survey schedule
table approved by the Society so that each survey interval for all CMS items may not exceed 5 years. During the
CMS, when any defect or damage is found, similar machinery and equipment, or a part of them, are required to be
opened up for further examination and the defective items or failures found to be all repaired to the Surveyor s
satisfaction. Survey items deemed appropriate by the Society may be delegated to overhaul inspections by the
shipowner (or the ship management company). In this case, the records of the overhaul inspections of the machinery
and equipment concerned are to be ascertained as soon as possible. When it is regarded that satisfactory maintenance
has not been carried out, an open-up examination in the presence of the Surveyor is required.
3.10.3 Planned Machinery Maintenance Scheme

A shipowner (or ship management company) that has an established maintenance system may apply to adopt the
planned maintenance method in which the shipowner is permitted to carry out planned overhaul inspections and
maintenance as specified in (1) in place of the open-up surveys specified in Table 3.10.1. In addition to (1), the
shipowner (or ship management company) may apply to adopt the condition monitoring maintenance method
specified in (2) which is based on the results of condition monitoring and diagnoses for the machinery and
equipment.
(1) The planned overhaul inspections and maintenance method is to be implemented in accordance with the
machinery maintenance scheme approved by the Society. The Society will perform a general examination yearly
on every item including review of the maintenance records in order to ascertain that the machinery and
equipment covered are placed in good order. Where it is regarded that satisfactory maintenance has not been
carried out for any of the machinery and equipment, an open-up examination of the item in the presence of the
Surveyor may be required. For machinery and equipment deemed necessary by the Society, open-up
examinations in the presence of the Surveyor are to be performed according to the survey schedule table based
on the machinery maintenance scheme.
(2) The condition monitoring maintenance method is to be implemented in accordance with the machinery
maintenance scheme approved by the Society. The machinery maintenance scheme is also to include the
maintenance management of machinery and equipment not covered by the condition monitoring maintenance
method. When any abnormalities are found through the condition monitoring data or diagnoses, the shipowner
(or a ship management company) is to request an examination in the presence of the Surveyor as soon as
possible in accordance with the survey schedule table based on the machinery maintenance scheme. The Society
－31－
will perform a general examination yearly on every item including review of the condition monitoring data and
the maintenance records in order to ascertain that the machinery and equipment covered are placed in good order.
Where it is regarded that satisfactory maintenance has not been carried out for any of the machinery and
equipment, an open-up examination of the item in the presence of the Surveyor may be required. The planned
overhaul inspections and maintenance method is to be required where the condition monitoring maintenance
method is not applied.
3.10.4 Periodical Surveys

In place of the Planned Machinery Surveys prescribed in 3.10.2 and 3.10.3, the surveys specified in Table 3.10.1
may be carried out at Special Surveys prescribed in 3.2.4 to ascertain that all the machinery is placed in good order.
However, gas turbines may be replaced with spare sets that are to be overhauled and stored at shore in rotation in
place of undergoing open-up examinations provided that the survey schedule table including the overhaul procedures
and storing method of the spare sets at shore are submitted for approval by the Society in advance.
Table 3.10.1 Open-up Surveys of Machinery and Equipment

Survey items Particulars of survey
1 Diesel engines Cylinder covers, cylinder liners, pistons (including piston pins and piston rods), crosshead pins and
(main engine) bearings, connecting rods, crank pins and their bearings, crank journals and their bearings, camshafts
and their driving gears, turbo chargers, scavenge air pumps or blowers, air intercoolers, attached
essential pumps (bilge, lubricating oil, fuel oil, cooling water) are to be opened up.
2 Gas turbines The essential parts of gas turbines together with their associated equipment are to be opened up and
(main engine) examined.
3 Power transmission ・Reduction gears, reversing gears and clutch gears are to be opened up to the Surveyor s satisfaction,
systems and shafting and the gears, shafts, bearings, couplings, etc. are to be examined.
systems ・The essential parts of flexible couplings are to be opened up and examined.
・For thrust shafts, intermediate shafts and their bearings (excluding the stern tube bearings, the shaft
bracket bearings and the main bearings of waterjet propulsion systems), the upper bearing halves or
their bearing metals and thrust pads are to be removed and examined, turning the shaft.
・The essential parts of other power transmission gears are to be subjected to open-up examinations to
the Surveyor s satisfaction.
4 Auxiliary engines Generators (including emergency generators), auxiliary engines driving auxiliary machinery essential
for main propulsion and auxiliary machinery for manoeuvring and the safety are to be handled in
accordance with the requirements applicable to main engines.
5 Auxiliary machinery The essential parts of the following auxiliary machinery are to be subjected to open-up examinations.
(a) Air compressors, blowers
(b) Cooling pumps
(c) Fuel oil pumps
(d) Lubricating oil pumps
(e) Feed pumps, condensing pumps, drain pumps
(f) Bilge pumps, ballast pumps, fire pumps (excluding those for emergency use)
(g) Condensers, feed water heaters
(h) Coolers
(i) Oil heaters
(j) Fuel oil tanks
(k) Air reservoirs (including those for main, auxiliary, control, general service and emergency use)
(l) Cargo piping systems (including bulk liquid cargo handling appliances as necessary)
(m) Deck machinery
(n) Other items considered to be applicable under the Planned Machinery Survey by the Society
－32－
Part 3 HULL STRUCTURAL MATERIALS AND THEIR WELDING OR

MOULDING
Chapter 1 GENERAL
1.1 General
1.1.1 Application
1 The requirements in this Part apply to rolled steels, aluminium alloys and FRP which are intended to be used for
hull structures, and their welding or moulding.
2 Rolled steels, aluminium alloys, FRP or other materials which are not specified in this Part may be used subject
to the design approval with regard to the application of those materials.
3 Materials which are used for hull structures of craft registered under classification character, affixed with
Smooth Water Service are to be at the discretion of the Society.
－33－
Chapter 2 HULL STRUCTURAL MATERIALS
2.1 Hull Structural Materials
2.1.1 General
In principle, rolled steels or aluminium alloys intended to be used for hull structure are to comply with the
requirements in Part K of the Rules for the Survey and Construction of Steel Ships, and similarly, FRP is to
comply with the requirements of the Rules for the Survey and Construction of Ships of Fibreglass Reinforced
Plastics.
2.1.2 Rolled Steels

Rolled steels used for hull structure are to be rolled steels for hull specified in 3.1, Part K of the Rules for
the Survey and Construction of Steel Ships.
2.1.3 Aluminium Alloys

Aluminium alloys used for hull structure are to be aluminum alloys specified in Chapter 8, Part K of the
Rules for the Survey and Construction of Steel Ships.
2.1.4 FRP
1 FRP and their raw materials are to be those specified in Chapter 4 of the Rules for the Survey and
2 Mechanical properties of FRP are to comply with the following (1) to (4), but excluding gelcoats (See paragraph
1.3.4, Chapter 1 of the Rules for the Survey and Construction of Ships of Fibreglass Reinforced Plastics);
(1) Tensile strength: 98 N/mm2 min.
(2) Modulus of tensile elasticity: 6,867 N/mm2 min.
(3) Bending strength: 147 N/mm2 min.
(4) Modulas of bending elasticity: 6,867 N/mm2 min.
3 Moulding of FRP is to comply with the requirements in Chapter 5 of this Part.
－34－
Chapter 3 WELDING OF ROLLED STEELS FOR HULL STRUCTURE
3.1 General
3.1.1 Application
Welding of rolled steels for hull is to comply with the requirements in Part M of the Rules for the Survey and
－35－
Chapter 4 WELDING OF ALUMINIUM ALLOYS FOR HULL STRUCTURE
4.1 General
4.1.1 Application
Welding of aluminium alloys for hull structure is to be in accordance with the requirements in Part M of the
Rules for the Survey and Construction of Steel Ships, otherwise specified in this Chapter.
4.2 Preparation of Welding
4.2.1 Groove and Groove Processing

1 The groove is to be determined by taking into consideration the shape of joint, thickness, welding process,
welding position, number of layers, existence of backing and back chipping, restriction on work, quality to be
required, etc.
2 When the difference between thickness of plates is not less than 4 mm, or when the thickness of thinner plate is
less than 4 mm and the difference of thickness from the thicker plate is not less than 2 mm, the shape of groove of butt
welding is to be tapered not more than one-third in principle at the end of the thicker plate.
3 The kind and size of fillet welds for tee joints and their application are to be in accordance with the requirements
given in Table C1.4 and Table C1.5 in Chapter 1, Part C of the Rules for the Survey and Construction of Steel
Ships respectively. However, the size of fillet f a1 is not to be less than that obtained from the following formula:
sg
f a1 = ( f - 1.5) (mm)
sd
Where:
f : Size of fillet of continuous fillet weld or intermittent fillet weld according to the thickness of the plate as
specified in Table C1.4 in Chapter 1, Part C of the Rules for the Survey and Construction of Steel
Ships (mm)
s g : Proof stress as specified in 1.2.2 in Part 6 (N/mm2)
s d : The lower limit of the specified proof stress of the base material with suffix -O in the division or the
grade concerned (N/mm2)
Where Table C1.4 and Table C1.5 in Chapter 1, Part C of the Rules for the Survey and Construction of Steel
Ships are correspondingly applied, kinds of fillet welds are to be three types of F1, F2 and F3, and taking F3 in lieu
of F4 in Table C1.5. And, notwithstanding Note 5 of Table C1.4 of the Rules for the Survey and Construction of
Steel Ships, the chain intermittent fillet weld may be applied as the intermittent fillet welds. However, the ends 1w is
to be welded on both sides wherever the chain intermittent fillet weld is applied.
4 Notwithstanding preceding -3, kinds and sizes of fillet welds for Tee joints and their application may be in
accordance with the other technical standard as deemed appropriate by the Society.
5 For lap joints, the breadth of overlap is not to be less than obtained from the following formula, but need not
exceed 50 mm.
2t + 25 (mm)
Where:
t : thickness of the thinner plate (mm)
6 For joggled lap joints, the breadth of overlap is not to be less than obtained from the following formula, but need
not exceed 40 mm.
t + 25 (mm)
Where:
t : thickness of the thinner plate (mm)
7 The groove is to be finished smoothly by a mechanical method.
－36－
4.2.2 Pretreatment of Base Material

The joint part of base material is to be mad sufficiently clean by using appropriate methods directly before
welding as far as possible so that the oxide or other extraneous matter of surface does not become source of weld
defects.
4.2.3 Welding Condition

The welding conditions are to be determined so that a sound weld can be obtained.
4.3 Execution of Welding
4.3.1 Jig, Fixing Device and Prevention of Welding Distortion

1 Jig, fixing device, etc., are to be used as far as possible in order to avoid the welding distortion since aluminium
alloys have a larger solidifying shrinkage and a larger coefficient of expansion than steels, and therefore the welding
distortion is easily generated in aluminium alloys.
2 Non-magnetic materials are to be used for the materials of jig and fixing device when there is a possibility of
magnetic arc blow.
3 Welding is to be carried out in symmetrical order to avoid twisting and bending.
4 Care is to be taken to be free from ununiformity of restraint to a weld line. When the plates are different in
thickness, restraint is to be strengthened and special consideration is to be given to prevention of welding distortion.
5 Restraint or preset distortion by an appropriate method is to be adopted to prevent angular deformation. Further,
the allowance for shrinkage is to be considered preliminarily.
4.3.2 Backing Metal and Backing

1 The same material as the base material in quality is in principle to be used for backing metal to be left as it is
after completion of welding.
2 Non-magnetic materials such as follower metal and copper, or stainless steel are recommended for backing.
Further, they are to be clean and to have appropriate grooves as required.
4.3.3 Tack Welding

1 An appropriate root gap by the use of fixing device, spacer, etc., is to be kept to avoid stagger of plates at the
time of regular welding.
2 Care is to be taken so that the length of bead and the thickness of throat do not become too little because of the
tack welding is easy to produce weld defects. Further, tack welding is to be avoided at corners, end parts and other
important places where stress concentrate.
3 The adhering matters such as black powder, oxide film, etc., which have been produced by the tack welding, are
to be removed sufficiently before the regular welding. Harmful defects are to be completely removed when those
have been produced in the tack welding.
4 The tack welding is to be as little as possible in principle, and it is preferable to make restraint by a fixing jig.
When the tack welding is used, the tack welding is to be carried out with sufficient cares in line with the purpose.
4.3.4 Preheating and Interpass Temperature

1 In the case of aluminium alloys, preheating is not carried out as a rule. However, when it is necessary to execute
welding of a thick plate with a relatively small current, preheating may be executed in order to facilitate the
penetration and reduce the generation of weld cracks and blow holes by decreasing the cooling speed. In this case, the
standard preheating is to be made below 200℃ for general cases, while below 100℃ to 150℃ in the case of the
strain-hardened or heat-treated aluminium alloys.
2 The interpass temperature is to be kept lower as far as possible. If the interpass temperature is high in the
multi-layer welding, the preceding bead is excessively heat-affected, often causing generation of minor cracks due to
the local intergranular fusion or coarsening of the base material in the vicinity of the bead.
4.3.5 Treatment of Starts and Ends of Welding and Joints of Beads

1 It is recommendable that the end tabs having the same material as that of the base metal should be fitted at both
ends of welding joints, and the starts and ends of welding beads should be placed on the tabs, since the blowholes,
cracks or the like might be generated at both ends of the welding joints. The starts and ends of welding without end
－37－
tabs, joint of beads, or the like are to be welded particularly with care by deliberating of the position of arc starts, or
by the method of the crater filler or the like, or an appropriate countermeasure are to be taken such as continuing the
welding beads by fully removing the craters, and the welding beads are to be examined as found necessary.
2 When the fillet welding is carried out on only one side, the end part is in principle to be welded with boxing. The
length of boxing is to be about 20 mm.
4.3.6 Chipping and Cleaning of Interlayer

1 The back chipping is to be carried out until weld defects at the first layer are removed when the back chipping is
necessary. Lubricant is not to be used in this case.
2 When foreign matter such as black powder, impurities, etc., exist, those are to be removed sufficiently by
brushing, chipping and other appropriate methods.
4.3.7 Removal of Welding Distortion

1 The generated welding distortion is to be corrected by an appropriate mechanical method and a point or linear
heating method.
2 At the time of removing distortion by a mechanical method, a method giving no damage on the surface of the
base material is to be used. For example, in the case of press, rubber or a piece of lumber is to be put, and in the case
of hammering, a wooden or metal hammer of which top covered with raw leather is to be used.
3 Attention is to be paid to maximum heating temperature when the removal of welding distortion by quenching
or hot working after heating is carried out.
4.4 Inspection of Welds
4.4.1 Inspection and Quality

1 The welds are to be subjected to visual examination and non-destructive examination at the discretion of the
Society.
2 The welds are to be sound and free from defects such as crack, excessive reinforcement or underfill, harmful
undercut or overlap, lack of fusion, lack of penetration, porosity and so on.
3 The surfaces of welds are to be reasonably smooth. The flank angle at the toe of bead made by base material and
bead surface is to be sufficiently large.
4 Welded joints are to be reasonably free from excessive mis-alignment and welding distortion.
5 The welding defects found in visual examination, non-destructive examination or other examination are to be
removed, corrected and re-examined.
－38－
Chapter 5 MOULDING OF FRP FOR HULL STRUCTURE
5.1 General
5.1.1 Moulding
Moulding of FRP is to be in accordance with the requirements in Chapter 5 of the Rules for the Survey and
5.1.2 Workshops
Workshops intending to manufacture FRP craft and their facilities are to be in accordance with the requirements
in Chapter 3 of the Rules for the Survey and Construction of Ships of Fibreglass Reinforced Plastics.
－39－
Chapter 1 GENERAL
1.1 General
1.1.1 Application
The requirements in this Part apply to the general arrangement of craft.
1.1.2 Carriage of Oil

Oils are not to be carried in a fore peak tank or a tank forward of the collision bulkhead.
－40－
Chapter 2 ARRANGEMENT OF WATERTIGHT BULKHEADS
2.1 Arrangement of Watertight Bulkheads
2.1.1 General
1 All craft are to have following watertight transverse bulkheads.
(1) Collision bulkheads
(2) Machinery space bulkheads
(3) Hold bulkheads
2 The watertight transverse bulkheads are to extend from side to side and from the bottom to the bulkhead deck of
the craft in general.
2.1.2 Collision Bulkheads

1 All craft are to have a collision bulkhead, at a position not less than 0.05 L f , but not more than 0.08 L f except
where larger distance may be accepted by the Society due to a special reason as to structure, from the forward
terminal of the stem plate at the designed maximum load draught.
2 The bulkhead may have steps or recesses within the limits specified in the above -1.
3 Notwithstanding preceding 2.1.1-2, in cases where a long forward superstructure is provided, the collision
bulkhead is to extend up to the superstructure deck and to be made weathertight except where otherwise approved by
the Society. However, where the extension is located within the limits specified in 2.1.2-1 and the part of the deck
which forms the step is made effectively weathertight, it need not be fitted directly above the bulkhead thereunder.
4 Any access openings, doors, manholes or ducts for ventilation, etc., are not to be cut in the collision bulkhead
below freeboard deck. The number of openings in collision bulkhead above the freeboard deck is to be kept to a
necessary minimum and such openings are to be provided with weathertight means of closing.
5 Pipes piercing the collision bulkhead are to be fitted with suitable valves which are operable from above the
freeboard deck and made of steel, bronze or approved other ductile materials.
6 Arrangement of the collision bulkhead in a craft provided with bow door is to be in accordance with preceding
-1 to -5. However, where a sloping ramp forms a part of the collision bulkhead above the freeboard deck, the part of
the ramp which is more than 2.3 m above the freeboard deck may extend forward of the limit specified in the above
-1. In this case, the ramp is to be weathertight over its complete length.
2.1.3 Machinery Space Bulkheads

1 A watertight bulkhead which extends up to the bulkhead deck is to be provided at each end of the machinery
space.
2 Where accommodation spaces are located over machinery spaces, the decks consisting of the boundary between
accommodation spaces and machinery spaces are to be gastight. In cases where any opening is arranged on these
decks, closing appliances with gasket are to be fitted with these openings.
2.1.4 Hold Bulkheads

1 All craft are to have hold bulkheads to ensure survival capabilities in compliance with 2.3.3 and 3.2.2, Part 8 of
this Rules according to the kind of craft respectively.
2 Notwithstanding preceding -1, a cargo craft which is not engaged in international voyage and for restricted
service (Refer to the provision of Chapter 3, Part 8 of this Rule) may have hold bulkheads in accordance with 13.1.4,
Part C or 13.1.4, Part CS of Rules for the Survey and Construction of Steel Ships.
3 Where the length of a hold is especially long, suitable means are to be provided so as to maintain the transverse
strength and stiffeness of the hull.
2.1.5 After Peak Bulkheads

1 A cargo craft which is not engaged in international voyage and for restricted service (Refer to the provision of
Chapter 3, Part 8 of this Rule) is to have an after peak bulkhead situated at a suitable position. An aft bulkhead of
－41－
machinery space bulkheads may be used as an after peak bulkhead subject to the approval of the Society.
2 Notwithstanding preceding -1, where it is impracticable and incompatible to arrange after peak bulkheads due to
the design and proper working of the craft, after peak bulkheads may be omitted to arrange subject to the approval of
the Society.
2.1.6 Protection of Stern Tubes

The stern tube is to be enclosed in a watertight compartment with suitable capacity.
2.1.7 Chain Lockers

1 Chain lockers located abaft the collision bulkhead or in the fore peak tank are to be watertight and to be
provided with means for drainage by pump.
2 Chain lockers are to be subdivided by centre line screen walls.
2.2 Watertight Doors
2.2.1 General
Watertight doors are to be provided for all access openings in the watertight bulkheads in accordance with the
requirements in following 2.2.2 to 2.2.6.
2.2.2 Construction of Bulkheads in way of Watertight Doors

Where stiffeners are cut or the spacing of stiffeners is increased in order to provide the watertight door in the
bulkhead, the opening is to be suitably framed and strengthened as to maintain the full strength of the bulkhead. In no
case are the door frames to be considered as stiffeners.
2.2.3 Types of Watertight Doors

1 Watertight doors are to be of sliding type, except that other types, such as hinged or rolling type, may be
accepted provided that the subject door is normally closed, and is not used at sea and an indicator showing whether
such doors are opened or closed is fitted on the navigation bridge.
2 Doors which are closed by dropping or by the action of a dropping weight are not permitted to be used.
3 Watertight doors are to be operable from both sides at the position of the door.
2.2.4 Strength and Watertightness

1 Watertight doors are to be of ample strength and watertightness for water pressure to a head up to the bulkhead
deck, and door frames are to be effectively secured to the bulkheads. Where deemed necessary by the Society,
watertight doors are to be tested by water pressure before they are fitted up.
2 The frames of vertically sliding watertight doors are to have no groove at the bottom in which dirt might lodge
and prevent the door from closing.
2.2.5 Remote Control Means of Watertight Doors

1 Watertight doors are to be capable of being operated from a readily accessible position above the bulkhead deck
and means to indicate whether the door is opened or closed is to be provided at the remote operating position. This
remote control means of door may be omitted provided that the subject door is normally closed, and is not used at sea
and an indicator showing whether such doors are opened or closed is fitted on the navigation bridge.
2 Where the above control means is operated by rods, the lead of operating rods is to be as direct as possible and
the screw is to work in a nut of gun-metal or other approved materials.
2.2.6 Hinged Doors and Rolling Doors

The hinge pins of these doors are to be of gun-metal or other approved materials.
－42－
Chapter 3 ARRANGEMENT OF DEEP TANKS
3.1 General
3.1.1 Terminology
The deep tank is a tank used for carriage of water, fuel oil and other liquids, forming a part of the hull in holds or
tween decks. The deep tanks used for carriage of oils are designated as deep oil tank , if necessary.
3.1.2 Application
Where the bulkhead of deep tank partly serves as a watertight bulkhead, the part of the bulkhead is to be in
accordance with the requirements in Chapter 2 of this Part.
3.1.3 Divisions in Tanks

1 Deep tanks are to be of proper size and to be provided with such longitudinal watertight divisions as necessary
to meet the requirements for stability in service conditions as well as while the tanks are being filled or discharged.
2 Tanks for fresh water, fuel oil or those which are not intended to be kept entirely filled in service conditions are
to be have additional divisions or deep wash plates as necessary, to minimize the dynamic forces acting to the
structure.
3 Where it is impracticable to comply with the requirements in the above -2, the scantlings are to be properly
increased.
3.2 Fittings of Deep Tanks
3.2.1 Limbers and Air Holes

Limbers and air holes are to be cut suitably in the structural members to ensure that air or water does not remain
stagnated in any part of the tank.
3.2.2 Cofferdams
1 Oiltight cofferdams are to be provided between the tanks for carrying oils and those for carrying fresh water
such as that for living use, boiler feed water, etc., which may cause any trouble when oil mixes therein.
2 Water closets and sanitary spaces are not to be located directly above the tanks for carrying fresh water for living
use. Where water closets and sanitary spaces are located above such tanks inevitably, these spaces are to be separated
from such tanks by cofferdams of water-tight construction with a sufficient clearance.
－43－
Chapter 4 ARRANGEMENT OF DOUBLE BOTTOMS
4.1 Double Bottoms in Passenger Craft
4.1.1 General
1 A double bottom is to be fitted in accordance with following extent as far as this is practicable and compatible
with the design and proper working of the craft:
(1) In craft of 50 m and upwards but less than 61 m in length, a double bottom is to be fitted at least from the
machinery space to the fore peak bulkhead, or as near thereto as practicable.
(2) In craft of 61 m and upwards but less than 76 m in length, a double bottom is to be fitted at least outside the
machinery space, and is to be extend to the fore and aft peak bulkheads, or as near thereto as practicable.
(3) In craft of 76 m in length and upwards, a double bottom is to be fitted amidships, and is to extend to the fore and
aft peak bulkheads, or as near thereto as practicable.
2 Where a double bottom is required to be fitted, its depth is to the satisfaction of the Society and the inner bottom
is to be continued out to the craft s sides in such a manner as to protect the bottom to the turn of the bilge. Such
protection will be deemed satisfactory if the line of intersection of the outer edge of the margin plate with the bilge
plating is not lower at any part than a horizontal plane passing through the point of intersection with the frame line
amidships of a transverse diagonal line inclined at 25o to the base line and cutting it at a point one-half the craft s
moulded breadth from the middle line.
3 Small wells constructed in double bottom in connection with drainage arrangements of watertight spaces are not
to extend in depth more than necessary. The depth of the well is in no case to be more than the depth less than 460
mm of the double bottom at the centre line, nor is to the well extend below the horizontal plane referred to in
preceding -2. A well extending to the outer bottom may, however, be permitted at the after end of the shaft tunnel of
the craft subject to the approval of the Society.
4 A double bottom need not be fitted in way of watertight compartments of moderate size used exclusively for the
carriage of liquids, provided the safety of the craft, in the event of bottom or side damage, is not, in the opinion of the
Society, thereby impaired.
5 Notwithstanding the requirements in -1 to -4, with respect to craft which have sufficient survival capability
accepted by the Society in the case where a double bottom is omitted, or craft which are not engaged in international
voyages and are for restricted service, a double bottom may be omitted.
4.2 Double Bottoms in Cargo Craft
4.2.1 General
1 A double bottom is to be fitted extending from the collision bulkhead to the aft peak bulkhead, as far as this is
practicable and compatible with the design and proper working of the craft.
2 Where a double bottom is required to be fitted, its depth is to be to the satisfaction of the Society and the inner
bottom is to be continued out to the craft s side in such a manner as to protect the bottom to the turn of the bilge.
3 Small wells constructed in double bottom in connection with drainage arrangements of watertight spaces are not
to extend in depth more than necessary. A well extending to the outer bottom may, however, be permitted at the aft
end of the shaft tunnel of the craft subject to the approval of the Society.
4 A double bottom need not be fitted in way of watertight compartments of moderate size used exclusively for the
carriage of liquids, provided the safety of the craft, in the event of bottom or side damage, is not, in the opinion of the
Society, thereby impaired.
5 Notwithstanding the requirements in -1 to -4, with respect to craft which have sufficient survival capability
accepted by the Society in the case where a double bottom is omitted, or craft which are not engaged in international
voyages and are for restricted service, a double bottom may be omitted.
－44－
Chapter 5 ARRANGEMENTS OF ACCOMMODATION SPACES
5.1 Arrangements of Accommodation Spaces
5.1.1 General
1 Crew accommodation spaces and passenger spaces are not to be arranged within the following areas:
(1) The area at any level more than 1.8 m below designed maximum load line.
(2) The area forward of the collision bulkhead.
2 Crew accommodation spaces and passenger spaces are not to be directly adjacent to the tanks for carriage of fuel
oil. Such compartments are to be separated from the fuel oil tanks by cofferdams which are well ventilated and
accessible. Where the top of fuel oil tanks has no opening and is coated with incombustible coverings of 38 mm and
over in thickness, the cofferdam between such compartments and the top of fuel oil tanks may be omitted.
－45－
Part 5 DESIGN LOADS
Chapter 1 GENERAL
1.1 General
1.1.1 Application
The definitions and characters that appear in this Part are to be as specified in this Chapter, unless otherwise
specified elsewhere.
1.2 Definitions
1.2.1 Vertical Acceleration at Forward End

The vertical acceleration at forward end is an approximation for the average of 1/3 highest accelerations in g
(=9.81m/sec2) at the forward end. In this case, the forward end is the perpendicular at the intersection of the fore side
of the stem at centre line with the designed maximum load line defined in 2.1.12-2, Part 1 of this Rule.
1.2.2 Scantling Length of Craft

The scantling length of craft ( Ls ) is a horizontal distance in metres on the designed maximum load line defined
in 2.1.12-2, Part 1 of this Rule.
1.2.3 Range of Strengthened Bottom Forward

The range of strengthened bottom forward is the bottom part from the forward end of Ls to the position obtained
from the following formula abaft the forward end of Ls.
Ls æ V ö
ç4 + (m)
10 è 10W 1 / 6 ø
where:
V : Maximum speed defined by 2.1.8, Part 1 of the Rules.
W : Full load displacement defined by 2.1.14, Part 1 of the Rules.
1.2.4 Entrance Angle

The entrance angle ( a ) is the angle in degrees at the point to be considered, defined as the angle between a
longitudinal line parallel to the centreline of a craft and the tangential line to the shell plating in an assumed
horizontal plane through the midpoint of the distance between the cross point of the base line and the centreline and
the upper edge of the bottom shell plating at the transverse section to be considered (See Fig. 5.1.1).
Fig. 5.1.1 Entrance Angle ( a )
1.2.5 Deadrise Angle

The deadrise angel ( b ) is the angle in degrees at the point to be considered, defined as the angle between the
base line and the line from the cross point of the base line and the centreline to the upper edge of the bottom shell
plating at the transverse section to be considered. Where the deadrise angel is less than 10 o , the deadrise angel is to
be taken as 10 o (See Fig. 5.1.2).
－46－
Fig. 5.1.2 Deadrise Angle ( b )
1.2.6 Bottom Shell Plating

For the craft with chines, bottom shell plating is the shell plating located below the level of chines, and for the
craft with no chine, bottom shell plating is the shell plating located below the assumed boundary line which is to run
parallel to the base line and to run through the upper turn of bilge at midship section. (See Fig. 5.1.3).
Fig. 5.1.3 Range of Bottom Shell Plating
－47－
Chapter 2 DESIGN LOADS
2.1 Application
2.1.1 Application
The design loads detailed in 2.2 through 2.5 are to be applied to monohull craft of which length are less than 50
m and which are operated in the displacement mode.
2.1.2 Special Cases in Application

In craft of which length is more than 50 m or in craft of unusual form, proportion or operating mode, the design
loads will be considered in each case by the Society.
2.1.3 Simulation for Dynamics and Load of Crafts

1 Notwithstanding preceding 2.1.1 and 2.1.2, long term prediction of loads and stress acting on each part of the
hull is carried out using the response amplitude operator in regular waves obtained by the strip method or an
equivalent method, wave spectrum and long-term wave data on irregular sea surface.
2 In applying this procedure, approval is to be obtained beforehand from the Society on the calculation method of
response amplitude operator in regular waves, wave spectra, long-term wave data.
2.2 Design Loads for Bottom Construction
2.2.1 Design Loads for Bottom Construction

The design load for bottom construction ( PB ) is to be obtained in accordance with following requirements.
(1) Where the transverse section considered is positioned within the range of the strengthened bottom forward :
The design load for bottom construction ( PB ) is not to be less than that obtained from the following formula.
PB = PIM F (kN/m2)
where:
PIM : The peak value of the impact pressure acting on the bottom construction as obtained from the
following formula.
1 æ p2 ö
PIM = rK PW Vi 2 ç1 + (kN/m2)
2 ç 4 tan 2 x
è ø
r : The specific gravity of fresh or sea water of the service area where a craft is operated.
K PW : Compensating factor for impact load and obtained from the following formula. However, if the
calculated value of K PW is larger than 1, it should be 1, or if negative, it should be 0.
K PW = 1.0245 - 3.8 10-3 x - 1 10-4 x 2
x : The impact angle as obtained from the following formula.
o
x = tan -1 (tan b / cos a ) ( )
Vi : The velocity to determine the impact pressure acting on the bottom construction as obtained from the
following formula.
V i = V hz + V wz + V s tan q (m/sec)
Vhz : The vertical velocity of a craft as obtained from the following formula.
Vhz = 0.025p we ( X + Ls / 4) (m/sec)
we : As obtained from the following formula.
we = w + 2pV s / l
w : As obtained from the following formula.
w = 2pg / l
Vs : The advancing speed, which is independent of the maximum speed specified in 2.1.8, Part 1 of this
－48－
Rule, is to be the obtained bottom impact load and is not to be less than the value obtained from the
following formula.
V S1 = Fm gLs (m/sec)
Fm : As obtained from the following formula.
Fm = 0.8761 A f - 0.0565 A f - 0.0677 / A f - 0.4726
l : The wave length as obtained from the following formula.
l = (0.7174 + 1.101Fm - 0.009 Fm2 ) LS (m)
H w : The significant wave height as obtained from the following formula.
H w = l / 20 (m)
X : Distance from the middle of craft length L S , assuming it positive toward the bow.
V wz : The vertical velocity of wave as obtained from the following formula.
Vwz = wH w / 2 (m/sec)
A f : The designed vertical acceleration at forward end specified by the builder. However, the value of A f
is not to be less than the minimum value specified in Table 5.2.1 corresponding to the intended service
area and the type of the craft,
q : The slope angle of bow line as obtained from the following relation.
tan q = tan a tan b
F : The factor to be necessary for converting a peak value of bottom impact load to the mean effective
pressure, and is selected from the following (a) through (c), according to the value of x . In case
where the value of S0/Y exceeds 1, the value of S0/Y is to be taken as 1.
(a) In case of x £ 20 o ;
F = 0.172 + (0.03 - 0.064 / x - 0.0008x ) /( S 0 / Y )
-(0.1 - 0.1 / x + 0.008x )( S 0 / Y ) - 0.366 / x +
0.03x
(b) In case of x > 20 o ;
F = 1.653 - (0.02 - 0.504 / x - 0.0002x ) /( S 0 / Y )
-(0.41 + 0.788 / x - 0.008x )( S 0 / Y ) - 15 / x -
0.007x
(c) However, if the value obtained from (a) or (b) above exceeds 1, it shall be regarded as 1.
S 0 : Spacing (m) as follows ;
For plating and stiffeners: Spacing of stiffeners
For bottom girders: Breadth of the area supported by the girder
For bottom transverses: Spacing measured from the cross point of base line and centreline to upper
edge of the bottom shell plating to be considered.
Y : Half of the distance from bottom centre to the chain or the bottom plating end to be considered (See
Fig.5.2.1). However, for bottom transverses, the distance from the bottom centre to the chin or the
bottom plating end to be considered.
(2) Where the transverse section considered is positioned outside of the range of the strengthened bottom forward:
The designed load for bottom construction for the aft end of the range of the strengthened bottom forward (P0) is
to be obtained by the requirement in preceding (1), and the designed load for bottom construction for the aft end
of Ls is to be taken as P0/2. The intermediate value of the design loads for bottom construction is to be obtained
by linear interpolation as shown in Fig. 5.2.2.
(3) Notwithstanding the requirements of the preceding (1) and (2), any PB are not to be less than the minimum
value of PB obtained from the following formula.
min
PB min
= 10 (d + H w + f h B ) (kN/m2)
where:
H w : As specified in (1).
f h : Coefficient corresponding to the kinds of the craft as follows ;
Passenger craft : 0.13
－49－
Cargo craft : 0.18
Table 5.2.1 Minimum Vertical Acceleration at Forward End

Passenger craft Cargo craft
Smooth water service 1.00 1.00
Coasting service 1.25 1.50
Others 1.50 2.00
Fig. 5.2.1 Measurement of Y
Fig. 5.2.2 Distribution of Design Loads for Bottom Construction
Note:
1. 0 and L S on the horizontal axis mean the aft and forward end of L S respectively.
2. The coloring part in this figure is to be in accordance with 2.2.1(1) in this Chapter.
2.3 Design Loads for Side Construction
2.3.1 Design Loads for Side Construction

The design load for side construction ( PS ) is not to be less than the value obtained from the following formula.
PS = 10(d + H w + f h B - h¢) (kN/m2)
where:
H w : As specified in 2.2.1(1).
f h : As specified in 2.2.1(3).
h ¢ : Vertical distance measured in metres from the top of keel to the chine or the upper edge of the bottom
shell plating to be considered (Referred in 1.2.6 in this Chapter).
－50－
2.4 Design Loads for Deck Construction
2.4.1 Design Loads for the Exposed Deck Construction

1 The design load for freeboard decks, superstructure decks deckhouses right above the freeboard deck is not to be
less than the value obtained from the following formula.
PD = kaLS + b (kN/m2)
where:
a and b : Coefficient as given in Table 5.2.2.
k : Coefficient corresponding to the intended service area of the craft as follows;
Smooth water service : 0.25
Coasting service : 0.50
Others : 1.00
2 The design load for the second or more tier superstructure decks above freeboard deck may be determined by
using 0.5a in lieu of a in the formula specified in preceding -1.
2.4.2 Design Loads for Other Deck Construction

The design loads for decks intended to carry ordinary cargoes, passenger, stores, etc. are not to be less than that
obtained from the following formula.
PD = CA f Pcargo (kN/m2)
where:
C : Coefficient as shown in Fig. 5.2.3 corresponding to the position where cargoes are loaded.
Af : As specified in 2.2.1(1) in this Chapter.
Pcargo : The standard design loads for decks corresponding to the purpose of the deck as follow;
For decks intended to carry ordinary cargoes: Maximum design load specified by the builders (kN/m2).
For decks used for stores: 7.0 (kN/m2).
For decks exclusively used for passengers, accommodation or navigation spaces: 4.6 (kN/m2).
Table 5.2.2 Values of a and b

a
Decks Beams Girders, b
Pillars
Afore 0.3 Ls from the fore 0.51 0.33 0.13 4.6
end (including the location at
0.3 Ls from the fore end)
Abaft 0.3 Ls from the fore 0.27 0.16 0.11
end and supertructure deck
Fig. 5.2.3. Distribution of the Vertical acceleration
Note:
0 and Ls on the horizontal axis mean the aft and forward end of Ls respectively.
－51－
2.5 Design Loads for Deck Houses and Superstructures
2.5.1 Design loads for deck houses and superstructures

1 The design loads for deck houses and superstructures ( PH ) are not to be less than that obtained from the
following formulae.
Exposed front bulkhead and wall on the first tier: PH = 12 .5 + 0 .05 LS (kN/m2)
Others: PH = 6 .25 + 0.025 L S (kN/m2)
2 The design loads for deck houses and superstructures ( PH ) need not exceed the values stipulated in preceding
2.4.1 in this Chapter.
2.6 Design Loads for Watertight Bulkheads and Deep Tanks
2.6.1 Design Loads for Watertight Bulkheads

The design loads for watertight bulkheads ( PWT ) are not to be less than that obtained from the following
formula.
PWT = 10hW (kN/m2)
where:
hW : Vertical distance measured from the lower edge of the plates to the top of upper deck on centre line (m).
However, for the collision bulkhead, the value specified above is to be multiplied by 1.25.
2.6.2 Design Loads for Deep Tanks

The design loads for deep tanks ( PDT ) are not to be less than that obtained from the following formula.
PDT = 10 rCA f h D (kN/m2)
where:
r : The specific gravity of liquid which is intended to carry. However, where the value is less than 1, the
specific gravity is to be taken 1.
C and A f : As specified in 2.4.2 in this Chapter.
h D : Vertical distance measured from the lower edge of the plates to the mid-point of the height between the
top of tanks and the top of overflow pipes (m).
2.7 Deck Load Supported by Pillars
2.7.1 Deck Load supported by Pillars

1 Deck Load w supported by Pillar is not to be less than the value obtained from the following formula:
w = kw0 + SbPD (kN)
where:
S : Distance between the mid-points of two adjacent (before or behind) spans of girders supported by the
pillars, the bulkhead stiffeners or girders at respective subdivisions (m) (See Fig. 5.2.4).
b : Mean distance between the mid-points of two adjacent (right or left) spans of beams supported by the
pillars or the frames (m) (See Fig. 5.2.4).
PD : Deck load specified in 2.4.1 for the deck supported (kN/m2).
w0 : Deck load supported by the upper tween deck pillar (kN).
k : As obtained from the following formula according to the ratio of the horizontal distance a i (m) from
the pillar to the tween deck pillar above to the distance l j (m) from the pillar to the pillar or bulkhead
(See Fig. 5.2.4).
3 2
æa ö æa ö
2ç i - 3ç i + 1
çl çl
è j ø è j ø
2 Where there are two or more tween deck pillars provided on the deck girder supported by a line of lower pillars,
the lower pillar is to be of the scantlings required by -1, taking kw0 for each tween deck pillar provided on two
－52－
adjacent spans supported by the lower pillars.

3 Where tween deck pillars are shifted from the lower pillars in athwartship direction, the scantlings of lower
pillars are to be determined in accordance with the principle in -1 and -2.
Fig. 5.2.4 Measurement of S , b , l , etc.
2.8 Longitudinal Bending Moments
2.8.1 Maximum Longitudinal Bending Moments at the Midship Part

1 Maximum longitudinal bending moment at the midship part (M) is not to be less than that obtained from
following formula.
0 . 351 A f L3S BW
(kN-m)
13 .7 + 18 . 5 Fm + 9 . 91 Fm2
where:
A f and Fm : As specified in preceding 2.2.1(1) in this Chapter.
BW : Horizontal distance measured from the outside of shell plating to the opposite outside of shell plating at
the designed maximum load line (m).
2 In addition to -1 above, for the craft with Ls more than 60 m, maximum longitudinal bending moment at the
midship part (M) is not to be less than that obtained from following formula in consideration of longitudinal bending
moment in still water and wave induced longitudinal bending moment.
M S + M W (kN-m)
where:
MS and M W : As specified in 15.2.1, Part C or 15.2.1, Part CS of the Rules for the Survey and
－53－
Chapter 1 HULL CONSTRUCTION FOR STEEL OR ALUMINIUM ALLOYS

CRAFT
1.1 General
1.1.1 Application
The requirements of this chapter apply to the craft constructed in steel aluminium alloy.

In craft of which scantling length is specially short or in craft to which requirements in this Part, for some
special reasons, are not directly applicable, hull construction, equipment, arrangement and scantlings are to be at the
Society s discretion, notwithstanding the provisions in the preceding 1.1.1.
1.2 Definition
1.2.1 Application
The definitions and characters that appear in this Chapter are to be as specified in this Chapter, unless otherwise
1.2.2 Yield Point or Proof Stress of the Material Used

1 Yield point or proof stress ( s y ) of rolled steels for hull structure specified in this Chapter is to be given in Table
6.1.1.
2 Proof stress ( s y ) of aluminium alloys for hull structure is to be given in Table 6.1.2
Table 6.1.1 Yield Point or Proof Stress of Rolled Steels for Hull Structure
Symbols of materials Yield point or proof stress (N/mm2)
KA, KB, KD, KE 235
KA32, KD32, KE32, KF32 315
KA36, KD36, KE36, KF36 355
KA40, KD40, KE40, KF40 390
－54－
Table 6.1.2 Grades and Proof Stress of Aluminium Alloys for Hull Structures
Grades and symbols of Temper condition Thickness t (mm) Proof stress (N/mm2)
aluminium alloys
5000 series 5083P O, H112 t £ 50 125
H116, H321 t £ 50 190
5083S O, H112 t £ 50 110
H111 t £ 50 165
5086P O t £ 50 95
H112 t £ 12.5 125
12.5<t £ 50 105
H116 t £ 50 165
5086S O, H111, H112 t £ 50 95
5754P O t £ 50 80
6000 series 6005AS T5, T6 t £ 50 115
6061P T6 t £ 6.5 115
6061S T6 t £ 50 115
6082S T5, T6 t £ 50 115
1.3 General Requirements on Hull Construction
1.3.1 Application for Steels

Where the steels are used for hull structures, the grades of the steels are to be in accordance with the
requirements specified in 1.1.11 and 1.1.12, Part C of the Rules for the Survey and Construction of Steel Ships.
1.3.2 Restriction of Application for Aluminium Alloys

1 Aluminium alloys whose symbols are 6005AS，6061P and 6061S and do not have suitable characteristic for
anti-corrosion against sea water as considered by the Society, in principle, are not to be used for parts likely to
contact with sea water in normal operation.
2 Where suitable corrosion protection measures such as surface treatment are provided to aluminium alloys
specified in -1 and effectiveness of those corrosion protection are deemed appropriately by the Society, such
aluminium alloys may be used for parts likely to contact with sea water in normal operation.
1.3.3 Scantlings
1 Unless otherwise specially specified, the section modules of members required by this Part are those including
the plates with the effective breadth of 0.1l on either side of the members. However, the breadth of 0.1l is not to
exceed one-half of the spacing of member. l is the length specified in the relevant requirements.
2 Where flat bars, angles or flanged plates welded to form beams, frames or stiffeners for which section modules
are specified, they are to be of suitable depth and thickness in proportion to the section modulus specified in this Part.
3 The flanging inner radius is not to be less than two times but not greater than three times thickness of plates.
4 Tripping brackets are to be provided at an suitable interval so as to support girders.
1.3.4 Connection of Ends of Stiffeners, Girders and Frames

1 Where the ends of girders are connected to bulkheads, tank tops, etc., the end connections of all girders are to be
balanced by effective supporting members on the opposite side of bulkheads, tank tops, etc.
2 Length of the frame-side arm of bracket, connected to the frames or stiffeners of the bulkhead or deep tanks etc.,
is not to be less the one-eighth of l specified in the relevant requirements, unless otherwise specially specified.
1.3.5 Brackets
1 The thickness of brackets is to be suitably increased where the depth of brackets at throat is less than two-thirds
of that of the bracket.
2 Where lightening holes are cut in brackets, the distance from the circumference of hole to the free flange of
bracket is not to be less than the diameter of lightening hole.
－55－
3 Where the length of the longer arm exceeds 800 mm, the free edges of brackets are to be stiffened by flanging or
by other means, except where tripping brackets or the like are provided.
1.3.7 Modification of Span ( l ) for Thicker Brackets

Where brackets of not less thickness than that of the girder plates, the value of l specified in 1.7.1 of this Chapter
may be modified in accordance with the following:
(1) Where the sectional area of face plate of the bracket is not less than one-half of that of the girder and the face
plate of the girder is carried to the bulkhead, deck, tank top, etc., l may be measured to a point 0.15 m inside the
toe of bracket.
(2) Where the sectional area of face plate of the bracket is less than one-half of that of the girder and the face plate
of the girder is carried on to the bulkhead, deck, tank top, etc., l may be measured to a point where the sum of
sectional areas of the bracket and its face plate outside the line of girder is equal to the sectional area of face
plate of girder, or to a point 0.15 m inside the toe of bracket, whichever is greater.
(3) Where brackets are provided and the face plates of girders extend along the free edge of brackets to the bulkhead,
deck, tank top, etc., even if the free edge of brackets is curved, l is to be measured to the toe of bracket.
(4) Brackets are not to be considered effective beyond the point where the arm along the girder is 1.5 times the
length of arm on the bulkhead, deck, tank top, etc.
(5) In no case is the allowance in l at either end to exceed one-quarter of the overall length of the girder including
the part of end connection.
1.3.8 Workmanship
1 The workmanship is to be of the best quality. During construction, the builder is to supervise and inspect in
detail every job performed in shed and yard as well.
2 The connection of structural parts of hull is to be fair and sound.
3 The edges of plates are to be accurate and fair.
4 Where frames or beams pass through watertight deck or bulkhead, the deck or bulkhead is to be constructed
watertight without using wooden materials or cement.
5 The details of welded joints and their workmanship are to be as specified in Part 3 of this Rule.
1.3.9 Structural Details

1 Special attention is to be paid to the arrangements of hull structural members so that welding may be carried out
without much difficulty.
2 Structural discontinuities and the abrupt changes of cross sections are to be avoided as far as practicable, and
welding joints are to be properly shifted from places where the stresses may highly concentrate.
3 Corners of all openings are to be well rounded.
4 Where rigid structural members with small sectional area, such as brackets, are welded on relatively thin plate,
at least the toes of members are to be welded just on other rigid members.
5 Upper ends of sheer strakes in midship part are to be finished smooth, and bulwark or equipment is not to be
directly welded to the shear strakes.
1.4 Longitudinal Strength
1.4.1 Special Case in Application

In case there are items for which direct application of the requirements in this Chapter is deemed unreasonable
for craft, these items are to be in accordance with the discretion of the Society.
1.4.2 Loading Manual

1 In order to enable the ship master to adjust the loading of cargo and ballast to avoid the occurrence of
unacceptable stress in the craft s structure, the craft, with L f not less than 100m, is to be provided with a loading
manual approved by the Society.
2 In the loading manual, as required in the preceding -1, at least the following items are to be included.
(1) Loading conditions on the basis of which the craft is designed, and the allowable limits of longitudinal still
water bending moment and still water shearing force.
－56－
(2) Results of calculation of longitudinal still water bending moment and still water shearing force corresponding to
the loading conditions.
(3) Allowable limits of local loads applied to hatch covers, deck, double bottom construction, etc., where deemed
necessary by the Society.
1.4.3 Loading Computers

For craft to be provided with a loading manual in accordance with the requirements of the preceding 1.4.2, a
loading computer capable of readily computing longitudinal still water bending moment and still water shearing force
generated in the craft corresponding to all the loading conditions of cargo and ballast having the performance and
functions as deemed appropriate by the Society is to be provided.
1.4.4 Continuity of Strength

Longitudinal members are to be so arranged as to maintain the continuity of strength.
1.4.5 Bending Strength at the Midship Part

The section modules of the transverse sections of hull at the midship part of Ls are not to be less than the values
obtained from the following formula.
3
M / s all 10 3 (cm )
where:
M : As specified in 2.8, Part 5 of this Rule.
s all : Allowable stress obtained from the following formula.
0.60s y (N/mm2)
s y : Yield point or proof stress of the materials used. (N/mm2)
1.4.6 Calculation of Section Modulus of Transverse Section of Hull

The calculation of the section modulus of the transverse section of hull is to be based on the following
requirements, as given in (1) through (6).
(1) All longitudinal members which are considered effective to the longitudinal strength are to be included in the
calculation.
(2) Deck openings on the strength deck are to be deducted from the sectional area used in the calculation of section
modulus.
(3) Notwithstanding the requirements in (2), small openings on the strength deck need not be deducted, provided
that the sum of their breadths in one single transverse section does not reduce the section modulus at the strength
deck or the craft bottom by more than 3%.
(4) Deck openings specified in (2) and (3) include shadow area obtained by drawing two tangential lines with an
opening angle of 30 degrees having their apex on the line drawn through the centre of the small openings along
the length of the craft.
(5) The section modulus at the strength deck is to be calculated by dividing the moment of inertia of the athwartship
section about its horizontal neutral axis by the following distance (a) or (b), whichever is greater.
(a) Vertical distance from the neutral axis to the top of the strength deck beam and the side of the craft (m).
(b) Distance obtained from the following formula :
æ Xö
Y ç 0.9 + 0.2 (m)
è Bø
where:
X : Horizontal distance from the top of continuous strength member to the centre line of the craft (m).
Y : Vertical distance from the neutral axis to top of continuous strength member (m). In this case, X and
Y are to be measured at the point which gives the largest value to the above formula.
(6) The section modulus at craft bottom is to be calculated by dividing the moment of inertia of the athwartship
(a) Vertical distance from the neutral axis to the base point of D.
(b) Vertical distance from the neutral axis to the bottom of keel in case where the keel is of hat-type
construction.
－57－
1.5 Plating
1.5.1 General
1 All openings in the shell plating where provided, are to have their corners well rounded and to be compensated
as necessary.
2 In cases where the recesses are provided in the shell plating for sea suction or discharge, the shell plating around
recesses are to be suitably reinforced as necessary.
3 The shell platings which are likely to contact with an anchor or anchor chain cables are to be increased in
thickness or to be doubled as necessary.
4 The shell plating fitted with water jet propulsion systems are to be increased in thickness or to be doubled as
necessary.
1.5.2 Minimum Thickness

Minimum thickness of the respective plating is not to be less than the that obtained from the following formula.
g L s (mm)
where:
g : Values as given in Table 6.1.3.
Table 6.1.3 Values of g

Steels Aluminium
Alloys
Bottom shell plating 0.65 f s 0.75 f a
Side shell plating 0.60 f s 0.65 f a
Exposed deck plating - 0.50 f a
Cargo/car deck plating - 0.50 f a
Other deck plating - 0.45 f a
Watertight bulkhead plating - 0.45 f a
Deep Tank Bulkhead plating - 0.50 f a
Note:
f s : Coefficient obtained from the following formula.
235 / s Y
s Y : Yield point or proof stress of steels used (N/mm2)
f a : Coefficient obtained from the following formula.
128 / s P
s p : Proof stress of aluminium alloys used in the unwelded condition. However, it is to be less
than 70% of its tensile strength (N/mm2).
1.5.3 Scantling Determination of Plating

Thickness of plating is not to be less than that obtained from the following formula.
QS P
+ C (mm)
s all
Where:
Q : As given by following.
For watertight bulkhead plating : 15.8
For other plating : 22.4
S : Spacing of longitudinals or stiffeners (m)
P : Design load specified in Table 6.1.4 corresponding to a kind of plating. Design loads specified in Table
6.1.4 are to be in accordance with Part 5 of this Rule (kN/m2).
s all : Allowable stress specified in Table 6.1.4 (kN/m2)
C : Corrosion margin corresponding to the material used as given by following.
－58－
For steels : 1.0 (mm)

For aluminium alloys : 0 (mm)
Table 6.1.4 Design Load and Allowable Stress

P s all
Bottom shell plating PB 0.73s y
Side shell plating PS 0.73s y
Deck plating PD 0.73s y
Deckhouse/superstructure bulkhead planting PH 0.91s y
Longitudinal watertight bulkhead planting PWT 0.73s y
Transverse watertight bulkhead planting PWT 0.91s y
Longitudinal deep tank bulkhead planting PDT 0.73s y
Transverse deep tank bulkhead planting PDT 0.91s y
Note:
s y is yield point or proof stress of the material used (N/mm2)
1.5.4 Plating of Extruded Shapes

Where platings of extruded shapes are used, bending stress at any point on the subject plating between stiffeners
is to be less than allowable stress, provided that the subject plating is to be fixed at positions of stiffeners.
1.6 Longitudinals and Stiffeners
1.6.1 Connections of Ends of Longitudinals and Stiffeners

Longitudinals and stiffeners are to be connected to bulkheads, girders or similar rigid construction by brackets in
general. However, lug-connection may be substituted at the Society s discretion.
1.6.2 Continuity of Longitudinals

Longitudinals are to be continuous or to be connected with careful attention to the continuity of strength.
1.6.3 Parts where Longitudinals are transformed to Transverse Stiffeners

In parts where longitudinals are transformed to transverse stiffeners, special care is to be taken to keep
continuity of strength.
1.6.4 Scantling Determination of Longitudinals and Stiffeners

Section modulus of longitudinals and stiffeners is not to be less than that obtained from the following formula.
83.3CSPl 2
(cm3)
s all
where:
C : Safety factor for corrosion as given by following.
For steels : 1.1
For aluminium alloys : 1.0
S : Spacing of longitudinals or stiffeners (m)
P : Design load specified in Table 6.1.5 corresponding to a kind of longitudinals or stiffeners. Design loads
specified in Table 6.1.5 are to be in accordance with Part 5 of this Rule (kN/m2).
l : Span measured between the adjacent supports of stiffeners including the length of connection (m). Where
girders are provided, l is the distance from the heel of end connection to the first girders or the distance
between the girders.
－59－

P s all
Bottom longitudinals PB 0.73s y
Bottom frames PB 0.91s y
Side longitudinals PS 0.73s y
Side frames PS 0.91s y
Longitudinal beams PD 0.73s y
Transverse beams PD 0.91s y
Stiffeners fitted on deckhouse/superstructure bulkheads PH 0.91s y
Longitudinals fitted on watertight bulkheads PWT 0.73s y
Stiffeners fitted on watertight bulkheads PWT 0.91s y
Longitudinals fitted on deep tank bulkheads PDT 0.73s y
Stiffeners fitted on deep tank bulkheads PDT 0.91s y
Note:
1.6.5 Connecting Coefficient

Notwithstanding the provisions in preceding 1.6.1, stiffeners for watertight bulkheads and deep tanks may use
snips for their ends. In this case, the section modulus for stiffeners is not to be less than the value obtained by
multiplying the value specified 1.6.4 with the coefficient F selected from Table 6.1.6.
Table 6.1.6 Coefficient F

Supported by girders, lug Only the web of stiffener End of stiffeners
or bracket connections attached at end unattached
Supported by girders, lug or 1.0 1.15 1.35
bracket connections
Only the web of stiffener 1.15 1.35 1.60
attached at end
End of stiffeners unattached 1.35 1.60 2.0
1.6.6 Deck Beams Supporting Special Heavy Loads

The deck beams supporting special heavy loads in way of deck machinery, etc. are to be properly reinforced by
increasing the scantlings of beams, or by the additional deck girders or pillars.
1.7 Girders
1.7.1 Scantling Determination of Girders

1 Section modulus of girders supporting longitudinals or stiffeners is not to be less than that obtained from the
following formula.
mCSPl 2
(cm3)
s all
Where:
m : Coefficient as given in Table 6.1.8, according to the boundary condition of end connection.
C : Safety factor for corrosion as given by following.
For steels : 1.1
For aluminium alloys : 1.0
S : Breadth of the area supported by the girder (m)
P : Design load specified in Table 6.1.7 corresponding to a kind of girders. Design loads specified in Table
－60－

l : Span measured between the adjacent supports of girders (m).
s all : Allowed stress specified in Table 6.1.7.
2 Web sectional area of girder supporting stiffener is not less than the value obtained from the following formula.
nCSPl
(cm2)
t all
where:
n : Coefficient as given in Table 6.1.8, according to the boundary condition of end connection.
C , S , l and P : As specified in preceding -1.
t all : Allowed stress specified in Table 6.1.7.

P s all t all
Bottom girders PB 0.73s y 0.42s y
Bottom transverses PB 0.91s y 0.53s y
Side stringers PS 0.73s y 0.42s y
Wed frames PS 0 .91s y 0.53s y

Deck girders PD 0.73s y 0.42s y
Deck transverses PD 0 .91s y 0.53s y
Girders and transverses PH 0 .91s y 0.53s y

fitted on deckhouse/
superstructure bulkheads
Girders fitted on watertight bulkheads PWT 0.73s y 0.42s y
Transverses fitted on watertight bulkheads PWT 0 .91s y 0.53s y
Girders fitted on deep tank bulkheads PDT 0.73s y 0.42s y
Transverses fitted on deep tank bulkheads PDT 0 .91s y 0.53s y
Note:
Table 6.1.8 Coefficients m and n

(2)
Boundary Condition m and n
(1)
End 1 End 2 At End 1 Mid Span(1) At End 2(1)
m n m n m n
Fixed Fixed 83.3 5 41.7 3 83.3 5
Supported Fixed 55 3.8 70.3 4.3 125 6.3
Supported Supported 80 5 125 3 80 5
1.8 Pillars
1.8.1 Pillars in Tween Decks

Pillars in tween decks are to be arranged directly above those under the deck, or effective means are to be
provided for transmitting their loads to the supports below.
1.8.2 Pillars in Holds

The pillars in holds are to be provided in line with the keel or double bottom girders or as close thereto as
practicable, and the structure above and under pillars is to be of ample strength to provide effective distribution of the
load.
－61－
1.8.3 Connection of Pillar Ends

The head and heel of pillars are to be secured by thick doubling plates and brackets as necessary.
1.8.4 Reinforcement of Structures to which Pillars

Where the pillars are connected to the deck plating, stiffeners or girders, these structures are to be efficiently
strengthened.
1.8.5 Scantling of pillars

The sectional area of pillars is not to be less than the value derived from the following formula.
21.54 w
2
(cm2)
253.3 2 æ l ö
sy - s y çç
E è k0 ø
w : Deck load supported by pillars and is determined by provisions given in 2.7, Part 5. (kN)
s y : Yield strength or proof stress of the material used. (N/mm2)
l : Distance from the lower end of pillar to the lower side of beam or deck girder supported by the pillar. (m)
(See Fig. 5.2.4)
k 0 : Minimum radius of gyration of the cross section of pillars. (cm)
2
E : Elasticity constant of the material used. (N/mm )
1.8.6 Pillars Provided in Deep Tanks

For the pillars provided in deep tank, hollow typed pillars are not to be used.
1.9 Rudders
1.9.1 Applications
1 The requirements in this section apply to the hanging type of a rudder which has no bearing part below the neck
bearing.
2 Rudders other than rudders specified in preceding -1 will be considered in each case by the Society.
1.9.2 Materials
The rudder stock is to be made of steel forgings. However, steel castings may be used for the material of the
rudder stock subject to the approval of the Society.
1.9.3 Sleeves and Bushes

The neck bearings are to be provided with sleeves and bushes.
1.9.4 Rudder Stocks

1 The stock diameter ( d st ) is not to be less than that obtained from the following formula.
3 220
k V 2 Ah
s ys
where:
k : Coefficient obtained from the following formula, but not to be less than 9.
W 1/ 6
44.5
V
V : As specified in 2.1.8, Part 1 of this Rule.
W : As specified in 2.1.14, Part 1 of this Rule.
A : Area of rudder plate (m2).
h : Vertical distance between the lower end of the neck bearing and the lower end of the rudder (m).
s ys : Yield point or proof stress of the material used for the rudder stock (N/mm2).
2 For the craft whose maximum speed is not so fast, the scantling determination of the rudder stock will be
considered in each case by Society.
1.9.5 Rudder Plate

1 The thickness of the rudder plate consisted of single plate is to be not less than that obtained from the following
－62－
formula, but is not to be less than 6 mm.

2b + c d st3 s ys
0.768(1 - k ) +C
a + 2b c s yp
where:
k : Ratio between the vertical distance measured from the upper end of the rudder to the lower end of the
rudder stock and l.
l : Vertical distance measured between the upper end of the rudder and the lower end of the rudder (mm).
(See Fig. 6.1.2)
a : Breadth of the rudder at the upper end (mm). (See Fig. 6.1.2)
b : Breadth of the rudder at the lower end (mm). (See Fig. 6.1.2)
c : Breadth of the rudder at the lower end of the rudder stock (mm). (See Fig. 6.1.2)
d st : Rudder stock diameter (mm). (See Fig. 6.1.2)
s ys :As specified in preceding 1.9.4-1.
s yp :Yield point or proof stress of the material used for the rudder plate (N/mm2).
C : Corrosion margin corresponding to the material used for the rudder plate as given by following.
For stainless steels or equivalent corrosion-resistant materials : 0 (mm)
2 The thickness of the rudder plate consisting of double plates is to be not less than that obtained from the
following formula.
(1) Where V £ 23.5 d
2
æV ö 490
14.8k1 S 0.238ç +d +C
è 10 ø s yp
k1 : Coefficient obtained from the following formula.
0.688 + 0.205 / L - 0.341 / L2
L : The aspect ratio of the considered panel.
S : Spacing of horizontal or vertical rudder frames, whichever is smaller (m).
V : As specified in preceding 1.9.4-1.
s yp : As specified in preceding 1.9.5-1.
C : Corrosion margin corresponding to the material used for the rudder plate as given by following.
For stainless steels or equivalent corrosion-resistant materials : 0 (mm)
(2) Where V > 23.5 d
2
æV ö 490
12.8k1 S 0.741ç -d +C
è 10 ø s yp
Where:
k1 , S , V , s yp and C : As specified in (1) above.
－63－
Fig. 6.1.2 Measurement of a , b , c and d
Notes:
(1) The position at End 1 and 2 means the part for 0.2l from each end. And, Mid Span means the part for 0.6l amidships.
(2) Fixed means a case where the scantlings (sectional areas, section modulus and sectional moment of inertia) of
girder adjacent to the girder concerned are larger than those of the girder concerned. When the scantlings of the
girder concerned are larger than those of adjacent girder, the boundary conditions should be Supported .
(3) In case where boundary conditions are considered as intermediate values of fixed and supported , the severer
condition is be selected.
1.10 Shaft Brackets
1.10.1 General
Shaft brackets are to be of ample strength and to be strongly connected to the main hull structures.
1.11 Engine Girders and Floors
1.11.1 General
Scantling determination of the engine girders and floors will be considered appropriate by the Society taking
into account of the concentration of the heavy load and the vibration generated by the main engines, etc.
－64－
Chapter 2 HULL CONSTRUCTION FOR FRP CRAFT
2.1 General
2.1.1 Application
1 The requirements in this Chapter are applied to FRP craft moulded by hand lay-up method or spray lay-up
method, using fibreglass reinforcements and unsaturated polyester resins. Wooden craft only covered with FRP or the
craft of similar construction are not regarded as FRP craft.
2 The requirements in this Chapter are applied to FRP craft of less than 35 m in length of normal form and
proportion. The requirements for FRP craft of more than 35 m in length will be considered in each case by the
Society.

In craft of which scantling length is specially long or in craft to which requirements in this Part, for some special
reasons, are not directly applicable, hull construction, equipment, arrangement and scantlings are to be at the
Society s discretion, notwithstanding the provisions in the preceding 2.1.1.
2.2 Definitions
2.2.1 Application
The definitions and characters that appear in this Chapter are to be as specified in this Chapter, unless otherwise
2.2.2 Fibreglass Reinforcements

The fibreglass reinforcements are glass chopped strand mats (hereinafter referred to as chopped mats ), glass
roving cloths (hereinafter referred to as roving cloth ) and glass roving (hereinafter referred to as roving ) of
reinforcements for FRP manufactured from long fibres.
2.2.3 Resins
The resins are liquid unsaturated polyester resins for laminating and gelcoat.
2.2.4 Laminating
Laminating is an operation of laying succeeding glass fibre reinforcements impregnated with resin before curing
or before the preceding layer advances in cure.
2.2.5 Bonding
Bonding is an operation of connecting the FRP already advanced in cure with other FRP members, timbers, hard
plastic foams, etc. by means of impregnating fibreglass reinforcements with resin.
2.2.6 Moulding
Moulding is an operation of manufacturing FRP products with definite form, strength, etc., by means of
laminating or bonding.
2.2.7 Single Skin Construction

The single skin construction is a construction composed of FRP single panels moulded with fibreglass
reinforcement and resin.
2.2.8 Sandwich Construction

The sandwich construction is a construction having FRP layers adhered to the both sides of core material such as
hard plastic foam, balsa, timber (including plywood), etc.
2.2.9 Hand Lay-Up Method

The hand lay-up method is a method of manual moulding by impregnating fibreglass reinforcements with resin.
－65－
2.2.10 Spray Lay-Up Method

The spray lay-up method is a method of moulding by spraying simultaneously fibreglass reinforcements and
resin using spray lay-up apparatus.
2.2.11 Bending Strength of FRP Laminates

Bending strength of FRP laminates ( s b ) (included FRP laminate of inner and outer layer of sandwich
laminates) is the value in N/mm2 obtained from the tests specified in 4.4.4-2(1)(d) of the Rules for the Survey and
2.2.12 Modulus of Bending Elasticity of FRP Laminates

Modulus of bending elasticity of FRP laminates ( E f ) (included FRP laminate of inner and outer layer of
sandwich laminates) is the value in N/mm2 obtained from the testing specified in 4.4.4-2(1)(e) of the Rules for the
Survey and Construction of Ships of Fibreglass Reinforced Plastics.
2.2.13 Tensile Strength of FRP Laminates

Tensile strength of FRP laminates ( s t ) (included FRP laminate of inner and outer layer of sandwich laminates)
is the value in N/mm2 obtained from the testing specified in 4.4.4-2(1)(f) or 4.4.4-2(2)(b) of the Rules for the Survey
and Construction of Ships of Fibreglass Reinforced Plastics.
2.2.14 Modulus of Tensile Elasticity of FRP Laminates

Modulus of tensile elasticity of FRP laminates ( E t ) (included FRP laminate of inner and outer layer of
sandwich laminates) is the value in N/mm2 obtained from the testing specified in 4.4.4-2(1)(g) of the Rules for the
2.2.15 Sheering Strength of Sandwich Laminates

Sheering strength of Sandwich laminates ( t a ) is the value in N/mm2 obtained from the testing specified in
4.4.4-2(2)(c) of the Rules for the Survey and Construction of Ships of Fibreglass Reinforced Plastics.
2.2.16 Compressive Strength of Core Materials for Sandwich Construction

Compressive strength of core materials for sandwich construction ( s c ) is the value in N/mm2 obtained from the
testing whichever is better in 4.2.1 and 4.3.5-2(2), 4.3.5-3(2) or 4.3.5-4(1) of the Rules for the Survey and
2.2.17 Modulus of Compressive Elasticity of Core Materials for Sandwich Construction

Modulus of compressive elasticity of core materials for sandwich construction ( E c ) is the value in N/mm2
obtained from the testing whichever is better in 4.2.1 and 4.3.5-2(2), 4.3.5-3(2) or 4.3.5-4(1) of the Rules for the
2.3 General Requirements for Hull Construction
2.3.1 Scantlings
1 Scantlings required in this Chapter are specified for FRP craft moulded with fibreglass reinforcements
composed of chopped mats or roving cloths and moulded with FRP having the strength specified in 2.1.4 in Part 3.
2 In cases where the scantlings of laminates of sandwich construction are calculated, the modulus of bending
elasticity of the inner or outer layer of FRP of laminates of sandwich construction may be obtained from the material
tests specified in 4.4.4 of the Rules for the Survey and Construction of Ships of Fibreglass Reinforced Plastics.
3 In calculating the sectional modulus of structural members, the actual FRP laminates of 150 mm on either side
of the web are to be included.
4 In cases where hat-type girders or stiffeners are used for hull construction, spacing for girders, stiffeners and
plate panel for scantling determination are to be measured in accordance with following (1) through (3) respectively
(See Fig. 6.2.1).
(1) Spacing for girders is to be measured from centre to centre on the girders.
(2) Spacing for stiffeners is to be measured from centre to centre on the stiffeners.
(3) Spacing for plate panel is to be measured between inner webs of hat-type girders or stiffeners which support
－66－
plate panel.
Fig. 6.2.1 Spacing for Structural Members
2.3.2 Weight of Fibreglass Reinforcements and Thickness Laminates

1 The thickness of laminates per ply of chopped mats or roving cloths may be as obtained from the following
formula:
WG WG WG
+ - (mm)
10g R G 1000g G 1000g R
where:
WG : Designed weight per unit area of chopped mats or roving cloth (g/m2).
G : Glass content of laminate (ratio in weight) (%).
g R : Specific gravity of cured resin.
g G : Specific gravity of chopped mats or roving cloths.
2 The glass content (G) specified in the preceding -1 is preferable to be the value per ply for the actual laminates.
However, it may be taken as the mean glass content of the whole laminates.
3 The specific gravity of chopped mats or roving cloths ( g G ) specified in the preceding -1 may be taken as 2.5 in
calculation of the thickness, if nothing specially intervenes.
4 The specific gravity of cured resin ( g R ) specified in the preceding -1 may be taken as 1.2 in calculation of the
thickness, unless any fillers are used in order to make the resin heavier.
5 Calculation of the thickness of laminates with fibreglass reinforcements other than chopped mats and roving
cloths is to be in accordance with the discretion of the Society.
2.4 Longitudinal Strength
2.4.1 Special Case in Application

In case there are items for which direct application of the requirements in this Chapter is deemed unreasonable
for craft, these items are to be in accordance with the discretion of the Society.
2.4.2 Continuity of Strength

Longitudinal members are to be so arranged as to maintain the continuity of strength.
2.4.3 Bending Strength at the Midship Part

The section modules of the transverse sections of hull at the midship part of Ls are not to be less than the
values obtained from the following formula.
3
M / s all 10 3 (cm )
where:
－67－
M :Bending moment as specified in 2.8, Chapter 5 of this Rule.

s all :Allowable stress obtained from the following formula.
0.10s t (N/mm2)
st :Tensile strength of FRP Laminates (N/mm2).
2.4.4 Calculation of Section Modulus of Transverse Section of Hull

The calculation of the section modulus of the transverse section of the hull is to be based on the following
requirements, as given in (1) through (8).
(1) All longitudinal members which are considered effective to the longitudinal strength are to be included in the
calculation.
(2) Deck openings on the strength deck are to be deducted from the sectional area used in the calculation of section
modulus.
(3) Notwithstanding the requirements in (2), small openings on the strength deck need not be deducted, provided
that the sum of their breadths in one single transverse section does not reduce the section modulus at the strength
deck or the craft bottom by more than 3%.
(4) Deck openings specified in (2) and (3) include shadow area obtained by drawing two tangential lines with an
opening angle of 30 degrees having their apex on the line drawn through the centre of the small openings along
the length of the craft.
(5) The section modulus at the strength deck is to be calculated by dividing the moment of inertia of the athwartship
(a) Vertical distance from the neutral axis to the top of the strength deck beam and the side of the craft (m).
(b) Distance obtained from the following formula:
æ Xö
Y ç 0.9 + 0.2 (m)
è Bø
where:
X : Horizontal distance from the top of continuous strength member to the centre line of the craft (m).
Y : Vertical distance from the neutral axis to top of continuous strength member (m). In this case, X and
Y are to be measured at the point which gives the largest value to the above formula.
(6) The section modulus at the craft bottom is to be calculated by dividing the moment of inertia of the athwartship
(a) Vertical distance from the neutral axis to the base point of D.
(b) Vertical distance from the neutral axis to the bottom of the keel in the case where the keel is of hat-type
construction.
(7) Timbers or structural plywood are to be included in the calculation multiplying the sectional area by the ratio of
the modulus of tensile elasticity of the relevant material to that of the FRP.
(8) Where cores of sandwich laminates or cores for moulding are included in the longitudinal strength, the sectional
area multiplied by the ratio of the modulus of tensile elasticity of the relevant core to that of the FRP is to be
included in the calculation. Where a joint of the core exists for 0.5L amidships, sufficient data with respect to the
longitudinal strength and joints are to be submitted to the Society for approval.
2.5 Plating
2.5.1 General
1 All openings in the shell platings where provided, are to have their corners well rounded and to be compensated
as necessary.
2 The shell platings which are likely to contact with an anchor or anchor chain cables are to be increased in
thickness or to be doubled as necessary.
3 The shell plating fitted with water jet propulsion systems are to be increased in thickness or to be doubled as
necessary.
2.5.2 Scantling Determination of Plating of Single Skin Construction

Thickness of plating of single skin construction is not to be less than that obtained from the following formula.
－68－
22.4S P
s all
where:
S : Spacing of longitudinals or stiffeners
P : Design load specified in Table 6.1.2 corresponded to a kind of plating. Design loads specified in Table
s all : Allowable stress specified in Table 6.2.1 (kN/m2).
Table 6.2.1 Design Loads and Allowable Stress

P s all
Bottom shell plating PB
Side shell plating PS
Deck plating PD 0.33s b
Deckhouse/superstructure bulkhead plating PH
Watertight bulkhead plating PWT
Deep Tank bulkhead plating PDT
Note:
s b is bending strength of FRP laminates (kN/m2)
2.5.3 Scantling Determination of Plating of Sandwich Construction

1 The aggregated thickness of outer layer, outer layer and core of sandwich construction is not to be less than
obtained from the following formula, whichever is greater:
C1 SP (mm)
C2t f (mm)
where:
S and P : As specified in preceding 2.5.2
C1 : Coefficient obtained from the following formula
C3 / t a
C 2 and C 3 : As given in Table 6.2.2. For the intermediate values of a and b, C2 and C3 are to be obtained by
linear interpolation.
t a : Shearing strength of sandwich laminates (N/mm2)
t f : Thickness in case of single skin construction specified in preceding 2.5.2.
2 The respective thickness of inner layer and outer layer of plating of sandwich construction is not to be less than
that obtained from the following formula. In no case, however, is it to be less than 2.4 mm :
3.63 C 4 S 4 P 4 (mm)
Where:
4
1 Ec æ 1 ö
C4 : ç
t c E f çè s c ø
t c : Thickness of core.
E c : Modulus of compressive elasticity of core (N/mm2).
E f : Modulus of bending elasticity of inner layer or outer layer of FRP laminates of sandwich construction
(N/mm2).
sc : Compressive strength of core (N/mm2).
S and P : As specified in previous -1.
3 The core of sandwich construction composing a panel is to be, as a rule, composed by one layer. The thickness
of core is not to be larger than 25 mm. However, the composition of core different from these is to be at the discretion
of the Society.
4 The ratio of the thickness of inner and outer layers of FRP is not to be less than 0.8. In case where the ratio of
－69－
the thickness of inner and outer layers is less than 0.8, the construction will be specially considered by the Society.
5 The cores may be reckoned in the strength at the discretion of the Society.
Table 6.2.2 Values of C 2 and C3

b 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
C2 a =0.8 1.62 1.42 1.31 1.25 1.20 1.16 1.14 1.12 1.10
a =1.0 1.54 1.36 1.25 1.19 1.15 1.12 1.10 1.08 1.07
C3 2.18 2.26 2.33 2.40 2.46 2.52 2.57 2.62 2.67
2.6 Longitudinals and Stiffeners
2.6.1 General
Connection of ends of longitudinals and stiffeners is to be in accordance with the requirements specified in 1.6.1
through 1.6.3 and 1.6.5 in this Part.
2.6.2 Scantling Determination of Longitudinals and Stiffeners

Sectional modulus of longitudinals and stiffeners is not to be less than that obtained from the following formula.
83.3SPl 2
(cm3)
s all
where:
S : Spacing of longitudinals or stiffeners (m).
P : Design load specified in Table 6.2.3 corresponding to a kind of longitudinals or stiffeners. Design
loads specified in Table 6.2.3 are to be in accordance with Part 5 of this Rule (kN/m2).
l : Span measured between the adjacent supports of stiffeners including the length of connection (m).
Where girders are provided, l is the distance from the heel of end connection to the first girders or the
distance between the girders.

P s all
Bottom longitudinals and frames PB
Side longitudinals and frames PS
Deck beams PD
Longitudinals and stiffeners fitted on deckhouse PH 0.33s t
superstructure bulkheads
Longitudinals and stiffeners fitted on watertight bulkheads PWT
Longitudinals and stiffeners fitted on deep tank bulkheads PDT
Note:
s t is tensile strength of FRP laminates (kN/m2)
2.7 Girders
2.7.1 Scantlings of Girder

1 Section modulus of girder supporting stiffeners is not to be less than the value obtained from the following
formula.
mSPl 2
(cm3)
s all
where:
m : Coefficient as given in Table 6.2.5 according to the boundary condition of end connection.
－70－
S : Breadth of the area supported by the girders (m).

P : Design load specified in Table 6.2.4 corresponding to a kind of girders.
Design loads specified in Table 6.2.4 are to be in accordance with Part 5 of this Rule (kN/m2).
l : Span measured between the adjacent supports of girders (m).
s all : Allowed stress specified in Table 6.2.4.
2 Web sectional area of girder supporting stiffener is not to be less than the value obtained from the following
formula.
nSPl
(cm2)
t all
where:
n : Coefficient as given in Table 6.2.5 according to the boundary condition of end connection.
S and l : Specified in -1.
P : Load specified in Part 5 corresponded to the girder under consideration.
t all : Allowed stress specified in Table 6.2.4.

P s all t all
Bottom girders and transverses PB
Side stringers and web frames PS
Deck girders and transverses PD
Girders and transverses fitted on PH 0.33s t 0.19t all
deckhouse/superstructure bulkheads
Girders and transverses fitted on PWT
watertight bulkheads
Girders and transverses fitted on deep PDT
tank bulkheads
Note:
s t is tensile strength of FRP laminates (kN/m2)
Table 6.2.5 Coefficient m and n

Boundary Condition(2) m and n
End 1 End 2 At End 1(1) Mid Span(1) At End 2(1)
m n m n m n
Fixed Fixed 83.3 5 41.7 3 83.3 5
Supported Fixed 5 3.8 70.3 4.3 125 6.3
Supported Supported 80 5 125 3 80 5
Notes:
(1) The position at End 1 and End 2 means the part for 0.2l from each end. And, Mid Span means the part for 0.6l
amidships.
(2) Fixed means a case where the scantlings (sectional area, section modulus and sectional moment of inertia) of
girder adjacent to the girder concerned are larger than those of the girder concerned. When the scantlings of the
girder concerned are larger than those of adjacent girder, the boundary conditions should be Supported .
(3) In case where boundary conditions are considered as intermediate values of Fixed and supported , the severer
condition is to be selected.
2.8 Hat-type Construction
1 The minimum thickness of webs and faces of girders, beams, frames, floors, etc.; of hollow hat-type or hat-type
with cores for moulding are not to be less than that obtained from the following formulae:
Thickness of web: 0.034d 0 K (mm)
－71－
Thickness of face: 0.05bK (mm)

where:
d 0 : Depth of web (mm)
b : Breadth of face (mm)
K : 1.0. However, where the section modulus of the members exceeds the specified value, the value as
obtained from the following formula may be taken as K.
ZR
ZA
where:
Z R : Section modulus specified for the member.
Z A : Actual section modulus of the member.
2 The core for mouldings may be reckoned in the strength at the discretion of the Society.
3 Other scantlings are to be in accordance with the relevant requirements in this chapter.
2.9 Pillars
2.9.1 Application
Construction of pillars is to be in accordance with 1.8, Chapter 1 of this Part.
2.10 Rudders
2.10.1 Application
Construction of rudders is to be in accordance with 1.9, Chapter 1 of this Part.
2.11 Shaft Brackets
2.11.1 Application
Construction of shaft brackets is to be in accordance with 1.10, Chapter 1 of this Part.
－72－
Chapter 3 DIRECT CALCULATIONS
3.1 General
3.1.1 General
1 Notwithstanding the regulations of 1.7 in this Part, the scantlings of hull structural members may be determined
based upon the direct calculations subject to the approval of the Society.
2 In case the direct calculations are used, structural model, loads, allowable stress and others are to be Society s
desecration.
3 When direct strength calculations in preceding -1 were executed for determination of scantlings, necessary
documents and information are to be submitted.
－73－
Chapter 4 BUCKLING CONTROL
4.1 General
4.1.1 General
Detailed assessment of buckling strength may be required as deemed necessary by the Society.
－74－
Chapter 5 FATIGUE CONTROL
5.1 General
5.1.1 General
Detailed assessment of fatigue strength may be required as deemed necessary by the Society.
－75－
Chapter 1 EQUIPMENT
1.1 Anchors, Chain Cables and Ropes
1.1.1 General
1 All craft, according to their equipment numbers, are to be provided with anchors, chain cables and mooring lines
which are not less than given in Table 7.1.1.
2 Anchors, chain cables and mooring lines for craft having equipment numbers not more than 50 or more than
1,670 are to be as determined by the Society.
3 Anchors, chain cables, wire ropes and fibre ropes are to be in compliance with the requirements in Chapter 2,
Chapter 3, Chapter 4 and Chapter 5, Part L of the Rules for the Survey and Construction of Steel Ships.
4 The reduction of requirements in this chapter may be specially considered at the request of Owner and at the
discretion of the Society.
Table 7.1.1 Anchor, Chain Cables and Ropes
－76－
1.1.2 Equipment Numbers

1 Equipment number is the value obtained from the following formula:
W 2 / 3 + 2.0C + 0.1A
where:
W :Full load displacement as defined in 2.1.14, Part 1 of this Rule.
C and A : Values as specified in the following (1), (2) and (3).
(1) C is the value obtained from the following formula:
fB + å hb
where:
f :Vertical distance, at the midship, from the designed maximum load line to the top of uppermost continuous
deck beam at side (m).
å hb :Summing up of the products of the height h (m) and breadth b (m) of superstructure, deckhouse or trunk
which are located above the uppermost continuous deck and also have a breadth greater than B/4. In this
calculation, sheer and trim may be ignored.
(2) A is the value obtained from the following formula:
fL + å hl
Where:
f :As specified in (1).
å hl :Summing up of the products of the height h (m) and length l (m) of superstructures, deckhouses or
trunks which are located above the uppermost continuous deck within the length of craft and also have a
breadth greater than B/4.
(3) In the application of (1) and (2), screens and bulwarks more than 1.5 metres in height are to be regarded as parts
of superstructures or deckhouses.
2 In catamarans, the projected area of air gap between the designed maximum load line and the wet deck may be
subtracted from the value C specified in -1(1).
1.1.3 Anchors
1 The mass of individual bower anchors may vary by 7% of the mass given in Table 7.1.1, provided that the
total mass of bower anchors is not less than that obtained from multiplying the mass per anchor given in the table by
the number installed on board. Where, however, an approval by the Society is obtained, the anchors which are
increased in weight by more than 7% may be used.
2 Where high holding power anchors are used, the mass of each anchors may be 0.75 times the table mass for
ordinary stockless bower anchors.
3 Where super high holding power anchors are used, the mass of each anchors may be 0.5 times the mass for
ordinary stockless bower anchors. However, the mass of super high holding power anchor is generally not to exceed
1,500kg.
4 For the craft affixed with classification character Coasting service , the mass of one bower anchor is to be not
less than the values given in Table 7.1.1, another bower anchor may be 0.85 times the table mass.
5 For the craft affixed with classification character Smooth water service , the mass of bower anchors may be
reduced by one column of the equipment number given in Table 7.1.1.
1.1.4 Chain Cables

Chain cables for bower anchors are to be stud link chains of Grade 1, 2 or 3 specified in 3.1 of Chapter 3, Part
L of the Rules for the Survey and Construction of Steel Ships. However, Grade 1 chains made of Class 1 chain
bars (KSBC 31) are not to be used in association with high holding power anchors.
1.1.5 Mooring Lines

1 As for wire ropes and hemp ropes used as mooring lines, the breaking test load specified in Chapter 4 or 5,
Part L of the Rules for the Survey and Construction of Steel Ships is not to be less than the breaking load given in
Table 7.1.1 respectively.
2 Application of synthetic fibre ropes for mooring lines is to be as deemed appropriate by the Society.
3 For mooring lines connected with powered winches where the rope is stored on the drum, steel cored wire ropes
of suitable flexible construction may be used instead of fibre cored wire ropes subject to the approval by the Society.
－77－
4 The length of individual mooring lines may be reduced by up to 7% of the length given in Table 7.1.1, provided
that total length of the stipulated number of mooring lines is not less than that obtained from multiplying the length
by number respectively given in Table 7.1.1.
1.1.6 Miscellaneous
1 All craft are to be provided with suitable appliances for handling of anchors.
2 Chain cable and wire ropes are to be stored in chain lockers or on the drums. The inboard end of a chain cable is
to be secured to the hull through a strong eye plate by means of shackle or other equivalent means.
3 Bower anchors are to be located on the suitable position to prevent any damage on hull structures in the cases of
anchoring operation. If necessary, anchor bell mouths are to be fitted for this purpose.
4 The arrangements for anchoring, towing and berthing and the local craft structure and the design of the anchor,
towing and berthing arrangements and the local craft structure are to be such that risks to persons carrying out
anchoring, towing or berthing procedures are kept to a minimum.
5 All anchoring equipment, towing bitts, mooring bollards, fairleads, cleats and eyebolts are to be so constructed
and attached to the hull that, in use up to design loads, the watertight integrity of the craft will not be impaired.
6 Under any operating load up to the breaking strength of the anchor cable or mooring lines, the loads on the bitts,
bollards, etc., is not to result in any damage to the hull structure that will impair its watertight integrity. A strength
margin of at least 20% above the resultant load based on the minimum specified breaking strength of the relevant
cable or warp shall be required.
－78－
Chapter 2 HATCHWAYS, MACHINARY SPACE OPENINGS AND OTHER

DECK OPENINGS
2.1 General
2.1.1 Relaxation from the Requirements

Relaxation from the requirements in this Chapter will be specially considered where the craft have an unusually
large freeboard.
2.1.2 Position of Exposed Deck Openings

For the purpose of this chapter, two positions of exposed deck openings are defined as follows:
Position I: Upon exposed freeboard and raised quarter decks and exposed superstructure decks situated
forward of a point located 0.25 L f abaft the fore end of L f .
Position II:Upon exposed superstructure decks abaft the forward 0.25 L f and located at least one standard
height of superstructure above the freeboard deck, or
Upon exposed superstructure decks situated forward of a point located 0.25 L f abaft the fore end
of L f and located at least two standard heights of superstructure above the freeboard deck.
2.2 Hatchways
2.2.1 Application
The construction and the closing means of cargo and other hatchways are to be comply with the requirements in
Chapter 20, Part C or Chapter 19, Part CS of the Rules for the Survey and Construction of Steel Ships, unless
otherwise specified in this chapter.
2.2.2 Height of Hatchway Coamings

1 The minimum height of coamings above upper surface of deck is to be in accordance with Table 7.2.1-1 or
Table 7.2.1-2 according to the length and the operating area of the craft.
2 Notwithstanding the operational areas of the craft, the minimum height of coamings above the upper surface of
deck for the craft which is engaged in international voyage is not to be less than that required for Others specified
in Table 7.2.1-1 or Table 7.2.1-2.
3 For hatchways closed by watertight hatch covers, the height of coamings may be reduced from that prescribed in
-1 subject to the satisfaction of the Society.
4 The height of hatchway coamings other than those provided in exposed portions of the freeboard or
superstructure decks is to be to the satisfaction of the Society having regard to the position of hatchways or the
degree of protection provided.
Table 7.2.1-1 Minimum Height of Hatchway Coamings and Minimum Sill Height of Doorways ( L ³ 30m )
Service area Position Hatchway Small weathertight Access openings Access openings Machinery
coamings (mm) hatchway coamings in superstructure in companinoways space
A B end bulkheads/ (mm) openings
(mm) (mm) deck house (mm) (mm)
Others I 600 450 380 380 600 600
II 450 380 230 380 380 380
Coasting I 600 450 380 380 450 600
service II 450 380 230 300 300 380
Smooth water I 450 380 230 300 300 300
service II 300 230 180 100 100 150
－79－
Table 7.2.1-2 Minimum Height of Hatchway Coamings and Minimum Sill Height of Doorways ( L < 30m )
Service area Position Hatchway Small weathertight Access openings Access openings Machinery
coamings (mm) hatchway coamings in superstructure in companinoways space
A B end bulkheads/ (mm) openings
(mm) (mm) deck house (mm) (mm)
Others I 600 450 380 380 600 600
II 450 380 230 380 380 380
Coasting I 450 380 230 300 300 300
service II 300 230 180 150 150 150
Smooth water I 300 230 150 150 150 300
service II 150 150 100 100 100 150
Notes:
A : Hatchways, area of which is smaller than 1.5m2, and which are fitted with closing means of other than B stated below.
B : Hatchways, area of which is smaller than 0.45m2, and which are fitted with closing means capable of operating form
inside and outside.
2.2.3 Closing Appliances

1 Hatchway openings on exposed decks are to be provided with efficient weathertight closing appliances with
cleating devices.
2 Hatchway covers fitted with hatchway openings in way of escape routes are to be capable of being operated
from both sides.
2.3 Closing Means for Access Openings in Superstructure End Bulkheads
2.3.1 Closing Means for Access Openings

1 The doors to be provided on the access openings in the end bulkheads of enclosed superstructures are to be in
accordance with the requirements in (1) through (5):
(1) The doors are to be made of suitable materials having equivalent strength to those of the bulkheads to and to be
permanently and rigidly fitted up to the bulkheads.
(2) The doors are to be rigidly constructed, to be of equivalent strength to that of the intact bulkhead and to be
weathertight when closed.
(3) The means for securing weathertightness are to consist of gaskets and clamping devices or other equivalent
devices and to be permanently fitted up to the bulkheads or door itself.
(4) The doors are to be operated from both sides of the bulkheads.
(5) Hinged doors are, as a rule, to open outward.
2
(1) The height of sills of access openings above upper surface of deck specified in preceding -1 is not less than the
minimum height specified in Table 7.2.1-1 or Table 7.2.1-2 according to the length and the operating area of the
craft except where higher sills may be required when deemed necessary by the Society.
(2) In principle, portable sills are not permitted.
3 Notwithstanding the operational areas of the craft, the minimum height of sills of access openings above the
upper surface of deck for the craft which is engaged in international voyage is not to be less than that required for
Others specified in Table 7.2.1-1 or Table 7.2.1-2.
2.4 Machinery Space Openings
2.4.1 Protection of Machinery Space Openings

Machinery space openings are to be enclosed by rigid castings.
2.4.2 Constructions
The constructions of exposed machinery space casings, machinery space casings below the freeboard deck or
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within enclosed superstructures or deckhouses will be considered in each case by the Society.
2.4.3 Access Openings to Machinery Spaces

1 All access openings to machinery spaces are to be located in protected positions as far as possible and provided
with doors capable of being closed and secured from both sides. Such doors in exposed machinery casings on the
freeboard deck are to comply with the requirements in 2.3.1-1.
2 The height of sills of doorways in machinery casings above upper surface of deck is not less than the minimum
height specified in Table 7.2.1-1 or Table 7.2.1-2 according to the length and the operating area of the craft except
where higher sills may be required when deemed necessary by the Society.
3 Notwithstanding the operational areas of the craft, the minimum height of sills of doorways in machinery
casings above the upper surface of deck for the craft which is engaged in international voyage is not to be less than
that required for Others specified in Table 7.2.1-1 or Table 7.2.1-2.
2.4.4 Miscellaneous Openings in Machinery Casings

1 Coamings of any fiddley, funnel and machinery space ventilator in an exposed position on the freeboard or
superstructure deck are to be as high above the deck as reasonable and practicable.
2 In exposed positions on the freeboard and superstructure decks, fiddlry openings and all other openings in the
machinery casings are to be provided with strong weathertight covers permanently fitted up in their proper positions.
3 Annular spaces around funnels and all other openings in the machinery casings are to be provided with closing
means capable of being operated from outside the machinery space in case of a fire.
2.5 Companionways and Other Deck Openings
2.5.1 Manholes and Flush Deck Openings

Manholes and flush deck openings in exposed positions on the freeboard and superstructure decks or within
superstructures other than enclosed superstructures are to be closed by covers capable of being made watertight.
These covers are to be secured by closely spaced bolts or to be permanently fitted up.
2.5.2 Companionways
1 Access openings in the freeboard deck are to be protected by enclosed superstructures, or by deckhouses or
companionways of equivalent strength and weathertightness.
2 Access openings in exposed superstructure decks or in the top of deckhouses on the freeboard deck which give
access to a space below the freeboard deck or a space within an enclosed superstructure are to be protected by
efficient deckhouses or companionways.
3 Doorways in deckhouses or companionways such as specified in preceding -1 and -2 are to be provided with
doors complying with the requirements in 2.3.1-1 of this chapter. Where, however, companionways are to be
enclosed with boundary wall fitted with closing means complying with the requirements in 2.3.1-1 of this chapter, the
external doors needs not to be weathertight.
4 The height of sills of doorways in deckhouses or companionways such as specified in preceding -1 through -3
above upper surface of deck is not less than the minimum height specified in Table 7.2.1-1 or Table 7.2.1-2
according to the length and the operating area of the craft.
5 Where the access openings in superstructures and deckhouses which protect access openings to spaces below the
freeboard deck do not have closing appliances in accordance with the requirements of 2.3.1-1., the openings to spaces
below the freeboard deck are to be considered exposed.
6 Notwithstanding the operational areas of the craft, the minimum height of sills of doorways in deckhouse or
companionways above the upper surface of deck for the craft which is engaged in international voyage is not to be
less than that required for Others specified in Table 7.2.1-1 or Table 7.2.1-2.
2.5.3 Openings to Cargo Spaces

Access and other openings to cargo spaces are to be provided with closing means capable of being operated
from outside the spaces in case of a fire. Such closing means for any opening leading to any other space inboard the
craft is to be of equivalent strength to that of the intact bulkhead of cargo spaces.
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Chapter 3 BULWARKS, GUARDRAILS, FREEING ARRANGEMENTS,

CARGO PORTS AND OTHER SIMILAR OPENINGS, SIDE SCUTTLES,
VENTILATORS AND GANGWAYS
3.1 Bulwarks and Guardrails
3.1.1 General
1 Efficient guardrails or bulwarks are to be provided around all exposed decks.
2 Guardrails specified in -1 above are to comply with the followings:
(1) Fixed, removable or hinged stanchions are to be fitted about 1.5 m apart. Removable or hinged stanchions are to
be capable of being locked in the upright position.
(2) At least every third stanchion is to be supported by a bracket or stay. Alternatively, measures deemed appropriate
by the Society are to be taken.
(3) Where necessary for the normal operation of the ship, steel wire ropes may be accepted in lieu of guardrails. The
wires are to be made taut by means of turnbuckles.
(4) Where necessary for the normal operation of the ship, chains fitted between two fixed stanchions and/or
bulwarks are acceptable in lieu of guardrails.
3.1.2 Dimensions
1 The height of bulwarks or guardrails specified in 3.1.1 is to be at least 1 metre from the upper surface of deck,
provided that where this height would interfere with the normal operation of the craft, a less height may be permitted
where the Society is satisfied that adequate protection is provided.
2 The clearance below the lowest course of guardrails on superstructure and freeboard decks is not exceed 230 mm,
and those for the other courses are not to be exceed 380 mm.
3 Guardrails fitted on superstructures and freeboard decks are to have at least three courses. In other locations,
guardrails are to have at least two courses.
3.1.3 Construction
1 Bulwarks are to be strongly constructed and effectively stiffened on their upper edges.
2 Bulwarks are to be supported by stiffened stays connected to the deck in way of beams or at effectively stiffened
positions. The spacing of these stays on the freeboard deck is not to be more than 1.8 metres.
3.1.4 Miscellaneous
1 Gangways and other openings in bulwarks are to be well clear of the breaks of superstructures.
2 Where bulwarks are cut to form gangways or other openings, stays of increased strength are to be provided at
the ends of the openings.
3 The plating of bulwarks in way of mooring pipes is to be doubled or increased in thickness.
4 At ends of superstructures, the bulwark rails are to be bracketed either to the superstructure end bulkheads or to
the stringer plates of the superstructure deck, or other equivalent arrangements are to be made so that the abrupt
change of strength may be avoided.
3.2 Freeing Arrangements
3.2.1 General
1 Where bulwarks on the weather parts form wells, ample provision is to be made for rapidly freeing the deck off
water.
2 Ample freeing ports are to be provided for clearing any space other than wells, where water is liable to be
shipped and to remain.
3 In craft having superstructures which are open at either or both ends, adequate provision for freeing the space
within superstructures is to be provided.
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3.2.2 Freeing Port Area

1 The freeing port area on each side of the craft for each well on the freeboard and raised quarter decks is not to be
less than that obtained from the following formulae. The area for each well on superstructure decks other than raised
quarter deck is not to be less than one-half of that obtained from the formulae.
Where l is not more than 20 metres:
0.7 + 0.035l + a (m2)
Where l is more than 20 metres:
0.07l + a (m2)
where:
l : Length of bulwark, but need not be taken as greater than 0.7 L f (m).
a : As obtained from the following formulae.
Where h is more than 1.2 metres : 0.04 l (h-1.2) (m2)
Where h is not more than 1.2 metres, but not less than 0.9 metres : 0 (m2)
Where h is less than 0.9 metres : -0.04 l (0.9-h) (m2)
h :Average height of bulwarks above the deck (m).
2 In ships either without sheer or with less sheer than the standard, the minimum freeing port area obtained from
the formulae in -1 is to be increased by multiplying with the factor obtained from the following formula:
S
1 .5 -
2S 0
S : Average of actual sheer (mm).
S 0 : Average of the standard sheer according to the requirements in Part V (mm).
3 Where a craft is provided with a trunk or a hatch side coaming which is continuous or substantially continuous
between detached superstructures, the area of freeing port opening is not to be less than that given by Table 7.3.1.
Table 7.3.1 Area of Freeing Ports

Breadth of hatchway or Area of freeing ports in relation to
trunk the total area of bulwark
0.4 B f or less 0.1
0.75B f or more 0.05
Note:
The area of freeing ports at intermediate breadth is to be obtained by linear interpolation.
3.2.3 Arrangement of Freeing Ports

1 Two-thirds of the freeing port area required by 3.2.2 is to be provided in the half of the well near the lowest
point of the sheer curve, and the remaining one-third is to be evenly spread along the remaining length of the well.
2 The freeing ports are to have well rounded corners and their lower edges are to be as near the deck as
practicable.
3.2.4 Construction of Freeing Ports

1 Where both the length and the height of freeing ports exceed 230 mm respectively, freeing ports are to be
protected by rails spaced approximately 230 mm apart.
2 Where shutters are provided to freeing ports, ample clearance is to be provided to prevent jamming. Hinge pins
or bearings of the shutters are to be of non-corrosive materials.
3 Where the shutters referred to in -2 are provided with securing appliances, these appliances are to be of
approved construction.
3.3 Cargo Ports and Other Similar Openings
3.3.1 Arrangement of Bow Doors

1 Bow doors are in principle to be situated above the freeboard deck.
2 Where bow doors are leading to a complete or long forward enclosed superstructure, an inner door which forms
－83－
a part of collision bulkhead is to be fitted in the above superstructure. Where the craft which are not engaged in
international voyage and for are for restricted service, an inner doors may be omitted at the discretion of the Society.
3 Vehicle ramp way may be arranged for this purpose, provided that it forms a part of collision bulkhead and
satisfies the requirements for position of the collision bulkhead as stipulated in 2.1.2, Part 4 of this Rule.
4 Bow doors are to be so fitted as to ensure effective protection to inner doors.
3.3.2 Arrangement of Side Doors and Stern Doors

1 The lower edge of any openings of side doors and stern doors which are provided abaft the collision bulkhead is
in principle not to be below a line which is parallel to the freeboard deck at the craft s side and has the lowest point
on the uppermost load line.
2 Where side door and stern door are unavoidably provided below the line as stipulated in -1, the following
conditions are to be satisfied.
(1) Compartment being equivalent to watertight bulkhead in strength and watertightness is to be provided and the
second door is to be fitted for the compartment.
(2) Detecting device for sea water leakage is to be provided in the compartment.
(3) Drainage means of the compartment with a screw down stop valve capable of being controlled from easily
accessible position is to be provided.
3 The number of door openings is to be kept to the minimum compatible with design and proper operation of the
craft.
3.3.3 Construction of Doors and Inner Doors

1 Bow door, side door and stern door to have openings below the freeboard deck (hereinafter collectively referred
to as the door(s) in this Chapter) are to be made watertight.
2 Doors leading to an enclosed superstructure and the inner door as stipulated in 3.3.1-2 in this Chapter
(hereinafter referred to as the inner door in this Chapter) are to be made weathertight.
3 Strength of the door and the inner door is in principle to be equivalent to that of the surrounding hull structure.
4 Doors and inner doors are adequately stiffened and means is to be provided to prevent lateral or vertical
movement of the doors when closed. Hinges and lifting arms of the door and the inner door are to be rigidly fixed
with the door plating and the hull structure.
5 Where a bow door is provided in craft with a rounded nose bow and a large stem angle, impact force by water is
to be considered.
6 Doors and inner doors are in principle to open outwards.
7 Gutter waterways and scuppers are to be provided to prevent spread of leaked water over the deck.
3.3.4 Closing Devices of Doors and Inner Door

1 Closing devices of sufficient strength are to be provided to the door and the inner door so that they are able to
keep strength equivalent to surrounding hull structure in closed condition.
2 The closing devices in -1 above are to be simple and easily accessible.
3 Where hydraulic cleating is applied, the system is to be mechanically lockable in closed condition even in the
event of failure of the hydraulic system.
4 Cleating devices and supporting devices are in principle to be provided at appropriate intervals and as close to
each corner of the door.
5 Caution plate giving instructions that all closing devices are to be closed before leaving ports and warning
indicator lamps are to be provided at the operation panel of remote control of the door.
6 Indicators showing whether the doors are opened or closed are to be provided with at the wheel house where
deemed necessary by the Society.
7 Devices are to be arranged for the door and the inner door to lock them in open position.
8 Design load for closing devices of the door is to be as considered appropriate by the Society.
3.4 Side Scuttles
3.4.1 General
1 No side scuttle is to be provided in such a position as its sill is below a line drawn parallel to the freeboard deck
－84－
at side and having its lowest point 0.025B f or 500 mm, whichever is greater, above the uppermost load line.
2 No side scuttle is in principle to be provided to any space solely engaged in carriage of cargoes. Where side
scuttles are provided to such spaces, the special consideration will be give by the Society.
3.4.2 Application
1 Side scuttles to spaces below the freeboard deck and those provided to sunken poop are to be class B side
scuttles complying with the requirements in Chapter 7, Part L of the Rules for the Survey and Construction of
Steel Ships or equivalent thereto.
2 Side scuttles to spaces within enclosed superstructures, those fitted up to the side and front walls of deckhouses
and companionways on the freeboard deck which have unprotected deck openings leading to spaces below the
freeboard deck inside and those exposed to direct blow of seas are to be class C side scuttles with hinged dead-light
complying with the requirements in Chapter 7, Part L of the Rules for the Survey and Construction of Steel
Ships or equivalent thereto.
3 Where an openings in the superstructure deck or in the top of deckhouse on the freeboard deck which gives
access to spaces below the freeboard deck or to a space within an enclosed superstructure is protected by the
deckhouse or companion, side scuttles fitted in spaces which give direct access to an open stairway are to be class C
side scuttles with hinged dead-light complying with the requirements in Chapter 7, Part L of the Rules for the
Survey and Construction of Steel Ships or equivalent thereto.
3.4.3 Protection of Side Scuttles

All side scuttles in way of spaces where they are liable to be damaged are to be protected by strong gratings.
3.5 Other Windows
3.5.1 Application
1 Side scuttles to spaces within enclosed superstructures, those fitted up to the side and front walls of deckhouses
and companionways on the freeboard deck which have unprotected deck openings leadng to spaces below the
freeboard deck inside and those exposed to direct below of seas are to be class C side scuttles with hinged dead-light
complying with the requirements in or equivalent thereto.
2 Spaces which are fitted with windows applying this are not to be the reserve of buoyancy.
3.5.2 General
Rectangular windows on the surrounding of deck houses or superstructures are to be of fixed type except wheel
house windows or windows used for means of escape.
3.5.3 Construction
1 Windows are to be rigidly framed and strongly fitted on the hull structures.
2 Thickness of glass is not to be less than 6 mm or that obtained from the following formulae, whichever is the
greater.
31.3a KP / s max (mm)
where:
a : Length of shorter side of window (m).
K : As given by following formulae corresponding to the aspect ratio of window:
0.7375
1.0414 - - 0.0244L or 0.75
L
where:
L : Aspect ratio of window
P : Design loads for deck houses and superstructures as specified in 2.5, Part 5 of this Rule.
s max : Breaking stress of glass as specified in Table 7.3.2 corresponding to the materials.
3 Where materials other than those specified in -2 are used, the use of such materials and corresponding breaking
stress are to be specially considered by the Society.
－85－
Table 7.3.2 Breaking stress ( s max )

Breaking s max
Materials Front Others
windows
Toughened safety glass 40 100
Acrylite 39 98
Policarbonate 33 83

1 Dead-rights or storm shutters are to be fitted with following windows:
(1) All windows on the first tier above freeboard deck
(2) Windows on the second tier above freeboard deck and deemed necessary by the Society
2 Notwithstanding -1, for the craft which are for restricted service, dead-lights or storm shutters may be partly or
fully omitted at the discretion of the Society.
3.5.5 Other Requirement

Windows used for means of escape are also to comply with the requirements in Chapter 6, Part 11 of this Rule.
The minimum clear opening is not to be less than 600 mm 600 mm.
3.6 Ventilators
3.6.1 Height of Ventilator Coamings

The height of ventilator coamings above the upper surface of the deck is not less than the minimum height
specified in Table 7.3.3. Where the craft has an unusually large freeboard or where the ventilator serves spaces within
unenclosed superstructures, the height of ventilator coamings may be suitably reduced.
Table 7.3.3 Minimum Height of Ventilator

Service Area Position Height of
ventilator
Smooth water service area I 760
II 450
Other area I 900
II 760
Note:
Position I and II are to be defined in 2.1.2 in this Part.
3.6.2 Connection
Ventilator coamings are to be efficiently connected to the deck and, where their height exceeds 900 mm, are to
be specially supported.

1 Ventilators to machinery and cargo spaces are to be provided with means for closing openings capable of being
operated from outside the spaces in case of a fire.
2 All ventilator openings on exposed decks are to be provided with efficient weathertight closing appliances.
Where the height of coaming of any ventilator exceeds 4.5 metres above the freeboard and raised quarter decks and
above the superstructure deck for 0.25 L f forward or 2.3 metres above the other superstructure decks, such closing
appliances may be omitted unless requirement in -1.
3.6.4 Ventilators for Accommodation Spaces

Ventilation intakes for the accommodation spaces are to be so arranged as to prevent to absorb gases from
machinery spaces and fuel oil tanks.
－86－
3.6.5 Ventilators for Deckhouses

The ventilators for the deckhouses which protect the companionways leading to spaces below the freeboard deck
are to be equivalent to those for the enclosed superstructures.
3.7 Gangways
3.7.1 General
Satisfactory means (in the form of guardrails, life lines, gangways or under deck passages, etc.,) are to be
provided for the protection of the crew in getting to and from their quarters, the machinery space and all other parts
used in the necessary work of the craft.
－87－
Chapter 4 PAINTING AND PROTECTION AGAINST CORROSION
4.1 Painting
4.1.1 General
1 All structural members of steel works are to be coated with a suitable paint. For structural members inside of oil
tanks, painting may be omitted.
2 Structural members of aluminium alloys works are recommended to be coated with a suitable paint.
3 Outer shell of FRP craft are to be coated with suitable gelcoat or composition having the property of low water
absorption.
4.2 Protection against Corrosion
4.2.1 General
1 Where two or more kinds of different metallic materials (for example, steel and aluminium alloy) are used for
structural members of a craft, different metals are to be insulated by electrical insulation having the property of anti
water absorption against galvanic corrosion.
2 Where two or more kinds of different metallic materials (for example, steel and aluminium alloy) are used for
structural members of a craft and such different metals are closed to each other in salt water, a suitable method
against galvanic corrosion is to be applied.
－88－
Chapter 1 GENERAL
1.1 General

A craft is to be provided with:
(1) stability characteristics and stabilization systems adequate for safety when the craft is operated in the
non-displacement mode and during the transient mode ;
(2) buoyancy and stability characteristics adequate for safety where the craft is operated in the displacement mode,
both in the intact condition and the damaged condition ; and
(3) stability characteristics in the non-displacement and transient modes adequate to transfer the craft safely to
displacement mode in case of any system malfunction.
1.1.2 Ice Accretion Allowances

Account are to be taken of the effect of icing in the stability calculations. Ice accretion allowances will be
considered by the Society.
1.1.3 Definitions
For the purpose of this and other chapters, unless expressly defined otherwise, the following definitions apply:
(1) Down flooding point means any opening, irrespective of size, that would permit passage of water through a
water/weathertight structure (e.g., opening windows), however excludes any opening kept closed to an
appropriate standard of water/weathertightness at all times other than when required for access or for operation
of portable submersible bilge pumps in an emergency (e.g., non-opening windows of similar strength and
weathertight integrity to the structure in which they are installed).
(2) Fully submerged foil means a foil having no lift components piercing the surface of the water in the foil borne
mode.
(3) Multihull craft means a craft which in any normally achievable operating trim or heel angle, has a rigid hull
structure which penetrates the surface of the sea over more than one discrete area.
(4) Permeability of a space means the percentage of the volume of that space which can be occupied by water.
(5) Skirt means a downwardly-extending, flexible structure used to contain or divide an air cushion.
(6) Watertight in relation to a structure means capable of preventing the passage of water through the structure in
any direction under the head of water likely to occur in the intact or damaged condition.
(7) Weathertight means that water will not penetrate into the craft in any wind and wave conditions up to those
specified as critical design conditions.
1.1.4 Equivalent method

Other means of demonstrating compliance with the requirements of this part may be accepted, provided that the
method chosen can be shown to provide an equivalent level of safety. Such methods may include:
(1) Mathematical simulation of dynamic behaviour
(2) Scale model testing
(3) Full-scale trials
1.2 Buoyant spaces
1.2.1 Reserve of Buoyancy

1 All craft are to have a sufficient reserve of buoyancy at the design waterline to meet the intact and damage
stability requirements of this Part. The Society may require a larger reserve of buoyancy to permit the craft to operate
－89－
in any of its intended modes. This reserve of buoyancy is to be calculated by including only those compartments
which are:
(1) watertight;
(2) accepted as having scantlings and arrangements adequate to maintain their watertight integrity; and
(3) situated in locations below a datum, which may be a watertight deck or equivalent structure of a non-watertight
deck covered by a weathertight structure as defined in 1.2.3(1).
2 Where a buoyant space may be subjected to increased fluid pressure in the equilibrium position after damage,
the boundaries and associated openings and penetrations of that space are to be of sufficient strength and watertight
for that pressure.
1.2.2 Checking of Watertight Integrity

Arrangements are to be provided for checking the watertight integrity of those compartments taken into account
in 1.2.1.
1.2.3 Requirements for Structures above the Datum

Where entry of water into structures above the datum as defined in 1.2.1(3) would significantly influence the
stability and buoyancy of the craft, such structures are to be:
(1) of adequate strength to maintain the weathertight integrity and fitted with weathertight closing appliances; or
(2) provided with adequate drainage arrangements; or
(3) an equivalent combination of both measures.
1.2.4 Maintenance of Weathertight Integrity

The means of closing openings in the boundaries of weathertight structures are to be such as to maintain
weathertight integrity in all operational conditions.
1.3 Intact Stability in the Displacement Mode
1.3.1 Intact Stability for Hydrofoil Craft

Hydrofoil craft fitted with surface-piercing foils and/or fully submerged foils are to have sufficient stability
under all permitted cases of loading to comply with the relevant provisions which will be individually determined by
the Society.
1.3.2 Intact Stability for Multihull Craft

Multihull craft are to have sufficient stability under all permitted cases of loading to comply with the relevant
provisions which will be individually determined by the Society.
1.3.3 Intact Stability for Any Other Craft

Any other craft are to meet the following criteria in all permitted conditions of loading :
(1) Stability requirements in wind and waves in 2.3, Part U of Rules for the Survey and Construction of Steel
Ships;
(2) The area under the righting lever curve (GZ-curve) is not to be less than 0.07 m-rad up to q = 15 o when the
maximum righting lever (GZMAX) occurs at q = 15 o and 0.055 m-rad up to q = 30 o when GZMAX occurs at
q = 30 o or above.
Where GZMAX occurs at angles of between q = 15 o and q = 30 o , the corresponding area under the righting
lever curve is not to be less than that obtained from the following formula:
A = 0.055 + 0.001(30 o - q max ) (m-rad)
where:
qmax : The angle of heel in degrees at which the righting lever curve reaches its maximum;
(3) The area under the righting lever curve between q = 30 o and q = 40 o or between q = 30 o and the angle of
o
flooding q f *, if this angle is less than 40 , is not to be less than 0.03 m-rad
(* : Small openings, which are not causing more flooding, may be ignored.)
o
(4) The righting lever (GZ) is to be at least 0.20 m at an angle of heel equal to or greater than 30 ;
o
(5) GZMAX is to occur at an angle of heel not less than 15 ; and
－90－
(6) The initial metacentric height (G0M) is not to be less than 0.15 m.
1.3.4 Equivalent Criteria

Where the characteristics of the craft are unsuitable for application of 1.3.3, the Society may accept alternative
criteria equivalent to those stipulated in 1.3.3, appropriate to the type of craft and area of operation.
1.4 Intact Stability of Craft in the Non-Displacement Mode
1.4.1 Application
The requirements of this section and section 2.2.2 of this Part are to be applied on the assumption that any
stabilization systems fitted are fully operational.
1.4.2 Calculation on Stability

Suitable calculations are to be carried out and/or tests conducted to demonstrate that, when operating in the
non-displacement and transient modes within approved operational limitations, the craft will, after a disturbance
causing roll, pitch, heave or heel due to turning or any combination thereof, return to the original attitude.
1.4.3 Stability of Sister Craft

The roll and pitch stability on the sister craft may be qualitatively assessed by the results of suitable calculations
or tests for the first and/or any other craft of a series.
1.4.4 Stability of Craft fitted with Surface Piercing Structure or Appendages

Where craft are fitted with surface piercing structure or appendages, precautions are to be taken against
dangerous attitudes or inclinations and loss of stability subsequent to a collision with a submerged or floating object.
1.4.5 Stability of Air Cushion Vehicle

In designs where periodic use of cushion deformation is employed as a means of assisting craft control, or
periodic use of cushion air exhausting to atmosphere for purposes of craft maneuvreing, the effects upon
cushion-borne stability are to be determined, and the limitations on the use by virtue of craft speed or attitude are to
be established.
1.4.6 Requirements for Flexible Skirts of an Air Cushion Vehicle

In the case of an air cushion vehicle fitted with flexible skirts, it is to be demonstrated that the skirts remain
stable under operational conditions.
1.5 Intact Stability in the Transient Mode
1.5.1 Time of the Transient Mode

Under weather conditions up to the worst intended conditions, the time to pass from the displacement mode to
the non-displacement mode and vice versa are to be minimized unless it is demonstrated that no substantial reduction
of stability occurs during this transition.
1.5.2 Hydrofoil Craft

Hydrofoil craft are to have sufficient intact stability in transient mode to comply with the relevant provisions
which will be individually determined by the Society.
1.6 Buoyancy and Stability in the Displacement Mode following Damage
1.6.1 Application
The requirements of this section apply to all permitted conditions of loading.
1.6.2 Permeability
For the purpose of making damage stability calculations, the volume and surface permeabilities are to be in
accordance with Table 8.1.1 in general.
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Table 8.1.1 Permeabilities of Space

Spaces Permeability
Appropriated to cargo or stores 60
Occupied by accommodation 95
Occupied by machinery 85
Intended for liquids 0 or 95*
Appropriated for cargo vehicles 90
Void spaces 95
Note:
* : whichever results in the more severe requirements
1.6.3 Permeability Determined by Direct Calculation

Notwithstanding 1.6.2, permeability determined by direct calculation are to be used where a more onerous
condition results, and may be used where a less onerous condition results from that provided according to 1.6.2.
1.6.4 Buoyancy of Low Density Foam or Other Media

The Society may permit the use of low density foam or other media to provide buoyancy in void spaces,
provided that satisfactory evidence is provided that any such proposed medium is the most suitable alternative and is:
(1) of closed cell form if foam, or otherwise impervious to water absorption;
(2) structurally stable under service conditions;
(3) chemically inert in relation to structural materials with which it is in contact or other substances with which the
medium is likely to be in contact; and
(4) properly secured in place and easily removable for inspection of the void spaces.
1.6.5 Damage Assumptions

The assumed extent of damages is to be according to (1) to (5):
(1) The assumed maximum extent of side damage is to be in accordance with Table 8.1.2 and following (a) to (c).
(a) Where side plating is inclined, the damages above the design waterline are to be assumed to have the shape
of a parallelepiped (Refer to Fig. 8.1.1). The inboard face at its mid-length is to be tangential to, or
otherwise touching in a least 2 places, the surface corresponding to the specified transverse extent of
penetration. (Refer to Fig.8.1.2 and Fig.8.1.3)
1
(b) Side damage may not to be transversely penetrate a greater distance than the extent of 0.2Ñ 3 at the design
waterline, except where a lesser extent is provided for in Table 8.1.2. Ñ (m3) is volume of displacement
corresponding to the design water line.
(c) If considering a multihull, the periphery of the craft is considered to only be the surface of the shell
encompassed by the outboard surface of the outermost hull at any given section.
(2) The assumed maximum extent of bottom damage is to be in accordance with Table 8.1.3 and following (a) and
(b).
(a) The shape of damage is to be assumed to be rectangular in the transverse plane. (Refer to Fig.8.1.4)
(b) If considering a multihull craft , an obstruction at or below the design waterline of up to 7m width is to be
considered in determining the number of hulls damaged at any one time.
(3) Extent of bottom damage in areas vulnerable to raking damage is to be in accordance with Table 8.1.4 and
Fig.8.1.5. However these requirements may not need to apply at that same time as that stipulated in (1) or (2)
above. The shape of damage is to be according to (2)(a) above.
(4) Extent of bow and stern damage is to be in accordance with Table 8.1.5.
(5) Any damage of a lesser extent than that postulated in (1) to (4) above, as applicable, which would result in a
more severe condition, is to be also investigated.
－92－
Table 8.1.2 Extent of Side Damage

Direction Extent of Damage
1 1
Longitudinal extent 0.75Ñ 3 ，(3m+0.225 Ñ 3 ) or 11m, whichever is the least.
1
Transverse extent 0.2Ñ 3
However, where the craft is fitted with inflated skirts or with non-buoyant side structures, the transverse
1
extent of penetration are to be at least 0.12Ñ 3 into the main buoyancy hull or tank structure
Vertical extent the full vertical extent of the craft
Note:
Ñ : volume of displacement(m3) corresponding to the design water line
Table 8.1.3 Extent of Bottom Damage

1 1
Longitudinal extent 0.75Ñ 3 ，(3m+0.225 Ñ 3 ) or 11m, whichever is the least.
1
Athwarth ships girth the athwartships girth of damage is to be 0.2Ñ 3
extent
1
Normal extent to the the depth of penetration normal to the shell is to be 0.02Ñ 3
shell
Note:
Table 8.1.4 Extent of Bottom Damage in Areas not Vulnerable to Raking Damage
Longitudinal extent 55% of the length L, measured from the most forward point of the underwater buoyant volume of each
hull
a percentage of the length L, applied anywhere in the length of the craft, is as follows.
Where L is 50m and over, equal to 35% for craft
Where L is less than 50m, equal to ( L 2 + 10) % for craft
1
Athwarth ships girth The athwartships girth of damage is to be 0.1Ñ 3
extent
1
Normal extent to the the depth of penetration normal to the shell is to be 0.04Ñ 3 or 0.5m, whichever is lesser
shell
Note:
The penetration or girth is to under no circumstances extend above the vertical extent of the vulnerable area as stipulated
in Fig.8.1.5.
Table 8.1.5 Extent of bow and stern damage

Damage Parts Extent of Damage
Bow part at the fore end, damage to the area defined as Abow , the aft limit of which being a transverse vertical
plane, provided that this area need not extend further aft from the forward extremity of the crafts
watertight envelope than the longitudinal distance of side damage.
1
Stern part at the aft end, damage to the area aft of a transverse vertical plane at a distance 0.2Ñ 3 forward of the
aft extremity of the watertight envelope of the hull.
Note:
Abow = 0.0035 AmfV , however never less than 0 .04 A
Where:
Abow : the plan projected area (m2) of craft energy-absorbing structure forward of the transverse plane
－93－
A : the plan projected area (m2) of craft

m : material factor 0.95 M
M : appropriate hull material factor as follows
(a) high-tensile steel : 1.3
(b) aluminium alloy : 1.0
(c) mild steel : 0.95
(d) fibre-reinforced plastics : 0.8
Where materials are mixed, the material factor is to be taken as a weighted mean, weighted according to the mass of
material in the area defined by Abow .
f : framing factor as follows
(a) longitudinal deck and shell stiffening : 0.8
(b) mixed longitudinal and transverse : 0.9
(c) transverse deck and shell stiffening : 1.0
V : 90% of maximum speed
Fig. 8.1.1 Transverse Extent of Side Damage
Fig. 8.1.2 Horizontal Extent of Side Damage
－94－
Fig. 8.1.3 Horizontal Extent of Side Damage of Multihull Craft
Fig. 8.1.4 Extent of Bottom Damage
Fig. 8.1.5 Extent of Bottom damage in Areas Vulnerable to Raking Damage
－95－
Fig. 8.1.6 Extent of Bow and Stern Damage
1.7 Inclining and Stability Information
1 Every craft on completion of build is to be inclined and the elements of its stability determined. When an
accurate inclining in not practical, the lightship displacement and centre of gravity are to be determined by a
lightweight survey and accurate calculation.
2 On all craft, where an accurate inclining experiment is impractical owing to the height of the centre of gravity
(VCG or KG) being less than one third of the transverse metacentric height (GMT), KG may be estimated by detailed
calculation in place of an inclining experiment. In such cases, a displacement check is to be confirm the calculated
lightship characteristics, including LCG, which may be accepted if the measured lightship displacement and LCG are
respectively within 2% and 1% L relative to the estimate.
1.7.2 Stability Information Booklet

A stability information booklet, which is to be prepared on the basis of the particulars of stability determined by
the results of stability experiments and to be approved by the Society, is to be provided on board. The information is
to include particulars appropriate to the craft and is to reflect the craft s loading conditions and mode of operation.
Any enclosed superstructures or deckhouses include in the cross curves of stability and the critical downflooding
points and angles are to be identified.
1.7.3 Amendments of Stability Information Booklet

Where any alterations are made to a craft so as materially to affect the stability information supplied to the
master, amended stability information, which is to be approved by the Society, is to be provided on board. The craft
are to be re-inclined as deemed necessary.
1.7.4 Submission of Results of Stability Experiments

A report of each inclining or lightweight survey carried out in accordance with this Part and of the lightship
condition particulars which are calculated from the test result is to be submitted to the Society for approval.
1.7.5 Keeping of Stability Information Booklet

A stability information booklet approved in accordance with preceding 1.7.2 and/or 1.7.3 is to be provided on
board.
1.7.6 Draught Marks at Bow and Stern

Every craft is to have scales of draughts marked clearly at the bow and stern. In the case where the draught
marks are not located where they are easily readable, or operational constraints for a particular trade make it difficult
to read the draught marks, then the craft is to also be fitted with a reliable draught indicating system by which the
bow and stern draughts can be determined. For amphibious air-cushion vehicles this may be achieved by the use of
draught gauges in conjunction with deck datum plates.
1.7.7 Draught Marks

The draught marks are to be accurately determined and are located on the hull in a permanent manner.
－96－
1.8 Loading and Stability Assessment
1.8.1 Loading Computers

In addition to the stability information booklet, the Society may accept the use of an electronic loading and
stability computer or equivalent means for the purpose to determine the craft s trim and stability.
1.9 Marking of the Design Waterline
1.9.1 Marking of the Design Maximum Load Line

The design maximum load line is to clearly be marked amidships on the craft s outer sides. This waterline is to
be distinguished by the notation H .
－97－
Chapter 2 REQUIRMENTS FOR PASSENGER CRAFT
2.1 General
2.1.1 Consideration of the Effects of Passenger Weight

Where compliance with this Part requires consideration of the effects of passenger weight, the following
information are to be used:
(1) The distribution of passengers is 4 persons per square metre.
(2) Each passenger has a mass of 75 kg.
(3) Vertical centre of gravity of seated passengers is 0.3m above seat.
(4) Vertical centre of gravity of standing passengers is 1.0m above deck.
(5) Passengers and luggage are to be considered to be in the space normally at their disposal
(6) Passengers are to be distributed on available deck areas towards one side of the craft on the decks where muster
stations are located and in such a way that they produce the most adverse heeling moment.
(7) Passengers assumed to be occupying seats are to be taken as having a vertical centre of gravity corresponding to
being seated, with all others standing.
(8) On the decks where assembly stations are located, the number of passengers on each deck is to be that which
generates the maximum heeling moment. Any remaining passengers are to be assumed to occupy decks adjacent
to those on which the assembly stations are located, and positioned such that the combination of number on each
deck and total heeling moment generate the maximum static heel angle.
(9) Passengers may not to be assumed to gain access to the weather deck nor be assumed to crowd abnormally
towards either end of the craft unless this is a necessary part of the planned evacuation procedure.
(10) Where there are seats in areas occupied by passengers, one passenger per seat are to be assumed, passengers
being assigned to the remaining free areas of the deck (including stairways, if appropriate) at the rate of four per
square metre.
2.2 Intact Stability
2.2.1 Intact Stability in the Displacement Mode

The craft are to have sufficient intact stability that, when in still water conditions, the inclination of the craft
o
from the horizontal would not exceed 10 under all permitted cases of loading and uncontrolled passenger
movements as may occur.
2.2.2 Intact Stability in the Non-Displacement Mode

1 The total heel angle in still water due to the effect of passenger movement and due to beam wind pressure is not
o
to exceed 10 .
o
2 In all loading conditions, the outward heel due to turning is not to exceed 8 , and the total heel due to beam
o
wind pressure and due to turning is not to exceed 12 outward.
2.3.1 Buoyancy and Stability Criteria

Following any of the postulated damages detailed in 1.6 of this Part, the craft in still water is to have sufficient
buoyancy and positive stability to simultaneously ensure that:
(1) after flooding has ceased and a state of equilibrium has been reached, the final waterline be 300 mm below the
level of any opening through which further flooding could take place;
o
(2) the angle of inclination of the craft from the horizontal does not normally exceed 10 in any direction. However,
o
where this is clearly impractical, angles of inclination up to 15 immediately after damage may be permitted
－98－
provided that the craft is to comply with the following requirements;

o
(a) Means to reduce the angle of inclination of the craft to 10 within 15 minutes are provided, and
(b) Efficient non-slip deck surfaces and suitable holding points, e.g., holes, bars, etc., are provided.
(3) there is a positive freeboard from the damage waterline to survival craft embarkation positions;
(4) any flooding of passenger compartments or escape routes which might occur will not significantly impede the
evacuation of passengers; and
(5) essential emergency equipment, emergency radios, power supplies and public address systems needed for
organizing the evacuation remain accessible and operational.
2.3.2 Residual Stability of Multihull Craft

The residual stability of multihull craft will be individually determined by the Society.
2.3.3 Residual Stability of any Other Crafts

The residual stability of craft other than multihull craft are to meet the following criteria;
o
(1) The positive residual righting lever curve is to have a minimum range of 15 beyond the angle of equilibrium.
(2) The area under the righting lever curve is to be at least 0.015 m-rad, measured from the angle of equilibrium to
the lesser of:
(a) the angle at which progressive flooding occurs;
o o
(b) 22 (measured from the upright) in the case of one-compartment flooding, or 27 (measured from the
upright) in the case of the simultaneous flooding of two or more adjacent compartments.
(3) A residual righting lever within the range specified in 2.3.3(1) is not less than that obtained from the following
formula. However, in no case is this righting lever to be less than 0.10m:
Heeling moment
+ 0.04 (m)
Displacement
where heeling moment is the greatest of the following heeling moments (kN-m):
(a) Heeling moment due to the crowding of all passengers towards one side specified in 2.1.1;
(b) Heeling moment due to the launching of all fully loaded davit-launched survival craft on one side;
For the purpose of calculating this heeling moment, the following assumptions are to be made:
i) all lifeboats and rescue boats fitted on the side to which the craft has heeled after having sustained
damage shall be assumed to be swung out fully loaded and ready for lowering:
ii) for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum
heeling moment during launching shall be taken:
iii) a fully loaded davit-launched liferaft attached to each davit on the side to which the craft has heeled
after having sustained damage shall be assumed to be swung out ready for lowering:
iv) persons not in the life-saving appliances which are swung out shall not provide either additional
heeling or righting moment:
v) life-saving appliances on the side of the craft opposite to the side to which the craft has heeled shall be
assumed to be a stowed position.
(c) Heeling moment due to steady wind given by the following formula:
0.12AZ (kN-m)
where:
A and Z are to be obtained in accordance with 2.3.1-1, Part U of the Rules for the Survey and
－99－
Chapter 3 REQUIREMENTS FOR CARGO CRAFT
3.1 General
3.1.1 Application
The requirements in this Chapter apply to cargo craft except cargo craft which are not engaged in international
voyage and are for restricted service.
3.2.1 General Buoyancy and Stability Criteria

Following any of the postulated damages detailed in 1.6 of this Part, the craft in still water is to have sufficient
buoyancy and positive stability to simultaneously ensure that:
(1) after flooding has ceased and a state of equilibrium has been reached, the final waterline be 150 mm below the
level of any opening through which further flooding could take place;
o
(2) the angle of inclination of the craft from the horizontal does not normally exceed 15 in any direction. However,
o
where this is clearly impractical, angles of inclination up to 20 immediately after damage may be permitted
provided that the craft is to comply with the following requirements;
o
(a) Means to reduce the angle of inclination of the craft to 15 within 15 minutes are provided, and
(b) Efficient non-slip deck surfaces and suitable holding points, e.g., holes, bars, etc., are provided.
(3) there is a positive freeboard from the damage waterline to survival craft embarkation positions; and
(4) essential emergency equipment, emergency radios, power supplies and public address systems needed for
organizing evacuation remain accessible and operational.
3.2.2 Residual Stability

1 The residual stability of multihull craft will be individually determined by the Society.
2 The residual stability of the craft other than multihull craft are to meet 2.3.3 in this Part.
－100－
Chapter 1 GENERAL
1.1 General
1.1.1 Scope
1 The requirement of this Part apply to the main propulsion machinery, power transmission systems, shafting
systems, propellers, waterjet propulsion systems, prime movers other than main propulsion machinery, boilers,
thermal oil heaters, incinerators, pressure vessels, auxiliaries, piping systems and their control systems (hereinafter
referred to as machinery installations in this Part).
2 Machinery installations which are unusual and considered impracticable to meet the requirements of this Part
may be accepted provided that they are deemed by the Society to be equivalent to those specified in this Part.
3 For machinery installations with novel design features, the Society may apply the requirements of the Rules so
far as practicable and other requirements as considered necessary by the Society.
4 For machinery installations which are considered appropriate by the Society, some requirements in this Part may
be modified by taking their capacity, purposes and operating conditions into account.
5 The terms specified in this chapter are in accordance with the requirements of 1.1.6, Part D of the Rules for the
Survey and Construction of Steel Ships.
6 The drawings and data to be submitted in connection with machinery installations are to conform to the
requirements specified in each Chapter of this Part, in addition to those specified in 2.1.2 of Part 2.
1.1.2 Materials
Materials intended to be used for machinery installations are to be selected considering the purpose and
conditions of their service. Materials intended for principal components are to be of those tested and inspected in
accordance with the requirements specified in this Part.
1.2 General Requirements for Machinery Installations
1.2.1 General
1 The machinery installations are to be properly fixed and to be of construction and arrangement to facilitate
operation, inspection and maintenance.
2 The machinery installations are to be of a design and construction adequate for the service for which they are
intended and are to be so installed and protected as to reduce to a minimum any danger to persons on board, due
regard being paid to moving parts, hot surfaces and other hazards.
3 When the following machinery is fitted singly on board, special consideration is to be given to the reliability of
the machinery and its components. For craft in which unconventional machinery is used as the main propulsion
machinery and propulsion shafting system, provision of additional machinery capable of ensuring the ship to proceed
at navigable speed in the possible event of failure of the machinery may be requested by the Society.
(1) For diesel ships:
Diesel engines used as the main propulsion machinery, highly elastic couplings, reduction gears and propulsion
shafting systems
(2) For gas turbine ships:
Gas turbine engines used as the main propulsion machinery, compressors, combusters, reduction gears and
propulsion shafting systems
(3) For electric propulsion ships:
Propulsion motors, reduction gears and propulsion shafting systems
4 Means are to be provided whereby normal operations of main propulsion machinery can be sustained or restored
－101－
even though one of the essential auxiliaries becomes inoperative. Special consideration is to be given to the
malfunctioning of:
(1) a generator set which serves as a main source of electrical power;
(2) the fuel oil supply systems for boilers or engines;
(3) the sources of lubricating oil pressure;
(4) the sources of water pressure;
(5) an air compressor and a receiver for starting or control purposes;
(6) the hydraulic, pneumatic or electrical means for control in main propulsion machinery including controllable
pitch propellers;
However, having regard to overall safety consideration, a partial reduction in propulsion capability from normal
operation may be accepted.
5 Such information as is necessary to ensure that machinery can be installed correctly regarding such factors as
operating conditions and limitations are to be made available by the manufacturers.
6 The following machinery, are to be designed to operate under the conditions given in Table 9.1.1, as fitted in the
ship. Deviation from the angles given in Table 9.1.1 may be permitted, taking into consideration the type, size and
service conditions of the ship.
7 Machinery installations are to be fitted with adequate safety monitoring and control devices in respect of speed,
temperature, pressure and other operational functions.
8 Special consideration is to be given to the design, construction and installation of the machinery installations so
that any mode of vibrations, accelerations, shocks, etc., shall not cause undue stresses in normal operating ranges.
9 Measures are to be taken to reduce machinery noise in machinery spaces to acceptable levels as determined by
the National Regulations of the country in which the craft is registered. If this noise cannot be sufficiently reduced
the source of excessive noise is to be suitably insulated or isolated or a refuge from noise is to be provided if the
space is required to be manned. Ear protectors are to be provided for personnel required to enter such spaces, if
necessary.
10 To prime movers used for lift or attitude control arrangements, the requirements concerning to the main
propulsion machinery are to be applied.
Table 9.1.1 Angle of Inclination

Athwartships(2) Bow-and-stern(2)
Static Dynamic Static Dynamic
Type of machinery installations inclination inclination inclination inclination
(List) (Rolling) (Trim) (Pitching)
Main propulsion machinery
Essential auxiliary boilers
Prime movers driving generators o o o (3) o
15 22.5 5 7.5
(excluding those for emergency)
Auxiliary machinery (excluding auxiliary machinery
for specific use, etc.), and their driving units
Emergency installations (emergency generators,
emergency fire pumps and prime movers drive them) o o o o
22.5 22.5 10 10
Switchgears(1) (Circuit breakers, etc.)
Equipment for automatic and remote controls
Notes:
(1) Up to an angle of inclination of 45 o , undesired switching operations or operational changes are not to be caused.
(2) Athwartships and bow-and-stern inclinations may occur simultaneously.
(3) Where the length of the ship exceeds 100 m, the fore-and-aft static angle of inclination may be taken as follows:
q =500/L
o
q ： The static angle of inclination ( )
L ： Length of the ship specified in 2.1.2, Part A of the Rules for the Survey and Construction of Steel Ships
(m)
－102－
1.2.2 Astern Power

1 Sufficient power for going astern is to be provided to secure proper control of the ship in all normal
circumstances.
2 For the main propulsion systems with reversing gears, controllable pitch propellers, waterjet propulsion systems
or electric propeller drive, running astern is not to lead to the overload of propulsion machinery.
1.2.3 Limitation in the Use of Fuel Oil

Except for cases as specified in (1) to (3) below, no fuel oil with a flash point (to be determined by an approved
o
closed cup method) of less than 60 C is to be used.
o
(1) In emergency generators, fuel oil with a flash point of not less than 43 C may be used.
(2) Subject to such additional precautions as it may consider necessary and on condition that the ambient
o
temperature of the space in which such fuel oil is stored or used shall not be allowed to rise to within 10 C
o
below the flashpoint of the fuel oil, the general use of fuel oil having a flashpoint of less than 60 C but not less
o
than 43 C may be permitted.
o
(3) The use of fuel oil having a flashpoint of less than 43 C may be permitted provided that such fuel oil is not
stored in any machinery space and subject to the approval by the Society of the complete installation.
1.2.4 Fire Protections

1 Flange joints and special joints (screwed joints, mechanical joints, etc.) fitted in flammable oil piping such as
fuel oil, lubricating oil, and such flammable oil systems are not to be located right above boilers, steam pipelines,
thermal oil pipelines, exhaust gas pipings, silencers, exhaust gas driven turbo blowers or other highly heated surfaces,
and to be arranged far apart therefrom, as far as practicable, unless proper means approved by the Society are
provided against leaking or spraying of the oils from these joints and systems.
o
2 All surfaces of machinery installations with temperature exceeding 220 C where impingement of flammable
liquids may occur as a result of a system failure are to be effectively insulated. The insulation is to be imprevious to
flammable liquids and vapours.
3 The driving units for fuel oil transfer pumps and other similar fuel oil pumps, fuel purifiers, forced draft fans for
boilers and ventilating fans serving machinery spaces are to be capable of being stopped from an easily accesible
position outside the space concerned in the event of a fire in the space where they are located and its vicinity. The
means provided for stopping the ventilation fans of the machinery spaces are to be entirely separated from those of
other spaces.
4 Machinery installations are to be free from leakages of the fuel oil, lubricating oil and other flammable oils,
unhealthy gases and flammable gases which may cause fire, so far as is available. For those from which these oils
may leak, proper means of leading the leaked oils to other safe location are to be provided.
5 Machinery installations are to be free from leakage of such gases as to harm human health or cause fire. The
possible machinery installation is to be placed at such a position as the gases can be easily drained off to a
well-ventilated place.
6 Provision is to be made to drain all excess fuel and oil to a safe position so as to avoid a fire hazard.
7 Structures constructed with combustible materials such as woods and the like are not to be located above
internal combustion engines and their surroundings, except where protected adequately by metal plate, rockwool or
other fire-resisting materials.
8 The means specified in below are to be taken for each space where pre-treatment machinery installations for
flammable liquid such as purifiers, oil heaters, etc., are installed, unless other adequate means deemed appropriate by
the Society are provided.
(1) Each space in which the main components in the above system are installed is to be separated from other
machinery installations, enclosed by steel bulkheads extending from deck to deck with self-closing steel doors.
(2) A fixed fire detection and fire alarm system is to be provided.
(3) A fixed fire-extinguishing system capable of being activated from outside the room is to be provided.
(4) Independent mechanical ventilation or a ventilation arrangement which can be isolated from the machinery
space ventilation is to be provided.
A closing arrangement of the above ventilation openings capable of being activated from a position close to
where the above fixed fire-extinguishing system is to be provided.
－103－
1.2.5 Ventilating Systems for Machinery Spaces

Machinery spaces are to be adequately ventilated so as to ensure that when machinery or boilers therein are
operating at full power, an adequate supply of air is maintained to the spaces for the safety and comfort of personnel,
for the operation of the machinery and for the prevention of accumulation of flammable gases.
1.2.6 Communication between Navigating Bridge and Control Stations for Speed and Direction of
Thrust of Propellers
Communication between navigating bridge and control stations for the control of speed and direction of thrust of
propellers are to comply with following requirements.
(1) At least two independent communication means are to be provided for communicating orders from the
navigating bridge to the position in the machinery space or in the control room from which the speed and
direction of thrust of the propellers are normally controlled. One of these means is to be an engine room
telegraph which provides visual indication of the orders and responses both on the navigating bridge and in such
control station mentioned above.
(2) Means of communication as deemed appropriate by the Society, are to be provided from the navigating bridge
and the engine room to any position, other than those specified in (1) above, from which the speed or direction
of thrust of the propellers may be controlled.
1.2.7 Engineers Alarm

An engineers alarm is to be provided to be operated from the engine control room or at the manoeuvring
platform as appropriate, and is to be clearly audible in the engineers accommodation.
1.3 Tests
1.3.1 Shop Tests

Before installation on board, machinery installations are to be tested according to the following requirements at
the plants.
(1) The tests for diesel engines are to be carried out in accordance with 2.6.1, Part D of the Rules for the Survey
and Construction of Steel Ships.
(2) The tests for gas turbines are to be carried out in accordance with 4.5.1, Part D of the Rules for the Survey
(3) The tests for power transmission systems are to be carried out in accordance with 5.5.1, Part D of the Rules for
(4) Shaftings, Propellers and Waterjet Propulsion Systems
(a) Stern tubes, propeller shaft sleeves and stern tubes shaft sleeves are to be subjected to hydrostatic tests
specified in 6.3.1, Part D of the Rules for the Survey and Construction of Steel Ships.
(b) Propellers are to be tested in accordance with 7.4.1, Part D of the Rules for the Survey and Construction
of Steel Ships.
(c) Waterjet propulsion systems are to be subjected to the following tests.
i) Hydrostatic tests at a pressure 1.5 times the design pressure for impeller casing
ii) Balancing test of the impeller
iii) Hydrostatic tests at a pressure of at least 0.2MPa or 1.5 times the design pressure whichever is higher
for the forward bearing tube of the main shaft and the sealing device tubes
(5) Boilers, Thermal Oil Heaters, Incinerators and Pressure Vessels
(a) Boilers with design pressure exceeding 0.35MPa are to be tested in accordance with 9.10.1, Part D of the
(b) Boilers with design pressure not exceeding 0.35MPa are to be tested in accordance with 9.11.3-1, Part D of
the Rules for the Survey and Construction of Steel Ships.
(c) Thermal oil heaters are to be subjected to the test specified in above (a).
(d) Pressure vessels are to be tested in accordance with 10.9.1, Part D of the Rules for the Survey and
(6) Pipes, Valves, Pipe Fittings and Auxiliaries
Pipes, valves, pipe fittings and auxiliaries are to be subjected to tests specified in 12.6.1, Part D of the Rules
－104－
for the Survey and Construction of Steel Ships.

(7) Steering Gears
Steering gears are to be subjected to tests specified in 15.5.1, Part D of the Rules for the Survey and
(8) Refrigerating Equipment
Refrigerating Equipment is to be tested in accordance with 17.4.1, Part D of the Rules for the Survey and
(9) Automatic and Remote Control Systems
Automatic and remote control systems are to be subjected to the tests specified in 18.7.1, Part D of the Rules
for the Survey and Construction of Steel Ships. In addition, the requirement specified in 18.7.2, Part D of the
Rules for the Survey and Construction of Steel Ships are to be complied with.
1.3.2 Tests after Installation on Board

After installation on board, the following tests are to be carried out.
(1) Verification inspection of installation or fixing condition of machinery.
(2) Performance tests for overspeed protective devices, fuel oil leaking alarms from the injection pipes, lubricating
oil low pressure alarming and automatic stopping devices, emergency stopping devices and cooling water high
temperature alarming devices of diesel engines.
(3) Performance tests for overspeed protective devices, lubricating oil low pressure alarming and automatic stopping
devices, emergency stopping devices, flame-out alarming, excessive vibration alarming, fire detection devices in
enclosures exhaust gas high temperature alarming devices and, cooling water high temperature alarming devices
of gas turbine.
(4) Performance tests for lubricating oil low pressure alarming of power transmission systems.
(5) Tests for leakage under working oil pressure of stern tube sealing devices.
(6) Force-fitting tests to measure and record the pull-up length for propellers force-fitted on the propeller shaft.
(7) For boilers with design pressure exceeding 0.35MPa, popping tests for safety valves and function tests for the
safety devices and alarm devices.
(8) For boilers with design pressure not exceeding 0.35MPa, function tests for the safety devices.
(9) For thermal oil heaters, popping tests for safety valves and function tests for the safety devices and alarm
devices.
(10) For incinerators with maximum capacity not less than 34.5kW,
(a) Operation tests of the safety devices and alarming devices and burning tests.
(b) Tests for assigning the safety working temperature.
(11) For piping systems welded aboard ships between pipes or between pipes and valves, hydrostatic tests as deemed
appropriate by the Society. These tests may be waived with confirmation of no defects by appropriate non
destructive tests deemed appropriate by the Society.
(12) For auxiliaries (excluding auxiliary machinery for specific use, etc.,) running tests as deemed appropriate by the
Society. However, in the case of machinery having passed the tests specified in above 1.3.1(6), the test methods
on board may be suitably modified at the discretion of the Society.
(13) For fuel oil piping systems, thermal oil piping systems and heating coils in tanks, leak tests at a pressure of 1.5
times the design pressure or 0.4MPa, whichever is the greater.
(14) For steering gears,
(a) Leak tests for the hydraulic oil systems at least a max. working pressure, after installed on board.
(b) Each operation test, after installed on board.
(15) For mooring winches,
(a) Operation tests for 15 minutes in each direction at max. speed under no load.
(b) Function tests for the drum brake under the operating condition specified in (a).
(c) Notwithstanding the requirements specified (a) and (b), where there are a plurarity of units of the same type,
the period of testing and number of units to be tested may be reduced.
(16) For the piping systems of refrigerating equipment, which are exposed to a pressure of the primary refrigerant,
leak tests at a pressure of 90% of the design pressure.
(17) For automatic and remote control systems, it is to be ensured that the systems can operate effectively,
－105－
respectively under as far practical condition as possible. However, part of the tests may be carried out during sea
trials.
1.3.3 Mass-production Equipment

For equipment manufactured by mass-production system deemed appropriate by the Society, the test procedure
suited to the production method may be accepted in place of the tests specified in the Rules upon the request of the
manufacturer, notwithstanding the requirements of 1.3.1 above.
1.3.4 Omission of Tests

Where machinery installations have test certificates which are deemed appropriate by the Society, a part or all of
tests for the machinery specified in 1.3.1 may be omitted.
1.3.5 Additional Tests

The Society may require, when deemed necessary, other tests than those specified in this Part.
－106－
Chapter 2 DIESEL ENGINES
2.1 General
2.1.1 Scope
The requirements of this Chapter apply to the diesel engines used for main propulsion machinery, electric
generators and auxiliary machinery (excluding auxiliary machinery for specific use, etc., hereinafter the same in this
chapter).
2.1.2 Drawings and Data

Drawings and data to be submitted are generally as follows:
(1) Drawings and data for approval
(a) Engine particulars
(b) Details of welding procedure for principal components (including tests and inspections)
(c) Crankshaft (including component details, shaft coupling bolts, balance weights and their fastening bolts)
(d) Connecting rod and its bearings (including bolts details) of 4 stroke cycle engines
(e) Thrust shaft (if integral with engine)
(f) Arrangement of foundation bolts (including foundation bolts, chocks and stoppers)
(g) Structural detail and arrangement of crankcase explosion relief valves
(h) Material specifications of principal components
(i) High pressure oil pipes for driving exhaust valves with its shielding
(j) High pressure fuel oil pipes with its shielding and clamping
(k) Piping arrangements fitted to engine (including fuel oil, lubricating oil, cooling oil, cooling water,
pneumatic and hydraulic systems, and indicating size, materials and working pressure of pipes)
(l) Sectional assembly of exhaust driven turbo blowers
(2) Drawings and data for reference
(a) A list containing all drawings and data submitted (with relevant drawing numbers and revision status)
(b) Longitudinal section of the engine
(c) Transverse cross-section of the engine
(d) Bedplate and thrust block (if integrated with engine)
(e) Frames
(f) Cylinder cover, cylinder jacket and cylinder liner
(g) Piston and gudgeon pins
(h) Tie rods (including coupling and set-screws)
(i) Assembly of piston and piston rods
(j) Piston rods
(k) Connecting rod and its bearings (including bolts details) of 2 stroke cycle engines
(l) Assembly of thrust bearings
(m) Assembly of crossheads
(n) Camshaft driving gear and assembly of cam and camshafts
(o) Rocker valve gears
(p) Fuel oil injection pumps
(q) Main bearing bolts
(r) Cylinder cover fixing bolts and valve box fixing bolts
(s) Flywheel (in the case of a power transmission component)
(t) Engine control system diagram (including monitorings, safety and alarm systems)
(u) Construction and arrangement of thermal insulation for exhaust pipes fitted to the engine
(v) Construction and arrangement of dampers, detuners, balancers or compensators, bracings, and calculation
sheets on balancing and prevention of vibration of the engine
－107－
(w) Operation and service manuals of the engine

(x) Other drawings and data deemed necessary
2.1.3 Materials, Construction and Strength

1 Materials intended for the principal components of diesel engines and their non-destructive test are to conform
to the requirements specified in 2.2.1, Part D of the Rules for the Survey and Construction of Steel Ships.
2 Where the principal components of diesel engines are of welded construction, they are to comply with the
requirements specified in Chapter 11, Part D of the Rules for the Survey and Construction of Steel Ships.
3 Diesel engines are to be designed to have construction and strength adequate for the service for which they are
intended, the working conditions to which they are subjected and the environmental conditions on board. Crankshafts
other than those for emergency generator engines are to comply with the requirements specified in 2.3, Part D of the
4 Installation of diesel engines in ships is to be in accordance with the following (1) to (4).
(1) Engines are to be installed on steel seat plates of sufficient strength and rigidity laid across the bottom girders.
(2) Where engines having large unbalanced inertia forces or moments or having large exciting forces due to the
piston side thrust are installed, the seat plates for installation are to be of sufficient length and are to be
connected to each other on both sides or incorporated into one construction.
(3) Where the temperature of the seat plates of engines may rise high in normal operation to affect creep property of
FRP girders in way of the seat plates, adequate insulation is to be provided between the seat plates and the
girders.
(4) Where engines and their seat plates are installed onto FRP girders, consideration is to be given to avoid
excessive deformation due to clamping forces of bolts and the weight of engines.
5 Crankpin bearings of 4 stroke-cycle engines are to be designed and constructed to keep a fair contact pressure
upon the contact face of the bearing caps and not to cause an excessive stress on the crankpin bolts, against the
alternating load to be acting on the connecting rod.
6 The ambient reference conditions for the purpose of determining the power of diesel engines intended for main
propulsion machinery, electric generators or auxiliary machinery are to be as follows:
Total barometric pressure: 0.1 MPa
o
Air temperature: 45 C
Relative humidity: 60%
o
Seawater temperature: 32 C (at charge air intercooler inlet)
2.2 Safety Devices
2.2.1 Speed Governors and Overspeed Protective Devices

1 Diesel engine used as main propulsion machinery in diesel craft is to be provided with a speed governor so
adjusted to prevent the engine speed from being exceeded by more than 15% of the maximum continuous
revolutions.
2 In addition to the speed governor, each diesel engine used as the main propulsion machinery with a continuous
maximum output of 220 kW or over which can be declutched or drives controllable pitch propeller, is to be provided
with a separate overspeed protective device. In this case, the overspeed protective device and its driving gear are to
be independent from the governor required in -1, and so adjusted to automatically stop the engine when the speed
exceeds more than 20% of the maximum continuous revolutions.
3 Where diesel engines used as the main propulsion machinery for an electric propulsion craft, driving generators
used to supply electrical power exclusively to propulsion motors, the engines are to be provided with governers
specified in 5.1.2-2, Part H of the Rules for the Survey and Construction of Steel Ships.
4 Diesel engines to drive generators other than those mentioned in -3 are to be provided with governors specified
in 2.4.2, Part H of the Rules for the Survey and Construction of Steel Ships.
5 In addition to the normal governor, each diesel engine used as the main propulsion machinery of electric
propulsion craft and diesel engines used to drive a generator(excluding that of emergency use) with a maximum
continuous output of 220 kW or over are to be provided with a separate overspeed protective device. In this case, the
overspeed protective device and its driving gear are to be independent from that of the governor required in -3 and -4,
－108－
and so adjusted to automatically stop the engine when the speed exceeds by more than 15% of the maximum
continuous revolutions.
2.2.2 Protection against Crankcase Explosion

Engines are to comply with the following requirements to protect from crankcase explosion:
(1) 2.2.2-4, -5 and -6, Part D of the Rules for the Survey and Construction of Steel Ships
(2) 2.4.3, Part D of the Rules for the Survey and Construction of Steel Ships
2.2.3 Relief Valves for Cylinders

Each cylinder of a diesel engine having a bore exceeding 230 mm is to be provided with a relief valve adjusted
to be activated at not more than 40% above the maximum combustion pressure at the maximum continuous output,
and so arranged that when discharged no damage to operators can occur. The relief valves may be replaced by
effective warning devices for overpressure in each cylinder.
2.2.4 Emergency Stopping Device

At least two independent means of stopping the engines (excluding emergency generator engines) quickly from
the control station under any operating conditions are to be provided. Not less than one of these means are to be
operated by hand. Duplication of the actuator fitted to the engine may not be required.
2.3 Associated Installations
2.3.1 Exhaust Driven Turbo Blowers

1 For main propulsion engines equipped with exhaust driven turbo blowers, means are to be provided to ensure
that the engine can be operated with sufficient power to give the ship a navigable speed in case of failure of one of
the turbo blowers.
2 Where the main propulsion engine can not be operable only with the exhaust driven turbo blowers in the case of
starting or low speed range, an auxiliary of scavenging air system is to be provided. For the event of failure of such
an auxiliary system, proper means are to be provided so that the main propulsion engine can be brought into the
condition that its output increases enough as the exhaust driven turbo blowers show their function.
2.3.2 Starting Arrangements

1 The starting air mains are to be in accordance with the requirements specified in 2.5.3-1, Part D of the Rules
2 Where main propulsion engines are arranged for starting by compressed air, starting air resorvoirs are to be
provided. These resorvoirs are to be connected ready for use. In this case, the total capacity of the starting air
resorvoirs is to be sufficient to provide, without replenishment, not less than the number of consecutive starts as
specified in (1) to (3) below. Where the arrangements of the main propulsion engines and shafting systems are other
than shown below, the required number of starts is to be as deemed appropriate by the Society.
(1) For direct reversible engines
Z=12C
where:
Z : Total number of starts
C : Constant determined by the arrangement of main propulsion engines and shafting systems, where the
following values are to be referred to as the standard;
C = 1.0 For single screw craft, where one engine is coupled with the shaft either directly or through
reduction gear
C = 1.5 For twin screw craft, where two engines are coupled with the shafts either directly or through
reduction gears, or for single screw craft, where two engines are coupled with the shaft through a
declutchable coupling provided between engines and reduction gears
C = 1.9 For triple screw craft, where three engines are coupled with the shafts either directly or through
reduction gears
C = 2.0 For single screw craft, where one engine is coupled with the shaft without declutchable coupling
between engine and reduction gear
C = 2.3 For quadruple screw craft, where four engines are coupled with the shafts either directly or
－109－
through reduction gears. For twin screw craft, where four engines are coupled with the shafts
through declutchable coupling provided between engines and reduction gears
C = 3.0 For twin screw craft, where four engines are coupled with the shafts without declutchable
coupling between engines and reduction gears
(2) For non-reversible type engines using a separate reversing gear, controllable pitch propellers or waterjet
propulsion systems, 1/2 of the total number of starts specified in (1) above may be accepted.
(3) For electric propulsion craft:
Z=6+3(k-1)
where:
Z : Total number of starts
k : Number of engines and it is not necessary for the value of k to exceed 3.
3 For main propulsion engines which are arranged for starting by battery and for the starting arrangement of diesel
engines driving generators or auxiliaries, the requirements specified in 2.5.3-3 and -4, Part D of the Rules for the
Survey and Construction of Steel Ships are to be complied with.
2.3.3 Fuel Oil Arrangements

The high pressure fuel oil injection pipes are to be effectively shielded and secured to prevent the fuel or fuel
mist from reaching a source of ignition on the engine or its surroundings. Visible and audible alarming device which
are to be activated when leaked fuel oil within the sheath is detected. And fuel oil leakage within the sheath is to be
drained through drainage system of engine. Where flexible hoses are used for shielding purposes, they are to be of an
approved type.
2.3.4 Lubricating Oil Arrangements

1 The lubricating oil arrangements of diesel engines (excluding emergency generator engines) with maximum
continuous output exceeding 37 kW are to be provided with alarm devices which give visible and audible alarms in
the event of failure of lubricating oil supply or appreciable reduction in lubricating oil pressure, and also with devices
to stop the engine automatically by low pressure after the function of alarms.
2 The lubricating oil arrangements are to be provided with lubricating oil sampling connections at proper
locations.
3 The lubricating oil arrangements for rotor shafts of exhaust gas turbo blowers are to be designed so that the
lubricating oil may not be drawn into charging air.
4 Lubricating oil drain pipes from the engine crankcase sump to the sump tank are to be submerged at their outlet
ends. These drain pipes of two or more engine units are not to be inter-connected.
2.3.5 Cooling Arrangements

1 Cooling arrangements of diesel engines (excluding emergency generator engines) with maximum continuous
output exceeding 37 kW are to be provided with alarm devices which give visible and audible alarms when water
temperature becomes abnormally high.
2 Drain cocks are to be fitted to water jackets and water pipe lines at their lowermost position.
－110－
Chapter 3 GAS TURBINES
3.1 General
3.1.1 Scope
The requirements of this Chapter apply to gas turbines of the open cycle type used for main propulsion
machinery, electric generators and auxiliary machinery (excluding auxiliary machinery for specific use, etc., herein
after the same in this chapter).

(a) Discs (and/or rotors) of turbine and compressors
(b) Combustion chambers
(c) Details of fixing of moving and stationary blades
(d) Shaft couplings and bolts
(e) Piping arrangements fitted to turbine (including fuel oil, lubricating oil, cooling water, pneumatic and
hydraulic system, and indicating pipe materials, pipe sizes and service pressures specified)
(f) Pressure vessels and heat exchangers (classified in Group I and Group II defined in 10.1.3, Part D of the
Rules for the Survey and Construction of Steel Ships) attached to turbine
(g) Details of turbine installation
(h) Particulars (type and product number of turbine, power and number of revolutions per minute of turbine
and compressors at maximum continuous rating, gas pressure and temperatures at turbine inlet and outlet,
pressure losses in inlet and exhaust ducts, ambient condition intended for operation, service fuel oil and
lubricating oil)
(i) Material specifications of principal components
(j) Welding details of principal components
(k) Maintenance instructions
(l) Critical speeds of turbine rotors and compressors
(m) Number of moving blades in each stage
(n) Number and arrangements of stationary blades
(o) Lists of safety devices based on the failure mode and effect analysis.
(a) A list containing all drawings and data submitted (with relevant drawing numbers and revision status)
(b) Sectional assembly
(c) Moving blades and stationary blades
(d) General arrangement
(e) Starting arrangement (attached to turbine)
(f) Inlet air and exhaust gas arrangements
(g) Diagram of engine control systems
(h) Calculation sheets for strength of principal components
(i) Calculation sheets for vibration of turbine blades
(j) Operation instructions for fuel oil control systems
(k) Illustrative drawing of the cooling method for each part of the turbine
(l) Other drawings and data deemed necessary by the Society

1 Materials intended for the principal components of gas turbines (excluding those driving emergency generators)
and their non-destructive test are to conform to the requirements specified in 4.2.1-1 and 4.2.1-2, Part D of the Rules
－111－

2 The materials used in high temperature parts are to have properties suitable for the designed performance and
service life against corrosions, thermal stresses, creeps and relaxations. In the case where the base material coated
with corrosion-resistant surfacing, the coating material is to have such properties that it is hardly detached from the
base material as well as not to impair the strength of the base material.
3 Gas turbines are to be designed and installed such that any reasonably probable shedding of compressor or
turbine blades will not endanger the ship, other machinery and any persons on board.
4 Where the principal components of gas turbines are of welded construction, they are to comply with the
requirements in Chapter 11, Part D of the Rules for the Survey and Construction of Steel Ships.
5 Gas turbines are to be so designed that no excessive vibration and surging are induced within the speed range of
normal operation.
6 Each part of gas turbines is to have such constructions as no detrimental deformations are caused by their
thermal expansions.
7 Gas turbines are to be installed on the seatings so that the hull construction is not thermally affected and no
excessive structural constraints are caused by thermal expansions.
8 In the event of failure of the main source of electrical power, the gas turbines for main propulsion are to be so
designed as not to cause the gas generator to stop, or to enable it to restart immediately after the gas generator
stopping.
3.2 Safety Devices
3.2.1 Governors and Overspeed Protective Devices

1 Gas turbines (excluding emergency generator turbines) are to be provided with an overspeed protective device.
The overspeed protective device is to be so adjusted that the output shaft speed may not exceed by more than 15 % of
the maximum continuous speed as well as to have functions as specified in 3.2.2-2.
2 Gas turbines are to be provided with a speed governor independent of the overspeed protective device specified
in -1 above. The speed governor is to be capable of controlling the speed of the unloaded gas turbine without bringing
the overspeed protective device into action.
3 The governors of gas turbines to drive generators are to comply with the requirements in 2.4.2-1 and -2, Part H
of the Rules for the Survey and Construction of Steel Ships. However, when gas turbines are used for main
propulsion machinery in electric propulsion ships to drive generators for supplying electric power exclusively to
propulsion motors, the requirements in 5.1.2-2, Part H of the Rules for the Survey and Construction of Steel
Ships are to be applied.
3.2.2 Emergency Stopping Devices

1 At least two independent means of stopping the turbine (excluding emergency generator turbines) quickly from
the control station under any operating conditions are to be provided. Not less than one of these means are to be
operated by hand. Duplication of the actuator fitted to the turbine may not be required.
2 Gas turbines (excluding emergency generator turbines) are to be provided with shut-down devices which
automatically shut off the fuel supply to the turbines in the following conditions as well as to be provided with such
alarm devices that give alarms at the control station when the shut-down devices come into action.
(1) Overspeed
(2) Drop of lubricating oil pressure
(3) Failure in automatic starting
(4) Flame-out
(5) Excessive vibrations
3 In addition to the requirements specified in -2 above, gas turbines for main propulsion are to be provided with
shut-down devices which automatically shut off the fuel supply to the turbines in the following conditions as well as
to be provided with such alarm devices that give alarms at the control station when the shut-down devices come into
action.
(1) Excessive axial displacement of each rotor (except for gas turbines with roller bearings)
(2) Abnormal rise of turbine inlet or outlet gas temperature
－112－
(3) Unacceptable lubricating oil pressure drop of reduction gear

(4) Excessive high vacuum pressure at the compressor inlet (except for gas turbines with automatic by-pass doors
etc.)
3.2.3 Alarms
1 Gas turbines (excluding emergency generator turbines) are to be provided with alarm devices which come into
action in the following conditions. In case where the shut-down devices specified in 3.2.2 are also required, the alarm
is to work before the shut-down devices come into action.
(1) Abnormal rise of turbine inlet or outlet gas temperature
(2) Drop of lubricating oil pressure
(3) Drop of fuel oil supply pressure
(4) Excessive vibration
2 In addition to the requirements specified in -1 above, gas turbines for main propulsion are to be provided with
alarm devices which come into action in the following conditions. In case where the shut-down devices specified in
3.2.2 are also required, the alarm is to work before the shut-down devices come into action.
(1) Abnormal rise of differential pressure across lubricating oil filter
(2) Abnormal rise of lubricating oil inlet temperature
(3) Abnormal rise of cooling medium temperature in case where an intercooling cycle is adopted
(4) Abnormal rise of bearing temperature or lubricating oil outlet temperature
(5) Excessive high vacuum pressure at the compressor inlet
3.2.4 Fire Detection Devices in Enclosures

Where an acoustic enclosure is fitted which completely surrounds the gas generator and the high pressure oil
pipes, a fire detection and extinguishing system is to be provided for the acoustic enclosure.
3.3.1 Air Inlet Systems

The air inlet system is to have such construction and arrangement that intrusion of harmful particles and water
into the compressor can be minimized. Additionally, means are to be provided to minimize the detrimental effects
caused by salt deposits in suction air, and if necessary, by icing at the air intake.

1 Gas turbines are to be provided with suitable means effective for the prevention of abnormal combustion or
ignition trouble at the time of starting or restarting after starting failure.
2 Where batteries are used for starting, the starting arrangement is correspondingly to comply with the
requirements in 2.5.3-3, Part D of the Rules for the Survey and Construction of Steel Ships.
3.3.3 Fuel Oil Arrangements

1 Sufficient consideration is to be given to the prevention of clogging of the fuel manifolds and fuel nozzles due to
solid particles contained in the fuel, and also for the prevention of corrosions of turbine blades and other parts due to
salts and similar corrosive substances.
2 The fuel control system is to comply with the following requirements.
(1) The fuel control system is to be capable of adjusting the fuel supply to the burners so as to maintain the exhaust
gas temperature within the pre-determined range throughout the normal operation.
(2) The fuel control system is to be capable of ensuring stable combustion throughout the operation range where the
fuel supplying is adjustable.
(3) The fuel control system is to be capable of maintaining the minimum speed of the turbines without stopping the
gas generator at a sudden load fluctuation.

1 Gas turbines for main propulsion are to be provided with an effective emergency supply of lubricating oil which
comes into service automatically and has sufficient amount of oil to ensure adequate lubrication until the turbine is
brought to rest, in case of failure of the lubricating oil supplying system. The emergency supply may be obtained
－113－
from a gravity tank or from an auxiliary lubricating oil pump driven by the turbine.
2 The lubricating oil arrangements for main gas turbines are to be provided with the automatic temperature
controlling devices.
3 An oil sampling connection is to be provided at a proper location.
3.3.5 Ignition Arrangements

1 Each device in ignition arrangements is to be composed of two or more systems independent with each other.
2 The cable of an electric ignition device is to have good electrical insulation and to be laid in such a way to be
hardly damaged and not to come in contact with fuel oil and other flammable oils including their pipes and tanks.
3 Ignition distributors are to be of explosion-proof construction or to be provided with proper shielding. No coils
for ignition devices are to be situated in areas where explosive gases may accumulate.
－114－
Chapter 4 POWER TRANSMISSION SYSTEMS
4.1 General
4.1.1 Scope
The requirements of this Chapter apply to power transmission systems which transmit power from main
propulsion machinery and prime movers driving generators and auxiliaries (excluding auxiliary machinery for
specific use etc., hereinafter the same in this Chapter).

(a) Transmitted power and number of revolutions per minute of each pinion at the maximum continuous output
(b) Particulars of each gear (number of teeth, module, pitch circle diameters, pressure angles, helix angles, face
widths, center distances, tool tip radius, backlash, addendum modification, amount of profile and tooth
trace modification, finishing method of tooth flank, expected finishing accuracy of gear)
(c) Welding methods of principal components (including tests and inspection)
(d) Gears
(e) Gear shafts
(f) Couplings
(g) Construction of main parts such as clutches and flexible shafts
(h) Specifications for materials used in power transmission parts (chemical compositions, heat treatment
methods, mechanical properties and their test methods)
(a) Sectional assembly
(b) Necessary data for strength calculation of principal components of the power transmission systems.
(c) Other data deemed necessary by the Society

1 Materials intended for the principal components of power transmission system and their non-destructive tests are
to conform to the requirements specified in 5.2.1-1 and 5.2.1-2, Part D of the Rules for the Survey and
2 Power transmission systems are to have the design and construction adequate for the purposes and working
conditions, and are to have sufficient strength against the torque to be transmitted and against the astern pull.
3 Where the principal components of power transmission system are of welded construction, they are to comply
with the requirements in Chapter 11, Part D of the Rules for the Survey and Construction of Steel Ships.
4.1.4 General Construction of Gearings

1 Where a gear rim is shrunk on the boss, the rim is to be so thick as to ensure sufficient strength and is to have
enough shrinkage allowance against transmitted power. Where shrinkage fit is made after tooth cutting, the
construction is to be such as to fully guarantee the accuracy of gearing, or final tooth finishing is to be carried out
after the shrinkage fit.
2 Where gears are of welded construction, they are to have sufficient regidity and are to be stress-relieved before
tooth cutting.
3 Gears are not to have harmful unbalanced weight.
4 The strength of gearing system is to comply with the requirements in 5.3 and 5.4, Part D of the Rules for the
5 Gear casings are to have sufficient regidity, and their construction is to be such that all possible facilities are
provided for inspection and maintenance.
6 In the case where heavy articles are intended to be fitted on extended part of the pinion shaft, the construction of
－115－
pinions is to be such that the whirling moves of pinions and deviation of shaft centre may be minimized.
4.1.5 General Construction of Power Transmission Systems other than Gearings (e.g. highly elastic
flexible couplings, clutches, etc.)
1 The power transmission systems other than the gearings are to be of those approved by the Society in their
constructions and materials, functioning safely and reliably and having sufficient strength against transmitted power.
2 The construction of electro-magnetic slip couplings is to conform to the requirements in 2.4, Part H, of the
Rules for the Survey and Construction of Steel Ships as well as to the discretion of the Society.
3 Where the clutch of power transmission systems for main propulsion is operated with a hydraulic or pneumatic
system, a stand-by pump or compressor connected ready for use or any other appropriate unit is to be provided,
thereby to ensure that a ship can keep the navigable speed.

1 Gearing systems are to be provided with strainers, if practicable, with magnets in the lublicating arrangement.
2 The lubricating oil arrangements of power transmission systems with the driving units above 37 kW are to be
provided with alarm devices which give visible and audible alarms in the event of failure of supply of lubricating oil
appreciable reduction of lubricating oil pressure.
－116－
Chapter 5 SHAFTINGS, PROPELLERS, WATERJET PROPULSION

SYSTEMS AND TORSIONAL VIBRATION OF SHAFTINGS
5.1 Shaftings
5.1.1 Scope
The requirements of this Chapter apply to propulsion shafting (excluding any part of waterjet propulsion system
and propeller) and power transmission system which transmit power from prime mover driving generators and
auxiliaries (excluding auxiliary machinery for specific use etc., hereinafter the same in this section). The torsional
vibration of shaftings are to comply with the requirements specified in 5.4.

(1) Drawings for approval (including specifications of material)
(a) Shafting arrangement
(b) Thrust shaft
(c) Intermediate shaft
(d) Stern tube shaft
(e) Propeller shaft
(f) Stern tube
(g) Stern tube bearing
(h) Stern tube sealing device
(i) Shaft bracket bearing
(j) Shaft couplings and coupling bolts
(k) Shafts which transmit power to generators or auxiliaries
(2) Data for reference
(a) Data necessary for the calculations of shafting strength specified in this section
(b) Data deemed necessary by the Society

1 Materials intended for the principal components of shafting and their non-destructive test are to conform to the
requirements specified in 6.2.1-1, 6.2.1-2 and 6.2.1-3, Part D of the Rules for the Survey and Construction of
Steel Ships.
2 The dimensions of shafts and coupling bolts are to comply with the requirements specified in 6.2.2, 6.2.3, 6.2.4,
6.2.5, 6.2.6 and 6.2.12, Part D of the Rules for the Survey and Construction of Steel Ships.
5.1.4 Corrosion Protection of Propeller Shafts and Stern Tube Shafts

Corrosion protection of propeller shafts and stern tube shafts are to comply with requirements in 6.2.7, Part D
of the Rules for the Survey and Construction of Steel Ships.
5.1.5 Propeller Shaft Sleeves and Stern Tube Shaft Sleeves

1 The sleeves to be fitted to propeller shafts or a stern tube shafts are to comply with the requirements in 6.2.8(1),
Part D of the Rules for the Survey and Construction of Steel Ships.
2 Sleeves are to be of bronze or equivalent thereto and to be free from porosity and other defects.
3 Sleeves are to be fitted to the shafts by a method free from stress concentration such as shrinkage fit, etc.
5.1.6 Fixing of Propellers to Shafts

1 Where propellers are force fitted on the propeller shafts, the fixing part is to be of sufficient strength against
torque to be transmitted.
2 Where a key is provided to fix part, ample fillets are to be provided at the corners of keyway. The key is to have
a true fit in the keyway. The fore end of keyway on the propeller shaft is to be rounded smoothly for avoiding any
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excessive stress concentration.

3 Where propellers are fitted to propeller shaft flanges with bolts, the following (1) and (2) are to comply with.
(1) The bolts and pins are to be of sufficient strength.
(2) The thickness of the aft propeller shaft flange at the pitch circle is to comply with 6.2.9-4, Part D of the Rules
5.1.7 Stern Tube Bearings and Shaft Bracket Bearings

The aftermost stern tube bearing or shaft bracket bearing which supports the weight of propeller is to comply
with 6.2.10-1, Part D of the Rules for the Survey and Construction of Steel Ships.
5.1.8 Stern Tube Sealing Devices

Stern tube sealing devices other than gland packing type sea water sealing devices are to be of the type approved
by the Society in their materials, construction and arrangement.
5.1.9 Propeller Shaft Kind 1C

The propeller shaft Kind 1C is to comply with the requirements specified in 6.2.11, Part D of the Rules for the
5.2 Propeller
5.2.1 Scope
The requirements of this Chapter apply to screw propellers.

(1) Drawings
(a) Propeller
(b) Hydraulic oil piping diagram of controllable pitch propeller indicating pipe materials, pipe sizes and service
pressure
(c) Blade fixing bolts of controllable pitch propeller
(2) Data
(a) Particulars of propeller (maximum continuous output and number of maximum continuous revolutions per
minute of main propulsion machinery, details of blade profile, diameter, pitch, developed area, propeller
boss ratio, rake or rake angle, number of blades, mass, moment of inertia, material specifications, etc.)
(b) Calculation sheet of propeller pull-up length (where the propeller is fitted onto a propeller shaft without
key)

1 Materials of propellers and blade fixing bolts of controllable pitch propellers and their non-destructive tests are
to conform to the requirements specified in 7.1.3-1 and 7.1.3-2, Part D of the Rules for the Survey and
2 The thickness of the propeller blades are to comply with the requirements specified in 7.2.1, Part D of the
3 Notwithstanding the requirement in -2, the blade thickness for propellers fitted onto propeller shafts with a shaft
o
rake of 5 or more and for rudder propellers may be reduced to the value give by the following formula.
2 K1 H
t=
K 2 ZN 0 l
Where:
t : Thickness of blades (excluding the fillet of blade root (cm))
H : Maximum continuous output of main propulsion machinery (kW)
Z : Number of blades
N0 : Number of maximum continuous revolutions per minute divided by 100 (rpm/100)
l : Width of blade at radius in question (cm)
K 1 : Coefficient given by the following formula at radius in question
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30.3 æ D P¢ ö
K1 = ç k 2 + k3
2 è P Dø
æ P¢ ö
1 + k1 ç
èDø
D : Diameter of propeller (m)
k1, k2 and k3 : Values given in Table 9.5.1
P ¢ : Pitch at radius in question (m)
P : Pitch at radius of 0.7R (m), (R = Radius of propeller (m))
K 2 : Coefficient given by the following formula
æ E ö D 2 N 02
K 2 = K - çç k 4 + k5
è t0 ø 1000
k4 and k5 : Values given in Table 9.5.1
E : Rake at tip of the blade (Measuring from face side base line, and taking positive value for backward
rake) (cm)
t 0 : Imaginary thickness of blade at propeller shaft centreline ( t0 may be obtained by producing the each
side line which connects the blade tip thickness with the thickness at 0.25R, or 0.35R for
controllable pitch propeller, in the projection of blade section along maximum blade thickness line.)
(cm)
K : Value given in Table 9.5.2
Table 9.5.1 Values of k1 , k 2 , k 3 , k 4 and k 5

Radial position k1 k2 k3 k4 k5
0.25R 1.62 0.386 0.239 1.92 1.71
0.35R 0.827 0.308 0.131 1.79 1.56
0.6R 0.281 0.113 0.022 1.24 1.09
Table 9.5.2 Values of K

Copper alloy castings
Material KHB S C1 KHBS C 2 KAlBC 3 KAlBC 4
K 1.15 1.15 1.3 1.15
Notes:
(1) For the blades of materials different from those specified in the above Table, the value of K is to be determined in
each case.
(2) For propellers having a diameter of 2.5 meters or less, the value of K may be taken as the value in the above Table
multiplied by the following factor:
2-0.4 D for 2.5 ³ D>2.0
1.2 for 2.0 ³ D
5.2.4 Controllable Pitch Propellers

1 The thickness of the controllable pitch propeller blades is to be in accordance with the requirements specified in
5.2.3-2 and -3.
2 The blade fixing bolts and the flanges for fixing the blades of controllable pitch propellers are to comply with
the requirements specified in 7.2.2-2 through 7.2.2-7, Part D of the Rules for the Survey and Construction of Steel
Ships.
3 Where pitch control gears are operated by hydraulic oil pump, a standby oil pump so connected as to be ready
for use or other suitable device is to be provided, thereby to ensure that the ship can keep the navigable speed.
5.2.5 Force Fitting of Propellers

1 Where a propeller is force fitted on the propeller shaft without a key, the lower and upper limits of pull-up length
are to comply with the requirements specified in 7.3.1-1, Part D of the Rules for the Survey and Construction of
Steel Ships.
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2 Where a propeller is force fitted on the propeller shaft with a key, the strength of the fitted parts are to be such
that they are sufficient for the torque to be transmitted.
3 Where a propeller is force fitted on the propeller shaft, the edge at the fore end of the tapered hole of the
propeller boss is to be appropriately rounded off.
4 Propeller bosses are not to be heated locally to a high temperature at time of forcing on or drawing out.
5.3 Waterjet Propulsion Systems
5.3.1 Scope
Waterjet propulsion systems are to conform to requirements in this Section, according to their design, to in
additional to the requirements in 5.1.4 through 5.1.8.
5.3.2 Terminology
The terms used in this section are defined as follows:
(1) Waterjet propulsion system is a system, including (2) to (7), that receives water through an inlet duct and
discharges it through a nozzle at increased velocity to produce propulsive thrust without recourse to a screw
propeller.
(2) Impeller is a rotating assembly provided with blades to give energy to the water.
(3) Main shaft is a shaft that transmits power to the impeller blades.
(4) Water intake duct is the portion that leads the water drawn from the water intake to the impeller inlet.
(5) Nozzle is the portion that injects the rectified water from the impeller.
(6) Deflecter is the device serving as a rudder by leading the water injected from the nozzle either to port or to
starboard.
(7) Reversers are the devices to thrust the ship to go astern by reversing the flow direction of the water injected from
the nozzle.

(a) General arrangement and sectional assembly (showing the materials, and dimensions of the principle
components including the water intake duct)
(b) Shafting arrangement (showing the arrangements, shapes and constructions of the main propulsion
machinery, reduction gears, clutches, couplings, main shafts, bearings, thrust bearings, sealing devices and
impellers)
(c) Details of water intake duct
(d) Construction of impeller (showing the detailed blade profiles, the maximum diameter of the impeller from
the centre of the main shaft, number of blades and material specifications)
(e) Details of bearings, thrust bearings and forward sealing devices of the main shaft
(f) Details of deflecters
(g) Details of reversers
(h) Diagram of hydraulic piping system
(i) Calculation sheets of torsional vibration of main shaft
(a) Calculation sheets of bending natural frequency when bending vibration due to self-weight is expected
(b) Strength calculation sheets for deflecters and reversers
(c) Others deemed necessary by the Society
5.3.4 General
1 The materials of parts of the waterjet propulsion system are suitable for respective uses intended, and the
following essential components are to comply with the requirements in Part K of the Rules for the Survey and
Construction of Steel Ships:
(1) Main shaft
(2) Shaft coupling and coupling bolts
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(3) Impeller
(4) Water intake duct, nozzle and impeller casing which are composing a part of shell plating
2 The construction and the strength of waterjet propulsion system are to be in accordance with deemed appropriate
by the Society.
5.4 Torsional Vibration of Shaftings
5.4.1 Scope
The requirements of this Chapter apply to power transmission systems and shafting for propulsion (excluding a
part of waterjet propulsion system and propeller), shaftings transmitting power from main engine to generators, crank
shaft of diesel engine used for main propulsion and shaftings of generating systems using diesel engine.
5.4.2 General
1 Torsional vibration calculation sheets are to be submitted for main propulsion shaftings and shaftings for
generators (excluding those for emergency generators). However in such a case where the shafting systems are of the
same type with sufficient practical experience and can be deduced with satisfactory accuracy that no critical vibration
would exist within the service speed range, the submission of the torsional vibration calculation sheets may be
omitted.
2 Where considered necessary by the Society, measurements to confirm correctness of the estimated value by the
calculation are to be carried out.
3 The torsional vibration stresses and torques on the shaftings are to comply with the allowable limit specified in
8.2, Part D of the Rules for the Survey and Construction of Steel Ships.
4 In the case where the torsional vibration stresses or torques exceed the allowable limit t1 specified in 8.2, Part
D of the Rules for the Survey and Construction of Steel Ships, the barred speed ranges are to be imposed in
accordance with 8.3, Part D of the Rules for the Survey and Construction of Steel Ships.
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Chapter 6 BOILERS, THERMAL OIL HEATERS, INCINERATORS AND

PRESSURE VESSELS
6.1 Boilers

(1) Drawings (with materials and scantlings)
(a) General arrangement of boiler
(b) Details of shells and headers (including the internal fittings)
(c) Details of seats for boiler fittings and nozzles
(d) Arrangement and details of boiler tubes
(e) Arrangement and details of tubes of superheater and reheater
(f) Details of internal desuperheater
(g) Arrangement and details of tubes of economizer or exhaust gas economizer
(h) Details of air preheater
(i) Arrangement and details of boiler fittings
(j) Arrangement of safety valves (with principal particulars)
(k) Other drawings considered necessary by the Society
(2) Data
(a) Particulars of boiler
(b) Welding specifications (with welding procedures, welding consumables and welding conditions)
(c) Other data considered necessary by the Society
6.1.2 General
1 The boilers shown in the following (1) to (3) are to be designed to have construction and strength adequate for
the intended service and the surrounding conditions in ships.
(1) Steam boilers with design pressure not exceeding 0.1 MPa and heating surface not exceeding 1 m2
(2) Hot water boilers with design pressure not exceeding 0.1 MPa and heating surface not exceeding 8 m2
(3) Electric water heaters
2 The boilers other than -1 are to comply with 9.2 through 9.9, Part D of the Rules for the Survey and
3 Notwithstanding the requirement in -2, small boilers with design pressure not exceeding 0.35 MPa may be
required to comply with 9.11, Part D of the Rules for the Survey and Construction of Steel Ships.
6.2 Thermal Oil Heaters
6.2.1 General
1 Thermal oil heaters heated by flame or combustion gas are to comply with 6.1 (in this case the term boiler is
to be read as thermal oil heater ) as well as the following -2 and -3.
2 Safety devices, etc. of thermal oil heaters heated by flame are to comply with 9.12.2, Part D of the Rules for
3 Safety devices, etc. of thermal oil heaters heated by combustion gas are to comply with 9.12.3, Part D of the
6.3 Incinerators

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(1) Drawings
(a) General arrangement of incinerator
(b) Arrangement of incinerator fittings
(c) Other drawings considered necessary by the Society
(2) Data
(a) Particulars
(b) Instruction manual of safety devices
(c) Operation manual of incinerator
(d) Other data considered necessary by the Society
6.3.2 General
Incinerators are to comply with 9.13, Part D of the Rules for the Survey and Construction of Steel Ships.
6.4 Pressure Vessels

Drawings and data to be submitted are generally as follows.
(1) Drawings (with type and dimensions of materials specified)
(b) Details of shells
(c) Arrangement of pressure relief devices
(d) Details of seats for fittings and nozzles
(e) Other drawings considered necessary by the Society
(2) Data
(a) Principal particulars
(b) Welding specifications (with welding procedures, welding consumables and welding conditions)
(c) Other data considered necessary by the Society
6.4.2 General
Pressure vessels are to comply with the requirements specified in Chapter 10, Part D of the Rules for the
－123－
Chapter 7 PIPES, VALVES, PIPE FITTINGS AND AUXILIARIES
7.1 General
7.1.1 Design Pressure and Design Temperature

1 Design pressure is the maximum working pressure of a medium inside pipe and is not to be less than the
following pressures given in (1) to (3):
(1) For piping systems fitted with a relief valve or other overpressure protective device, the pressure based on the
set pressure of the relief valve or over pressure protective device. However, for steam piping systems connected
to a boiler or piping systems fitted to a pressure vessel, the design pressure of the boiler shell (nominal pressure
if the boiler has a superheater) or design pressure for the shell of a pressure vessel.
(2) For piping on the discharge side of the pumps, the pressure based on the delivery pressure of the pump with the
valve on the discharge side closed running the pump at rated speed. However, for pumps having relief valve or
overpressure protective device, the pressure based on its set pressure.
(3) For blow-off pipings of boilers, the pressure is not less than 1.25 times the pressure of the boiler drum.
2 Design Temperature is the highest working temperature of the medium inside pipes at the designed condition.
3 Pipes are classified to comply with the requirements specified in 12.1.3, Part D of the Rules for the Survey
and Construction of Steel Ships according to the type of medium, design pressure and design temperature.
7.1.2 Materials
1 Materials used for auxiliary machinery are to be adequate for their service conditions. The materials used for
essential parts of auxiliary machinery are to comply with the standards deemed appropriate by the Society.
2 Materials for pipes are to comply with the requirements specified in 12.1.4-2, Part D of the Rules for the
However materials which comply with a standard deemed appropriate by the Society may be accepted for pipes
o
with both a design pressure less than 1MPa and a design temperature of 230 C or less.
3 Materials for valves or cocks (hereinafter referred to as valves in this Chapter) and pipe fittings are to comply
with the requirements specified in 12.1.4-3, Part D of the Rules for the Survey and Construction of Steel Ships.
However materials which comply with a standard deemed appropriate by the Society may be accepted for the
following (1) and (2).
(1) Valves and pipe fittings used for pipes with a nominal diameter less than 100 mm.
o
(2) Valves and pipe fittings with both a design pressure less than 3MPa and a design temperature of 230 C or less.
4 Notwithstanding the requirements -2 and -3, materials for pipes, valves and pipe fittings are to comply with the
requirements of the service limitations for materials specified in 12.1.5, Part D of the Rules for the Survey and
5 Such special materials as rubber hoses, plastic pipes, vinyl pipes, aluminium alloys, etc., notwithstanding -3
above, may be used where approved by the Society taking into account safety against fire and flooding as well as
their service conditions.
7.2 Thickness of Pipes
Thickness of pipes is to comply with the requirements specified in 12.2, Part D of the Rules for the Survey and
7.3 Construction of Valves and Pipe Fittings
Construction of valves and pipe fittings is to comply with the requirements specified in 12.3, Part D of the Rules for
－124－
7.4 Connection and Forming of Piping System
Connection and forming of piping system is to comply with the requirements specified in 12.4, Part D of the Rules
7.5 Construction of Auxiliary Machinery and Storage Tanks
Construction of auxiliary machinery and storage tanks is to comply with the requirements specified in 12.5, Part D
of the Rules for the Survey and Construction of Steel Ships. In case where storage tanks for fuel oil are
manufactured with the material other than steel plating, however, minimum thickness of plating is to be deemed
appropriate by the Society.
－125－
Chapter 8 PIPING SYSTEMS
8.1 General
8.1.1 Piping
Piping systems are to comply with the requirements specified in 13.2, Part D of the Rules for the Survey and
8.2 Sea Suction Valves and Overboard Discharge Valves
8.2.1 Location and Construction

1 Sea inlet and overboard discharge pipes are to be connected to the valves or cocks which are fitted in accordance
with the requirements in -3 and -4.
2 The locations of overboard discharges subjected to pressure by the pump are not to be such that water can be
discharged into life boats and liferafts at fixed launching positions including those under launching device when they
are launched, unless special provision is made for preventing any discharge of water into them.
3 Sea suction valves and overboard discharge valves or cocks fitted to the ship s side, sea chests forming a part of
the ship s structure or distance pieces attached to the shell plating are to be located at easily accessible positions.
4 Valves or cocks prescribed in -3 are to be fitted in accordance with the following (1) to (3):
(1) Valves or cocks are to be fitted to doublings which are welded to the shell plating or sea chest by using stud
bolts not piercing the shell plating and sea chest.
(2) Valves or cocks are to be fitted by bolts to distance pieces attached to the shell plating. In this case, the distance
piece is to be of rigid construction and as short as practicable.
(3) Where valves or cocks are fitted to the nonmetallic shell plating such as FRP, the fitting method is to be such
that deemed appropriate by the Society.
5 The valve spindles of sea suction valves are to be extended above the lower platform where they are easily
operable. Power-operated sea suction valves are to be arranged also for manual operation. Sea suction valves are to
be provided with indicators to show whether they are open or closed.
6 Overboard discharge valves and cocks are to be fitted with spigots passing through the shell plating and a
protection rings specified in -7(1), but the spigots on the valves or cocks may be omitted if these fittings are attached
to pads or distance pieces which themselves form spigots in way of the shell plating and protecting rings. Overboard
discharge valves and cocks are to be provided with indicators to show whether they are open or closed.
7 Blow-off valves or cocks of boilers and evaporators are to comply with the following requirements in (1) and
(2).
(1) Blow-off valves or cocks of boilers and evaporators are to be fitted in easily operable positions and to be
provided with protection rings on the outside of the shell plating to prevent corrosion.
(2) Cock handles are not to be capable of being removed unless the cocks are shut, and, if valves are fitted, the hand
wheels are to be suitably retained on the spindle.
8.2.2 Sea Chests

Sea chests are to be of substantial construction not to blank off the suction due to air-locking.
8.2.3 Gratings of Sea Suctions

1 Gratings are to be fitted at the sea inlets. The net area through grating is not to be less than twice the total inlet
area of sea suction valves.
2 Provision is to be made for cleaning the gratings specified in -1 by use of low pressure steam, compressed air,
etc.
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8.3 Scuppers and Sanitary Discharges
1 Scuppers piping sufficient in number and size to provided effective drainage are to be provided on all decks.
However the Society may permit the means of drainage to be dispensed with in any particular compartment of any
ship or class of ship if it is satisfied that by reason of size or internal subdivision of those spaces the safety of the ship
is not thereby impaired.
2 Scuppers and sanitary discharges are to comply with the requirements specified in 13.4.1-2, 13.4.1-3, 13.4.1-5,
13.4.1-6 and 13.4.2, Part D of the Rules for the Survey and Construction of Steel Ships.
8.4 Bilge and Ballast Pipings
1 Bilge and ballast pipings are to comply with the requirements specified in 13.5, Part D of the Rules for the
2 For multihull crafts, the breadth of the hull B used for calculating minimum required diameter of bilge main
may be the breadth of a hull at or below the design waterline (m).
3 For multihull crafts with individual bilge pumps for each hull, such bilge piping are to comply with the
requirements in -1 and -2 above. Also the total capacity Q of the bilge pumps for each hull is not to be less than 2.4
times the required capacity of the pump specified in -1 and -2 above.
4 Notwithstanding the requirements given in -1 and -3 above, where approved by the Society in consideration of
the area of the machinery spaces, at least two required bilge suctions may be arranged near the center line of the hull.
In this case, at least one of them is to be connected to direct bilge piping and others may be connected to branch bilge
piping.
8.5 Air Pipes
Air pipes are to comply with the requirements specified in 13.6, Part D of the Rules for the Survey and
8.6 Overflow Pipes
8.6.1 General
1 Where tanks which can be pumped up come under either one of the following categories, overflow pipes are to
be provided:
(1) Where total sectional area of air pipes to tanks which can be pumped up is less than 1.25 times total sectional
area of filling pipes.
(2) Where there is any opening below the open ends of air pipes fitted to the tanks; and
(3) Fuel oil settling tanks and fuel oil service tanks.
2 Overflow pipes other than those to tanks for fuel oil, lubricating oil and other flammable oils are to be led to the
open air, or alternatively, to proper positions where the overflows can be disposed of.
3 Overflow pipes are to be arranged to be self-draining.
8.6.2 Sizes of Overflow Pipes

The aggregated sectional area of overflow pipes which come under 8.6.1-1 is to be not less than 1.25 times the
aggregated sectional area of filling pipes.
8.6.3 Overflow Pipes to Fuel Oil, Lubricating Oil and Other Flammable Oil tanks
Overflow pipes to tanks for fuel oil, lubricating oil and other flammable oil are to comply with the requirements
specified in 13.7.3, Part D of the Rules for the Survey and Construction of Steel Ships.
8.6.4 Preventive Means of Counter-flow of Overflow

1 Adequate means are to be provided on overflow pipes so that in the event of any one of the tanks being bilged,
the other tanks cannot be flooded from the sea through the overflow pipes.
2 Overflow pipes discharging through the ship s sides are to extend above the load line, and are to be provided
with non-return valves fitted on the ship s sides. Where the overflow pipes do not extend above the freeboard deck,
additional effective means are to be provided to prevent the sea water from passing inboard.
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8.7 Sounding Pipes
8.7.1 General
1 All the tanks, cofferdams and areas the access to which is difficult are to be provided with a sounding pipe or a
liquid level indicator.
2 Name plates are to be affixed to the upper ends of sounding pipes.
8.7.2 Upper Ends of Sounding Pipes

1 Sounding pipes are to be led to positions above the bulkhead deck which are at all times readily accessible, and
are to be provided with effective closing means at their upper ends. The sounding pipes, however, may be led to
readily accessible positions from the platform of the machinery space provided that the following closing means are
provided according to the kinds of tanks.
(1) Sounding pipes to tanks for fuel oil;
(a) Self-closing blanking devices on the termination of sounding pipes
(b) Small diameter control cock located below the blanking device for the purpose of ascertaining that oil fuel
is not present before opening the blanking device
(c) Means to ensure that any spillage of fuel oil through the control cock involves no ignition hazard
(2) Sounding pipes to tanks for lubricating oil and other lammable oils;
Sluice valves or cocks with self closing means
(3) Sounding pipes to tanks other than mentioned in (1), (2) and cofferdams;
Sluice valves, cocks or screw caps attached to the pipes by chain
2 The upper ends of sounding pipes to tanks for fuel oil, lubricating oil and other flammable oils are not to
terminate in accommodation spaces and adjacent to the electrical equipment, boilers and other heated surfaces.
8.7.3 Construction of Sounding Pipes

Construction of Sounding Pipes is to comply with the requirements specified in 13.8.3, Part D of the Rules for
8.7.4 Construction of Liquid Level Indicators

1 A liquid level indicator which is specified in 8.7.1-1 above is to be of the type approved by the Society. However,
when a liquid level indicator conforms to a standard deemed appropriate by the Society or when it is provided with a
certificate deemed appropriate by the Society, the requirements do not apply.
2 Glass gauges used for tanks carrying fuel oils, lubricating oils and other flammable oils are to comply with the
following requirements (1) and (2):
(1) The glasses used for oil level indicators are to be of flat shape, of heat resisting quality, and adequately protected
from mechanical damage.
(2) The valves or cocks at the lower ends of glass gauges are to be provided with self-closing means.
8.8 Fuel Oil Systems
8.8.1 General
1 Fuel oil in the oil tanks is not to be heated to the temperature within 10℃ below the flash point of the fuel oil,
unless considered appropriate by the Society.
2 The compartments in which fuel oil burning systems, fuel oil settling and service tanks, fuel oil purifiers, etc.,
are located are to be readily accessible and well ventilated.
3 The fuel oil system in the main propulsion machinery room and boiler room are to be carefully considered to
make maintenance and inspection easy. Due care is to be paid against oil leakage so that it may not result in fire
accidents and that it may be detected easily in case of leakage. All valves or cocks are to be capable of being operated
from above the platform.
4 Valves, cocks and other fittings fitted on fuel oil tanks are to be located in safe positions so as to be protected
from external damage.
5 Stop valves or cocks are to be fitted on both suction and delivery sides of fuel oil pumps.
6 Where pressure relief valves are provided on the delivery side of the fuel oil pumps, arrangements are to be
－128－
made so that the discharged oil may be led to the suction side of the pump.
o
7 Valves and pipe fittings with a design temperature above 60 C and a design pressure above 1 MPa are to be
suitable for a pressure of not less than 1.6 MPa. Valves and pipe fittings used for fuel oil transfer piping lines, fuel oil
suction piping lines and other low pressure fuel oil piping lines are to be suitable for a pressure of not less than 0.5
MPa.
8 Union joints used for connection of fuel oil injection pipes of diesel engines or the pipes of burning systems of
boilers are to be of rigid construction and to have metal contact capable of providing sufficient oil tightness.
9 Fuel oil pipelines including fuel oil tanks are to be segregated from ballast pipelines.
8.8.2 Fuel Oil Filling Pipes

Fuel oil filling pipes are to comply with the requirements specified in 13.9.2, Part D of the Rules for the
8.8.3 Valves for Tank Suction Pipes

Valves for tank suction pipes are to comply with the requirements specified in 4.2.2(3)(d), Part R of the Rules
8.8.4 Fuel Oil Transfer Pumps

1 In ships where power pumps are used for pumping up to the settling and service tanks, at least two independent
power fuel oil transfer pumps are to be provided, and these pumps are to be connected ready for use. Where any
suitable independent power driven fuel oil pump for other purposes is available as a fuel oil transfer pump, this pump
may be used as a fuel oil transfer pump.
2 For multihull crafts, notwithstanding -1 above, interconnecting pipe lines for fuel oil transfer pumps may be
dispensed with providing that, even in the case of one engine inoperative, the craft can maintain her navigable speed.
8.8.5 Drip Trays and Drainage System

Drip trays and drainage system is to comply with the requirements specified in 13.9.4, Part D of the Rules for
8.8.6 Fuel Oil Heaters

Fuel oil heaters are to comply with the requirements specified in 13.9.5, Part D of the Rules for the Survey
8.8.7 Fuel Oil Systems for Diesel Engines

1 Number and capacity of fuel oil supply pumps for the main propulsion machinery are to comply with the
following requirements (1) or (2):
(1) Two sets of main fuel oil supply pumps are to be provided with sufficient total capacity enough to maintain the
supply of the fuel oil at the maximum continuous output of the main propulsion machinery, and each of which
has sufficient capacity to obtain navigable speed of the craft.
(2) Where two or more main propulsion machinery are provided, such system that each of main propulsion
machinery has an exclusive main fuel oil supply pump may be accepted providing that it is possible to give a
navigable speed even if one of them is out of use.
2 Diesel engines for driving electrical generators and auxiliary machinery for which duplication is required are to
be provided with two fuel oil supply pumps of sufficient total capacity to maintain the supply of oil at the maximum
continuous output of the engine and each of which has sufficient capacity to obtain navigable speed of the craft.
However, such a system that each engine is provided with an exclusive fuel oil supply pump may be accepted.
3 Fuel oil filters are to be provided on fuel oil supply piping lines for diesel engines. The filters for diesel engines
used as main propulsion machinery are to be capable of being cleaned without stopping the supply of filtered oil. The
fuel oil filters are to be provided with valves or cocks for depressurizing before being opened.
4 Where low grade oil is used as fuel oil, suitable fuel oil heating devices and fuel oil purifying devices are to be
provided.
8.8.8 Burning Systems for Boilers

1 Essential auxiliary boilers and other boilers to supply steam for fuel oil heating necessary for the operation of the
main propulsion machinery or cargo heating that is required continuously are to be provided with two units of
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burning pumps and fuel oil heaters of sufficient total capacity to maintain the supply of oil at the maximum
evaporation rate of the boiler, and each of which has sufficient capacity to obtain navigable speed of the craft.
However, where alternative means are available to ensure the normal navigation and cargo heating with the burning
system being out of operation, only one unit of burning system will be accepted.
2 Where fuel oil is supplied to the burners by gravity, fuel oil filters capable of being cleaned without stopping the
supply of filtered oil are to be provided.
3 Where the removal of residual fuel oil in burners is conducted by means of steam or air, means are to be taken to
prevent the mixing of oil into steam or air.
8.9 Lubricating Oil Systems and Hydraulic Oil Systems
8.9.1 General
1 The compartment in which lubricating oil tanks, lubricating oil purifiers and hydraulic oil tanks are located are
to be readily accessible and well ventilated.
2 Lubricating oil system and hydraulic oil system in the main propulsion machinery room and boiler room are to
be carefully considered to make maintenance and inspection easy. Due care is to be paid against oil leakage so that it
may not result in fire accidents and that it may be detected easily in case of leakage. All valves or cocks are to be
capable of being operated from above the platform.
3 Valves, cocks and other fittings fitted on lubricating oil tanks and hydraulic oil tanks are to be located in safe
positions so as to be protected from external damage.
4 Valves for lubricating oil tank suction pipes are to comply with the requirements specified in 4.2.2(3)(d), Part R
of the Rules for the Survey and Construction of Steel Ships (in this case the term fuel oil is to be read as
lubricating oil ).
5 Drip trays and drainage arrangement of lubricating oil systems and hydraulic oil systems are to comply with the
requirements specified in 13.9.4-1 and 13.9.4-4, Part D of the Rules for the Survey and Construction of Steel
Ships (in these case the term fuel oil is to be read as lubricating oil or hydraulic oil ).
6 Lubricating oil heaters are to comply with the requirements specified in 13.9.5, Part D of the Rules for the
Survey and Construction of Steel Ships (in this case the term fuel oil is to be read as lubricating oil ).
8.9.2 Lubricating Oil Pumps

1 Number and capacity of lubricating oil pumps for main propulsion machinery, propulsion shaftings and power
transmission systems are to comply with the following requirements (1) or (2) :
(1) Two sets of lubricating oil pumps are to be provided with sufficient total capacity enough to maintain the supply
of the oil at the maximum continuous output of the main propulsion machinery, and each of which has sufficient
capacity to obtain navigable speed of the craft.
(2) Where two or more main propulsion machinery, propulsion shaftings and their power transmission systems are
provided, such system that each of them has an exclusive lubricating oil pump may be accepted, providing that it
is possible to give a navigable speed even if one of them is out of use.
be provided with two lubricating oil pumps of sufficient total capacity to maintain the supply of oil at the maximum
continuous output of the engine, and each of which has sufficient capacity to obtain navigable speed of the craft.
However, such a system that each engine is provided with an exclusive lubricating oil pump may be accepted.
8.9.3 Stop Valves between Engine and Sump Tank

For ships of 100 meters and above in length, where a double bottom is used as a lubricating oil sump tank, a stop
valve which can be easily operated from the engine room floor or suitable counterflow prevention device is to be
provided.
8.9.4 Lubricating Filters

1 Where a forced lubrication system (including gravity supply from head tank) is adopted for lubrication of
machinery installations, lubricating oil filters are to be provided.
2 The filters used for the lubricating oil systems of the main propulsion machinery, power transmission of
propulsion shafting and controllable pitch propeller system are to be capable of being cleaned without stopping the
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supply of filtered oil.
8.10 Thermal Oil Systems
Thermal oil systems are to comply with the requirements specified in 13.11, Part D of the Rules for the Survey and
8.11 Cooling systems
8.11.1 Cooling Pumps

1 Number and capacity of cooling pumps for the main propulsion machinery are to comply with the following
requirements (1) or (2):
(1) Two sets of main cooling pumps are to be provided with sufficient total capacity enough to maintain the supply
of water (oil) at the maximum continuous output of the main propulsion machinery, and each of which has
sufficient capacity to obtain navigable speed of the craft.
(2) Where two or more main propulsion machinery are provided, such system that each of them has an exclusive
cooling pump may be accepted providing that it is possible to give a navigable speed even if one of them is out
of use.
be provided with two cooling pumps of sufficient total capacity to maintain the supply of water (oil) at the maximum
continuous output of the engine, and each of which has sufficient capacity to obtain navigable speed of the craft.
However, such a system that each engine is provided with an exclusive cooling pump may be accepted.
8.11.2 Suction of Sea Water

Arrangement is to be provided to introduce cooling sea water from sea suction valves fitted on two or more sea
chests or sea suctions. For multihull crafts, however, such a system that each hull has single sea chest respectively
may be accepted providing that it is possible to give a navigable speed even if one of the engine in any hull is out of
use.
8.11.3 Cooling Systems for Diesel Engines

Where sea water is used for the direct cooling of the propulsion machinery, or diesel engines driving electrical
generators or auxiliary machinery for which duplication is required, strainers which are arranged to be capable of
being cleaned without stopping the supply of filtered cooling water to the respective engines are to be provided
between the sea suction valve and the cooling sea water pump.
8.12 Pneumatic Piping Systems
Pneumatic piping systems are to comply with the requirements specified in 13.13.1, 13.13.2, 13.13.3 and 13.13.5,
Part D of the Rules for the Survey and Construction of Steel Ships.
8.13 Steam Piping Systems and Condensate Systems
Steam piping systems and condensate systems are to comply with the requirements specified in 13.14, Part D of the
8.14 Feed Water Systems for Boilers
8.14.1 Feed Water Pumps and Pipings

1 Two feed water systems are to be provided for essential auxiliary boilers or other boilers intended to supply
steam for oil heating necessary for the operation of the main propulsion machinery or cargo heating that is required
continuously, each including a stop valve, a non-return valve and a feed pump.
Total capacity of feed water pumps are to be sufficient for maximum evaporation and capacity of one feed water
pump is to be sufficient to obtain navigable speed of the craft.
However, the requirements need not be applied provided that an alternative means is available to ensure the normal
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navigation and cargo heating with the feed water system being out of use or that one complete spare unit of feed
pump and one set of feed check valve needle and valve seat capable of being replaced in a short period of time are
provided on board.
2 Boiler feed water pipes are not to be led through tanks which contain oil, nor are oil pipes to be led through
boiler feed water tanks.
8.15 Exhaust Gas Piping Arrangement
1 Exhaust gas piping arrangement is to comply with the requirements specified in 13.16, Part D of the Rules for
2 Exhaust gas piping is to be arranged with consideration of heat influence to hull plates.
3 Open ends of exhaust gas piping are to be arranged so that exhaust gas is prevented to flow into air intakes of
diesel engines, gas turbines, etc..
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Chapter 9 STEERING GEARS
9.1 General
9.1.1 Scope
1 The requirements in this Chapter apply to power-driven steering gears.
2 Electrical equipment and cables used for steering gears are to conform to the requirements of Chapter 10 in
addition to those specified in this Chapter.
3 Manual steering gears will be considered by the Society in each case.

Drawings and data to be submitted are generally to be as follows:
(1) Drawings:
(a) General arrangements of the steering gear
(b) Details of tiller, etc.
(c) Assembly and details of power units
(d) Assembly and details of rudder actuators
(e) Piping diagram of hydraulic pipes
(f) Arrangements of control systems and diagram of hydraulic and electrical systems (including alarm devices
and automatic steering gear)
(g) Arrangements and diagram of an alternative source of power
(h) Diagram of a rudder angle indicator
(i) Other drawings considered necessary by the Society
(2) Data:
(a) Particulars
(b) Operating instructions (including drawings showing the change-over procedure for power units and control
systems, drawings showing the sequence of automatic supply of power from an alternative source of power;
and the type, particulars and an assembly of the power source in the case that the alternative source of
power is an independent source of power and information about hydraulic fluid quality.)
(c) Manuals for countermeasures to be taken at the time of a single failure of the power actuating system
(d) Calculation sheet of rudder torque to be used in strength calculation
(e) Calculation sheet of the strength of essential parts
(f) Other data considered necessary by the Society
9.1.3 Display of Operating Instructions

Simple operating instructions with a block diagram showing the change-over procedures for power units and
control systems are to be permanently displayed on the navigating bridge and in the steering gear compartment for
ships equipped with power-operated steering gears.
9.2 Performance and Arrangement of Steering Gears
9.2.1 Number of Steering Gears

Number of steering gears is to comply with the requirements specified in 15.2.1, Part D of the Rules for the
9.2.2 Performance of Main Steering Gear

Performance of main steering gear is to comply with the requirements specified in 15.2.2, Part D of the Rules
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9.2.3 Performance of Auxiliary Steering Gear

Performance of auxiliary steering gear is to comply with the requirements specified in 15.2.3, Part D of the
9.2.4 Piping
1 Hydraulic piping system is to comply with the requirements specified in 15.2.4-1 to 15.2.4-4, Part D of the
2 A fixed storage tank having sufficient capacity to recharge at least one power actuating system including
reservoir is to be provided, where the main steering gear is operated by hydraulic power.
9.2.5 Re-Start and Power-Failure Alarm of Power Units

Re-Start and power-failure alarm of power units are to comply with the requirements specified in 15.2.5, Part D
9.2.6 Electrical Installations for Electric and Electrohydraulic Steering Gear

1 Electrical installations for electric and electrohydraulic steering gear are to comply with the requirements
specified in 15.2.7-2, 15.2.7-3, 15.2.7-4, 15.2.7-6, 15.2.7-8 and 15.2.7-9, Part D of the Rules for the Survey and
2 Short circuit protection is to be provided for the circuit of electrical installations for electric and electrohydraulic
steering gears.
9.2.7 Position of Steering Gears

Position of steering gears is to comply with the requirements specified in 15.2.8, Part D of the Rules for the
9.2.8 Rudder Angle Indictor

Rudder angle indictor is to comply with the requirements specified in 15.2.10, Part D of the Rules for the
9.3 Controls
Controls are to comply with the requirements specified in 15.3.1-1, 15.3.1-2 and 15.3.2, Part D of the Rules for the
9.4 Materials, Constructions and Strength of Steering Gears
Materials, constructions and strength of steering gears controls are to comply with the requirements specified in 15.4,
Part D of the Rules for the Survey and Construction of Steel Ships. In this case, rudder torque TR is to be such
that defined as follows:
æ aö
T R = AV 2 cç 42.9 - 116.1
è cø
TR : Rudder torque to be used in strength calculation (Nm)
2
A : Area of rudder plate (m )
V : Craft s speed (kt)
a : Distance from forward edge of rudder to the centreline of rudder stock (m) (measured at the same
position as c below)
c : Breadth of rudder (m) (measured at centre of area of rudder plate)
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Chapter 10 WINDLASSES AND MOORING WINCHES
10.1 General
10.1.1 Scope
1 The requirements in this Chapter apply to windlasses and mooring winches driven by electric power, hydraulic
power or steam.
2 The windlasses and mooring winches other than those specified in -1 are to be subject to approval by the
Society.
10.1.2 Structure etc.

1 Windlasses and mooring winches are to comply with the Japanese Industrial Standards or other recognized
standards deemed appropriate by the Society.
2 Windlasses, mooring winches and their beds and other accessory facilities are to be installed effectively and
securely onto the deck.
10.1.3 Ability of Windlasses

The windlass is to have sufficient ability to lift an anchor and chains paid out in the sea.
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Chapter 11 REFRIGERATING EQUIPMENT
11.1 General
11.1.1 Scope
The requirements in this chapter apply to the refrigerating machinery using the primary refrigerants listed below
and forming the refrigerating cycle used for refrigeration, air conditioning, etc., as well as to the controlled
atmosphere systems for the cargo holds. However, the refrigerating machinery with compressors of 7.5 kW or less
and the refrigerating machinery using the primary refrigerants other than those listed below are to be as deemed
appropriate by the Society.
R 22 : CHClF2
R 134 a : CH2FCF3
R 404 A : R125/R143a/R134a (44/52/4 wt%)
CHF2CF3 / CH3CF3 / CH2FCF3
R 407 C : R32/R125/R134a (23/25/52 wt%)
CH2F2 / CHF2CF3 / CH2FCF3
R 410 A : R32/R125 (50/50 wt%) CH2F2 / CHF2CF3
R 507 A : R125/R143a (50/50 wt%) CHF2CF3 / CH3CF3

Drawings and data to be submitted for approval are generally as follows:
(1) Drawings (with materials, scantlings, kinds, design pressure, design temperature, etc. of the pipes, valves, etc.)
(a) Piping diagrams of refrigerating systems for provision chamber and air conditioning installations
(b) Drawings of pressure vessels exposed to a pressure of the primary refrigerant
(c) Other drawings considered necessary by the Society
(2) Data
(a) The particulars of refrigerating machinery
(b) Other drawings considered necessary by the Society
11.2 Design of Refrigerating Machinery
Design of refrigerating machinery is to comply with the requirements specified in 17.2, Part D of the Rules for the
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Chapter 12 AUTOMATIC AND REMOTE CONTROL
12.1 General
12.1.1 Scope
1 The requirements in this Chapter apply to the systems of automatic or remote control which are used to control
the following machinery and equipment.
(1) Main propulsion machinery (in this Chapter, propulsion generating set in electric propulsion ships are excluded),
(2) Controllable pitch propeller
(3) Steam generating set
(4) Electric generating set (in this Chapter, propulsion generating set in electric propulsion ships are included)
(5) Auxiliary machinery associated with machinery and equipment listed in (1) to (4)
(6) Fuel oil systems
(7) Bilge systems
(8) Deck machinery
2 Where considered necessary by the Society, the requirements in this Chapter are correspondingly applied to the
systems of automatic or remote control which are used for controlling machinery and equipment not listed in -1(1) to
(8).
12.1.2 Terminology
Terms used in this Chapter are defined as the requirements specified in 18.1.2, Part D of the Rules for the
12.2 System Design
System design is to comply with the requirements specified in 18.2, Part D of the Rules for the Survey and
12.3 Automatic and Remote Control of Main Propulsion Machinery or Controllable Pitch Propellers
Automatic and remote control of main propulsion machinery or controllable pitch propellers is to comply with the
requirements specified in 18.3, Part D of the Rules for the Survey and Construction of Steel Ships.
12.4 Automatic and Remote Control of Boilers
Automatic and remote control of boilers is to comply with the requirements specified in 18.4, Part D of the Rules
12.5 Automatic and Remote Control of Electric Generating Sets
Automatic and remote control of electric generating sets is to comply with the requirements specified in 18.5, Part D
12.6 Automatic and Remote Control of Auxiliary Machinery
Automatic and remote control of auxiliary machinery is to comply with the requirements specified in 18.6, Part D of
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Chapter 13 SPARE PARTS, TOOLS AND INSTRUMENTS
13.1 General
13.1.1 Scope
1 The requirements in this chapter apply to spare parts, tools and instruments for the following machinery
installations.
(1) Diesel engines for main propulsion
(2) Diesel engines to drive generators or auxiliary machinery essential for main propulsion
(3) Boilers and thermal oil installations
(4) Pumps
2 Since the requirements for spare parts and tools vary depending on regulations of registered country, purpose of
ships engaged, kinds of machinery installations, navigation route and others, the requirements in this Chapter may not
be applicable in all cases. However, as a rule, spare parts and tools specified in this Chapter are to be provided in
engine room, boiler room or any other convenient places in a ship.
3 The spare parts, tools and instruments for machinery installations not specified in this Chapter are to be as
deemed appropriate by the Society.
13.2 Spare Parts, Tools and Instruments
13.2.1 Spare Parts

1 The following parts are to be provided as the spare parts for a diesel engine for main propulsion.
(1) Exhaust valves, complete with casings, seats, springs and other fittings for one cylinder: 1 set
(2) Air inlet valves, complete with casings, seats, springs and other fittings for one cylinder: 1 set
(3) Fuel valves, complete with casings, springs and other fittings for one engine: 1 set
*Note: Engines with three or more fuel valves per cylinder: two fuel valves complete per cylinder, and other fuel
valves excluding casings.
(4) Bottom end bearings or shells of connecting rod of each size and type fitted, complete with shims, bolts and
nuts: 1 set
(5) Top end bearings or shells of connecting rod of each size and type fitted, complete with shims, bolts and nuts: 1
set
(6) Piston rings for one cylinder: 1 set
(7) Fuel injection pump complete, or, when replacement at sea is practicable, a complete set of working parts for
one pump (plunger, sleeve, valves, springs, etc.): 1 set
(8) High pressure fuel pipe of each size and shape fitted, complete with couplings: 1 set
2 The following parts are to be provided as the spare parts for a diesel engine to drive a generator or an auxiliary
machinery essential for main propulsion.
(1) Exhaust valves, complete with casings, seats, springs and other fittings for one cylinder: 1 set
(2) Air inlet valves, complete with casings, seats, springs and other fittings for one cylinder: 1 set
(3) Fuel valves, complete with casings, springs and other fittings for one engine: 1 set
*Note: Engines with three or more fuel valves per cylinder: two fuel valves complete per cylinder, and other fuel
valves excluding casings.
(4) Bottom end bearings or shells of connecting rod of each size and type fitted, complete with shims, bolts and
nuts: 1 set
(5) Top end bearings or shells of connecting rod of each size and type fitted, complete with shims, bolts and nuts: 1
set
(6) Piston rings for one cylinder: 1 set
(7) Fuel injection pump complete, or, when replacement at sea is practicable, a complete set of working parts for
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one pump (plunger, sleeve, valves, springs, etc.): 1 set

(8) High pressure fuel pipe of each size and shape fitted, complete with couplings: 1 set
(9) Special gaskets and packings of each size and type fitted, for cylinder cover and cylinder liner for one cylinder:
1 set
3 The following parts are provided as the spare parts for an essential auxiliary boiler, a boiler to supply steam for
fuel oil heating necessary for operation of main propulsion machinery or cargo heating required continuously, and a
thermal oil installation for essential use. However, no spare parts are required, provided that stand-by means which
are ensured to keep the normal service condition of a ship or heating of cargoes are provided, in case of failure of
boilers or thermal oil installations.
(1) Safety valve spring of each size including superheater safety valve springs: 1 set
(2) Oil burner nozzles, complete for one boiler: 1 set
(3) Round type water gauge glasses including packings: 6 sets
(4) Flat type water gauge glasses: 1 set
(5) Flat type water gauge frame: 1 set
4 The following parts are provided as the spare parts for a piston pump which is classified as auxiliary machinery
essential for main propulsion or which is used as a bilge pump.
(1) Valves with seats and springs of each size fitted: 1 set
(2) Piston rings of each type and size for one piston: 1 set
5 The spare parts for the machinery installations specified in -1 to -4 are those required for each one set of the
machinery installations. In the case where the craft is installed with two or more sets of the machinery installations of
the same type for the same service, only one set of spare parts for the machinery installations may be acceptable.
However, the number of water gauge glasses of round type and flat type is required to be the number specified in
-3 for each boiler, and the number of flat type water gauge frames is required to be one for each two boilers.
6 Notwithstanding the requirement specified in -5 no spare parts are required for the machinery installations
specified in following (1) to (4).
(1) The machinery installations whose number exceeds the Rule required number and each capacity is adequate
under the normal service condition of the ship.
(2) The pumps classified as auxiliary machinery essential for main propulsion, which have stand-by pumps of
adequate capacity under normal service condition of the ship
(3) Main engines for such ships in which at least two sets of main engines are installed.
(4) Engines driving main generator in such craft in which at least two sets of main generators are installed.
13.2.2 Tools and Instruments

The following tools and instruments for each one ship are to be provided.
(1) Tube stoppers or plugs of each size for boilers required spare parts in the requirement in 13.2.1-3, including
those for superheater tubes and economizer tubes: 4 sets
(2) Water tester (Two salinometers will be acceptable.): 1 set
(3) Special tools and instruments for maintenance of repair work or the machinery installations: 1 set
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Chapter 1 GENERAL
1.1 General
1.1.1 Scope
The requirements in this part apply to the electrical equipment and wirings for craft (hereinafter referred to as
the electrical installations ).
1.1.2 Equivalency
Electrical installations which do not fully comply with the requirements of this part may be accepted, provided
that there are unavoidable but justifiable reasons precluding the due compliance with the requirements of this part and
that the electrical installations are deemed by the Society to be equivalent to those specified in this part.
1.1.3 Electrical Installations with Novel Design Features

For electrical installations manufactured or installed with novel design features the Society may impose
appropriate requirements of this part to the extent practically applicable with additional requirements made on design
and test procedures other than those specified in this part and accept such installation if they are proved to fit the
intended service and are capable of maintaining craft s propulsion and securing the safety of life and the craft to the
satisfaction of the Society.
1.1.4 Terminology
Terms used in this part are defined in Chapter 2, Part 1, and additionally in 1.1.5, Part H of the Rules for the
1.1.5 Drawing and Data

The drawings and data specified in 2.1.2, Part 2 are to be submitted.
1.1.6 Ambient Conditions

Ambient conditions are to be in compliance with 1.1.7, Part H of the Rules for the Survey and Construction
of Steel Ships.
1.2 Testing
1.2.1 Shop Tests

1 Electrical equipment specified below is to be tested in accordance with the respective requirements in Chapter 2,
Part H of the Rules for the Survey and Construction of Steel Ships at the manufacturer s works or at other works
which provide with the adequate apparatus for testings and inspections.
(1) Rotating machines for propulsion and their control equipment
(2) Craft service generators of not less than 50 kVA
(3) Switchboards with input power of not less than 50 kVA
(4) Motors of not less than 50 kW for auxiliary machinery specified in 1.1.6-1(1) to (3), Part D of the Rules for the
Survey and Construction of Steel Ships, and their control gears
(5) Transformers of single phase not less than 30 kVA and three phase not less than 50 kVA excluding those for
special services such as one for a Suez Canal Search Light
(6) Power semi-conductor rectifiers of not less than 50 kW and their accessories used for supplying power to
electrical equipment specified in (1) to (4)
(7) Other electrical equipment as deemed necessary by the Society
2 For the electrical equipment manufactured by mass production system, test procedures suited to their production
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methods, despite of the requirements in -1, may be applied subject to the approval of the Society.
3 Cables for power, lighting and internal communications are to be subjected to type test for each type of products.
4 Electrical equipment and cables having a certificate considered acceptable to the Society may be exempted
partially and wholly from the tests and inspections.
1.2.2 On Board Tests

After the electrical equipment and cables have been installed on board the craft, they are to be tested and
inspected in accordance with the requirements in 2.11.
1.2.3 Additional Tests and Inspections

The Society may require, when it deems necessary, other tests and inspections than those specified in this part.
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Chapter 2 ELECTRICAL INSTALLATIONS AND SYSTEM DESIGN
2.1 General
2.1.1 Scope
This chapter specifies the requirements for electrical equipment and cables, and system design relating to
electricity.
2.1.2 Voltage and Frequency

1 System voltage is not, as a rule, to exceed:
(1) 500 V for generators, power equipment, and heating and cooking equipment connected to fixed wiring
(2) 250 V for lighting, heaters in cabins and public rooms, equipment other than those specified in (1)
(3) 15,000 V a.c. and 1,500 V d.c. installations for electric propulsion
(4) 15,000 V a.c. for a.c. generators and a.c. power equipment meeting the requirements in 2.17, Part H of the
Rules for the Survey and Construction of Steel Ships
2 A frequency of 60 Hz is recognized as a standard for all alternating current systems.
3 Electrical equipment is to be designed and manufactured that it is capable of operating satisfactorily under the
normally occurring voltage and frequency fluctuations. Unless otherwise specified, electrical equipment is to operate
satisfactorily under the fluctuations in voltage and frequency as given in Table 10.2.1. Any special system e.g.
electronic circuits, whose function cannot operate satisfactorily within the limits given in the table is to be supplied
by suitable means, e.g. through stabilized supply. Table 10.2.1 is not to apply to electrical equipment of the battery
system.
4 In cases where a.c. generators are driven at rated speeds, giving rated voltages and rated symmetrical loads, the
Total Harmonic Distortion (THD) of distribution systems connected such generators is not to exceed values of 5%.
However, in cases where specially approved by the Society, the Total Harmonic Distortion (THD) may exceed the
requirement values.
Table 10.2.1 Voltage and Frequency Fluctuations

Fluctuations
Type of fluctuations Permanent Transient
Voltage 6%, -10% 20% (1.5sec.)
Frequency 5% 10% (5sec.)
Note :
Numerical values (excluding time) in the table signify percentages for the rated values.
2.1.3 Construction, Materials, Installations, etc.

1 Electric machinery parts subject to mechanical strength are to be of defect-free sound material. Their proper fits
and clearances are to be consistent with the best marine practice and experience.
2 All electrical equipment is to be so constructed and installed as not to cause injury when handled and touched in
the normal manner.
3 Insulating materials and insulated windings are to be resistant to moisture, sea air and oil vapour.
4 Bolts, nuts, pins, screws, terminals, studs, springs and such other small parts are to be made of corrosion
resistant material or to be suitably protected against corrosion.
5 All nuts and screws used in connection with current-carrying parts and working parts are to be effectively
locked.
6 Electrical equipment is to be accessibly placed in well-ventilated and adequately lighted spaces where it is not
exposed to risk of mechanical injury or damage arising from water, steam or oil. Where it is unavoidable to be
exposed to such risks, the equipment is to be so constructed as to meet the conditions of the locations.
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7 No electrical installations are to be installed in spaces where explosive gases are liable to accumulate or in
compartments assigned principally to accumulator batteries, in paint lockers, in acetylene stores or in similar spaces
unless the following requirements (1) to (4) are satisfied:
(1) Electrical equipment essential for operational purposes
(2) Electrical equipment of a type which will not ignite the mixtures concerned
(3) Electrical equipment appropriate to the spaces concerned
(4) Electrical equipment which is appropriately certified for safe usage in dusts, vapours or gases likely to be
encountered
8 Electrical equipment and cables are to be placed at such a safe distance from the magnetic compasses or are to
be so screened that the interfering external magnetic field is controlled to negligible extent even when circuits are
switched on and off.
2.1.4 Earthing
1 Non-current-carrying exposed metal parts of electrical equipment which are not intended to be live but which
are liable under fault conditions to become live are to be effectively earthed except the following :
(1) They are supplied at a voltage not exceeding 55 V d.c. or 55 V a.c. root mean square between conductors.
However, auto-transformers are not to be used for the purpose of achieving this voltage.
(2) They are supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one
consuming device.
(3) They are constructed in accordance with the principle of double isolation.
2 Additional safety means are to be provided for portable electrical apparatus for use in confined or exceptionally
damp spaces where particular risks due to conductivity may exist.
3 Where earthing connections are necessary, the earthing conductors are to be of copper or other approved
materials, and are to be properly protected against damage, and, where necessary, erosion. The size of the earthing
conductors is to be deemed appropriate by the Society according to the cross sectional area of the current carrying
conductors and installation of the earthing lines.
4 In case where aluminium superstructures are secured to the steel hull of the craft including insulation to prevent
galvanic corrosion between these materials, a separate bonding connection is to be provided between the
superstructure and the hull which is to be made in such a manner that galvanic corrosion is avoided and points of
connection may be readily inspected.
5 For ships whose main structure is made of non-metallic materials the following additional requirements in (1) to
(5) are also to be met.
(1) All metal parts of the craft are to be earthed to the sea water, in so far as possible in consideration of galvanic
corrosion between dissimilar metals.
The earthing of isolated components inside the structure is not generally necessary, except in fuel tanks.
(2) Each pressure refuelling point is to be provided with a means of earthing the fuelling equipment to the ship.
(3) Metallic pipes capable of generating electrostatic discharges, due to the flow of liquids and gases are to be
bonded so as to be electrically continuous throughout their length and are to be adequately earthed.
(4) Secondary conductors provided for the equalisation of static discharges, bonding of equipment, etc. are to have a
minimum cross section of 5 mm2 in copper or equivalent surge carrying capacity in aluminium.
(5) The electrical resistance between bonded objects and the basic structure is not to exceed 0.05W The bonding
path is to have sufficient cross-sectional area to carry the maximum current likely to be imposed on it without
excessive voltage drop.
2.2 System Design - General
2.2.1 Distribution Systems

1 The following distribution systems are considered as a standard:
(1) Two-wire direct current
(2) Three-wire direct current (three-wire insulated system or three-wire mid-wire earthed system)
(3) Two-wire, single-phase alternating current
(4) Three-wire, three-phase alternating current
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(5) Four-wire, three-phase alternating current

2 Notwithstanding the requirement in -1, a hull return distribution system may be used for the following system.
(1) Impressed current cathodic protection systems for external hull protection
(2) Limited and locally earthed systems, provided that any possible resulting current does not flow directly through
any dangerous spaces
(3) Insulation monitoring systems provided the circulation current does not exceed 30 mA under any circumstances
2.2.2 Insulation Monitoring System

When a distribution system, whether primary or secondary, for power, heating or lighting, with no connection to
earth is used, a device capable of continuously monitoring the insulation level to earth and of giving an audible or
visual indication of abnormally low insulation values is to be provided. For craft with a gross tonnage less than 500
tons, insulation monitoring system may be replaced with earth indicating lamps.
2.2.3 Unbalance of Loads

1 Unbalance of loads between an outer conductor and the middle wire at the switchboards, section boards and
distribution boards is not to exceed 15% of the full load current as far as possible.
2 Unbalance of loads on each phase at the switchboards, section boards and distribution boards is not to exceed
15% of the full load current as far as possible.
2.2.4 Diversity Factor

1 Circuits supplying two or more final-subcircuits are to be rated in accordance with the total connected load
subject, where justifiable, to the application of a diversity factor.
2 The diversity factor specified in -1 may be applied to the calculation of the cross sectional area of conductors
and ratings of switchgears (including circuit breakers and switches) and fuses.
2.2.5 Feeder Circuits

1 Motors for essential services requiring dual arrangement are to be supplied by individual circuits without the use
of common feeders, protective devices and controlgears.
2 Auxiliaries in the machinery spaces, cargo gears and ventilating fans are to be independently supplied from
switchboards or distribution boards.
3 Ventilating fans for the cargo holds and those for the accommodation spaces are not to be supplied from the
common feeder circuits.
4 Lighting circuits and motor circuits are to be arranged to be supplied independently from the switchboards.
5 A final sub-circuit of rating exceeding 15 A is not to supply more than one appliance.
2.2.6 Motor Circuits

A separate final sub-circuit is to be provided, as a rule, for every motor for essential service and for every motor
of rating at 1 kW or more.
2.2.7 Lighting Circuits

1 Lighting circuits are to be supplied by final sub-circuits separate from those for heating and power except cabin
fans and electrical appliances for domestic use.
2 The number of lighting points supplied by a final sub-circuit of rating 15 A or less is not to exceed:
10 for the circuits up to 50 V
14 for the circuits from 51 V up to 130 V
24 for the circuits from 131 V up to 250 V
In case where the number of lighting points and total load current are invariable, more than the number of points
specified above may be connected to the final sub-circuit, provided that the aggregate load current does not exceed
80% of the rating of protective device in the circuit.
3 In a final sub-circuit of rating not exceeding 10 A for panel lighting and electric signs, where lampholders are
closely grouped, the number of points supplied is unrestricted.
4 In spaces where the main engine or boilers are provided, lighting is to be supplied from at least two circuits and
to be so arranged that failure of any one circuit will not leave these spaces in darkness. One of the circuits may be
reserve lighting circuit or emergency lighting circuit.
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2.2.8 Circuits for Internal Communication Systems and Navigational Aids

1 Essential internal communication and signal systems and navigational aids are to have completely
self-sustaining independent circuits for ensuring the perfect maintenance of their functions as far as possible.
2 Cables for communication systems are to be so arranged that no induced interfernce would be caused.
3 No switch is to be provided for feeder circuits of general alarm devices, except for operating switch. Where
circuit breaker is used, a suitable means is to be taken to prevent the breaker from being kept in the off position.
2.2.9 Circuits for Radio Installations

Feeder circuits for radio installations and the lighting in the control station of radio installations are to be
arranged in accordance with the requirements of relevant national regulations.
2.2.10 Circuits for Electric Heating and Cooking Equipment

1 Each item of electric heating and cooking equipment is to be connected to a separate final sub-circuit except that
up to 10 small electric heaters of aggregate current rating not exceeding 15 A may be connected to single final
sub-circuit.
2 Electric heating and cooking equipment are to be controlled by the multipole linked switches mounted in the
vicinity of the equipment. However, small electric heaters connected to a final sub-circuit of rating not exceeding 15
A may be controlled by a single-pole switch.
2.2.11 Circuits for Shore Connection

1 Where arrangements are made for the supply of electricity from a source on shore, a connection box is to be
installed in a suitable position. In case where shore connection cables can be drawn into a switchboard easily and put
into service safely, or, where a shore connection receptacle with a permanently fixed cable is installed and put into
service safely, the connection box may be omitted provided the protective devices and checking devices specified in
-2 are equipped on the switchboard.
2 The connection box is to contain terminals to facilitate a satisfactory connection and a circuit-breaker or an
isolating switch with fuses. A means is to be provided for checking the phase sequence (for three-phase alternating
current) or the polarity (for direct current).
3 In case where power is supplied from the three-wire neutral earthed system, an earth terminal is to be provided
for connecting the hull to an appropriate earth in addition to those specified in -2.
4 At the connection box a notice is to be provided giving information on the system of supply and nominal voltage
(and frequency if a.c.) of the system and the procedure for carrying out the connection.
5 Cables between the connection box and the switchboard are to be permanently fixed and a pilot lamp for source
and a switch or a circuit-breaker are to be provided on the switchboard.
2.2.12 Disconnecting Switches of Circuits

1 Power circuits and lighting circuits terminating in cargo holds are to be provided with multipole linked switches
situated outside these spaces. Provision is to be made for locking in the off position of the switches or switch boxes
for these lighting circuits.
2 Feeder circuits for the electrical equipment installed in hazardous areas are to be provided with multipole linked
isolation switches in a safe space. In addition, the isolation switches are to be clearly labelled to identify the electrical
equipment to be connected with.
2.2.13 Remote Stopping of Ventilating Fans and Pumps

1 Remote stopping of ventilating fans and pumps is to comply with the requirements in 5.2.1-2 and 5.2.2-2
through -4, Part R of the Rules for the Survey and Construction of Steel Ships.
2 In case where fuses are used to protect a remote stopping circuit specified in 5.2.1-2 and 5.2.2-2 through -4, Part
R of the Rules for the Survey and Construction of Steel Ships and is only closed when it operates, consideration is
to be given against the fuse element failure.
2.3 System Design - Protection
2.3.1 General
Electrical installations of ships are to be protected against accidental overcurrents including short-circuit. The
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protective devices are to be capable of continuously serving other circuits as far as possible by breaking a fault circuit
and eliminating damage to the system and hazard of fire.
2.3.2 Protection against Overload

1 The overcurrent trip characteristics of circuit-breakers and the fusing characteristics of fuses are to be chosen
suitably taking into consideration the thermal capacity of electrical equipment and cables to be protected thereby.
Fuses above 200 A are not to be used for overload protection.
2 The ratings or appropriate setting of the overload protection device for each circuit are to be permanently
indicated at the location of the protection device, and the current-carrying capacity of each circuit is to be indicated.
3 The overload relays of circuit-breakers for generators and overload protections, except moulded-case circuit
breakers, are to be capable of adjusting their current setting and time-delay characteristics.
2.3.3 Protection against Short-circuit

1 The breaking capacity of every protective device is to be not less than the maximum value of the short-circuit
current which can flow at the point of installation at the instant of constant separation.
2 The making capacity of every circuit-breaker or switch intended to be capable of being closed, if necessary, on
short-circuit, is not to be less than the maximum value of the short-circuit current at the point of installation. On
alternating current this maximum value corresponds to the peak value allowing for maximum asymmetry.
3 In case where the rated breaking capacity and/or rated making capacity of short-circuit protection are/is not in
compliance with the requirements in -1 and -2, fuses or circuit-breakers having the breaking capacity not less than the
prospective short-circuit current are to be provided at the power source side of the foregoing short-circuit protection.
Circuit-breakers for the generator are not to be used for this purpose. The circuit-breakers connected to the load side
are not to be excessively damaged and are to be capable of further service in the following cases :
(1) When the short-circuit current is broken by the back-up circuit-breaker or fuse.
(2) When the circuit-breaker connected to the load side is closed on the short-circuit current while the back-up
circuit-breaker or fuse breaks the current.
2.3.4 Protection of Circuits

1 Each pole and phase of all insulated circuits except neutral and equalizer circuits are to be provided with
short-circuit protection.
2 All circuits liable to be overloaded are to be provided with overload protection as indicated below:
(1) Two-wire d.c. or single-phase a.c. system : at least one line or phase
(2) Three-wire d.c. system : both outer lines
(3) Three-phase, three-wire system : at least two phases
(4) Three-phase, four-wire system : each phase
3 A fuse, a non-linked switch or a non-linked circuit-breaker is not to be inserted in an earthed conductor and a
neutral line.
2.3.5 Protection of Generators

1 Generators are to be protected against short-circuit and overcurrent by a multipole circuit-breaker arranged to
open simultaneously all insulated poles, or in the case of generators less than 50 kW not arranged to run in parallel,
may be protected by a multipole-linked switch with fuse or a circuit-breaker in each insulated pole. The overload
protection is to be suitable to the thermal capacity of generators.
2 For d.c. generators arranged to operate in parallel, in addition to the requirement in -1, an instantaneous
reverse-current protection, operating at a fixed value of reverse-current within the limits of 2% to 15% of the rated
current of the generator, is to be provided. This requirement, however, does not apply to the reverse-current generated
from load side, e.g. cargo winch motors, etc.
3 For a.c. generators arranged to operate in parallel, in addition to the requirement in -1, a reverse-power
protection, with time delay, selected and set within the limits of 2% to 15% of the full load to a value fixed in
accordance with the characteristics of the prime mover, is to be provided.
2.3.6 Protection of Essential Services

Where generators are operated in parallel and essential machinery is electrically driven, arrangements are to be
made to disconnect automatically the excess non-essential loads when the generators are overloaded. If required, this
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preference tripping may be carried out in one or more stages.
2.3.7 Protection of Feeder Circuits

1 Supply circuits to section boards, distribution boards, grouped starters and the similar are to be protected against
overload and short-circuit by multi-pole circuit-breakers or fuses. In case where the fuses are used, an isolating
switch is to be provided at the power source side of the fuses.
2 Each insulated pole of the final sub-circuits is to be protected against short-circuit and overload by a
circuit-breaker or fuse. In case where fuses are used, an isolating switch is, as a rule, to be provided at the power
source side of the fuses. And for the protection of supply circuits of the steering gears, the requirements in 15.2.7,
Part D of the Rules for the Survey and Construction of Steel Ships are to apply.
3 Circuits which supply motors fitted with overload protection may be provided with short-circuit protection only.
4 In case where fuses are used to protect three-phase a.c. motor circuits, consideration is to be given to protection
against single phasing.
5 In case where condensers for phase advance are used, overvoltage protective devices are to be installed as
required.
2.3.8 Protection of Power and Lighting Transformers

1 The primary circuits of power and lighting transformers are to be protected against short-circuit and overcurrent
by multipole circuit-breakers or fuses.
2 When transformers are arranged to operate in parallel, a means of isolation is to be provided on the secondary
circuits.
2.3.9 Protection of Electric Motors

1 Motors of rating exceeding 0.5 kW and all motors for essential services, except the motors for steering gears, are
to be protected individually against overload. The overload protection for motors for the steering gears is to comply
with the requirements in 15.2.7, Part D of the Rules for the Survey and Construction of Steel Ships.
2 The protective devices are to have a delay characteristics to enable the motor to start.
3 For motors for intermittent services, the current setting and the delay are to be chosen in relation to the load
factor of the motor.
2.3.10 Protection of Lighting

Lighting circuits are to be protected against short-circuit and overload.
2.3.11 Protection of Meters, Pilot Lamps and Control Circuits

1 Protection is to be provided for voltmeters, voltage coils of measuring instruments, earth indicating devices and
pilot lamps together with their connecting leads by means of fuses fitted to each insulating pole. A pilot lamp
installed as an integral part of another item of equipment need not be individually protected, provided that any
damage of pilot lamp circuit does not cause failures on the supply to essential equipment.
2 Insulated wires for control and instrument circuits directly led from busbars and generator mains are to be
protected by fuses at the nearest location to the connecting points. Insulated wires between the fuses and the
connecting points are not to be bunched together with wires for other circuits.
3 Fuses in circuits such as those of automatic voltage regulators where loss of voltage might have serious
consequences may be omitted. If omitted, a proper means is to be provided to prevent risk of fire in the unprotected
part of the installation.
2.3.12 Protection of Batteries

Accumulator batteries other than engine starting batteries are to be protected against overload and short-circuit
with devices placed as near as practicable to the batteries. Emergency batteries supplying essential services may have
short-circuit protection only.
2.4 Electrical Equipment and Cables - General
2.4.1 Rotating Machines

Rotating machines are to comply with the requirements in 2.4, Part H of the Rules for the Survey and
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2.4.2 Transformers for Power and Lighting

Transformers for power and lighting are to comply with the requirements in 2.10, Part H of the Rules for the
2.4.3 Circuit-breakers
Circuit-breakers are to comply with the requirements in 2.6.1, Part H of the Rules for the Survey and
2.4.4 Fuses
Fuses are to comply with the requirements in 2.6.2, Part H of Rules for the Survey and Construction of Steel
Ships.
2.4.5 Electromagnetic Contactors

Electromagnetic contactors are to comply with the requirements in 2.6.3, Part H of the Rules for the Survey
2.4.6 Semi-conductor Rectifiers for Power

Semi-conductor rectifiers for power are to comply with the requirements in 2.12, Part H of the Rules for the
2.4.7 Lighting Fittings and Wiring Accessories

Lighting fittings and wiring accessories are respectively to comply with the requirements in 2.13 and 2.14, Part
H of the Rules for the Survey and Construction of Steel Ships.
2.4.8 Heating and Cooking Equipment

Heating and cooking equipment is to comply with the requirements in 4.4.1, Part R of the Rules for the
2.5 Switchboards, Section Boards and Distribution Boards
2.5.1 Location
Switchboards are to be installed in dry places away from the vicinity of steam, water and oil pipes as possible.
2.5.2 Safety Precautions to Operators

1 Switchboards are to be so arranged as to give easy access to each component without danger to personnel.
2 The sides and the rear and, where necessary, the front of switchboards are to be suitably guarded.
3 For voltage between poles, or to earth, exceeding 55 V d.c. or 55 V a.c. root mean square, switchboards are to be
of dead front type.
4 Insulated handrails are to be provided on the front and the rear faces of switchboards, and where necessary,
insulated mats or gratings are to be provided on the floor of passageway.
5 Sufficient space for operation is to be provided in front of switchboards. Where necessary, space at the rear of
switchboards is provided to permit operation and maintenance of disconnecting switches, switches, fuses and other
parts, the passageway is to be more than 0.5 m in width.
6 Section boards and distribution boards are to have suitable protective enclosures depending on their location. If
they are installed in such a location that they are readily accessible for persons other than those responsible operators,
proper protection is to be arranged so that safety can be ensured in normal operation.
2.5.3 Construction and Materials

1 Busbars, circuit-breakers and other electrical appliances of main switchboards are to be so arranged that
essential electrical equipment required to be installed in duplicate will not become unserviceable simultaneously by a
single fault.
2 Where the main source of electrical power is necessary for propulsion of the ship, the main switchboard is to
comply with the following requirements or to be of the performance equivalent thereto.
(1) A generator switchboard is to be provided for each generator, and the switchboards adjoining each other are to
be partitioned by the walls of steel or flame-retardant material.
(2) The main busbars are to be subdivided into at least two parts which are to be normally connected by removable
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links or other approved means. So far as is practicable, the connection of generating sets and other duplicated
equipment are to be equally divided between the parts.
3 Cable entries of switchboards are to be so constructed that no ingress of water into the switchboard is permitted
along the cables.
4 In case where the supply circuits having different voltages are installed in the same space of a switchboard, a
section board or a distribution board, all appliances are to be so arranged that the cables of different rated voltages
can be laid without coming to contact with each other within the board.
5 The enclosures are to be of robust construction and their materials used are to be incombustible and
non-hygroscopic.
6 Insulating materials are to be durable, flame-retardant and non-hygroscopic.
7 Wiring materials are to conform to the following requirements.
(1) Insulated wires for switchboards are to be those of flame-retardant and non-hygroscopic having a maximum
o
permissible conductor temperature not less than 75 C .
(2) Ducts and straps for wiring are to be of flame-retardant materials.
(3) Insulated wires for control and instrument circuits are not to be bunched together with wires for main circuits
and not to be in the same duct. However, if the rated voltages and maximum permissible temperatures of
conductors are the same each other and no injurious effects are imposed by the main circuits, this requirement
may not be applied.
8 Except where an isolation switch is provided, circuit breakers are to be such that repairing and replacing can be
made without disconnecting them from the busbar connections and switching off the power source.
2.5.4 Busbars
① 1 Busbars are to be of copper or of copper-surrounded aluminum alloy.
2 Busbar conections are to be so made as to inhibit corrosion and oxidization.
3 Busbars and busbar connections are to be so supported as to withstand the electromagnetic force resulted from
short-circuiting.
4 Temperature rises of busbars, connecting conductors and their connections are not to exceed 45K at ambient
temperatures of 45 oC in cases where they are carrying full-load currents. However, in cases where deemed
appropriate by the Society, these requirements do not apply.
5 Clearance distances between live parts of different polarity or between live parts and earthed metals are not to be
less than the values given in Table 10.2.2.
Table 10.2.2 Minimum Clearance Distances for Busbars

Minimum clearance (mm)
Rated voltage between Between phases or Between live parts
poles or phases (V) poles of live parts and earthed metals
125 or less 13 13
over 125 to 250 inclusive 16 13
over 250 to 500 inclusive 23 23
2.5.5 Equalizer
1 The current rating of equalizer connections and equalizer switches is not to be less than a half of the rated full
load current of the generator.
2 The current rating of equalizer busbars is not to be less than a half of the rated full-load current of the largest
generator in the group.
2.5.6 Measuring Instruments for d.c. Generators

Ship s service d.c. generator panels are at least to be provided with the instruments as given in Table 10.2.3.
2.5.7 Measuring Instruments for a.c. Generators

Ship s service a.c. generator panels are at least to be provided with the instruments as given in Table 10.2.4.
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Table 10.2.3 Instruments for d.c. Generator Panel

Number required
Operation Instrument 2-wire system 3-wire system
Ammeter 1 for each generator *2 for each generator (positive and
(positive pole) negative poles)
Not parallel Voltmeter 1 for each generator 1 for eachgenerator (voltage measurement
between positive and negative poles or
between positive or negative pole and
neutral poles)
Ammeter 1 for each generator *2 for each generator (in case of
(positive pole) compound winding, between equalizer
and armature, and in case of shunt
winding, for positive and negative poles)
Parallel Voltmeter 2 (busbar and each 2 (voltage measurement between busbar
generator) and positive and negative poles of each
generator, or between positive pole and
neutral pole)
Notes:
1. When employed neutral line earthed system, a zero centre ammeter for the earth line is to be added to the number marked
with * in the above table.
2. One of the voltmeters is to be capable of measuring shore supply voltage.
3. Where a control panel is provided for automatic control of generators, the instruments in the above table may be installed
on the control panel, except that, if the control panel is installed outside engine room, the minimum number of
instruments required to carry out single or parallel operation of generators is to be mounted of the switchboard.
4. In case where there are two or more generators which are not operated in parallel, one ammeter and one voltmeter may be
permitted provided that one portable voltmeter and one portable ammeter are located on board.
Table 10.2.4 Instruments for a.c. Generator Panel

Operation Instrument Number required
Ammeter 1 for each generator (current measurement of each phase)
Voltmeter 1 for each generator (current measurement of each line
voltage)
Not parallel Wattmeter 1 for each generator (it may be omitted for 50kVA or less)
Frequency meter 1 (frequency measurement of each generator)
*Ammeter 1 for exciting circuit of each generator
Ammeter 1 for each generator (current measurement of each phase)
Voltmeter 2 (measurement of busbar s voltage and each line voltage
of generators)
Wattmeter 1 for each generator
Parallel Frequency meter 2 (frequency measurement of each generator and busbar)
Synchroscope and synchronizing lamps 1 set each In case where an automatic synchroscope is
provided, either one of these may be omitted
*Ammeter 1 for exciting circuit of each generator
Notes:
1. In the above table, the ammeter marked with * is to be provided where necessary only.
2. One of the voltmeters is to be capable of measuring shore supply voltage.
3. Where a control panel is provided for automatic control of generators, the instruments given in the above table may be
installed on the control panel, except that, if the control panel is installed outside engine room, the minimum number of
instruments required to carry out single or parallel operation of generators is to be mounted on the switchboard.
4. In case where there are two or more generators which are not operated in parallel, one ammeter and one voltmeter may be
permitted provided that one portable voltmeter and one portable ammeter are located on board.
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2.5.8 Instrument Scales

1 The upper limit of the scale of every voltmeter is to be approximately 120% of the normal voltage of the circuit.
2 The upper limit of the scale of every ammeter is to be approximately 130% of the normal rating of the circuit.
3 Ammeters for use with d.c. generators and wattmeters for use with a.c. generators which may operate in parallel
are to be capable of indicating reverse current or reverse power up to 15% respectively.
2.5.9 Transformers for Instruments

The secondary windings of transformers for instruments are to be earthed.
2.6 Controlgears for Motors
2.6.1 Controlgears for Motors

1 Controlgears for motors are to be durably constructed and provided with efficient means of starting, stopping,
reversing and speed controlling of motors together with essential safety devices.
2 Controlgears for motors are to be provided with protective enclosures suitable for their location and to allow
safe operation for the personnel.
3 All wearing parts of controlgears are to be readily replaceable and accessible for inspection and maintenance.
4 Motors above 0.5 kW are to be provided with the controlgears complying with the requirements in -1, -2 and -3
and in the following:
(1) A means is to be provided to prevent undesired restarting after stoppage due to low voltage or complete loss of
voltage. This requirement does not apply to motors, continuous availability of which is essential to the safety of
the craft and to motors with automatic operation.
(2) A primary means of isolation is to be provided so that all voltages may be cut off from the motor, except where a
means of isolation (that provided at the switchboard, the section board, the distribution board, etc.) is adjacent to
the motor.
(3) A means for automatic disconnection of the power supply is to be provided in the event of excess current due to
mechanical overloading of the motor. This requirement does not apply to motors for steering gears.
5 In case where the primary means of isolation is remote from the motor, either of the following means or the
equivalent is to be provided:
(1) An additional means of isolation fitted adjacent to the motor is to be provided.
(2) Provision is made for locking the primary means of isolation in the off position.
6 When fuses are used to protect three-phase a.c. motor circuits, consideration is to be given to protect against
single phasing.
7 Running indicators and overload alarms for motors for steering gears are to comply with the requirements in
15.2.7, Part D of the Rules for the Survey and Construction of Steel Ships.
2.7 Cables
2.7.1 General
Cables are to comply with IEC 60092 or equivalent thereto. Installation of cables is to comply with the
requirements in this 2.7.
2.7.2 Installation of Cables

1 Cables are to have a construction as to meet the conditions of the locations. Cables fitted in spaces where they
are likely to suffer from mechanical damages are to be suitably protected by means of, e.g., effective metal casings.
2 Cable runs are to be, as far as possible, straight and accessible.
3 The installation of cables across expansion joints in the craft s structure is to be avoided as far as possible.
Where such installation is unavoidable, a loop of cable of length proportional to the expansion of the joint is to be
provided. The internal radius of the loop is to be at least 12 times the external diameter of the cable.
4 Where a duplicate supply is required, the two cables are to follow different routes which are to be as far apart as
practicable.
5 Cables having insulating materials with different maximum-rated conductor temperatures are not to be bunched
together, or, where such bunching is unavoidable, the cables are to be operated so that no cable may reach a
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temperature higher than that permitted for the lowest temperature-rated cable in the group.
6 Cables having a protective covering which may damage the covering of other cables are not to be bunched
together with those other cables.
7 When installing cables, the minimum inside radius of bend is to be in accordance with the following:
(1) Armoured rubber insulated and PVC insulated cables: 6d
(2) Unarmoured rubber insulated and PVC insulated cables:
4d (d £ 25mm)
6d (d > 25 mm)
(3) Mineral insulated cables: 6d
(d : overall diameter of the finished cables)
8 Intrinsically safe circuits are to be installed complying with the followings;
(1) The cables for intrinsically safe circuits associated with intrinsically safe type electrical equipment are to be of
exclusive use, being installed separately from cables for general circuits.
(2) Intrinsically safe circuits associated with different intrinsically safe type electrical equipment are, as a rule, to be
wired individually using different cables. Where it is necessary to use a multi-core cable in common, a cable
which has shields by each core or each pair of cores is to be used, having such shields earthed effectively.
However, intrinsically safe circuits associated with category ia intrinsically safe type electrical equipment is
not to be contained in a cable associated with category ib intrinsically safe type electrical equipment.
9 Metallic coverings of cables are to be effectively earthed at both ends, except that in final sub-circuits earthing
may be at the supply end only. This does not necessarily apply to instrumentation cables where single point earthing
may be desirable for technical reasons.
10 Effective means are to be taken to ensure that all metallic coverings of cables are made electrically continuous
throughout their length.
11 Cables and wires are to be so supported and secured that they may not be injured by chafing or other mechanical
damage.
12 Penetration of bulkheads and decks, which are required to have some degree of strength and tightness, is to be so
carried out by means of cable glands or boxes as to ensure that the strength and tightness are not impaired.
13 Where cables pass through non-watertight bulkheads or structures, bushings or other suitable means are to be
provided in order to avoid damage to cables. If the thickness of the steel is sufficient ( ³ 6mm) and there is no risk of
damage to cables, adequately rounded edges may be accepted as the equivalent of bushing.
14 The choice of the materials for glands and bushings is to be such that there is no risk of corrosion.
15 Penetration through bulkheads and decks, which are to have some degree of fire integrity is to be so effected as
to ensure that the fire integrity is not impaired.
2.7.3 Terminals, Joints and Branches of Cables

1 Cables are to be jointed by terminals. However, in cases where deemed appropriate by the Society, these
requirements do not apply. Soldering fluxes containing corrosive substances are not to be used.
2 Terminals are to have sufficient contacting surface and pressure.
3 The length of soldered parts of copper tube terminals and other terminals is not to be less than 1.5 times the
diameter of conductors.
4 Cables not having a moisture-resistant insulation (e.g., mineral insulation) are to have their ends effectively
sealed against ingress of moisture.
5 Terminals and joints (including branches) of all cables are to be so made as to retain the original electrical,
mechanical, flame-retardant and, where necessary, fire-resisting properties of the cable.
6 Terminals and conductors are to be of dimensions adequate for the cable rating.
2.7.4 Precaution against Fire

All cables for essential services are to be so far as practicable routed clear of machinery spaces of Category A
and their casings, galleys, laundries and other high fire risk areas.
2.7.5 Cables in Hazardous Areas

Where cables which are installed in hazardous areas introduce the risk of fire or explosion in the event of an
electrical fault in such areas, proper protections against such risks are to be provided.
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2.8 Accumulator Batteries
2.8.1 General
1 The requirements in this 2.8.1 apply to permanently installed secondary batteries of vented type. A vented type
secondary battery means one in which the electrolyte can be replaced and which may release gas while operating on
charge and overcharge.
2 Proposals for the use of other types of secondary batteries are to be as deemed appropriate by the Society.
3 Accumulator batteries are to have performance suitable for intended services.
2.8.2 Construction
Cells of all batteries are to be so constructed and secured as to prevent spilling of the electrolyte due to craft s
motions and to prevent emission of acid or alkaline spray.
2.8.3 Location
1 Alkaline batteries and lead acid batteries are not to be installed in the same compartment.
2 Large batteries are to be installed in compartment assigned to them only. They may be installed in a box on deck
if adequately ventilated and provided with means to prevent ingress of water.
3 Engine starting batteries are to be located as close as practicable to the engine(s) served.
4 Batteries are not to be placed in the living quarters.
2.8.4 Installation Procedures and Protection of Corrosion

1 Batteries are to be arranged to permit ready access for replacing, inspection, testing, replenishing and cleaning.
2 Cells or crates are to be placed on non-absorbent isolating supports. They are to be fitted to prevent any
movement due to craft s motions.
3 In case where acid is used as the electrolyte, a tray of acid resisting materials is to be provided below the cells
unless the deck below is similarly protected.
4 The interior of the battery compartment including the shelves is to be coated with corrosion-resistant paint.
5 The interior of ventilating ducts and impellers of ventilating fans are to be coated with corrosion-resistant paint
unless ducts and fans are made of corrosion-resistant material.
2.8.5 Ventilation
1 Battery compartments are to be adequately ventilated by an independent ventilating system.
2 In case where natural ventilation is employed, the ventilation ducts are to be run directly from the top of the
o
battery compartment to the open air above, with no part of the ducts more than 45 from the vertical.
3 If natural ventilation is impracticable, mechanical exhaust-ventilation is to be provided. The electric motors for
the ventilation fans are not to be placed inside the ducts. Ventilating fans are to be so constructed and to be of such a
material as to render sparking impossible in the event of the impeller touching the fan casing.
2.8.6 Electrical Installations

1 Switches, fuses and other electrical installations liable to cause an arc are not to be installed in battery
compartments.
2 Lighting fittings provided within battery compartments are to be suitable for use in explosive atmosphere
classified into gases and vapours group IIC and temperature class T1 as specified in IEC 60079, or equivalent thereto.
3 Cables other than those for batteries and electrical installations specified in -2 are, as a rule, not to be installed in
battery compartments except where installation in other locations is impracticable.
2.8.7 Charging Facilities

1 Suitable charging facilities are to be provided. Battery charging facilities by means of d.c. generator and series
resister are to be provided with protection against reversal of current when the charging voltage is 20% of the line
voltage or higher.
2 For floating service or for any other conditions where the load is connected to the battery while it is on charge,
the maximum battery voltage under any conditions of charge is not to exceed the safe value of any connected
apparatus. A voltage regulator or other means of voltage control may be provided for this purpose.
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2.9 Explosion-protected Electrical Equipment
2.9.1 General
1 Explosion-protected electrical equipment is to comply with the requirements in 2.16, Part H of the Rules for
2 Explosion-protected electrical equipment is to be provided with a certificate which is deemed appropriate by the
Society.
2.10 High Voltage Electrical Installations
2.10.1 High Voltage Electrical Installations

High voltage electrical installations are to comply with the requirements in 2.17, Part H of the Rules for the
2.11 Tests after installation on Board
2.11.1 Insulation Resistance Test

1 Each circuit of power and lighting is to have insulation resistances not less than the values in Table 10.2.5
between conductors and between each conductor and earth.
2 Insulation resistances of internal communication circuits are to comply with the following requirements (1) to
(3) :
(1) Each circuit of 100 V and above is to have an insulation resistance not less than 1MW between conductors and
between each conductor and earth.
(2) For circuits below 100 V, the insulation resistance is to be at least 1 / 3MW .
(3) During the test for (1) and (2), any or all appliances connected thereto may be disconnected from the circuit.
Table 10.2.5 Minimum Insulation Resistance

Minimum insulation
Rated voltage Minimum test voltage
resistance
Un（V）（V）
（ MW ）
Un £ 250 2×Un 1
250＜Un £ 1,000 500 1
1,000＜Un £ 7,200 1,000 Un/1,000＋1
7,200＜Un 5,000 Un/1,000＋1
Note:
During the above test, any or all electric heaters, small appliances and the like connected thereto may be
disconnected from the circuit.

1 All electrical equipment is to be examined under normal conditions to demonstrate its proper operation with no
harmful vibration nor temperature rise.
2 Among the examinations specified in -1, the following tests concerning generators and switchboards are to be
included.
(1) The operation test of overspeed trip and other safety devices of generators
(2) The voltage regulation test and the parallel operation test of generators
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Chapter 3 DESIGN OF INSTALLATIONS
3.1 General
3.1.1 General
This chapter specifies the requirements for the design of installations of main source of electrical power,
emergency source of electrical power and other electrical installations on board craft.
3.1.2 Design and Construction

Electrical installations are to comply with the following:
(1) All electrical auxiliary services necessary for maintaining the craft in normal operational and habitable
conditions and other electrical services as deemed necessary by the Society will be ensured without recource to
the reserve or emergency source of electrical power;
(2) Electrical services essential for safety will be ensured under various emergency conditions; and
(3) The safety of passengers, crew and craft from electrical hazards will be ensured.
3.2 Source of Electrical Power and Lighting Systems
3.2.1 Main Source of Electrical Power in Cargo Craft

1 A main source of electrical power of sufficient capacity to supply all those services specified in 3.1.2(1) is to be
provided.
2 The arrangements of the ship s main source of electrical power are to be such that the services referred to the
requirement in 3.1.2(1) can be maintained regardless of the speed and direction of the propulsion machinery or
shafting.
3.2.2 Lighting Systems

1 A main electric lighting system supplied from the main source of electrical power is to be provided in spaces or
compartments where crew use and normally work on duty.
2 Reserve lighting providing sufficient illumination necessary for the safety is to be provided at/in the following
spaces.
(1) Every muster and embarkation station, and over sides
(2) All alleyways, stairways and exits, personnel lift cars and personnel lift trunks
(3) Machinery spaces and a location of the reserve source of electrical power
(4) Main engine control stations
3.2.3 Reserve Source of Electrical Power

A reserve source of electrical power capable of supplying simultaneously the services listed in the following for
4 hours (for continuous 30 minutes for intermittent operation services of signals and alarms) is to be provided.
(1) Reserve lighting specified in 3.2.2-2
(2) Navigation lights and other lights, and sound signals
(3) All internal communication equipment as required in an emergency
(4) Fire detection and alarm systems required by 1.2.4, Part 9 and 3.1, Part 11
3.3 Navigation Lights, Other Lights, Internal Signals, etc.
3.3.1 Navigation Lights

1 Navigation lights are to be connected separately to the navigation light indicator panel.
2 Each navigation light is to be controlled and protected in each insulated pole by a switch with fuses or a circuit
breaker fitted on the navigation light indicator panel.
3 The navigation light indicator panel is to be power supplied by a separate circuit from the main switchboard and
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the reserve source of electrical power or the lighting distribution panel provided on the navigation bridge (limited to
the case where two or more generating sets are provided). However, in craft with a gross tonnage less than 500 tons,
only one circuit from the main switchboard supplied from the main source of electrical power and the reserve source
of electrical power may be accepted.
4 Switches and fuses are not to be provided on the feeder circuits of navigation lights, except the switchboards and
indicator panel.
5 The navigation light indicator panel is to be placed in an accessible position on the navigation bridge.
6 In the event of the failure of navigation lights due to blown bulbs, short-circuits, etc., visual and audible alarms
are to activate on navigation light indicator panels. Such alarm devices are to be fed from the main sources and
reserve sources of power and their feeder circuits are to be independent of the feeder circuits from navigation light
indicator panels to navigation lights.
3.3.2 Not Under Command Lights, Anchor Lights and Signal Lights
Not under command lights, anchor lights and signal lights are to be power supplied from both main source of
electrical power and reserve source of electrical power.
3.3.3 General Emergency Alarm Systems

General emergency alarm systems are to be power supplied from both main source of electrical power and
reserve source of electrical power.
3.4 Lightning Conductors
3.4.1 General
Lightning conductors are to be fitted on each mast of ships having non metallic masts or topmasts.
3.4.2 Construction
1 Lightning conductors are to be composed of continuous copper tape or rope having a section not less than 75
mm2 which is riveted with copper rivets or fastened with copper clamps to a suitable copper spike not less than 12
mm in diameter, projecting at least 150 mm above the top of the mast. At the lower end, this copper tape or rope is to
be securely earthed to the sea water.
2 Lightning conductors are to be run as straight as possible, and sharp bends in the conductors are to be avoided.
All clamps used are to be of brass or copper, preferably of the serrated contact type, and effectively locked. No
connection is to be dependent on a soldered joint.
3 The resistance of lightning conductor between the mast top and the point on the earth plate or hull is not to
exceed 0.02 Ω.
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SPECIAL CARGOES
4.1 Enclosed Cargo Holds for Carrying motor vehicles with Fuel in Their Tanks for Their Own
Propulsion and Enclosed Compartments adjoining the Cargo Holds, etc.
4.1.1 Electrical Installation in Enclosed Cargo Holds, etc.

1 Electrical installations in enclosed cargo holds, etc., for carrying motor vehicles with fuel in their tanks are to
comply with the requirements in this 4.1.1, in addition to the requirements in other relevant chapters in this part.
2 Electrical installations are to be of a type suitable for use in explosive gas atmosphere concerned.
3 Electrical equipment installed above a height of 450 mm from the deck or from each platform for vehicles may
be of a type so enclosed and protected as to prevent the escape of sparks as an alternative of the electrical equipment
specified in -2.
In this case, such electrical equipment are to be installed so that they can be operated only when ventilation system
so designed as to provide continuous ventilation of the cargo holds at the rate of at least 10 air changes per hour is in
operation whenever motor vehicles are on board. The platforms with openings of sufficient size permitting
penetration of petrol gases downwards may not be regarded as the platforms in the application of this requirement.
4 Electrical installations in exhaust ventilation ducts for a cargo hold are to be of a type approved by the Society
for use in explosive gas atmosphere concerned.
5 As a rule, no portable electrical appliances are to be located in the cargo holds. Where it is unavoidable to locate
the appliances in the holds, they are subject to the approval of Society.
6 Fire detection system, gas detection system and the like which are installed in enclosed cargo holds, etc. are to
be of explosion-protected type as deemed appropriate by the Society.
7 All electrical circuits terminating in enclosed cargo holds, etc. are to be provided with multipole linked isolating
switches situated outside the cargo holds and accessible only to authorized personnel. Provision is to be made for
isolation, for locking in the off position of the means of control of such circuits. However, this requirement does not
apply to safety devices such as fire or gas detectors.
4.1.2 Electrical Equipment in Enclosed Compartments Adjoining Enclosed Cargo Holds

For the electrical equipment in the compartments adjoining cargo holds and having openings such non-gastight
door, hatch, scuttle and the like in their bulkheads decks, requirements in 4.1.1 are generally to be applied.
4.2 Special Requirements for Craft Carrying Dangerous Goods
4.2.1 General
Electrical installations for craft carrying dangerous goods are to comply with the requirements in Chapter 19,
Part R of the Rules for the Survey and Construction of Steel Ships as well as the relevant requirements in this
part.
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Chapter 5 ADDITIONAL REQUIREMENTS FOR ELECTRIC PROPULSION

PLANTS
5.1 General
5.1.1 General
Electrical installations for electric propulsion craft are to comply with the requirements in Chapter 5, Part H of
the Rules for the Survey and Construction of Steel Ships as well as relevant requirements in this part.
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Part 11 FIRE PROTECTION, DETECTION, EXTINCTION AND MEANS

OF ESCAPE
Chapter 1 GENERAL
1.1 General
1.1.1 Application
1 The requirements in this Part apply only to cargo craft which are not engaged in international voyage and are for
restricted service.
2 A craft other than the craft specified in -1 above is to be in accordance with the requirements in Chapter 7 - Fire
Safety of IMO Resolution MSC.97(73) THE INTERNATIONAL CODE OF SAFETY FOR HIGH SPEED CRAFT, as
may be amended.

The following basic principles underlay the provisions in this Part and are embodied therein as appropriate,
having regard to the category and operating conditions of craft and the potential fire hazard involved:
(1) prevention of any fire;
(2) detection of any fire in the space of origin;
(3) containment of any fire in the space of origin;
(4) extinction of any fire in the space of origin;
(5) protection of means of escape and access for fire fighting; and
(6) immediate availability of fire-extinguishing appliances.

The requirements in this Part are subject to the following general requirements that;
(1) no enclosed sleeping births for passengers and crews are provided unless specially approved by the Society,
(2) in addition to the requirements in this Part, craft which intends to carry dangerous goods is to be complied with
the requirements in Chapter 19, Part R of the Rules for the Survey and Construction of Steel Ships.
However, cargo craft of less than 500 gross tonnage or for restricted service need not comply with the
requirements in 1.2.2, 1.2.3, 10.2.1-4(4), 10.8.1 and 10.9.1, Part R of the Rules for the Survey and
1.1.4 Equivalency
Alternative construction, equipment, arrangement and materials will be accepted by the Society, provided that
the Society is satisfied that such construction, equipment, arrangement and materials are equivalent to those required
in this Part.
1.2 Definitions
1.2.1 Application
The definitions of terms which appear in this Part are to be as specified in this Chapter, unless otherwise
specified elsewhere:
1.2.2 Fire-Resisting Divisions

Fire-resisting divisions are those divisions formed by bulkheads and decks which comply with the following:
(1) They are to be constructed of non-combustible or fire-restricting materials which by insulation or inherent
fire-resisting properties satisfy the requirements of following (2) to (6).
(2) They are to be suitably stiffened.
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(3) They are to be so constructed as to be capable of preventing the passage of smoke and flame up to the end of the
appropriate fire protection time.
(4) Where required, they are to maintain load-carrying capabilities up to the end of the appropriate fire protection
time.
(5) They are to have thermal properties such that the average temperature on the unexposed side will not rise more
o
than 139 C above the original temperature, nor will the temperature, at any one point, including any joint, rise
o
more than 180 C above the original temperature during the appropriate fire protection time.
(6) A test of a prototype bulkhead or deck in accordance with the test procedures deemed as appropriate by the
Society, are to be required to ensure that it meets the above requirements.
1.2.3 Fire-Restricting Materials

Fire-restricting materials are those materials which have the properties specified in (1) to (4) below, this being
ensured in accordance with the test procedures deemed as appropriate by the Society;
(1) they are to have low flame-spread characteristics;
(2) limit heat flux, due regard being paid to the risk of ignition of furniture in the compartment;
(3) limited rate of heat release, due regard being paid to the risk of spread of fire to an adjacent compartment; and
(4) gas and smoke are not to be emitted in quantities that could be dangerous to the occupants of the craft.
1.2.4 Non-Combustible Material

Non-combustible material is a material which neither burns nor gives off flammable vapours in sufficient
o
quantity for self-ignition when heated to approximately 750 C , this being ensured in accordance with the test
procedures deemed as appropriate by the Society.
1.2.5 Standard Fire Test

A standard fire test is one in which specimens of the relevant bulkheads, decks or other constructions are
exposed in a test furnace by specified test method which is considered appropriate by the Society.
1.2.6 Other Equivalent Materials

Where the words steel or other equivalent materials occur, other equivalent materials means any
non-combustible material which, by itself or due to insulation provided, has structural and integrity properties
equivalent to steel at the end of the applicable exposure to the standard fire test (e.g., aluminium alloy with
appropriate insulation).
1.2.7 Low Flame-Spread

Low flame-spread means that the surface thus described will adequately restrict the spread of flame, this being
determined by an established test procedure which is considered appropriate by the Society.
1.2.8 Smoke-Tight
Smoke-tight or capable of preventing the passage of smoke means that a division made of non-combustible or
fire-restricting materials is capable of preventing the passage of smoke.
1.3 Local Fire
Materials which comply with the requirements in 1.2.3(2) may be used as surface materials on bulkheads, wall, and
ceiling linings including their supporting structure as considered necessary.
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Chapter 2 FIRE PROTECTION
2.1 Classification of Space Use
2.1.1 Classification of Space Use

For the purposes of classification of space use in accordance with fire hazard risks, the following grouping
should apply :
(1) Category A : Areas of major fire hazard
- Machinery spaces
- Open vehicle spaces
- Spaces containing dangerous goods
- Special category spaces
- Store-rooms containing flammable liquids
- Galley
(2) Category B : Areas of moderate fire hazard
- Auxiliary machinery spaces
- Bond stores containing packaged beverages with alcohol content not exceeding 24% by volume
- Crew accommodations
- Service spaces
(3) Category C : Areas of minor fire hazard
- Auxiliary machinery spaces having little or no fire risk
- Cargo spaces
- Fuel tank compartments including fuel oil tanks (however, small fuel oil tanks may be deemed as a part of
fuel oil piping system subject to the approval of the Society)
- Public spaces
- Tanks, voids and areas of little or no fire risk
(4) Category D : Control stations
- Those spaces in which the craft s radio or navigating equipment or the emergency source of power and
emergency switchboard are located, or where the fire recording or fire control equipment is centralized, or
where other functions essential to the safe operation of the craft such as propulsion control, public address,
stabilization systems, etc., are located.
(5) Category E : Evacuation stations
- External stairs and open decks used for escape routes
- Muster stations, internal and external
- Open deck spaces and enclosed promenades forming lifeboat and liferaft embarkation and lowering stations
- The craft s side to the waterline in the lightest seagoing condition, superstructure and deckhouse sides
situated below and adjacent to the liferaft s and evacuation slide s embarkation areas
(6) Category F : Open spaces
- Open spaces locations other than evacuation stations and external escape routes and control stations.
2.1.2 Treatment of Space

1 If a space is divided by partial bulkheads into two (or more) smaller areas such that they form enclosed spaces,
then the enclosed spaces are to be surrounded by bulkheads and decks in accordance with Table 11.2.1, as applicable.
However, if the separating bulkheads of such spaces are at least 30% open, then the spaces may be considered as the
same space.
2 Cabinets having a deck area of less than 2 m2 may be accepted as part of the space they serve, provided they
have open ventilation to the space and do not contain any material or equipment that could be a fire risk.
3 Where a space has the special characteristics of two or more space groupings, the structural fire protection time
of the divisions are to be the highest for the space groupings concerned.
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2.1.3 Insulation of Deck or Bulkhead

1 To prevent heat transmission at intersections and terminal points, the insulation of the deck or bulkhead is to be
carried past the intersection or terminal point for a distance of at least 450 mm in the case of steel or aluminium
structures (refer to Fig.11.2.1 and Fig.11.2.2).
2 If a space is divided by a deck or bulkhead and the fire insulation required for each space is different, the
insulation with the higher structural fire protection time is to continue on the deck or bulkhead with the insulation of
the lesser structural fire protection time for a distance of at least 450 mm beyond the boundary between the spaces.
3 Where the lower part of the fire insulation has to be cut for drainage, the construction is to be in accordance with
the structural details shown in Fig.11.2.3.
Fig. 11.2.1
Fig.11.2.2
Fig. 11.2.3
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2.2 Construction
2.2.1 Construction
1 The hull, superstructure, structural bulkheads, decks, deckhouses and pillars are to be constructed of approved
non-combustible materials having adequate structural properties. When the materials other than non-combustible
materials are used for these structures, such materials are to be of appropriate fire-restricting materials approved by
the Society.
2 The structural fire protection times for separating bulkheads and decks specified in 2.3 in this Chapter are to be
in accordance with Table 11.2.1.
3 In using Table 11.2.1, it is to be noted that the title of each category is intended to be typical rather than
restricted. For determining the appropriate fire integrity standards to be applied to boundaries between adjacent
spaces, where there is doubt as to their classification for the purpose of this section, they are to be treated as spaces
within the relevant category having the most stringent boundary requirement.
Table 11.2.1 Structural Fire Protection Times for Separating Bulkheads and Decks
Notes:
The figures on either side of the diagonal line represent the required structural fire protection time for the protection
system on the relevant side of the division.
(1) The upper side of the decks within spaces protected by fixed fire-extinguishing systems need not be insulated.
(2) Where adjacent spaces are in the same alphabetical category and a note (2) appears, a bulkhead or deck
between such spaces need not be fitted if deemed unnecessary by the Society. For example, a bulkhead need
not be required between two store-rooms. A bulkhead is, however, required between a machinery space and a
special category space even though both spaces are in the same category.
(3) No structural fire protection requirements, however, smoke-tight non-combustible or fire-restricting material is
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required.
(4) Control stations which are also auxiliary machinery spaces are to be provided with 30min. structural fire
protection.
(5) Fire-resisting divisions need not comply with 1.2.2(5) of this Part.
(6) Fire-resisting divisions adjacent to void spaces need not comply with 1.2.2(5) of this Part.
「-」 There are no special requirements for material or integrity of boundaries where only a dash appears in the
table.
2.3 Fire-resisting Divisions
2.3.1 Protection of Areas of Major Fire Hazard

1 Areas of major fire hazard are to be enclosed by fire-resisting divisions complying with the requirements of
1.2.2 except where the omission of any such division would not affect the safety of the craft. These requirements
need not apply to those parts of the structure in contact with water at least 300mm below the craft s waterline in the
lightweight condition in displacement mode, but due regard is to be given to the effect of temperature of hull in
contact with water and heat transfer from any uninsulated structure in contact with water to insulated structure above
the water.
2 Fire-resisting bulkheads and decks are to be constructed to resist exposure to the standard fire test for a period of
60 min. for areas of major fire hazards.
3 Main load-carrying structures within major and moderate fire hazard areas are to be arranged to distribute load
such that there will be no collapse of the construction of the hull and superstructure when it is exposed to fire for the
appropriate fire protection time. The load-carrying structure is to also comply with the requirements of 2.3.1-4 and
2.3.1-5.
4 If the structures specified in 2.3.1-3 are made of aluminium alloy their installation is to be such that the
o
temperature of the core does not rise more than 200 C above the ambient temperature for a period of 60 min.
5 If the structures specified in 2.3.1-3 are made of combustible material, their insulation is to be such that their
temperatures will not rise to a level where deterioration of the construction will occur during the exposure to the
composite standard fire test which is considered appropriate by the Society to such an extent that the load-carrying
capability will be impaired.
6 The construction of all doors, and door frames in fire-resisting divisions, with the means of securing them when
closed, is to provide resistance to fire as well as to the passage of smoke and flame equivalent to that of the bulkheads
in which they are situated. Watertight doors of steel need not insulated. Also, where a fire-resisting division is
penetrated by pipes, ducts, controls, electrical cables or for other purposes, arrangements and necessary testing are to
be made to ensure that the fire-resisting integrity of the division is not impaired. Where machinery shafts penetrate
fire-resisting watertight divisions, arrangements are to be made to ensure that the required watertight and
fire-resisting integrity of the division is not impaired.
2.4 Restricted Use of Combustible Materials
2.4.1 Application
The requirements in 2.4.2 and 2.4.3 are to apply only to passenger craft, unless otherwise specified elsewhere.
2.4.2 Separating Divisions

1 All separating divisions, ceilings or linings if not a fire-resisting division, are to be of non-combustible or
fire-restricting materials.
2 Where insulation is installed in areas in which it could come into contact with any flammable fluids or their
vapours, its surface is to be impermeable to such flammable fluids or vapours. The exposed surfaces of vapour
barriers and adhesives used in conjunction with insulation materials are to have low flame spread characteristics. The
fire insulation in such spaces may be covered by metal sheets (not perforated) or by vapour proof glass cloth sealed at
joints.
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2.4.3 Furniture and Furnishings

Furniture and furnishings in public spaces and crew accommodation are to comply with the following
standards :
(1) all case furniture e.g., decks, wardrobes, dressing tables, bureaux and dressers is constructed entirely of
approved non-combustible or fire-restricting materials, except that a combustible veneer with a calorific value
not exceeding 45 MJ/m2 may be used on the exposed surface of such articles;
(2) all other furniture such as chairs, sofas, tables, is constructed with frames of non-combustible or fire-restricting
materials;
(3) all draperies, curtains and other suspended textile materials have qualities of resistance to the propagation of
flame in accordance with standards which is considered appropriate by the Society;
(4) all upholstered furniture has qualities of resistance to the ignition and propagation of flame in accordance with
standards which is considered appropriate by the Society;
(5) all bedding components comply with the standards which is considered appropriated by the Society; and
(6) all deck finish materials comply with the standards which is considered appropriate by the Society.
2.4.4 Surface Materials

1 The following surfaces are to, as a minimum standard be constructed of materials having low flame-spread
characteristics. However this requirement does not apply to partitions, windows and sidescuttles made of glass which
are deemed to be non-combustible.
(1) exposed surfaces in corridors and stairway enclosures, and of bulkheads, wall and ceiling linings in all
accommodation and service spaces and control stations;
(2) concealed or inaccessible spaces in accommodation, service spaces and control stations.
2 Any thermal and acoustic insulation material, if not in compliance with the requirements for fire-resisting
divisions or fire-restricting materials, are to be of non-combustible material.
3 Materials used in the craft, when exposed to fire, are not to emit smoke or toxic gases in quantities that could be
dangerous to humans as determined in tests of a standard which is considered appropriate by the Society.
4 Void compartments, where low density combustible materials are used to provide buoyancy, are to be protected
from adjacent fire hazard areas by fire-resisting divisions, in accordance with Table 11.2.1. Also, the space and
closures to it is to be gastight but it is to be ventilated to atmosphere.
5 In compartments where smoking is allowed, suitable non-combustible ash containers are to be provided. In
compartments where smoking is not allowed, adequate notices are to be displayed.
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Chapter 3 FIRE DETECTION AND EXTINCTION
3.1 Fire Detection Systems
3.1.1 Fixed Fire Detection and Fire Alarm Systems

1 Areas of major fire hazard are to be provided with an approved automatic smoke detection system and manually
operated call points to indicate at the control station the location of outbreak of a fire in all normal operating
conditions of the installations.
2 In case where deemed necessary by the Society, main propulsion machinery rooms are to in addition have
detectors sensing other than smoke and be supervised by TV cameras monitored from the operating compartment.
3 Manually operated call points are to be installed throughout the accommodation spaces, service spaces and,
where necessary, control stations. One manually operated call point is to be located at each exit from these spaces and
from areas of major fire hazard. Control stations not normally occupied (e.g., emergency generator rooms) need not
be provided with manually operated call points.
4 Fixed fire detection and fire alarm systems with manually operated call points are to comply with the installation
requirements and the design requirements specified in Chapter 7, Part R of the Rules for the Survey and
Construction of Steel Ships in addition to the requirements specified in this chapter.
3.1.2 Fixed Fire Detection and Fire Alarm Systems for Unattended Machinery Spaces
A fixed fire detection and fire alarm systems for periodically unattended machinery spaces are to comply with
the following requirements in addition to the requirements in 3.1.1-4 above.
(1) The fire detection system is to be so designed and the detectors so positioned as to detect rapidly the onset of fire
in any part of those spaces and under any normal conditions of operation of the machinery and variations of
ventilation as required by the possible range of ambient temperatures. Except in spaces of restricted height and
where their use is specially appropriate, detection systems using only thermal detectors are not to be permitted.
The detection system is to initiate audible and visual alarms distinct in both respects from the alarms of any
other system not indicating fire, in sufficient places to ensure that the alarms are heard and observed on the
navigating bridge and by a responsible engineer officer. When the operating compartment is unmanned the
alarm is to sound in a place where a responsible member of the crew is on duty.
(2) After installation, the system is to be tested under varying conditions of engine operation and ventilation.
3.2 Fixed Fire-extinguishing Systems
3.2.1 Fixed Fire-extinguishing Systems in Areas of Major Fire Hazard

Main propulsion machinery rooms, special category spaces and open vehicle spaces are to be protected by an
approved fixed extinguishing system operable from the control position which is adequate for the fire hazard that
may exist. The system is to be capable of local manual control and remote control from the continuously manned
control stations.
3.2.2 Fixed Gas Fire-extinguishing Systems

1 In case where the fire-extinguishing medium for the fixed gas fire-extingushing systems is stored outside a
protected spaces, it is to be stored in a room which is to be situated in a safe and readily accessible position and is to
be effectively ventilated to the satisfaction of the Society. Any entrance to such a storage room is preferably to be
direct from the open deck and in any case is to be independent of the protected space. Access doors are to open
outwards, and bulkheads and decks which form the boundaries between such rooms and adjoining enclosed spaces
are to be gastight, including doors and other closing means of any opening therein. The boundaries of this storage
room are to have fire integrity required for a control station in application of Table 11.2.1.
2 Fixed gas fire-extinguishing systems are to comply with the requirements in Chapter 25, Part R of the Rules
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3 The use of a fire-extinguishing medium which, either by itself or under expected conditions of use will adversely
affect the earth s ozone layer and/or gives off toxic gases in such quantities as to endanger persons is not to be
permitted.
3.2.3 Fixed Pressure Water-spraying Fire-extinguishing Systems

1 Fixed pressure water-spraying fire-extinguishing systems in machinery spaces are to be comply with Chapter
27, Part R of the Rules for the Survey and Construction of Steel Ships.
2 Fixed pressure water-spraying fire-extinguishing systems in special category spaces and open vehicle spaces are
to be comply with the requirements otherwise specified.
3.3 Fire Pumps
3.3.1 General
A craft is to be provided with fire pumps and appropriate associated equipment according to the following 3.3.2
to 3.3.5 or alternative effective fire-extinguishing systems.
3.3.2 Fire Pumps

1 Fire pumps are to be provided in accordance with Table 11.3.1. Each pump is to have at least two thirds the
capacity of a bilge pump as determined by 8.4 in Part 9 but not less than 25m3/h. Each fire pump is to be able to
deliver sufficient quantity and pressure of water to simultaneously operate the hydrants as required by 3.3.4.
2 For craft which are required to be provided with two fire pumps and more, the arrangement of the pumps is to be
such that in the event of a fire in any one compartment all fire pumps will not be put out of action.
Table 11.3.1 Required Number of Fire Pumps
Note:
※1: Four buckets
3.3.3 Isolation Valves

Isolating valves to separate the section of the fire main within the machinery space containing the main fire
pump or pumps from the rest of the fire main are to be fitted in an easily accessible and tenable position outside the
machinery spaces. The fire main is to be so arranged that when the isolating valves are shut all the hydrants on the
craft, except those in the machinery space referred to above, can be supplied with water by a fire pump not located in
this machinery space through pipes which do not enter this space. The fire main is to be capable of being drained and
is to be fitted with valves arranged so that fire main branches can be isolated when the main is used for purposes
other than fire-fighting.
3.3.4 Hydrants
Hydrants are to be arranged so that any location on the craft can be reached by the water jets from two fire hoses
from two different hydrants, one of the jets being from a single length of hose. In special category spaces and open
vehicle spaces, hydrants are be located so that any location within the space can be reached by two water jets from
two different hydrants, each jet being supplied from a single length of hose. One hydrant is to be located in the
vicinity of and outside each entrance to a machinery space.
3.3.5 Fire Hoses and Nozzles

1 Each fire hose is to be of non-perishable material and have a length of at least 10m, not more than 15m in
machinery spaces and not more than 20m for other spaces and open decks. Fire hoses, together with any necessary
fittings and tools, are to be kept ready for use in conspicuous positions near the hydrants.
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2 In machinery spaces and boiler rooms, a set of a fire hose and a nozzle is to be provided with for each hydrant.
3 Each fire hose is to be provided with a nozzle of an approved dual purpose type (i.e. spray/jet type)
incorporating a shutoff.
3.4 Portable Fire Extinguishers
3.4.1 Portable Fire Extinguishers in Control Stations, Accommodation and Service Spaces
1 Control stations, accommodation spaces and service spaces are to be provided with portable fire extinguishers of
appropriate types in accordance with Table 11.3.2.
2 In addition to -1 above, at least one extinguisher suitable for machinery space fires is to be positioned outside
each machinery space entrance.
3 Portable Fire Extinguishers are to comply with the requirements in Chapter 24, Part R of the Rules for the
Table 11.3.2 Required Number of Portable Fire Extinguishers

Number and Type Number
Type of portable
Passenger Craft Cargo Craft
fire extinguishers
Applicable spaces <1,000GT ³ 1,000GT <1,000GT ³ 1,000GT
One foam type and
another one* CO2 or dry

Navigation bridge and
type, for each space One Foam, CO2 or Dry
fire control station
Portable extinguishers * Two for crafts of
are to be located so that 2,000 GT and above
no point is spaced more One for each 30m of the One for each 50m of
Corridors than approximately 15m corridor length or part At least four in the corridor length Foam, CO2 or Dry
walking distance from an thereof total. or part thereof
extinguisher. One for each 20m of the
Public spaces At least two on each deck corridor length or part - Foam or Dry
and at least four in total. thereof
Galley One One Foam or CO2
Shopping booths and

One One Foam or Dry
carpenter s shops
Paint lockers One (outside of each entrances) Form, CO2 or Dry
Notes - At least five in total - At least five in total -
3.5 Fire Control Plan
3.5.1 Fire Control Plan

1 There are to be permanently exhibited, for the guidance of the master and officers of the craft, fire control plans
showing clearly for each deck the following positions:
(1) Control stations;
(2) Sections of the craft which are enclosed by fire-resisting divisions together with particulars of the fire detection
and alarms systems, the sprinkler installations, the fixed and portable fire-extinguishing appliances;
(3) Means of access to different compartments and decks in the craft;
(4) Ventilating system including particulars of the fan control positions, the position of dampers and identification
numbers of the ventilating fans serving each section of the craft;
(5) Positions of all means of control referred to in 3.1, 3.2, 3.3 and 4.1.1-3 of this Part.
2 A duplicate set of fire control plans or a booklet containing such plans is to be permanently stored in a
prominently marked weathertight enclosure outside the deckhouse for the assistance of shoreside fire-fighting
personnel.
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3.6 Fireman s Outfits
3.6.1 Fireman s Outfits

1 Passenger craft, which are for coasting service, are to carry at least one fireman s outfit complying with the
requirements of 3.6.3.
2 Craft having special category spaces and open vehicle spaces are to carry at least two fireman s outfits
complying with the requirements of 3.6.3.
3 The Society may require additional sets of personal equipment and breathing apparatus, due regard to the size
and type of the craft.
3.6.2 Storage of Fireman s Outfits

The fireman s outfits or sets of personal equipment are to be so stored as to be easily accessible and ready for
use and, where more than one fireman s outfit or more than one set of personal equipment is carried, they are to be
stored in widely separated positions.
3.6.3 Fireman s Outfit

A fireman s outfit is to consist of:
(1) Personal equipment comprising:
(a) protective clothing of material to protect the skin from the heat radiating from the fire and from burns and
scalding by steam or gases. The outer surface is to be water-resistant;
(b) boots of rubber or other electrically non-conductive material;
(c) a rigid helmet providing effective protection against impact;
(d) an electric safety lamp (hand lantern) of an approved explosion-proof type with a minimum burning period
of 3 hours; and
(e) an axe to the satisfaction of the Society having a handle provided with high-voltage insulation.
(2) a self-contained compressed-air-operated breathing apparatus of an approved type, the volume of air contained
in the cylinders of which are to be at least 1,200 l , or other self-contained breathing apparatus of an approved
type which are to be capable of functioning for at least 30 minutes. Two spare charges suitable for use with the
apparatus are to be provided for each required apparatus.
(3) For each breathing apparatus, a fireproof lifeline of approximately 30m in length and strength is to be provided
capable of being attached by means of a snaphook to the harness of the apparatus or to a separate belt in order to
prevent the breathing apparatus becoming detached when the lifeline is operated. The lifeline is to be subjected
to a test by static load of 3.5kN for 5 minutes.
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Chapter 4 ADDITIONAL REQUIREMENTS FOR MACHINERY SPACES
4.1 Additional Requirements for Machinery Spaces
4.1.1 Fuel and Other Flammable Fluid Tanks and Systems

1 Tanks containing fuel and other flammable fluids are to be separated from passenger, crew, and baggage
compartments by vapour-proof enclosures or cofferdams which are suitably ventilated and drained.
2 Fuel oil tanks are not to be located in or contiguous to major fire hazard areas.
However, flammable fluids of a flashpoint not less than 60 o C may be located within such areas provided the tanks
are made of steel or other equivalent material. The use of aluminium in lubricating oil sump tanks for engines, or in
lubricating oil filter housings fitted integral with the engines, is accepted.
3 Every oil fuel pipe which, if damaged, would allow oil to escape from a storage, settling or daily service tank is
to be fitted with a cock or valve directly on the tank capable of being closed from a position outside the space
concerned in the event of a fire occurring in the space in which such tanks are situated.
4 Pipes, valves and couplings conveying flammable fluids are to be of steel or such alternative material
satisfactory to the Society, in respect of strength and fire integrity having regard to the service pressure and the spaces
in which they are installed. Wherever practicable, the use of flexible hoses is to be avoided.
5 Pipes, valves and couplings conveying flammable fluids are to be arranged as far from hot surfaces or air intakes
of engine installations, electrical appliances and other potential sources of ignition as is practicable and be located or
shielded so that the likelihood of fluid leakage coming into contact with such sources of ignition is kept to a
minimum.
4.1.2 Exhaust Gas Pipes

1 The exhaust gas pipes are to be arranged so that the risk of fire is kept to a minimum. To this effect, the exhaust
system is to be insulated and all the compartments and structures which are contiguous with the exhaust system, or
those which may be affected by increased temperatures caused by waste gases in normal operation or in an
emergency, are to be constructed of non-combustible material or be shielded and insulated with non-combustible
material to protect from high temperatures.
2 The design and arrangement of the exhaust manifolds or pipes are to be such as to ensure the safe discharge of
exhaust gases.
4.1.3 Miscellaneous Requirements

Craft are to comply with the following miscellaneous requirements on fire safety measures for machinery
spaces:
(1) Means are to be provided in machinery spaces to ensure prevention of accumulation of flammable vapours under
normal service condition by positive means of ventilation capable of releasing smoke in the event of a fire.
(2) The number of skylights, doors, ventilators, openings in funnels to permit exhaust ventilation and other openings
to machinery spaces is to be reduced to a minimum consistent with the needs of ventilation.
(3) The openings given in (2) above are to be provided with closing appliances which are made of steel or other
equivalent material and are operable from outside the machinery spaces, where they will not be cut off in the
event of a fire in the spaces they serve. The controls are to be easily acceptable as well as prominently and
permanently marked and are to indicate whether the shut-off is open or closed.
(4) The doors fitted in boundary bulkheads of main propulsion machinery rooms are to be of self-closing type to
prevent the spread of fire to other spaces.
(5) In addition to the requirements given in (1) to (4) above, periodically unattended machinery spaces are to be
provided with fire protection arrangements as considered appropriate by the Society having due regard to the
risk of a fire where deemed necessary by the Society.
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Chapter 5 PROTECTION OF SPECIAL CATEGORY SPACES
5.1 Protection of Special Category Spaces
5.1.1 Structural Protection

1 Boundaries of special category spaces are to be insulated in accordance with Table 11.2.1.
2 The vehicle deck of a special category space or a ro-ro space, including an open ro-ro space, need only be
insulated on the underside if required. Vehicle decks located totally within ro-ro spaces may be accepted without
structural fire protection, provided these decks are not part of, or do not provide support to, the crafts main
load-carrying structure and provided satisfactory measures are taken to ensure that the safety of the craft, including
fire-fighting abilities, integrity of fire resisting divisions and means of evacuation, is not affected by a partial or total
collapse of these internal decks.
3 Indicators are to be provided on the navigating bridge which are to indicate when any door leading to or from
the special category space is closed.
5.1.2 Patrols and Fire Detection

1 A continuous fire patrol is to be maintained in special category spaces unless a fixed fire detection and fire alarm
system, complying with the requirements of 3.1.1 of this Part and a television surveillance system are provided. The
fixed fire detection system is to be capable of rapidly detecting the onset of fire. The spacing and location of detectors
are to be tested taking into account the effects of ventilation and other relevant factors.
2 Manually operated call points are to be provided as necessary throughout the special category spaces and one is
to be placed close to each exit from such spaces.
5.1.3 Fixed Fire-extinguishing System

1 Each special category space is to be fitted with an approved fixed pressure water-spraying system for manual
operation which is to protect all parts of any deck and vehicle platform in such space, provided that the Society may
permit the use of any other fixed fire-extinguishing system that has been shown by full-scale test in conditions
simulating a flowing petrol fire in a special category space to be not less effective in controlling fires likely to occur
in such a space.
2 Fixed fire-extinguishing systems are to fulfill the following requirement.
(1) the valve manifold shall be provided with a pressure gauge, and each of the valves shall be marked to identify
the protected areas
(2) instructions for maintenance and operation of the installation shall be set up in the room where the valves are
located
(3) the piping system shall be provided with a sufficient number of drainage valves.
5.1.4 Portable Fire Extinguishers

Portable fire extinguishers are to be located so that no point in the space is more than approximately 20 m
walking distance from an extinguisher, provided that at least one portable extinguisher is located at each access to
such a space. No Smoking notations are to posted in way of all access to these spaces.
5.1.5 Ventilation System

1 There is to be provided an effective power ventilation system for the special category spaces sufficient to give at
least 10 air changes per hour while navigating and 20 air changes per hour at the quayside during vehicle loading and
unloading operations. The system for such spaces is to be entirely separated from other ventilation systems and are to
be operating at all times when vehicles are in such spaces. Ventilation ducts serving special category spaces capable
of being effectively sealed are to be separated for each such space. The system is to be capable of being controlled
from a position outside such spaces.
2 The ventilation is to be such as to prevent air stratification and the formation of air pockets.
3 Means are to be provided to indicate in the operating compartment any loss or reduction of the required
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ventilating capacity.
4 Arrangements are to be provided to permit a rapid shutdown and effective closure of the ventilation systems in
case of fire, taking into account the weather and sea conditions.
5 Ventilation ducts, including dampers are to be made of steel or other equivalent material.
5.1.6 Scuppers, Bilge Pumping and Drainage

1 In view of the serious loss of stability which could arise due to large quantities of water accumulating on the
deck or decks consequent to the operation of the fixed pressure water-spraying system, pumping and drainage
arrangements are to be such as to prevent such accumulation. Scuppers fitted for this purpose are to be so arranged as
to ensure that such water is rapidly discharged directly overboard. Alternatively, pumping and drainage facilities are
to be provided in additional to the requirements of Chapter 8 in Part 9. When it is required to maintain watertight or
weathertight integrity, as appropriate, the scuppers is to be arranged so that they can be operated from outside the
space protected.
2 Scuppers and drainage pumps fitted in accordance with 1 above are to comply with following requirements:
(1) the amount of water for which drainage is to be provided is to take into account the capacity of both the water
spraying system pumps and the required number of fire hose nozzles
(2) the drainage system is to have a capacity of not less than 125% of the capacity specified in (1) above
(3) bilge wells are to be of sufficient holding capacity and are to be arranged at the side shell of the ship at a
distance from each other of not more than 40m in each watertight compartments
5.1.7 Precautions against Ignition of Flammable Vapours

1 On any deck or platform, if fitted, on which vehicles are carried and on which explosive vapours might be
expected to accumulate, except platforms with openings of sufficient size permitting penetration of petrol gases
downwards, equipment which may constitute a source of ignition of flammable vapours and, in particular, electrical
equipment and wiring, are to be installed at least 450 mm above the deck or platform. Electrical equipment installed
at more than 450 mm above the deck or platform are to be of a type approved so enclosed and protected as to prevent
the escape of sparks. However, if the installation of electrical equipment and wiring at less than 450 mm above the
deck or platform is necessary for the safe operation of the craft, such electrical equipment and wiring may be
installed provided that it is of a type approved for use.
2 If installed in an exhaust ventilation duct, electrical equipment are to be of a type approved for use. The
requirement and wiring, if fitted, are to be of a type approved for use and the outlet from any exhaust duct is to be
sited in a safe position, having regard to other possible sources of ignition.
5.2 Protection of Cargo Spaces and Open Vehicle Spaces
5.2.1 General
Cargo spaces and open vehicle spaces, except open deck areas or refrigerated holds, are to be in accordance with
the provisions specified in following 5.2.2 through 5.2.5.
5.2.2 Structural Protection

1 Boundaries of cargo spaces and open vehicle space are to be insulated in accordance with Table 11.2.1. The
standing deck of the open vehicle space need only be insulated on the underside if required.
2 Indicators are to be provided on the navigation bridge which are to indicate when any door leading to or from
the open vehicle space is closed.
5.2.3 Patrol and Fire Detection

1 A continuous fire patrol is to be maintained in cargo spaces and open vehicle spaces unless a fixed fire detection
and fire alarm system, complying with the requirements of 3.1.1 of this Part and a television surveillance system are
provided. The fixed fire detection system is to be capable of rapidly detecting the onset of fire. The spacing and
location of detectors are to be tested taking into account the effects of ventilation and other relevant factors.
2 Manually operated call points are to be provided as necessary throughout the special category spaces and one is
to be placed close to each exit from such spaces.
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5.2.4 Fixed Fire-extinguishing Systems

Each cargo space is to be protected by fixed fire extinguishing systems specified in 3.2 of this Part. Each open
vehicle space, however, is to be protected by the fixed pressure water-spraying system specified in 3.2.3-2 of this
Parts.
5.2.5 Portable Fire Extinguishers

Portable fire extinguishers are to be located so that no point in the space is more than approximately 20 m
walking distance from an extinguisher, provided that at least one portable extinguisher is located at each access to
such a space. No Smoking notations are to posted in way of all access to those spaces.
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Chapter 6 MEANS OF ESCAPE
6.1 Exits and Means of Escape
6.1.1 General
1 Easy, safe and quick accesses from the operating compartment to the passenger accommodation are to be
provided. In order to ensure immediate assistance from the crew in an emergency situation, the crew accommodation,
including any cabins, is to be located with due regard to easy, safe and quick access to the public spaces from inside
the craft.
2 The design of the craft is to be such that all occupants may safely evacuate the craft to the open deck and then
into survival craft under all emergency conditions, by day or by night. The positions of all exits which may be used in
an emergency, and of all life-saving appliances, the practicability of the evacuation procedure are to be suitable for
this purpose.
3 Public spaces, evacuation routes, exits, lifejacket stowage, survival craft stowage, and the embarkation stations
are to be clearly and permanently marked and illuminated.
4 Each enclosed public space and similar permanently enclosed space allocated to passengers or crew is to be
provided with at least two exits arranged in the opposite ends of the space. Exits are to be safely accessible and are to
provide a route to a normal point of boarding or disembarking from the craft.
5 Exit doors are to be capable of being readily operated from inside and outside the craft in daylight and in
darkness. The means of operation are to be obvious, rapid and of adequate strength.
6 The closing, latching and locking arrangements for exits are to be such that it is readily apparent to the
appropriate crew member when the doors are closed and in a safe operational condition, either in direct view or by an
indicator. The design of external doors is to be such as to eliminate the possibility of jamming by ice of debris.
7 The craft is to have a sufficient number of exits which are suitable to facilitate the quick and unimpeded escape
of persons wearing approved lifejackets in emergency conditions, such as collision damage or fire.
8 Sufficient space for a crew member is to be provided adjacent to exits for ensuring the rapid evacuation of
passengers.
9 All exits, together with their means of opening, are to be adequately marked for the guidance of passengers.
Clear markings, including the location of the fire control, is to be provided for the guidance of rescue personnel
outside the craft.
10 Footholds, ladders, etc., provided to give access from the inside to exits, are to be of rigid construction and
permanently fixed in position. Permanent handholds are to be provided whenever necessary to assist persons using
exits, and are to be suitable for conditions when the craft has developed any possible angles of list or trim.
11 At least two unobstructed evacuation paths are to be available for the use of each person. Evacuation paths are to
be disposed such that adequate evacuation facilities will be available in the event of any likely damage or emergency
conditions, and evacuation paths are to have adequate lighting supplied from the main and emergency sources of
power. Doors providing escape from a space are to be situated at opposite ends of the space. Where the doors
providing escape from a space are situated in the same end of the space, the distance between those doors is to be
greater than the maximum length of the space.
12 The dimensions of passages, doorways and stairways which form part of evacuation paths are to be such as to
allow easy movement of persons when wearing lifejackets. There are to be no protrusions in evacuation paths which
could cause injury, ensnare clothing, damage lifejackets or restrict evacuation of disabled persons. Requirements of
this paragraph do not apply to aisles (fore-aft passageways separating seating areas) or to spaces between adjacent
rows of seats.
13 Adequate notices are to be provided to direct passengers to exits.
14 Provision are to be made on board for embarkation stations to be properly equipped for evacuation of passengers
into life-saving appliances. Such provision are to include handholds, anti-skid treatment of the embarkation deck, and
adequate space which is clear of cleats, bollards and similar fittings.
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6.1.2 Means of Escape from Machinery Spaces

1 At least two means of escape from the machinery spaces are to be provided, and they are to be arranged as
widely separated as possible. At least one means of escape from a machinery space shall consist of either a ladder
leading to a door or hatch (not being a horizontal flush-hatch) or a door located in the lower part of that space and
giving access to an adjacent compartment from which a safe means of escape is provided. However, the Society may
dispense with one set of means of escape paying due regard to dimensions and arrangement of the machinery spaces.
2 Stairways, ladders, etc. which are part of means of escape from machinery spaces are to be of ample strength
and to be effectively secured to the hull constructions. Raw materials which are easily dehardening or melting such as
plastics are not to be used for these equipment.
3 Notwithstanding the above, spaces that are only entered occasionally by crew members may have only one
means of escape provided that it is independent of watertight doors.
6.1.3 Means of Escape from Special Category Spaces and Open Vehicle Spaces
1 Means of escape are to be provided at least in the fore, midship and aft part of respective special category spaces
and the open vehicle spaces. These means of escape are to be placed in both wings of respective spaces unless these
means of escape are placed at centre line of such spaces.
2 Means of escape are to be so located that no point in the space is more than 40m walking distance from the
means of escape. Where the arrangement of means of escape required by -1 above cannot comply with this
requirement, additional means of escape are to be appropriately so arranged to comply with this requirement.
3 Stairways, ladders, etc., which are part of means of escape from the special category spaces and open vehicle
spaces are to be of ample strength and to be effectively secured to the hull constructions. Raw materials which are
easily dehardening or melting such as plastics are not to be used for these equipment.
4 Where stores and lockers have only exits facing to special category spaces or open vehicle spaces, the Society
may require to provide additional means of escape which directly escape to the outside of the special category spaces
or open vehicle spaces paying due regard to dimensions and use of such spaces.
5 Special category spaces used for stowage of motor vehicles are to be provided with walkways having a width of
at least 600 mm leading to a safe means of escape.
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Part 12 LOAD LINE
Chapter 1 GENERAL
1.1 General
1.1.1 Application
Assignment of freeboard and marking of load lines are to be in accordance with the requirements in Part V of
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Part 13 NAVIGATION BRIDGE VISIBILITY
Chapter 1 GENERAL
1.1 General
1.1.1 Application
Navigation bridge visibility is to be in accordance with the requirements in Part W of the Rules for the Survey
－177－
Part 14 SPECIAL REQUIREMENTS FOR CRAFT ENGAGED IN

INTERNATIONAL VOYAGE
Chapter 1 GENERAL
1.1 General
1.1.1 Application
In addition to the requirements specified in Part 1 to Part 13 of the Rules, crafts engaged on international
voyages are to be complied with the requirements of IMO Resolution MSC.97(73) THE INTERNATIONAL CODE
OF SAFETY FOR HIGH SPEED CRAFT, as may be amended, in its entirety or other technical requirements which
the Society considers to be equivalent to the said international code.
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MAJOR CHANGES AND EFFECTIVE DATES
Amendments to the RULES FOR HIGH SPEED CRAFT made between 1 January 2012 and 1 January 2013 and
their effective date are as follows:
I AMENDMENTS ON 15TH JUNE 2012 (Rule No.32)

Part 10
Chapter 2 Paragraph 2.5.4 has been amended.
EFFECTIVE DATE AND APPLICATION

1. The effective date of the amendments is 15 June 2012.
12-500
Rules for High Speed Craft 2012 AMENDMENT NO.1
Rule No.32 15th June 2012

Resolved by Technical Committee on 10th February 2012
Approved by Board of Directors on 6th March 2012
NIPPON KAIJI KYOKAI

Rule No.32 15th June 2012
AMENDMENT TO THE RULES FOR HIGH SPEED CRAFT
“Rules for high speed craft” has been partly amended as follows:
Chapter 2 ELECTRICAL INSTALLATIONS AND SYSTEM DESIGN
Paragraph 2.5.4 has been amended as follows.
2.5.4 Busbars
1 Busbars are to be of copper having a conductivity of 97% or more or of copper-surrounded
aluminum alloy.
(-2 to -5 are omitted.)
1. The effective date of the amendments is 15 June 2012.
1
GUIDANCE FOR HIGH SPEED CRAFT
CONTENTS
Chapter 1 GENERAL ........................................................................................................................................................ 1

1.1 General ................................................................................................................................................................... 1
1.2 Class Notations ....................................................................................................................................................... 1
Chapter 2 DEFINITIONS .................................................................................................................................................. 2
2.1 General ................................................................................................................................................................... 2
Chapter 1 GENERAL ........................................................................................................................................................ 3

1.1 Surveys ................................................................................................................................................................... 3
1.2 Preparation for Surveys and Others ......................................................................................................................... 3
Chapter 2 CLASSIFICATION SURVEYS ........................................................................................................................ 5
2.1 Classification Survey during Construction ............................................................................................................... 5
2.3 Sea Trials and Stability Experiments ........................................................................................................................ 5
2.5 Alterations ............................................................................................................................................................... 7
Chapter 3 PERIODICAL SURVEYS AND PLANNED MACHINERY SURVEYS ....................................................... 9
3.1 General ................................................................................................................................................................... 9
3.2 Intervals of Periodical Surveys and Planned Machinery Surveys ............................................................................. 9
3.5 Special Surveys for Hull .......................................................................................................................................... 9
3.10 Planned Machinery Surveys .................................................................................................................................. 9
Part 3 HULL STRUCTURAL MATERIALS AND THEIR WELDING OR MOULDING
Chapter 4 WELDING OF ALUMINIUM ALLOYS FOR HULL STRUCTURE .......................................................... 16

4.1 General .................................................................................................................................................................. 16
Chapter 2 ARRANGEMENT OF WATERTIGHT BULKHEADS ................................................................................. 17

2.1 Arrangements of Watertight Bulkheads .................................................................................................................. 17
Chapter 4 ARRANGEMENT OF DOUBLE BOTTOMS ............................................................................................... 18
4.1 Double Bottoms in Passenger Craft ........................................................................................................................ 18
4.2 Double Bottoms in Cargo Craft .............................................................................................................................. 18
Part 5 DESIGN LOADS
Chapter 2 DESIGN LOADS ............................................................................................................................................. 19

2.1 Application ............................................................................................................................................................ 19
Chapter 1 HULL CONSTRUCTION FOR STEEL OR ALUMINIUM ALLOYS CRAFT ........................................... 21

1.1 General .................................................................................................................................................................. 21
1.9 Rudders .................................................................................................................................................................. 21
1.10 Shaft Brackets ...................................................................................................................................................... 21
1.11 Engine Girders and Floors .................................................................................................................................... 23
－Ⅰ－
Chapter 3 DIRECT CALCULATIONS ............................................................................................................................ 25
3.1 General ................................................................................................................................................................... 25
3.2 Analysis Methods ................................................................................................................................................... 25
3.3 Structural Models ................................................................................................................................................... 25
3.4 Design Loads .......................................................................................................................................................... 26
3.5 Allowable Stress ..................................................................................................................................................... 27
3.6 Deflection of Girders and Transverses .................................................................................................................... 27
Chapter 4 BUCKLING CONTROL ................................................................................................................................. 28
4.1 General ................................................................................................................................................................... 28
Chapter 1 EQUIPMENT ................................................................................................................................................... 29

1.1 Anchors, Chain Cables and Ropes .......................................................................................................................... 29
Chapter 2 HATCHWAYS, MACHINERY SPACE OPENINGS AND OTHER DECK
OPENING ......................................................................................................................................................... 30
2.3 Closing Means for Access Openings in Superstructure End Bulkheads ................................................................... 30
2.5 Companionways and Other Deck Openings ............................................................................................................ 30
Chapter 3 BULWARKS, GUARDRAILS, FREEING ARRANGEMENTS, CARGO PORTS
AND OTHER SIMILAR OPENINGS, SIDE SCUTTLES, VENTILATORS AND
GANGWAYS .................................................................................................................................................... 31
3.1 Bulwarks and Guardrails ........................................................................................................................................ 31
3.2 Freeing Arrangements ............................................................................................................................................. 32
3.4 Side Scuttles ........................................................................................................................................................... 32
3.5 Other Windows ....................................................................................................................................................... 32
3.6 Ventilators .............................................................................................................................................................. 32
Chapter 1 GENERAL ....................................................................................................................................................... 33

1.1 General ................................................................................................................................................................... 33
1.3 Intact Stability in the Displacement Mode .............................................................................................................. 33
1.5 ..................................................................................................................... 33
Intact Stability in the Transient Mode
Chapter 2 REQUIREMENTS FOR PASSENGER CRAFT ............................................................................................ 34
2.2 ........................................................................................................................................................ 34
Intact Stability
2.3 Buoyancy and Stability in the Displacement Mode following Damage ................................................................... 34
Chapter 3 REQUIREMENTS FOR CARGO CRAFT .................................................................................................... 35
3.1 General ................................................................................................................................................................... 35
3.2 Buoyancy and Stability in the Displacement Mode following Damage ................................................................... 35
Chapter 1 GENERAL ....................................................................................................................................................... 36

1.2 General Requirements for Machinery Installations .................................................................................................. 36
1.3 Tests ....................................................................................................................................................................... 37
Chapter 2 DIESEL ENGINES .......................................................................................................................................... 39
2.1 General ................................................................................................................................................................... 39
Chapter 3 GAS TURBINES .............................................................................................................................................. 40
3.1 General ................................................................................................................................................................... 40
3.3 Associated Installations .......................................................................................................................................... 40
Chapter 5 SHAFTINGS, PROPELLERS, WATERJET PROPULSION SYSTEMS AND
TORSIONAL VIBRATION OF SHAFTINGS ................................................................................................ 41
5.3 Waterjet Propulsion Systems .................................................................................................................................. 41
－Ⅱ－
Chapter 7 PIPES, VALVES PIPE FITTINGS AND AUXILIARIES .............................................................................. 44
7.1 General .................................................................................................................................................................. 44
7.5 Construction of Auxiliary Machinery and Storage Tanks ........................................................................................ 44
Chapter 1 GENERAL ....................................................................................................................................................... 45

1.2 Testing ................................................................................................................................................................... 45
Chapter 2 ELECTRICAL INSTALLATION AND SYSTEM DESIGN ......................................................................... 46
2.1 General .................................................................................................................................................................. 46
2.2 System Design - General ........................................................................................................................................ 48
2.3 System Design - Protection .................................................................................................................................... 49
2.5 Switchboards, Section Boards and Distribution Boards .......................................................................................... 49
2.7 Cables .................................................................................................................................................................... 50
2.8 Accumulator Batteries ............................................................................................................................................ 51
Chapter 4 ADDITIONAL REQUIREMENTS FOR CRAFT CARRYING SPECIAL CARGOES .............................. 53
4.1 Enclosed Cargo Holds for Carrying Motor Vehicles with Fuel in Their Tanks for
Their Own Propulsion and Enclosed Compartments adjoining the Cargo Holds, etc. .............................................. 53
Part 11 FIRE PROTECTION, DETECTION, EXTINCTION AND MEANS OF ESCAPE
Chapter 1 GENERAL ....................................................................................................................................................... 54

1.1 General .................................................................................................................................................................. 54
1.2 Definitions ............................................................................................................................................................. 54
Chapter 2 FIRE PROTECTION ...................................................................................................................................... 55
2.1 Classification of Space Use .................................................................................................................................... 55
2.3 Fire-resisting Divisions .......................................................................................................................................... 55
Chapter 3 FIRE DETECTION AND EXTINCTION ...................................................................................................... 56
3.2 Fixed Fire-extinguishing Systems ........................................................................................................................... 56
Part 14 SPECIAL REQUIREMENTS FOR CRAFT ENGAGED IN INTERNATIONAL VOYAGE
Chapter 1 GENERAL ....................................................................................................................................................... 57

1.1 General .................................................................................................................................................................. 57
Annexes to Part 8
Annex 1 ICE ACCRETION APPLICABLE TO ALL TYPES OF CRAFT .................................................................... 59

Annex 2 METHODS RELATING TO THE INTACT STABILITY INVESTIGATION OF
HYDROFOIL CRAFT ....................................................................................................................................... 61
Annex 3 STABILITY OF MULTIHULL CRAFT ............................................................................................................ 65
－Ⅲ－
2013 Guidance for High Speed Craft (Part 1 Chapter 1)
Chapter 1 GENERAL
1.1 General
1.1.1 Application
1 The wording to be deemed appropriate by the Society in 1.1.1-2, Part 1 of the Rules means to comply with
the IMO MSC/Circ.1054.
2 With respect to the provisions of the Rules, unless explicitly specified otherwise in the relevant requirements,
distances regarding ship length, breadth, depth, and tank length, breadth, height, etc. are to be measured by using
moulded dimensions. However, where the effects of plate thickness are not negligible, this requirement is not
applicable. For the distance between an independent cargo tank and the hull construction, such distance is to be
measured from the external face of the tank.
1.1.5 Craft of Unusual Form or Proportion

1 Craft with unusual large freeboards
(1) Craft with unusual large freeboards are the craft which comply with the condition prescribed in C1.1.3-2(1) of
the Guidance for the Survey and Construction of Steel Ships.
(2) Craft with unusual large freeboards may be treated as follows in case that the requirements in Part 7 and Part 9
of the Rules for High Speed Craft (hereinafter referred to as the Rules in this guidance) apply.
(a) Chapter 2 in Part 7 of the Rules:
In determination of Position of Exposed Decks prescribed in 2.1.2 in Part 7 of the Rules, the exposed
deck in question may be regarded as follows in accordance with H D and hs . In this case, H D is the
vertical distance from an imaginary freeboard deck to the weather deck at side and hs is the standard
height of superstructure determined by the requirements in V2.2.1 of the Guidance for the Survey and
hs £ H D < 2hs :
Superstructure deck of first tier above an imaginary freeboard deck
2h s £ H D < 3h s :
Superstructure deck of second tier above an imaginary freeboard deck
3h s £ H D :
Superstructure deck of third tier above an imaginary freeboard deck
(b) Chapter 8 in Part 9 of the Rules:
In determining of the diameters of bilge suction pipes prescribed in 13.5.3, Part D of the Rules for the
Survey and Construction of Steel Ships quoted by 8.4 in Part 9 of the Rules, D ¢ may be used in place
of D in determing the diameters of bilge suction pipes. In this case, D ¢ is the vertical distance from the
top of keel to an imaginary freeboard deck (refer to Fig. C1.1.3-2 of the Guidance for the Survey and
Construction of Steel Ships).
1.2 Class Notations
1.2.1 General
For the application of 1.2.1, Part 1 of the Rules, reference is to be made to A1.2 of the Guidance for the
－1－
Chapter 2 DEFINITIONS
2.1 General
2.1.16 Freeboard Deck

1 Adequate width specified in 2.1.15-3, Part 1 of the Rules is to be determined by taking into account the
ship s construction, and operation, and at the minimum, is to accommodate the passages specified in 23.7, Part C of
the Rules.
2 With respect to the provisions of 2.1.16, Part 1 of the Rules, the freeboard deck on a ship which has openings at
the after end and the bottom of cargo spaces (hereinafter referred to as well deck ) can be submerged below the
waterline by ballasting for loading/unloading cargoes from such after end openings is to be in accordance with the
following.
(1) If such a ship is fitted with weathertight closures for the cargo space(s) and a watertight closure at the stern, the
uppermost complete deck may be taken as the freeboard deck.
(2) If such a ship is not fitted with weathertight closures for the cargo space(s) or a watertight closure at the stern,
the well deck is to be taken as the freeboard deck. In this case, buoyant spaces in the hull structure above such
well decks may be considered as superstructures in accordance with the provisions of 2.1.19 of the Rules.
(3) If such a ship is not fitted with weathertight closures for the cargo space(s) but has a watertight closure at the
stern, the uppermost complete deck may be taken as the freeboard deck provided that the calculated freeboard is
corrected for any missing buoyancy above the well deck in accordance with Part V of the Rules. In this case,
the structure of the freeboard deck, where provided within cargo spaces, is to be continuous forward and
afterward at the ship s sides and continuous athwartship at the transverse bulkheads, and capable of passage.
－2－
Chapter 1 GENERAL
1.1 Surveys
1.1.3 Occasional Surveys

For the occasional surveys specified in 1.1.3(5), Part 2 of the Rules, the following is to be complied with:
(1) Carriage of Dangerous Goods
For craft engaged on international voyages, with cargo spaces intended for the carriage of packaged dangerous
goods, which had been at the beginning stage of construction on or after 1 July 2002 but before 1 January 2011,
a survey is to be carried out to verify compliance with requirement 7.13.3 in accordance with tables 7.17-1 and
7.17-3, as specified in Chapter 7 (including the amendments by IMO Resolution MSC.271(85)) of THE
INTERNATIONAL CODE OF SAFETY FOR HIGH SPEED CRAFT (IMO Resolution MSC.97(73)) by the first
special survey of the ship on or after 1 January 2011.
1.1.4 Laid-up Craft

Laid-up craft are to be in accordance with B1.1.8, Part B of the Guidance for the Survey and Construction
of Steel Ships.
1.2 Preparation for Surveys and Others
1.2.2 Preparation for Surveys

1 The preparation for survey specified in 1.2.2, Part 2 of the Rules includes considerations for dangers. The term
dangers used here includes improper arrangement of scaffoldings, non-availability of lighting, fire, explosion,
electric shock, falling of thinks, harmful gases and oxygen deficiency, etc.
2 Any applicant for survey is to make necessary preparations for survey fittings, cleaning of compartments,
freeing from water, scale, dirt, oil residues and gas, sufficient lighting, non-destructive testing equipment and other
items of preparation required for tests and inspections according to the purpose of survey. Furthermore, casings,
ceilings or linings, and loose insulation, where fitted, are to be removed as required by the Surveyor.
3 Preparations for Special Surveys for Hull are to be in accordance with the following (1) to (3) in general:
(1) For Special Survey No.1, the followings are to be complied with:
(a) Coal and ballast are to be cleared, articles not permanently attached to the hull are to be removed as far as
possible, all limber boards are to be removed, mud boxes are to be opened, strainers of bilge suction pipes
are to be exposed and interiors of hull are to be cleaned.
(b) In craft having a single bottom, at least one strake of bottom ceilings on each side of the centreline and in
way of bilge are to be removed respectively, and flooring plates in machinery spaces are to be removed
where considered necessary.
(c) Where double bottom is fitted, a sufficient amount of ceiling as required by the Surveyor is to be removed
and the condition of the top plating is to be examined.
(d) Tanks and compartments are to be thoroughly cleared and cleaned. Furthermore, fuel oil tanks and cargo
tanks if considered necessary are to be gas freed and every precaution is to be paid to ensure safety during
the survey.
(2) For Special Survey No.2, all the requirements specified in (1) above and the following requirements are to be
complied with:
(a) Throughout the craft, in way of single bottoms, one strake of ceilings on each side near to the keelson are to
be removed respectively.
(b) Throughout the craft, in way of double bottoms and deep water or oil tanks, ceilings at bilge (including
－3－
limber) and centre line part, lower parts of pillars and bulkhead, shaft tunnels and any other parts where
considered necessary by the Surveyor are to be removed.
(3) For Special Survey No.3 and after, all the requirements specified in (2) above and the followings are to be
complied with:
(a) Almost all of ceilings and linings in holds and flooring plates in machinery spaces are to removed. And,
rust of inside and outside of the craft is to be chipped off.
(b) Throughout the craft, an extensive amount of ceiling in way of single bottom, double bottom and deep
water or oil tanks are to be removed.
(c) Wood sheeting and deck composition on decks are to be removed as required by the Surveyor. Portions of
cement chocks on the craft s sides at bilges and decks are to be removed.
(d) In way of cabin accommodations, the paneling below side scuttles is to be removed, and other paneling is
to be removed as required by the Surveyor.
(e) Lubricating oil tanks are to be thoroughly cleared, cleaned and gas freed and every precaution is to be paid
to ensure safety during the survey.
4 With respect to 1.2.2-3, Part 2 of the Rules, the following items are to be agreed upon between thickness
measurement company representative and owner s representative during Intermediate or Special Survey meetings.
And, documented records of these agreements, including where and when the meeting took place and who attended,
are to be maintained.
(1) Reporting of thickness measurements on regular basis to the attending surveyor.
(2) Prompt notification to the surveyor in case of following findings:
(a) excessive and/or extensive corrosion or pitting/grooving of any significance;
(b) structural defects like buckling, fractures and deformed structures;
(c) detached and/or holed structure; and
(d) corrosion of welds.
－4－
Chapter 2 CLASSIFICATION SURVEYS
2.1 Classification Survey during Construction
2.1.2 Submission of Plans and Documents for Approval

The wordings deemed appropriate by the Society in 2.1.2-6, Part 2 of the Rules means as follows;
(1) In case where a craft is intended to be built based on the plans and documents which have been approved for
other craft, application for exemption from submission of plans and documents of sister craft and 3 copies of
each following plans are to be submitted for approval by the Society.
(a) General Arrangement
(b) Midship Section
(c) Construction Profile and Deck Plan (for metalic hull)
(d) Shell Expansion (for metalic hull)
(e) Laminating Procedure (for FRP hull)
(f) Machinery Arrangement of Machinery Space
(g) Shafting Arrangement
(h) Piping Arrangement in Machinery Space
(i) Other plans and documents deemed necessary by the Society
(2) In case where a machinery is intended to be built based on the plans and documents which have been approved
for other craft, application for exemption from submission of plans and documents of sister craft and 3 copies
of each following plans are to be submitted for approval by the Society.
(a) Specification of Machinery
(b) Drawing Number and approved date
(c) Classification Number and Name of sister craft or Name of Shipyard and Ship Number of sister craft
(d) Approval Number of the Machinery approved as the Standardized Design or Mass production, if any
(3) In case where alterations to the design approved for a sister craft is made or rules being applied have been
amended, drawings and documents including relevant alterations are to be submitted for approval by the Society
prior to commencement of works.
2.1.6 Documents to be maintained on Board

The certificates specified in 2.1.6-4, Part 2 of the Rules are those such as the ones issued for each piece of
equipment, device, etc., type approval certificates valid at the time of the Classification Survey, or others applicable.
With regard to fire pumps, hose test records after installation on board may be accepted. In addition, unless
equipment or devices on board are renewed after the ship has entered service, these certificates need not be updated.
2.1.8 Ship Construction File

Documents to be included in the Ship Construction File stipulated in 2.1.8, Part 2 of the Rules do not need to
be actually in the File nor stored in the same location, provided that the location, status and other necessary
information of such documents are addressed in the File.
2.3 Sea Trials and Stability Experiments
2.3.1 Sea Trials

Details of each test to be carried out during sea trials are to be in accordance with the following requirements.
(1) Speed test
The craft s speed is to be measured during navigating with maximum continuous output of main propulsion
engines through the course the length of which is known beforehand.
(2) Astern test
The astern performance and stopping performance of a craft are to be verified by reversing operation from full
－5－
ahead run to full astern run as fast as possible while the main propulsion machinery is running ahead at its
maximum continuous output. For craft with high speed machinery as its main propulsion machinery, the output
of main propulsion machinery when the astern order is issued may be reduced reasonably to such a condition
that it can proceed with the reverse operation. Further, craft with outboard engines capable of pivotting may be
tested with reduced output of engines. In all these tests, the astern operation is to be continued until the astern
speed (rotational speed in rpm) is stabilized and all machinery are to be verified to be opearable effectively.
(3) Steering test and change-over test from the main to auxiliary steering gears
The steering gears are to be subjected to the following tests. However, the tests required in (d), (f) and (g) may
be carried out when a craft is being anchored or at dockside.
(a) Tests on the steering capabilities specified in 9.2.2 and 9.2.3, Part 9 of the Rules. If the ship cannot be
tested at the load draught, alternative trial draught conditions will be specially considered.
(b) Running tests of the power units, including transfer between power units.
(c) Tests on the isolation of one power actuating system, checking the time for regaining steering capability.
(d) Tests on the hydraulic fluid recharging system.
(e) Tests on the operation of controls, including tests on the change-over between two control systems, the
change-over between the control system and the controller provided in the steering gear compartment, and
the change-over between the automatic steering and the manual steering.
(f) Tests on the means of communication between the navigating bridge and the steering gear compartment.
(g) Tests on the functioning of indicators for the alarms, rudder angle and power units required in Chapter 9,
Part 9 of the Rules.
(4) Turning test
Turning test will carried out while main propulsion engines are running with half of its maximum continuous
output to verify that steering gears operate smoothly and in order and that no serious list is occurred. In any
inclined condition throughout the turning test, no imersion of deck edge under water is acceptable.
(5) Operating test of machinery installations
Operating test of machinery installations is to be in accordance with the requirement specified in 2.3.1-1(5),
Part B of the Rules for the Survey and Construction of Steel Ships.
(6) Performance test of windlass
Performance test of windlass is to be in accordance with the requirement specified in 2.3.1-1(6), Part B of the
(7) Performance test of automatic and remote control systems for main propulsion machinery or the controllable
pitch propellers, boilers and electric generating sets
(a) Main propulsion machinery or controllable pitch propellers
i) The main propulsion machinery or controllable pitch propellers are to be subjected to starting tests,
ahead-astern tests and running tests in the whole range of output, by means of the remote control
devices from the main control station or from the main control station on the bridge.
ii) The operation tests of the main propulsion machinery or controllable pitch propellers using the bridge
control devices are to be carried out as deemed appropriate by the Society in addition to output
increase and decrease tests.
iii) In cases where there are two or more control stations for main propulsion machinery or controllable
pitch propellers, the tests on transfer of control are to be carried out during ahead and astern operations
of the main propulsion machinery or the controllable pitch propellers. In the case where the transfer of
control of the remote control devices for main propulsion machinery or the controllable pitch
propellers are designed to be carried out in the stopping condition of main propulsion machinery, the
above mentioned tests are to be carried out in the stopping condition.
iv) After completion of the test on transfer of control specified in above iii), it is to be shown that the main
propulsion machinery or the controllable pitch propellers can be smoothly operated from the
respective control stations.
(b) Boilers
i) With respect to essential auxiliary boilers, it is to be confirmed that they can supply steam stably to the
auxiliary machinery essential for main propulsion of the ship without manual operation.
ii) In the case where an exhaust gas economizer is used as a source of steam supply to a turbine for
－6－
driving a generator and the steam supply from a boiler is carried out automatically as in the case of a
low power condition in the main propulsion machinery, operation tests of automatic control devices
for this system are to be carried out.
(c) Electrical generating sets
In the case where generators which supply electrical power to the load necessary for propulsion of the craft
and whose motive power is relying upon the propulsion systems, the systems of automatic or remote
control of electric generating sets are to be subjected to operation tests.
(8) The accumulation test of a boiler
The accumulation test of a boiler is to be in accordance with the requirement specified in 2.3.1-1(8), Part B of
(9) Measurement of the torsional vibration for the shafting systems
Measurement is to be in accordance with the requirement specified in 5.4, Part 9 of the Rules.
(10) Other tests where deemed necessary by the Society
At least following tests (a) to (c) are to be included in this test
(a) In craft having multiple propellers or waterjet propulsion systems, the craft s navigating and manoeuvring
performance with one or more propellers or waterjet propulsion systems inoperative is to be verified.
(b) When the craft is provided with supplementary means for manoeuvring or stopping, performance test of
such means is to be carried out.
(c) In the case of propulsion gears where the total face width (in case of double-helical gears, the central gap is
included) exceeds 300 mm or where the ratio of the total face width to pitch circle diameter of the pinion
exceeds 2, the contact marking of the teeth is to be verified by coating with suitable paint on each teeth
flanks thinly and uniformly.
2.3.2 Stability Experiments

Where the stability experiment is dispensed with due to the requirement in 2.3.2-3, Part 2 of the Rules, it is to
be confirmed that the deviation of lightweight between the following (1) and (2) does not exceed 2% of the expected
value of (2), and the deviation of lightship longitudinal centre of gravity between (1) and (2) does not exceed 1% of
length of the ship between perpendiculars.
(1) light weight and lightship longitudinal centre of gravity determined by a light weight check of the ship.
(2) light weight and lightship longitudinal centre of gravity of a lead sister ship, or , those values which are
determined by detailed calculation regarding differences, where the ship is modified from a lead sister ship,
2.5 Alterations
2.5.1 Requirements of Surveys

1 In applying the requirements specified in 2.5.1, Part 2 of the Rules, in the case of the application of
modification, etc. which affect or may affect a main particular of a ship (hereinafter referred to as application of
major conversion ), the following are to apply, except in cases where specified by the Society or Administration:
(1) A Major conversion , for example, refers to (but is not limited to) the following cases:
(a) Alteration of the dimensions of a ship; for example, the lengthening of a ship by adding a new midbody.
(b) Change of ship type; for example, the conversion from tanker to bulk carrier.
(c) Modification of construction which affects necessary requirements related to ship subdivisions.
(2) In cases were a major conversion is performed, unless otherwise specified in the requirements, the hull structure,
machinery and equipment are to comply with requirements in force at the time of alteration. For example, in the
case of the lengthening of a ship, the new midbody is to comply with all relevant requirements (for example,
longitudinal strength and equipment numbers, etc.) which are affected by such alteration.
(3) Requirements in force at the time of alteration are those requirements, unless otherwise specified, for a
conversion constructed after either of the following dates:
(a) the date on which the contract is placed for the conversion; or
(b) in the absence of a contract, the date on which the work identifiable with the specific conversion begins.
2 In applying the requirements specified in 2.5.1, Part 2 of the Rules, permitted by the Society refers to those
cases where the Society agrees that it is difficult to apply a new requirement, and the Administration agrees to waive
－7－
the concerned requirement.

3 The stability experiment may be dispensed with in accordance with 2.3.2, where available stability data are
obtained from the stability experiments conducted before alterations or from other adequate means and a special
approval is given by the Society.
－8－
3.1 General
3.1.2 Docking
The approval to the application of In-water Survey specified in 3.1.2, Part 2 of the Rules is to be subject to the
provisions specified in B6.1.2, Part B of the Guidance for the Survey and Construction of Steel Ships.
3.1.5 Modification of Requirements of Surveys

In cases where considered appropriate by the Society specified in 3.1.5-1, in Part 2 of the Rules means those
cases where the examinations specified in Table B1.1.6-1, Part B of the Guidance for the Survey and
Construction of Steel Ships are carried out during Periodical Surveys and Planned Machinery Surveys. However,
this regulation is not to be applied to surveys required by international regulations or the requirements of flag states.
3.2 Intervals of Periodical Surveys and Planned Machinery Surveys
3.2.1 General
1 In cases where Special Surveys are carried out in advance of the due date of Intermediate Surveys and such
Intermediate Surveys are dispensed with in accordance with 3.2.1-3 and 3.2.3-2, Part 2 of the Rules, then such
Special Surveys are to be completed up to and including the due date of the third Annual Surveys.
2 If an Annual or Intermediate Survey is completed before the period specified in 3.2.2 or 3.2.3, Part 2 of the
Rules in accordance with 3.2.1-4, Part 2 of the Rules, due dates of subsequent Annual Surveys and Intermediate
Surveys are assigned in accordance with 3.2.2 and 3.2.3, Part 2 of the Rules respectively based on new anniversary
date. The new anniversary date is the day corresponding to the day after 3 months since the moved up Survey was
completed. In such cases, where the third new anniversary date after due dates of the Intermediate Survey comes
earlier than the expiry date of the Classification Certificate of the ship, the Intermediate Survey is to be carried out 3
months either way of the third new anniversary date.
3.5 Special Surveys for Hull
3.5.1 Kinds of Special Survey

For the application of the provisions of 3.5, Part 2 of the Rules, reference is to be made to those relevant
provisions given in Part B of the Guidance of the Survey and Construction of Steel Ships.
3.10.1 Survey Intervals, etc.

The Planned Machinery Survey, in principle, applies to surveys of machinery and equipment of well experience.
However, it does not apply to the following machinery, equipment and survey items.
(1) Propellers and propeller shafts
(2) Sea valves below load water line
(3) Boilers
(4) Machinery and equipment (cargo handling appliances, refrigerating installations, bilge separators and pumps for
bilge separators, etc.) to which another rules other than the Rules for High Speed Craft apply, and open-up
examinations are required under the rules.
(5) Measurement of crankshaft deflections of main diesel engines and clearances of stern tubes or shaft bracket
bearings at their aft ends.
(6) Machinery and equipment (electrical installations, spare parts, etc.) for which open-up examinations are not
required, performance tests, pressure tests, etc.
－9－
(7) In addition to the above, machinery, equipment, and survey items which are considered by the Society to be
outside the application of the Planned Machinery Survey for the following reasons:
(a) Newly developed machinery and equipment that are not considered to be proper for application of the
Planned Machinery Survey.
(b) Machinery and equipment to which the Planned Machinery Survey has been applied, but are not considered
to be proper due to its frequent occurrence of damages for application of the Planned Machinery Survey
any longer.
3.10.2 Continuous Machinery Surveys (CMS)

1 Application of CMS
(1) The survey items to be covered by CMS are the open-up surveys of the equipment and machinery specified in
3.10.2, Part 2 of the Rules.
(2) Auxiliary machinery prescribed in item 5 of Table 3.10.1 in Part 2 of the Rules are as follows:
(a) Air compressors, air reservoirs, blowers
Main and auxiliary starting air compressors (excluding those for emergency use), air compressors for
control system, air reservoirs (main, auxiliary, control, general services and emergency air reservoirs) and
their essential valves, forced draught fans for boilers (excluding those with a maximum evaporation rate of
3 tons/hr or less).
(b) Cooling pumps
Piston cooling fresh water/oil pumps, cylinder jacket cooling fresh water/sea water pumps, turbocharger
cooling fresh water/ sea water pumps, fuel valve cooling fresh water/oil pumps, cooling sea water pumps
for L.O. cooler, cooling sea water pumps for fresh water cooler, cooling fresh water /sea water pumps for
generator engines
(c) Fuel oil pumps
F.O. supply pumps, F.O. service pumps, boiler burning pumps (excluding those with a maximum
evaporation rate of 3 tons/hr or less), F.O. transfer pumps
(d) Lubricating oil pumps
L.O. pumps for main engine, L.O. pumps for camshaft, L.O. pumps for reduction gear, L.O. pumps for
controllable pitch propeller (C.P.P.), stern tube L.O. pumps (excluding the case in which the lubricating oil
can be supplied and circulated under the gravity tank system), thermal oil circulating pumps, system oil
pumps (pumps for feeding oil to hydraulic systems for control and adjustment of essential auxiliaries for
propulsion)
(e) Feed water pumps, boiler water circulating pumps
(f) Bilge pumps, ballast pumps, fire pumps
Bilge pumps, ballast pumps, general service pumps, fire pumps (excluding those for emergency use)
② (g) Coolers
Main fresh water coolers (for cylinder jackets and pistons), F.O. valve cooling fresh water/oil coolers, fresh
water coolers for turbochargers, cooling fresh water coolers for generator engines, F.O. coolers, main L.O.
coolers, turbocharger L.O. coolers, camshaft L.O. coolers, reduction gear L.O. coolers, hydraulic oil coolers,
coolers for C.P.P., stern tube L.O. coolers
(h) Oil heaters
F.O. heaters, L.O. heaters (excluding electric heaters with a capacity of 10 kW or less)
(i) F.O. tanks (having a capacity of more than 1 m3 which do not form part of the hull structure), F.O. settling
tanks and service tanks (for main and auxiliary machinery), F.O. tanks for boilers
(j) Cargo handling appliances (including cargo handling appliances, cooling and reliquefaction equipment for
bulk liquid cargoes as necessary)
Cargo pumps (including chemical pumps, liquefied gas pumps), stripping pumps, tank cleaning pumps, gas
compressors, gas blowers, heat exchangers, pressure vessels, vaporizers, tank cleaning heaters and drain
coolers, drain coolers for cargo oil heaters, refrigerating equipment (refrigerant pumps and compressors),
inert gas systems
(k) Deck machinery
Steering gears, windlasses and mooring winches (including their hydraulic pumps)
－10－
(l) Other machinery and equipment which the Society considers to be covered by the Planned Machinery
Survey
2 Application for CMS
(1) For an application of CMS, the shipowner or its agent is to submit three copies of the document (one each for
the Society s file, and for returning to the ship and the shipowner) to the Society in the format prescribed by the
Society covering the following particulars before the first survey after the Classification Survey or the previous
Special Survey, in principle:
(a) Application for CMS
(b) CMS Program
(2) For existing ships (in such case as being subjected to the Classification Survey of ships not built under the
Society s Survey), the survey items to be examined as the Planned Machinery Survey are to be selected from
among those surveyed by another Classification Society at the Classification Survey of ships not built under the
Society s Survey, and items to be subjected to the Planned Machinery Survey thereafter are to be determined.
The procedures to be adopted after the Classification Survey are to be the same as in (1) above.
3 CMS Program
The CMS Program is to be prepared referring to the following (1) to (3). Each survey interval for all items covered
by the Planned Machinery Survey is not to exceed five years, and the Program is to be retained on board the ship so
that it can be presented to the Surveyor whenever so requested.
(1) In principle, all items for CMS are to be included.
(2) The interval between open-up examinations of each identical item is not to exceed five years.
(3) The survey schedule for each item of the machinery and equipment is to preferably be planned in such a way
that the conditions of other machinery and equipment can be assumed from the results of an open-up
examination of the machinery and equipment. In this connection, when machinery or equipment is provided in
duplicate or more, the open-up schedule of the machinery or equipment is to be such that they are subjected to
open-up examinations alternately as far as practicable.
4 Procedures for CMS
(1) Surveys under CMS are to be carried out in accordance with the CMS Program prescribed in -3 above. However,
when partial changes are made to the maintenance plan of machinery and equipment in the execution process of
the CMS Program, the Program retained on board is to be corrected, and surveys may be carried out according
to the corrected Program.
(2) When defects or failures are found on areas surveyed, a thorough examination may be required on the similar
parts despite the CMS Program prescribed in -3 above.
5 Substitution for open-up examinations
For the machinery and equipment listed below, open-up examinations may be exempted by carrying out the
following examinations, provided the satisfactory condition of these items is ascertained by examining records such
as the logbooks. However, when defects are found during the examinations, or if the maintenance condition is judged
to be questionable as a result of an examination of the logbooks or other records, open-up examinations may be
requested.
(1) Oil pumps (excluding cargo pumps) and hydraulic deck machinery
Visual examinations of general conditions by checking the fouling of the oil strainers, oil properties, etc. and
also checking the operating conditions of the pumps.
② (2) Oil tanks, F.O. coolers and oil heaters
Visual examinations of general conditions.
(3) Cooling fresh water pumps and blowers
Visual examinations under their operating conditions.
(4) Auxiliary diesel engines that are not normally used at sea and those that the total running time is less than 7,000
hrs from the last open-up examination
Visual examinations under their operating conditions. However, an open-up examination is required when the
total running hour becomes 7,000 hrs counting from the last open-up examination.
6 Confirmatory Survey
In ships deemed by the Society as maintaining their machinery and equipment well, overhaul inspections by the
shipowner (or the ship management company) may forgo the open-up examination performed in the presence of
－11－
Surveyors by conducting the following confirmatory surveys, provided that the machinery and equipment are
overhauled as part of the ship s maintenance practices and the records from such overhauls are kept in good order. In
this case, the date of the next open-up examination is to be within a 5-year period from the date of its last overhaul
and inspection.
(1) Procedure of the confirmatory survey
(a) In case of any machinery and equipment specified in (2) below overhauled and inspected by the Chief
Engineer as a routine maintenance work, one copy of the inspection report including the items mentioned
below is to be submitted to, and reviewed by the attending Surveyor. Also, the Chief Engineer s profile is to
be confirmed by the attending Surveyor.
i) Signature of the Chief Engineer and licence number
ii) Date and place of the inspection
iii) Inspection items and their results
iv) Operating conditions before and after the inspection
(b) Parts replaced with spares or repaired are to be verified by visual examinations on them or photographs of
them.
② (c) Visual examinations are to be carried out for main propulsion machinery, and examinations under operating
conditions, as well as visual examinations are to be carried out for other machinery and auxiliary machinery,
etc.
(d) Visual examinations of lubricating oil conditions are to be carried out through open-up inspections, etc. of
the lubricating oil filters of crankshafts, main bearings, crankpin bearings, crankpin bolts, main diesel
engine camshafts and main diesel engine camshaft driving devices.
(e) Visual examinations to confirm the current conditions and lubricating oil maintenance conditions of
intermediate shafts, thrust shafts and bearings are to be carried out as far as possible.
(f) Confirmation of the open-up inspection and adjustment records of safety valves (excluding fusible plugs) is
to be carried out for air reservoirs.
(g) As a result of the confirmatory survey stipulated in (a) to (f) above, open-up examinations and/or
re-examinations may be required when deemed necessary by the Surveyor.
(2) Items applicable to the confirmatory survey
Items of machinery and equipment applicable to the confirmatory surveys are as follows:
② (a) Main diesel engines
(b) Diesel engines used for driving generators, auxiliary machinery essential for main propulsion or auxiliary
machinery for the manoeuvring and the safety of the ship
(c) Intermediate shafts, thrust shafts and bearings
(d) Auxiliary machinery (air compressors, pumps, heat exchangers, air reservoirs, deck machinery and
distilling plants)
(3) Timing of the confirmatory survey
A confirmatory survey is by the time of next periodical survey from the day the item of the machinery and
equipment intended for the confirmatory survey was overhauled and inspected at sea.
7 Cancellation of CMS
(1) Where a shipowner or its representative requests termination of CMS, the machinery and equipment are to be
subjected to all the surveys required for CMS at Special Surveys henceforth. If there are any items of machinery
or equipment whose survey intervals from their last surveys will exceed five years before the due date of the
next Special Survey, they are to be examined within five years of the last survey.
(2) When non-compliance with this Guidance is found for machinery or equipment to which CMS is applied,
application of CMS may be cancelled by the Society. The procedures to be taken henceforth are to be in
accordance with the requirements in (1) above.
(3) When the shipowner is changed, application of CMS is to, in principle, be cancelled. When application of CMS
is intended to be continued, a new application proposal as prescribed in -3 above is to be made by the new
shipowner.
3.10.3 Planned Machinery Maintenance Scheme (PMS)

1 Application of PMS
－12－
(1) In principle, PMS, applies to machinery and equipment installed in the following ships.
(a) Ships with machinery and equipment less than 15 years old at the time of application.
(b) Ships operated by a shipowner or ship management company that has an established maintenance system
and organization.
(2) PMS applies to the open-up examinations of machinery and equipment prescribed in 3.10.2-1.
2 Terms
The definitions of terms which appear in 3.10.3 are as specified in the following (1) and (2).
(1) Maintenance management system
A computer system for managing the maintenance and inspection plans of machinery and its components that
are subject to the Planned Machinery Maintenance Scheme
(2) Condition monitoring system
A system which is composed of displays for diagnosing the deterioration trend of the machinery and its
components from data continuously or periodically measured by sensors and computers for saving and
maintaining this data
3 Application Procedure for PMS
To apply for PMS, the shipowner or ship management company or representative is to submit an Application for
PMS accompanying the following documents to the Society.
(1) Documents for approval (3 sets: one for ship s file, one for shipowner s file and one for the Society s file)
(a) Machinery maintenance scheme
(b) Survey schedule table
(c) Function descriptions for maintenance management system
(d) The following documents in addition to (a) through (c) above, when applying for the condition monitoring
maintenance method
i) Function description for condition monitoring system
ii) Condition monitoring procedures and sensor lists
iii) Kinds and contents of output information
(2) Documents for reference (1 set)
(a) Sample form of machinery maintenance records
(b) Chief Engineer s profile
(c) Organization chart identifying the section and the personnel responsibility for the machinery maintenance
4 Approval of PMS
Conditions for approval of PMS are as follows:
(1) Planned maintenance method
The machinery maintenance scheme for PMS made by the planned maintenance system is to cover the
maintenance plans not only for survey items but for all machinery. It is to specify maintenance works such as
overhaul inspection, replacement of parts and general inspection with their time schedule and/or running hours
for each item of machinery and equipment including their parts. The scheme is to be prepared based on the
inspection and maintenance intervals recommended by the manufacturers of the machinery and equipment with
input from the experiences and knowledge of the shipowner and ship management company. In principle, the
inspection intervals for all items covered by PMS are to be planned not to exceed 5 years. However, for the
items whose overhaul intervals are specified on the basis of their running hours, longer intervals may be
accepted as long as the intervals are based on the manufacturer's recommendations. When the machinery
maintenance scheme is changed, the amended scheme is to be submitted to the Society for approval.
(2) Condition monitoring maintenance method
The machinery maintenance scheme is to cover the maintenance plan for all the machinery as (1) above. For
machinery, equipment and parts with a condition monitoring system which complies with the following
requirements, the inspection intervals may be prolonged until an abnormal condition is observed. In this case,
the machinery maintenance scheme for PMS is also to cover all condition monitoring functions, criteria for
judgment and procedures for monitoring, analysis and handling (including reporting observed abnormal
conditions to the Society) of the system.
(a) Condition monitoring systems are to be suitable to diagnose any deterioration of equipment or its
components on the basis of the data from sensors or centralized machinery monitoring and control systems.
－13－
The sensors are to be subject to the tests specified in 18.7.1, Part D of the Rules for the Survey and
(b) Condition monitoring systems are to be suitable to diagnose the condition on the basis of independent or
coalesced data or their trends.
(c) Back-ups of the data can be made.
(3) Survey Schedule Table
Survey intervals of the survey items are not to exceed those specified in the machinery maintenance scheme.
The following items are, as a rule, to be opened and examined in the presence of the Surveyor. Where applied to
the condition monitoring maintenance method, the items are to be opened and examined only when an abnormal
condition is observed.
② (a) Rotors, casings, main bearings, couplings between turbine and reduction gear, nozzle valves and
manoeuvring valves for main steam turbine
(b) Auxiliary steam turbine for main generator
(c) Reduction gears for main propulsion
(d) Flexible couplings for main propulsion
(e) Other items deemed necessary by the Society.
When this survey schedule table is amended, the amended survey schedule table is to be submitted to the
Society for approval.
(4) Machinery Maintenance Records
Machinery maintenance records are to include at least the following items, and are to be programmed and
maintained by the Maintenance management system. These records are to be retained on board the ship at all
times.
(a) Date of maintenance work
(b) Signature by the Chief Engineer
(c) Details of maintenance work and results
(d) Total running hours (parts replacement intervals and overhaul intervals)
(e) Names of parts replaced
(f) Measuring data (including original design dimensions and allowable tolerance)
(g) The condition of damage and repair method
② (h) Results of visual examinations of lubricating oil conditions carried out through open-up examinations of the
lubricating oil filters, etc. of crankpins, crank journals, thrust shafts and bearings of main diesel engines (in
cases where the principle components of such engines were inspected through independent open-up surveys
conducted by chief engineers)
(5) Condition monitoring records
Condition monitoring records are to include at least the following items.
(a) Date of condition monitoring and relevant content of survey
(b) Signature of the Chief Engineer at the condition monitoring
(c) Contents and results of condition monitoring (including criteria for judgment)
(6) Chief Engineer
The Chief Engineer in charge of PMS is to be a person recommended by the shipowner or ship management
company and approved by the Society.
(7) Computer
Computers used for condition monitoring and diagnosis systems are to satisfy the following requirements
specified in (a) through (f):
(a) Computers are to be configured so that the effects of a system failure in part of the circuits or devices can
be limited to a certain range as far as possible.
(b) Each system component is to be protected against overvoltages (electrical noise) likely to enter through
input/output terminals.
(c) Central processing units and important peripheral devices are to have a self-monitoring function.
(d) Important programmes and data are not to be deleted in the event of a temporary failure of the external
source of power supply.
(e) Spare parts for important system components that require specialist services for repairs are to be supplied in
－14－
readily replaceable part units.

(f) It is recommended that the software is approved in accordance with Annex B9.1.3-4 PROCEDURES
FOR APPROVAL OF PMS MANAGEMENT SOFTWARE , Part B of the Guidance for the Survey
5 Surveys for PMS
(1) Initial Survey
The initial survey is to be carried out by the Surveyor within one year from the date of approval for application
of PMS, and it is to be verified that planned machinery maintenance is being carried out in accordance with the
approval scheme.
(2) Annual Survey
General examinations (including review of maintenance records) are to be carried out yearly to confirm that the
planned machinery maintenance is being carried out by the approved Chief Engineer in accordance with the
approved scheme on relevant machinery, equipment, and parts, and that these items are in good condition.
Where the condition monitoring maintenance method is provided, it is to be verified that condition monitoring
has been properly carried out and as a result of which, machinery, equipment and parts are in good order.
Confirmation that the condition monitoring system and maintenance management system are being operated
effectively and is also in good order is to be made. Condition monitoring data and the results of the diagnosis are
to be evaluated before the survey and are to be retained on board at all times.
(3) Special Survey
Where the condition monitoring maintenance method is applied, confirmation that the condition monitoring
system and maintenance management system are being operated effectively and is also in good order is to be
made. Condition monitoring data and the results of the diagnosis are to be evaluated before the survey and are to
be retained on board at all times.
(4) Open-up Survey
The items prescribed in -4(3) above are to be opened and examined in the presence of the Surveyor in
accordance with the survey schedule table.
(5) Occasional Survey
Any damage to items covered by PMS or any abnormal conditions observed by the condition monitoring system
specified in -4(2) are to be reported to the Society immediately. Upon review of the reports, the Society may
request an occasional survey when considered necessary.
6 Cancellation of PMS
The Society may cancel approval for PMS when it is considered difficult to continue PMS for any of the following
reasons.
(1) It is found that PMS is not operated in accordance with the approved scheme.
(2) Damage or deficiencies found on items covered by PMS has not been rectified by the date recommended
(3) When the shipowner or ship management company has changed
(4) When the class of the ship has been transferred
－15－
Part 3 HULL STRUCTURAL MATERIALS AND THEIR WELDING OR

MOULDING
Chapter 4 WELDING OF ALUMINIUM ALLOYS FOR HULL STRUCTURE
4.1 General
4.1.1 Application
With regard to welding of aluminium alloys, it is recommended that reference may be made to the following
standards.
(1) JIS Z 3604 Recommended Practice for Inert Gas Shielded Arc Welding of Aluminium Alloy
(2) The Standards of Japan Light Metal Welding And Construction Association
(a) LWS Q 8101 Aluminium Ship s Quality Standard
(b) LWS W 8101 Aluminium Shipbuilding Practice Standard
(3) AWS Structural Welding Code-Aluminium
－16－
Chapter 2 ARRANGEMENT OF WATERTIGHT BULKHEADS
2.1 Arrangements of Watertight Bulkheads
2.1.2 Collision Bulkheads

The expression accepted by the Society in 2.1.2-1, Part 4 of the Rules means that an application submitted
together with calculations verifying that no part of the bulkhead deck will be immersed even when the compartment
forward of collision bulkhead is flooded under the loading condition (without trim) corresponding to the load line. In
this case, the permeabilities used in the flooding calculations are to be in accordance with Table 4.2.1-1.
Table 4.2.1-1 Permeabilities of Spaces

Spaces Permeabilities
Appropriated for stores 0.60
Occupied by accommodation 0.95
Occupied by machinery 0.85
Voids 0.95
Intended for consumable liquids 0 to 0.95＊
Intended for other liquids 0 to 0.95＊
Note:
＊ The permeability of partially filled compartment is to be consistent with the amount of liquid carried. Wherever
damage extends to any tank carrying liquid, it is to be assumed that the content totally flows out of the compartment
and is replaced by salt water up to the level of the final plan of equilibrium.
2.1.4 Hold Bulkheads

Craft for restricted service specified in 2.1.4-2, Part 4 of the Rules mean those craft registered under
classification character, affixed with Coasting Service , Smooth Water Service or other similar notations.
2.1.5 After Peak Bulkheads

1 The definition of Craft for restricted service specified in 2.1.5-1, Part 4 of the Rules is to be referred to 2.1.4
of this Part.
2 The expression subject to the approval of the Society in 2.1.5-2, Part 4 of the Rules means that an application
submitted together with calculations verifying that no part of the bulkhead deck will be immersed even when the
compartment aft of after end watertight bulkhead is flooded under the loading condition (without trim) corresponding
to the load line. In this case, the permeabilities used in the flooding calculations are to be in accordance with Table
4.2.1-1.
For cargo spaces, suitable permeabilities are to be used depending on the kinds of cargoes.
－17－
Chapter 4 ARRANGEMENT OF DOUBLE BOTTOMS
4.1 Double Bottoms in Passenger Craft
4.1.1 General
1 The depth of a double bottom required by 4.1.1-2, Part 4 of the Rules is not less than B/16 in general.
2 The bottom to the turn of the bilge specified in 4.1.1-2, Part 4 of the Rules is the bottom to the point X shown
in Fig. 4.4.1.1-1.
3 The expression if the line of intersection of‥‥from the middle line. in 4.1.1-2, Part 4 of the Rules means
that any part of double bottoms at each frame section is not lower than the horizontal plane passing through the point
P shown in Fig. 4.4.1.1-2.
Fig. 4.4.1.1-1 Definition of the Turn of the Bilge
Fig. 4.4.1.1-2 Required Protection Area of Double Bottoms
4.2 Double Bottoms in Cargo Craft
4.2.1 General
1 The depth of a double bottom required by 4.2.1-2, Part 4 of the Rules is to be referred to 4.1.1-1 of this Part.
2 The bottom to the turn of the bilge specified by 4.2.1-2, Part 4 of the Rules is to be referred to 4.1.1-2 of this
Part.
－18－
Part 5 DESIGN LOADS
Chapter 2 DESIGN LOADS
2.1 Application

Design loads for the transverse strength on cross deck structures of craft with twin hulls are given by following
(1) to (3).
(1) The twin hull transverse bending moment (See Fig. 5.2.1.2-1)
The twin hull transverse bending moment is obtained from the following formula:
M b = 2.5WB ¢A f (kN-m)
where:
W : Full load displacement as defined in 2.1.14, Part 1 of the Rules.
B ¢ : Transverse distance between the centre of the two hulls (m).
A f : Design vertical acceleration at forward perpendicular of the craft as defined in 2.2.1(1), Part 5 of the
Rules.
(2) The twin hull torsional moment (See Fig. 5.2.1.2-2)
The twin hull torsional moment is obtained from the following formula:
M t = 1.25WL s A f (kN-m)
where:
L s : Scantling length as defined in 1.2.2, Part 5 of the Rules.
W and A f :As specified in (1).
(3) The twin hull vertical shear force (See Fig. 5.2.1.2-3)
The twin hull vertical shear force is obtained from the following formula:
F = 2.5WA f (kN)
where:
W and A f :As specified in (1).
Fig. 5.2.1.2-1 Twin Hull Transverse Bending Moment
－19－
Fig. 5.2.1.2-2 Twin Hull Torsional Moment
Fig. 5.2.1.2-3 Twin Hull Vertical Shear Force
－20－
Chapter 1 HULL CONSTRUCTION FOR STEEL OR ALUMINIUM ALLOYS

CRAFT
1.1 General
1.1.1 Application
1 Allowable stress for the transverse strength on cross deck structure of craft with twin hull are shown in Table
6.1.1.1-1.
2 Buckling strength on cross deck of craft with twin hull are to be in accordance with the requirements specified in
Chapter 4, Part 6 of the Rules.
Table 6.1.1.1-1 Allowable Stress

Allowable Stress
s1 , s 2 0.667s y
t 0.385s y
se 0.750s y
Note:
1. Unit: N/mm2
2. s e : s12 - s1s 2 + s 22 + 3t 2
(The element coordinate system is to be X-Y rectangular coordinate system)
where:
s 1 : Normal stress in X-direction of element coordinate system.
s 2 : Normal stress in Y-direction of element coordinate system.
t : Shearing stress on the X face in the Y-direction of element coordinate system.
3. s y :Yield point or proof stress of the material used.
4. Opening in transverse webs and girders, if any, are to be taken into consideration in evaluating the stress.
1.9 Rudders
1.9.4 Rudder Stocks

The wording the craft whose maximum speed is not so fast is a craft of which the value of V/W1/6 is not more
than 10. In this case, scantlings of rudder stocks of such a craft may be determined by Chapter 3, Part CS of the
1.10 Shaft Brackets
1.10.1 General
1 The scantling determination of shaft brackets is to be in accordance with following (1) through (3).
(1) The boss thickness of shaft brackets is not to be less than that obtained from the following formula or 25mm,
whichever is greater.
0.104 Db (m)
where:
Db :The internal diameter of boss of shaft bracket (m).
－21－
(2) The external diameter of boss of shaft bracket is not to be less than that obtained from the following.
0.16 D p (m)
where:
D p :The diameter of a propeller (m).
(3) The boss length of shaft bracket is not to be less than that obtained from the following formula.
mDb (m)
where:
m :Coefficient as specified in following;
For the shaft bracket immediately forward of a propeller: 4
For other intermediate shaft brackets: 2
Db :As specified in preceding (1).
2 Where the arm of the shaft bracket is of a solid arm made of steel or bronze castings, the scantling of shaft
bracket arms is to satisfy with the following formula.
1 Ha
C 2t ³ k (m3)
368 RD p
where:
C : The longitudinal length of cross section of the arm (m). However, if the value exceeds 10t, the length of
the arm is to be taken as 10t. (See Fig.6.1.10.1-1)
t : The thickness of cross section of the arm (m). (See Fig. 6.1.10.1-1)
a : The lever of the arm (m). (See Fig. 6.1.10.1-1)
H : The maximum continuous output of the engine (kW).
R : The number of maximum continuous revolutions (rpm).
Dp : As specified in preceding 1.10.1-1(2).
k : Coefficient corresponding to the chip clearance as given by the following formula.
d0
log k = 1.2 - 3.62
Dp
d 0 : The chip clearance (m)
3 The scantling determination of shaft brackets having a hollow cross section and made of steel is to be in
accordance with following (1) through (3).
(1) The scantling of shaft bracket arms is to satisfy the following formula.
W Ha
2C ¢(C ¢ + 3t ¢)t¢¢ ³ k (m3)
368 RD p
where:
k , H , R and D p :As specified in preceding 1.10.1-2.
C ¢ : The longitudinal length of cross section of the arm (m). (See Fig. 6.1.10.1-2)
t ¢ : The thickness of cross section of the arm (m). (See Fig. 6.1.10.1-2)
t ¢¢ : The shell thickness of the arm (m). (See Fig. 6.1.10.1-2)
w : Coefficient as specified in following;
For the welded hollow arm: 2.69
For the seamless hollow arm: 1.00
Shaft brackets having the hollow cross section
(2) The thickness t ¢¢ of the hollow arm is not to be less than that obtained from the following formula.
18.2a (mm)
where:
a : As specified in preceding 1.10.1-2.
(3) To avoid cavitation, the connection between C ¢ / t ¢ and V is to be ranged within a safety zone shown in Fig.
6.1.10.1-3. In this case, C ¢ / t ¢ and V are as specified in preceding (1). Where V-type shaft bracket is provided,
the propeller influence on shaft bracket is to be considered.
4 Where shaft bracket arm made of aluminium alloy or aluminium castings is provided, the values obtained from
-3 are to be multiplied by 402 / s T , where s T is tensile strength of the materials used (N/mm2).
－22－
Fig. 6.1.10.1-1 Measurements of C , t and a
Fig. 6.1.10.1-2 Measurement of C ¢ , t ¢ and t ¢¢ Fig. 6.1.10.1-3 Cavitation Zone
1.11 Engine Girders and Floors
1.11.1 General
1 The standard thickness of top plating of engine girders will be determined referring to the following formula.
S
at 0 + (mm)
C
where:
a : As shown in Table 6.1.11.1-1
t 0 : As obtained from the following formula.
æ Nö
t 0 = 1.13 ç 2.5 - H
è 20 ø
N : Numbers of cylinder.
H : The maximum continuous output of engine (kW).
S : Spacing of stiffeners (mm).
C : As specified in following.
H > 1470kW :100
－23－
H £ 1470kW :200－H/14.7
2 The standard web thickness of engine girders will be determined referring to the following formula.
0.45tt (mm)
tt :The thickness of top plating of engine girders (mm)
3 The standard web thickness of engine floors will be determined referring to the following formula.
0.32t t (mm)
tt :As specified in preceding -2.
4 The thickness of structural members of engine girders is not to be less than that given by the following in
accordance with the materials used.
Steels: 3.0 (mm)
Aluminium alloys: 4.0 (mm)
5 Where height of engine girders or floors are specially high, the thickness of each structural members is to be
increased appropriately.
6 The tightening bolts are to be as close to the engine girders as practicable, and ribs are to be fitted suitably
around holes of the tightening bolts. (See Fig. 6.1.11.1-1)
7 The lightening hole is, in principle, not to be arranged on engine girders. Where some lightening holes are
arranged on engine girders, the size of the lightening hole is not less than 1/3 of the height of the subject engine
girder.
Table 6.1.11.1-1 Values of a

H a
Steels Aluminium Alloys
H<37 1.00 1.10
37 £ H<73.5 0.72 0.90
73.5 £ H<515 0.56 0.70
515 £ H<1030 0.50 0.63
1030 £ H<1470 0.42 0.53
1470 £ H 0.35 0.44
Fig. 6.1.11.1-1 Reinforcements around Tightening Bolts
－24－
Chapter 3 DIRECT CALCULATIONS
3.1 General
3.1.1 General
1 In the case where scantlings of structural members of the hull are determined by direct calculations, the
requirements specified in this Chapter are to be applied.
2 In the case where scantlings of structural members of the hull are determined by direct calculations, the kinds of
members of which the scantlings can be determined as well as the ranges of application of formulae, in the Rule and
Guidance, for determining scantlings of such members are, as a rule, to be previously approved by the Society.
3 Even when the scantlings of structural members of the hull are determined by direct strength calculations, the
requirements in 1.4, Part 6 of the Rules are to be complied with.
4 Even when the plate thickness of structural members are determined by direct strength calculations, the
minimum thickness specified in the Rule are to be maintained.
3.2 Analysis Methods
3.2.1 General
1 The analysis methods and programs are to be such that the influences of bending, shearing, axial and torsional
deflections can be effectively taken into consideration.
2 The analysis methods and programs are to be such that the behaviours of plane or space structures can be
effectively expressed and or displayed under reasonable boundary conditions.
3 The analysis programs are to be such as to be recognized to have a sufficient analysing accuracy. When
considered necessary, the Society may require submission of data on the details of the analysis methods, verification
of accuracy, etc.
4 When direct strength calculations were executed for determination of scantlings, the materials and data
specifying the conditions of calculations and data summarizing their results are to be submitted to the Society.
3.3 Structural Models
3.3.1 Modelling of Structure

1 The model of the structure to be analysed is to include its surrounding members considered to have material
influences on the behaviours of the members of which the scantlings are to be determined by direct strength
calculations.
2 The structure may be modelled on a two or three dimensional structure by using beam elements, shell elements
or hybrid elements. The modelling is to be such that any proper elements chosen from among plate bending elements,
membrane elements, beam elements, bar elements, etc., can reproduce the behaviours of the structure with the highest
possible fidelity.
3 The scantlings including corrosion allowances which are shown on the plans may be used for modelling.
4 When the degree of division of a member into model elements is insufficient for the determination of scantlings
by direct calculations, the member concerned is to be subject to the calculation by remeshing with fine meshes to
enable further study on the basis of the results of the analysis.
5 The model and range of structure to be analyzed are to be determined so as to minimize the influence due to
longitudinal bending moment of hull girders at the forward and aft end boundaries of the structural model.
3.3.2 Modelling by using Shell Elements

1 Side shell, longitudinal bulkheads and other similar members subjected to large shearing forces are preferably to
be modelled into a two or three dimensional structure by using shell elements.
2 In meshing, proper sizes of meshes are to be selected in accordance with the stress distribution in the model
－25－
which can be predicted and abnormally large aspect rations of meshes are to be avoided.
3 Girders and similar members having stress gradients along their depth are to be so meshed as to enable their
discrimination.
3.3.3 Modelling by using Beam Elements

1 When modelling into beam elements, the plate of a width equal to 1/10 of span of the member on its each side
may, as a rule, be included, provided that the plate to be included is effectively reinforced by other members or is
recognized by the Society to have a sufficient thickness, and, in addition, this width equal to 1/10 of the span does not
exceed half of the distance to the neighbouring member.
2 When modelling by using beam elements, rigid members are to be provided where constructions of high rigidity
such as bracketed constructions at the connections of member corners are employed.
3 When modelling by using beam elements, attention is to be paid to the position of neutral axis. Particularly
when modelling on hybrid structure of beam and shell elements, offset beam elements are to be used.
3.4 Design Loads
3.4.1 Classification of Loads

1 The loads due to longitudinal bending moment at the forward and aft end boundaries of the structure model may,
as a rule, not be taken into consideration. When these loads are taken into consideration or the influence of these
loads can t ignore for reasons of modelling, however, the allowable stress to be applied to the results of calculation is
to be determined at the directions of the Society.
2 The design loads to be applied to structural models are to be a combination of internal loads and external loads
specified in 3.4.2 and 3.4.3. In the case, however, where another combination of loads is obviously severer than that
specified, the latter may be omitted.
3 When loads other than stipulated in -2 above are predicted, special considerations are to be required and proper
data in this connection are to be submitted to the Society.
4 As for large deep tank boundaries or large cargo tank boundaries, the additional water head ( Dh ) is to be taken
into consideration as deemed necessary by the Society.
3.4.2 Internal Loads

Following loads are to be taken into consideration as internal loads.
(1) Load for Hydraulic Pressure Test
The upper end of water head of a tank being subjected to hydraulic pressure test is to be in accordance with 2.2.2,
Part 2 of the Rules.
(2) Loads due to Cargo
(a) In the case where packaged cargoes (e.g., container) or vehicles are loaded, cargo loads are to be
determined in accordance with the designed loading conditions.
(b) In the case where solid bulk cargoes are loaded, the density, loading height and surface of the cargoes are to
be determined by giving reference to the preliminary trim calculations, etc. The density, loading height and
repose angle of cargoes used in the calculations are to be clearly indicated. If considered necessary, the
angle of internal friction of the cargo and the angle of friction between the cargo and wall surface are to be
indicated.
(3) Loads due to Water Ballast, etc.
(a) Loads due to water ballast, etc., are to be in accordance with 2.6.2, Part 5 of the Rules.
(b) For the liquid cargo or water ballast to be loaded in harbours or similar quiet waters, the water head
corresponding to the actual loading height may be used as the designed water head.
(c) Except where considered necessary, the loads due to fuel oil, fresh water and similar consumable may not
be taken into consideration.
3.4.3 External Loads

The following loads are to be taken into consideration as external loads.
(1) The water pressure under the condition of hydraulic pressure test
The water pressure at the bottom and sides under the condition of hydraulic pressure test is to be the hydrostatic
－26－
pressure corresponding to the actual draught in case of the hydraulic pressure test.
(2) The external loads for the bottom
(a) The external loads for the bottom are to be in accordance with 2.2, Part 5 of the Rules.
(b) The external loads for the bottom in harbours or similar quiet waters may be obtained from the following
formula.
10(d + H w / 3) (kN/m2)
where:
H w :Significant wave height specified in 2.2.1, Part 5 of the Rules
(3) The external loads for the sides
(a) The external loads for the side are to be in accordance with 2.3, Part 5 of the Rules.
(b) The external loads for the sides in harbours or similar quiet waters may be obtained from the following
formula.
10(d + H w / 3) (kN/m2)
where:
H w :Significant wave height specified in 2.2.1, Part 5 of the Rules
(4) The external loads for the exposed decks
(a) The external loads for the exposed decks are to be in accordance with 2.4.1, Part 5 of the Rules.
(b) The external loads for the exposed decks in harbours or similar quiet waters may be obtained by taking half
the value of the load required in 2.4.1, Part 5 of the Rules.
3.5 Allowable Stress
3.5.1 Allowable Stress

1 When the loads specified in the preceding 3.4 are to be applied to the structural model according to 3.3 above,
the scantlings of members are to be determined so that the values of stress in each of them may not exceed the values
given below.
(1) Allowable stress for structural members of steels and aluminium alloys
Corresponding to the structural members, s all and t all specified in 1.5 through 1.7, Part 6 of the Rules are
to be applied respectively. Where nothing particular is provided for, the values are to be left to the Society s
directions.
(2) Allowable stress for structural members of FRP
Corresponding to the structural members, s all and t all specified in 2.5 through 2.7, Part 6 of the Rules are
to be applied respectively. Where nothing particular is provided for, the values are to be left to the Society s
directions.
2 When the section modulus of a hull girder contains a fair margin, the permissible value of normal stress
lengthwise is to be left to the directions of the Society.
3.6 Deflection of Girders and Transverses
3.6.1 Added Stress

In case where the result of direct strength calculations show that relative deformations on transverses and
vertical web supporting longitudinals, longitudinal beams or bulkhead stiffeners or between bulkheads are large, the
added stress due to their effects is to be considered.
－27－
Chapter 4 BUCKLING CONTROL
4.1 General
4.1.1 General
Where detailed assessment of buckling strength is required, the Annex C1.1.22-2 GUIDANCE FOR
BUCKLING STRENGTH CALCULATION in Part C of the Guidance for the Survey and Construction of
Steel Ships may be applied.
－28－
Chapter 1 EQUIPMENT
1.1 Anchors, Chain Cables and Ropes
1.1.1 General
1 The wording at the discretion of the Society is the case where following conditions are fully satisfied:
(1) A craft is engaged in the specific voyage,
(2) In general, there is no case of anchorage by using bower anchors under the normal operation,
(3) Adequate system of refuge is available in cases of bad weather, and
(4) Adequate system to immediately supply spare bower anchor is available when a craft loses her bower anchor.
2 The reduction of requirements specified in 1.1.1-4, Part 7 of the Rules is the reductions within the extent as
following (1) and (2):
(1) Required number of bower anchors may be reduced to one.
(2) Steel wire ropes or synthetic fibre ropes may be used in lieu of chain cables provided that the following
conditions are satisfied.
(a) At least one length of chain is, in principle, to be fitted between the bower anchor and steel wire ropes or
synthetic fibre ropes. However, where steel wire ropes or synthetic fibre ropes can be easily connected to
the chain cable on board in cases of emergency anchorage, steel wire ropes or synthetic fibre ropes may be
stored apart from chain cables.
(b) The breaking test load for steel wire ropes or synthetic fibre ropes specified in Chapter 4 or 5, Part L of
the Rules for the Survey and Construction of Steel Ships is not less than the breaking load for chain
cables given in Table 7.1.1, Part 7 of the Rules. The breaking test load for chain cables is to be in
accordance with the requirements specified in Chapter 3, Part L of the Rules for the Survey and
Construction of Steel Ships according to the diameter. The length of steel wire ropes or synthetic fibre
ropes are to be at least equal to the length of chain cables given in Table 7.1.1 of the Rules.
－29－
Chapter 2 HATCHWAYS, MACHINERY SPACE OPENINGS AND OTHER

DECK OPENING
2.3 Closing Means for Access Openings in Superstructure End Bulkheads
2.3.1 Closing Means for Access Openings

Where the sill of access openings is liable to make hindrance to the passage of heavy spare parts or to the getting
on and off of the passengers, etc., a removable sill may be used subject to approval by the Society.
2.5 Companionways and Other Deck Openings
2.5.2 Companionways
Grouping into deckhouse and companion:
(1) A structure is regarded as a deckhouse where its inside is always accessible through access openings provided on
the top of the structure or through under-deck passageways, even when all access openings in the boundary
walls are closed.
(2) A structure is regarded as a companion where its inside is not accessible through any other way, when all access
openings in the boundary walls are closed.
－30－
Chapter 3 BULWARKS, GUARDRAILS, FREEING ARRANGEMENTS,

CARGO PORTS AND OTHER SIMILAR OPENINGS, SIDE SCUTTLES,
VENTILATORS AND GANGWAYS
3.1 Bulwarks and Guardrails
3.1.1 General
In 3.1.1-2(2) of the Rules, measures deemed appropriate by the Society implies that (1) and (2) below need to
be satisfied.
(1) Stanchions are to be of increased breadth as in (a) to (c) below, depending on their arrangement. The figure of
these stanchions is given in Fig.3.1.1-1.
(a) at least every third stanchion is to be of increased breadth : kbs 2.9bs
(b) at least every second stanchion is to be of increased breadth : kbs 2.4bs
(c) every stanchion is to be of increased breadth : kbs 1.9bs
kbs : increased breath of stanchion (mm)
bs : breadth of stanchion according to standards approved by the Society.(mm)
Stanchions of increased breadth are to be welded to the deck with double continuous fillet welds and a
minimum leg size of 7 mm or as specified by standards approved by the Society.
(2) Stanchions with increased breadth, as described in (1) above, are to be aligned with the members below the
deck. These members are to be a minimum of 100x12 mm flat bar welded to the deck by double continuous fillet
welds. The stanchions with increased breadth need not be aligned with under deck structures for deck plating
exceeding 20 mm.
Fig.3.1.1-1 Guardrail Stanchion (Example)
bs
o Min.500mm
kbs
Under Deck Structure
－31－
3.2 Freeing Arrangements
3.2.2 Freeing Port Area

1 A flush-decker having an effective deckhouse is to be considered to have two wells afore and abaft the
deckhouse, and each of these wells is required to have a freeing port area as prescribed in 3.2.2, Part 7 of the Rules.
The term effective deckhouse means a structure having a breadth not less than 80% of the breadth of ship and the
width of passageways at its sides does not exceed 1.5 m.
2 Where a divisional bulkhead extending from side to side is provided at the forward end of deckhouse, the ship is
to be considered to have two wells afore and abaft the bulkhead, irrespective of the breadth of deckhouse, and each of
these wells is required to have the freeing port area prescribed in 3.2.2, Part 7 of the Rules.
3 Where freeing ports have rails or other fixtures that reduce the area of the opening, the projected area caused by
these fixtures is to be deducted from the actual freeing port area during calculations.
3.2.3 Arrangement of Freeing Ports

In ships without sheer or having very small sheer, the area of freeing ports is to be distributed throughout the
whole length of the well.
3.4 Side Scuttles
3.4.1 General
The special consideration specified in 3.4.1-2, Part 7 of the Rules is to be given provided that the following
conditions are fully satisfied.
(1) Side scuttles are to be provided in spaces where there is little possibility of damage on side scuttles by contact
with cargoes under the normal operations including loading/unloading operations whether side scuttles are
protected by suitable means against mechanical damage or not (for example, special category spaces may be
regarded as such spaces),
(2) No side scuttle is to be provided in a position below the water line at final equilibrium after flooding stipulated
in Part 8 of the Rules. For cargo craft which are not engaged in international voyage and for restricted service,
no side scuttle is to be provided in a position below freeboard deck,
(3) Side scuttles are to be of class B side scuttles of fixed type complying with the requirements in Chapter 7, Part
L of the Rules for the Survey and Construction of Steel Ships or equivalent thereto, and
(4) Such cargo spaces are to be protected by fixed fire-extinguishing systems other than fixed gas fire-extinguishing
systems.
3.5 Other Windows

The definition of Craft for restricted service specified in 3.5.4-2, Part 7 of the Rules is to be referred to 2.1.4,
Part 4 of this Guidance.
3.6 Ventilators

Closing appliances required in 3.6.3 of the Rules are to be of steel or other equivalent materials.
－32－
Chapter 1 GENERAL
1.1 General
1.1.2 Ice Accretion Allowances

“Ice accretion allowance”specified in 1.1.2, Part 8 of the Rules is to be in accordance with the provisions of
Annex 1 as attached.
1.3 Intact Stability in the Displacement Mode
1.3.1 Intact Stability for Hydrofoil Craft

The relevant provisions which will be individually determined by the Society specified in 1.3.1, Part 8 of the
Rules are to be in accordance with the provisions of Annex 2 as attached. In this case, the craft is specifically to
o
maintain a heel angle of less than 10 when subjected to the greater of the heeling moments specified in 1.2.1-2 and
1.2.1-4 of Annex 2.
1.3.2 Intact Stability for Multihull Craft

The relevant requirements which will be individually determined by the Society specified in 1.3.2, Part 8 of
the Rules are to be in accordance with the provisions of Annex 3 as attached.
1.5 Intact Stability in the Transient Mode
1.5.2 Hydrofoil Craft

The relevant provisions which will be individually determined by the Society specified in 1.5.2, Part 8 of the
Rules are to be in accordance with the provisions of Annex 2 as attached.
－33－
Chapter 2 REQUIREMENTS FOR PASSENGER CRAFT
2.2 Intact Stability
2.2.2 Intact Stability in the Non-displacement Mode

Beam wind pressure specified in 2.2.2, Part 8 of the Rules means the heeling moment due to wind pressure
specified in 1.2.1-4 of Annex 2 as attached.
2.3.2 Residual Stability of Multi-hull Craft

The residual stability of multihull craft specified in 2.3.2, Part 8 of the Rules is to be in accordance with the
provisions of Annex 3 as attached.
－34－
Chapter 3 REQUIREMENTS FOR CARGO CRAFT
3.1 General
3.1.4 Application
The definition of Craft for restricted service specified in 3.1.1, Part 8 of the Rules is to be referred to 2.1.4,
Part 4 of the Guidance.
3.2.2 Residual Stability

The residual stability of multihull craft specified in 3.2.2-1, Part 8 of the Rules is to be in accordance with
the provisions Annex 3 as attached.
－35－
Chapter 1 GENERAL
1.2 General Requirements for Machinery Installations
1.2.1 General
1 The wordings navigable speed in 1.2.1-3 of the Rules means a speed at which the ship is capable of steering
and being kept navigability for an extended period of time (the period required to get the nearest port for repairs).
Normally, 7 knots or a speed corresponding to 1/2 of the speed specified in 2.1.8, Part 1 of the Rules at the ship s
full loaded draught, whichever is smaller, may be regarded as a navigable speed.
2 In connection with the wording excessive noise in 1.2.1-9, Part 9 of the Rules standards specified in IMO
Resolution A. 468 (XII) are indicated below:
(1) Limits for noise levels in machinery spaces are specified as follows;
Machinery spaces (continuously manned) 90dB (A)
Machinery spaces (not continuously manned) 110dB (A)
Machinery control rooms75dB (A)
Workshops 85dB (A)
Non-specified work spaces 90dB (A)
(2) In the case where some works are carried out in high noise level space, the noise levels and duration of exposure
(the period that persons are exposed to noise) are to be limited within the zones indicated in Fig. 9.1.2.1-1. The
zones (A) to (F) shown in the figure mean as follows;
Zone (A) :No work even with ear muffs and ear plugs is permitted.
Zone (B) :Temporary works with both ear muffs and ear plugs may be permitted.
Zone (C) :Temporary works with ear muffs or ear plugs may be permitted.
Zone (D) :Daily works with ear muffs may be permitted.
Zone (E) :Daily works with ear plugs may be permitted.
Zone (F) :No protection required.
(3) Insertion losses obtained by ear protection for overall and for individual frequencies are to be in accordance
with Table 9.1.2.1-1 and Table 9.1.2.1-2.
Fig. 9.1.2.1-1 Allowable daily and occasional noise exposure zones
－36－
Table 9.1.2.1-1 Overall insertion loss obtained by ear protection

Type of Ear Protection Insertion loss (-dB (A))
ear plugs 20
ear muffs 30
ear plugs and ear muffs 35
Table 9.1.2.1-2 Insertion loss for individual frequencies obtained by ear protection
Type of Ear Protection Octave band centre frequency (Hz)
125 250 500 1,000 2,000 3,150 4,000 6,300
ear plugs 0 5 10 15 22 22 22 22
ear muffs 5 12 20 30 30 30 30 30
1.2.4 Fire Protections

1 The spaces where pre-treatment machinery installations for flammable liquid in 1.2.4-7, Part 9 of the Rules
means the space where the essential component of following systems are installed:
(1) System of preparing fuel for boilers
(2) System of preparing fuel for main propulsion machinery and auxiliary machinery
(3) System of preparing flammable liquid with the working pressure above 1.6 MPa
2 The other adequate means deemed appropriate by the Society in 1.2.4-7, Part 9 of the Rules means the cases
provided with both of following (1) and (2) below;
(1) An independent mechanical ventilation system (self-suction type).
(2) An automatically operated fire-extinguishing system, or combination of a fixed fire detection and fire alarm
system and a remotely operated fire-extinguishing system capable of being operated from suitable positions,
(excluding fire-extinguishing systems using a dangerous gas such as CO2), whose systems are to be in
accordance with the related requirements specified in Part R of the Rules for the Survey and Construction of
Steel Ships.
1.3 Tests
1.3.2 Test after Installation on Board

1 When the propeller is force fitted to the propeller shaft by hydraulic force, the confirmation of the pull-up length
specified in 1.3.2(6), Part 9 of the Rules is to be made assuming that the true relative start point is the point where
the pull-up load equals zero on the approximate line drawn in the measured points plotted on the chart of the relation
between pull-up length and load.
2 In the force fitting test for keyless propellers, it is to be confirmed that the pull-up length measured according to
-1 above is between the upper and lower limits specified in 7.3.1-1, Part D of the Rules for the Survey and
Construction of Steel Ships, and that the apparent coefficient of friction derived from following formula is not less
than 0.1 and below 0.2.
KE
K - tan a
mg = S
K
1 + K E tan a
S
mr :Apparent coefficient of friction derived from the results of force fitting test.
K :Rate of fitting force to pull-up length, which is derived from the results of force fitting tests in dry-fitting
method.
K E , S , a :Same as those specified in 7.3.1-1, Part D of the Rules for the Survey and Construction of
Steel Ships.
3 Where the propeller is force fitted on the propeller shaft with use of a key, standard pull-up length is generally as
follows;
2d p
L4 = 10 - 4
tan a
－37－
L4 : Standard pull-up length (mm)

d p : Diameter of propeller shaft (cone part large end) (mm)
a : Half-angle of the taper at the propeller shaft cone part (deg)
－38－
Chapter 2 DIESEL ENGINES
2.1 General

1 For the engine manufacturer producing engines with the drawings and data of the engine s designer (hereinafter
referred to as licenser ) which have been already approved by the Society (hereinafter the engine manufacturer
referred to as licensee ), the list of identification numbers including revision status of the drawings and data may be
accepted as substitution for the drawings and data specified in 2.1.2, Part 9 of the Rules.
2 Where the licensee proposes design modification to components relevant to drawings and data mentioned in -1,
the associated documents are to be submitted by the licensee for approval or for information. In case of significant
modifications, a statement confirming the licenser s acceptance of the changes is also to be submitted.
3 In all cases including those according to above -1 and -2, a complete set of documents are to be kept in the
manufacturing workshop and to be available for the attending Surveyor s review.
－39－
Chapter 3 GAS TURBINES
3.1 General

1 For the gas turbine manufacturer producing turbines with the drawings and data of the turbine s designer
(hereinafter referred to as licenser ) which have been already approved by the Society (hereinafter the gas turbine
manufacturer referred to as licensee ), the list of identification numbers including revision status of the drawings
and data may be accepted as substitution for the drawings and data specified in 3.1.2, Part 9 of the Rules.
2 Where the licensee proposes design modification to components relevant to drawings and data mentioned in -1,
the associated documents are to be submitted by the licensee for approval or for information. In case of significant
modifications, a statement confirming the licenser s acceptance of the changes is also to be submitted.
3 In all cases including those according to above -1 and -2, a complete set of documents are to be kept in the
manufacturing workshop and to be available for the attending Surveyor s review.

The fuel oil system, lubricating oil system and cooling system etc. are to be so designed as to be provided with
appropriate interlocks or to be operated sequentially according to the pre-determined programs on starting-up and
stopping of the engines.
As for the sequence and operation related to these systems, attention is to be paid to the followings.
(1) The lubricating oil pumps are to be in operation before starting-up and after stopping of the engines. However,
the requirements may be dispensed with where the engines are equipped with roller bearings and the lubricating
oil pumps are driven by the engines.
(2) Before ignition, the combustion chamber is to be pre-purged by sufficient volume of air.
(3) The opening of the main fuel valve is not to precede the ignition spark.
(4) The ignition period of each burner (the period until the main fuel valve closes when the ignition has failed, after
the valve opens.) is not to exceed the pre-determined time length. The trial for starting engine is to be halted in
case where engine does not start within the pre-determined period.
(5) Excessive fuel is not to be supplied to the combustion chambers during ignitions.
(6) After shutting off the fuel valves, a suitable measure is to be taken to prevent the abnormal combustion or
ignition trouble at the time of restarting, for example, by means of opening the drain valves located at the
position between the fuel oil shut off valve and the fuel nozzle.
(7) The starting devices are to be disconnected from gas generators after the running becomes self-sustaining.
－40－
Chapter 5 SHAFTINGS, PROPELLERS, WATERJET PROPULSION

SYSTEMS AND TORSIONAL VIBRATION OF SHAFTINGS
5.3 Waterjet Propulsion Systems
5.3.4 General
The wording deemed appropriate by the Society specified in 5.3.4-2 of Part 9 means to be in accordance with
the following. In the case of a single waterjet propulsion system fitted onboard the ship, however, the system is to be
subject to special consideration by the Society:
(1) The minimum diameter of the main shaft is to be not less than the value determined in 6.2, Part D of the Rules
for the Survey and Construction of Steel Ships or, in case of driven by high speed engines, the value
determined by the following formula:
H
d s = k3
N
where:
d s : Required diameter of main shaft (mm)
H : Maximum continuous output of main engine (kW)
N : Number of revolutions of main shaft at the maximum continuous output (rpm)
k : Values shown in Table 9.5.3.2-1
(2) The minimum diameter of the shaft coupling bolts at the joining face of the couplings is to be not less than the
value determined by the following formula
H æ 1 ö
d b = 15300 ç
N ç nDT
è b ø
where:
d b : Required diameter of shaft coupling bolt (mm)
n : Number of bolts
D : Pitch circle diameter (mm)
Tb : Specified tensile strength of bolt material (N/mm2)
(3) The thickness of the shaft coupling flange at the pitch circle is not to be less than the required diameter of shaft
coupling bolts determined by the formula in (1) above. However, it is not to be less than 0.2 times the required
diameter of the corresponding shaft.
(4) The fillet radius at the base of the flange is not to be less than 0.08 times the diameter of the shaft, where the
fillet is not to be recessed in way of nuts and bolt heads.
(5) The strength of the impeller blade at root is to be determined so that the following formula is satisfied. In this
case, the allowable stress value of the material is, in principle, to be 1/1.8 of the specified yield point (or 0.2%
proof strength).
5.8 10 5 H
S³ + 2.2 10 - 7 D 2 N 2
Lt 2 ZN
where:
S : Allowable stress of impeller material (N/mm2)
H : Maximum continuous output of main engine (kW)
N : Value obtained by dividing the number of revolutions of impeller by 100 (rpm/100)
Z : Number of impeller blades
L : Width of impeller blade at root (mm)
t : Maximum thickness of impeller blade at root(mm)
D : diameter of impeller(mm)
(6) For the torsional vibration of the main shafting systems, the requirements specified in 5.4, Part 9 of the Rules
are to be complied with. In case where the requirements, specified in (1) above is applied, the following
－41－
requirements (a) and (b) are to be complied with.

(a) The torsional vibration stresses produced when the revolutions of the engine are within the range exceeding
80% and not exceeding 105% of maximum continuous revolutions are not to exceed that given in the
following:
t 1 = A - Bl2 (l £ 0.9)
t 1 = C (0.9 < l )
where:
t 1 : Allowable limit of torsional vibration stresses for the range of 0.8＜ l £ 1.05 (N/mm2)
l : Ratio of the number of revolutions to the number of maximum continuous revolutions
A , B and C : Values shown in Table 9.5.3.2-2
In case where the specified tensile strength of materials of carbon steel shafts or low alloy steel shafts of
Kind 1 exceeds 400 N/mm2, the value of t 1 may be increased by multiplying the factor k m given in the
following formula.
Ts + 160
km =
560
where:
k m : Correction factor
Ts : Specified tensile strength of main shaft material (N/mm2)
(b) The torsional vibration stresses of the main shaft within the range below and at 80% of the maximum
continuous revolutions of the engine are not to exceed the following. In the case where torsional vibration
stresses exceed the value calculated by the formula shown in (a), the barred speed ranges are to be imposed.
In this case, the formula for is for the range of l £ 0.9
t 1 = 2.3t 1
where:
t 2 : Allowable limit of torsional vibration stresses for the range of l £ 0.8 (N/mm2)
(7) In addition to (6) above, for the main shafting system of the propulsion system, consideration is to be given to
natural vibrations due to bending of the shafting system.
(8) The suction water intake duct, impeller casing and nozzle are to have strength according to the design pressure,
and consideration is to be given for corrosion.
(9) The reverser is to be such that it provides sufficient power for going astern to secure proper control of the ship in
all normal circumstances, and when transferred from ahead to astern runs, it is to have sufficient astern power to
provide effective breaking for the ship.
(10) The reverser is to have sufficient strength against the thrust at the maximum astern power output.
(11) The hydraulic system driving the deflector and the reverser is to be duplicated or to be provided with an
emergency hydraulic power source, in the case where it is not equipped for each shafting independently.
－42－
Table 9.5.3.2-1 Values of k according to Fitting Method
Note:
(
200 £ s y £ 400 : k = a1 - 0.1 s y - 200 )
s y > 400 : k = a2
s y : yield point or 0.2% proof strength of main shaft material (N/mm2)
Table 9.5.3.2-2 Values of A , B and C
－43－
Chapter 7 PIPES, VALVES PIPE FITTINGS AND AUXILIARIES
7.1 General
7.1.2 Materials
1 The wording where approved by the Society means as follows:
(1) In the case where rubber hoses, teflon hoses or nylon hoses are used for the following pipes, those approved
under the requirements of the Guidance for the Approval and Type Approval of Materials and Equipment
for Marine Use are to be used:
(a) Pipes of Group I or Group II
(b) Pipes likely to cause fire or flooding in case of their fracture
(2) In the case where plastics pipes are used, the requirements specified in the Annex D12.1.6-2 Guidance for the
Survey and Construction of Plastic Pipes are to be complied with.
(3) When aluminium alloy pipes are used, the following requirements are to be complied with:
(a) Aluminium alloy pipes are, as a rule, to be in accordance with the recognized standards deemed appropriate
by the Society, and are to be of seemless drawn pipes or seamless extruded pipes.
(b) Aluminium alloy pipes are not to be used for any of the following applications, unless deemed appropriate
by the Society:
i) Pipes with a design temperature exceeding 150 oC
ii) Any pipe used in areas where it penetrates either A class division or B class division.
iii) Piping in which use of copper alloy pipes is prohibited by Table D12.2, Chapter 12, Part D of the
(c) The required thickness of aluminium alloy pipes subject to an internal pressure is to be determined using
the formula in 12.2.1-1, Part D of the Rules for the Survey and Construction of Steel Ships. In this case,
allowable stress (f) is to be of the minimum value of the following values. However, when the design
temperature is not in the creep region of the material, no consideration may be required for the value of f3.
R 20 E S
f1 = , f 2 = t , f3 = R
4. 0 1.5 1.6
where:
R20 : Specific minimum tensile strength (N/mm2) of the material at room temperature (less than 50 oC )
E t : 0.2% proof stress (N/mm2) of the material at the design temperature
S R : Mean value of creep breaking stress (N/mm2) of the material after 100,000 hours at the design
temperature
(4) The material not specified in (1) to (3) above are to be subject to special approval by the Society.
7.5 Construction of Auxiliary Machinery and Storage Tanks
The wording deemed appropriate by the Society means following values corresponding to the material:
(1) for stainless steel 2.5 mm
(2) for aluminium alloy 4.5 mm
(3) other than above the value specially approved by the Society
－44－
Chapter 1 GENERAL
1.2 Testing
1.2.1 Shop Tests

1 The wording subject to the approval of the Society in 1.2.1-2, Part 10 of the Rules means Part 5 of the
Guidance for the Approval and Type Approval of Materials and Equipment for Marine Use. Equipment and
cables approved are made public on the List of Approved Materials and Equipment.
2 The wording to be subjected to type test in 1.2.1-3, Part 10 of the Rules means Part 8 of the Guidance for
the Approval and Type Approval of Materials and Equipment for Marine Use. Cables type tested are made
public on the List of Approved Materials and Equipment.
3 Cables requiring type test are to be as follows:
(1) Cables used for power feeding systems and power distribution circuits for power, lighting and internal
communications and used for control circuits
(2) Flexible cords used for feeding for power systems and power distribution circuits and control circuits
(3) Multicore vinyl insulated cables for 150 V electronic equipment
4 Type tests may be carried out for flexible cords, vinyl sheathed cords, insulated cables for switchboards and
control equipment, coaxial cables, etc., other than those specified in -3 in case where request is made by the
manufacturer.
5 For cables where it is inadequate to deal with them under the requirements of type test, tests and inspection on
individual product items may be accepted by application in place of a type tests.
－45－
Chapter 2 ELECTRICAL INSTALLATION AND SYSTEM DESIGN
2.1 General
2.1.2 Voltage and Frequency

1 In 2.1.2-3, Part 10 of the Rules, voltage fluctuation in the main switchboard busbars are to be designed by
taking into account the voltage drop in the power cables so that the electrical equipment supplied from those
switchboards are capable of operating satisfactorily without trouble.
2 In 2.1.2-3, Part 10 of the Rules, the steady state voltage and frequency of A.C. motors is to be considered to
change simultaneously, and the fluctuations in such an event in terms of the sum of absolute value of respective ratio
of fluctuation are to be within 10%. Further, the limit of fluctuation of voltage and frequency is to be the maximum
amplitude of each.
3 The wording specially approved by Society given in 2.1.2-4, Part 10 of the Rules means to satisfy any of the
following:
(1) In supply systems connected with rectifiers where the safe operation of other electric devices connected to such
supply systems is maintained by the adoption of suitable methods for decreasing harmonic content effects, and
Total Harmonic Distortion (THD) values do not exceed 8%.
(2) In electric propulsion ships, where the supply systems connected with rectifiers are closed circuits independent
from other internal supply systems, and Total Harmonic Distortion (THD) values do not exceed 10%.
Fig. 2.1.2-1 Application example of 2.1.2-3.(1)

Bus
Generator
Shaft Generator
Rectifiers
Winch, Crane, etc.
Internal supply
Total harmonic distortion (THD) values of the bus are not

to exceed 8%.
－46－
Fig. 2.1.2-2 Application example of 2.1.2-3.(2)
Bus
Propulsion Generators Rectifiers Propulsion Motors
Total harmonic distortion (THD) values of the bus are not to

exceed 10% in cases where supply systems of propulsion
devices are independent from internal supply systems.
2.1.3 Construction, Materials, Installations, etc.

1 Electrical equipment is to be so constructed as to be provided for accessibility to all parts requiring inspection,
overhauling and repairs.
2 The rotating, reciprocating, high temperature parts and the live parts of the electrical equipment are to be
arranged with suitable protections, so that operators and personnel neighbouring these parts may be kept from getting
injured.
3 Power source switch of electrical equipment is to be so arranged that the equipment is not charged through
control circuits and/or pilot lamps when the switch is in the off position.
4 In the case where the characteristic letter IP showing the protection type of enclosures in accordance with IEC
60529 is used for the protective enclosures of electrical equipment, Table H2.1.3-6, Part H of the Guidance for the
Survey and Construction of Steel Ships is to be taken into consideration for the selection of degree of protection for
the electrical equipment on the basis of the circumstances of the place of installation.
2.1.4 Earthing
1 The following exposed metal parts may not be earthed:
(1) Non-current-carrying metal pars of electrical equipment which are unlikely to be touched by persons during
their service
(2) Lamp caps
(3) Shades, reflectors and guards, supported on lampholders or luminaries constructed of, or shrouded in,
non-conducting material
(4) Metal parts or screws separated by insulators from the current-carrying part of from earthed
non-current-carrying parts which are not charged or earthed under normal service condition
(5) Bearing housing insulated to prevent circulation of current in the bearing
(6) Clips of fluorescent lighting tube
(7) Equipment power supplied at safety voltage
(8) Cable clips
2 Earthing may be made under the requirements as specified below:
(1) All earthing connections are to be made through copper or other corrosion resistant material and to be securely
installed to the hull structure. All earthing conductors are to be protected where necessary against mechanical
damage and galvanic corrosion.
(2) Where the metal frame or enclosure of electrical equipment is directly fitted to the hull structure, and the surface
in contact is clean and free from rust, scale and paint, and bolted firmly, no earthing conductors may provided.
(3) Under any circumstances, a lead cable sheath is not to be used as a sole earthing means.
(4) Nominal cross-sectional areas of all copper earthing conductors are to be as give in Table 10.2.1.4-1. In cases
where earthing conductors other than copper are used, their conductance is not be of more than that of copper
conductors given in the table.
－47－
(5) Connections between earthing conductors and the hull structure are to be made in an accessible position, and be
secured by a screw of brass or other corrosion resistance material of diameter not less than 4 mm which is to be
used for this purpose only. In any case, the contact faces are to have a glossy metal surface when screws are
tightened.
3 In a power distribution system where one line of the system is earthed and normally of non-current carrying line,
the earthing connection is to be as specified in -2. Note, however, that the upper limit value of 70 mm2 of the
cross-sectional area of the earthing conductor given in Table 10.2.1.4-1 does not apply.
4 The non-current carrying metal parts of portable electrical appliances are to be earthed through plugs and
receptacles by means of earthing conductors provided in flexible cables or cords.
Table 10.2.1.4-1 Sizes of Earthing Conductor
2.2 System Design - General
2.2.1 Distribution Systems

The following items are relevant to the equipment specified in 2.2.1-2(2), Part 10 of the Rules.
(1) Electrical equipment for starting and ignition of internal combustion engines
(2) Radio equipment provided with noise suppressing condensers
(3) Equipment of intrinsic safety construction requiring earthing
2.2.2 Insulation Monitoring System

1 The term distribution system generally means the following circuits:
(1) The primary distribution circuit directly connected to generator circuit
(2) The secondary distribution circuit connected via insulated transformer with the primary distribution circuit
specified in (1). Note, however, that unless otherwise specified the secondary circuits exclusively for
specifically designated equipment (e.g., Suez Canal search lights, heaters and lighting circuits provided in cranes,
etc.) may be excluded.
(3) Lighting circuits supplied from accumulator batteries or busbars of the feeder panel to which the circuits are
connected.
－48－
2 The alarm set value of insulation monitoring system is to have an insulation resistance value, as a standard,
corresponding to 1/10 of that of the electric circuit in the normal condition for which monitoring is to be made.
3 In the case where the insulation monitoring system is used in common with an earthing lamp, they are to be
interlocked against each other.
2.2.11 Circuits for Shore Connection

In the case where a portable phase sequence indicator or a polarity detector is provided on board the ship, those
detectors in the shore connection box may be omitted.
2.2.12 Disconnecting Switches of Circuits

In the case where the switches specified in 2.2.12-2, Part 10 of the Rules are provided on board the ship in a
dispensed manner, their wiring connection diagrams are to be displayed in the monitoring room or other adequate
spaces.
2.2.13 Remote Stopping of Ventilating Fans and Pumps

Consideration against the fuse element failure specified in 2.2.13-2, Part 10 of the Rules is satisfied if a
no-volt alarm, an electrical source indicator, or the like is provided at a normally attended position. In case of M0
ships, the visual indicator of the alarm at the normally attended position may be displayed as a group alarm where the
alarm is included in the centralized monitoring and control system and is individually indicated at the centralized
control station (normally unattended).
2.3 System Design - Protection
2.3.5 Protection of Generators

1 The adjusting value of the trip current for the overcurrent tripping device with time delay of generators are to be
selected in such a manner that generators can be protected safely from overcurrent according to the thermal capacity
of generators and tripping characteristics of the overcurrent tripping device with time delay. Further, in selecting the
type and adjusting values for the overcurrent tripping device with long time delay and short time delay of
short-circuit protection, consideration is to be taken on their coordination.
2 In the case where preference tripping devices are provided in generator circuits of two or more generators
operated in parallel, the adjusting value and time delay characteristics are to be as selected such that the overcurrent
tripping device of generators would not come into simultaneous action with the preference tripping device when the
latter activates. Further, where this device is expected to operate by rush current motors for essential service, an
inter-lock device may be so arranged that this device does not operate under starting condition of the motors.
3 The adjusting values of reverse power protection are to be as specified below as a standard:
(1) Turbine driven generators: 2 - 6 %
(2) Diesel driven generators: 6 - 15 %
2.3.7 Protection of Feeder Circuits

In applying 2.3.7-2, Part 10 of the Rules, where fuses are used as a short-circuit and overload protection device
of circuits power supplied at a voltage not exceeding 55 V D.C. or 55 V A.C. root mean square between conductors,
the switches at the power source side of the fuses may be dispensed with.
2.5.1 Location
In the case where steam pipes, water pipes, oil pipes, etc., are inevitably laid in the proximity of switchboards,
flanges of these pipes are to be of welded joints or means are to be so provided that no detrimental effects would be
exerted on switchboards if a leakage occurs.
2.5.2 Safety Precautions to Operators

The width of broken space to be provided in front of switchboards specified in 2.5.2-5, Part 10 of the Rules is
to be 0.9 m or more as a standard. Furthermore, in switchboards so constructed that necessary operation and
maintenance can be done from their front, the passageway at the rear side of the switchboards may be omitted.
－49－
2.5.3 Construction and Materials

The following may be regarded as the removable links or other approved means specified in 2.5.3-2(2), Part
10 of the Rules:
(1) Circuit breaker
(2) Disconnecting switch
(3) Removable copper links bolted to busbars
2.5.4 Busbars
1 Busbars and the contact faces of busbars and linking conductors are to be protected against corrosion or
oxidization by means of silver plating, tin plating or dippling in a solder bath, etc.
2 Current rating of busbars may generally be determined by Table 10.2.5.4-1.
3 The wording in cases where deemed appropriate by the Society in 2.5.4-4, Part 10 of the Rules refers to cases
where documents which show that there are no adverse effects on any of the following (1) to (5) are submitted to and
approved by the Society in cases where the temperature rises of any busbars, connecting conductors and their
connections that are carrying full-load currents exceed 45K at an ambient temperature of 45 oC .
(1) Mechanical strength of the conducting material
(2) Possible effect on adjacent equipment
(3) Permissible temperature limits of the insulating materials in contact with the conductor
(4) Effect of the temperature of the conductor on the apparatus connected to busbars
(5) For plug-in contacts, the nature and surface treatment of the contact material
Table 10.2.5.4-1 Current Rating of Busbars
2.7 Cables
2.7.3 Terminals, Joints and Branches of Cables

1 The wording in cases where deemed appropriate by the Society in 2.7.3-1, Part 10 of the Rules refers to cases
where a cable connection is installed by splicing which consists of a conductor connector, replacement insulation,
replacement cable sheath, and, where applicable, replacement armour and shielding, and establishes electrical
continuity in conductors, armour, or screens, under the following conditions:
(1) In cases where cables are installed in structural sub-assemblies
(2) In cases where circuits are extended or shortened in a ship which will undergo remodeling
(3) In cases where a damaged section of cables is replaced
(4) Splicing is not to be used for propulsion cables and cables in hazardous locations. However, with respect to
cables in hazardous locations, cases where Society approval is obtained are excluded
(5) Other cases deemed appropriate by the Society
2 In -1 above, splicing is to comply with the following (1) to (7):
(1) The conductors are to be connected using a compression type butt connector. In such cases, a one-cycle
compression tool and proper dies are to be used. Long barrel butt connectors with conductor stops are to be used
for conductor sizes of 6mm2 or larger.
－50－
(2) The splices for multi conductor cables are to be staggered in such away that the connectors for each conductor
are not contiguous to the connector of an adjacent conductor. In addition, no more than is necessary to ensure a
proper connection of the cable insulation is to be removed.
(3) Replacement insulation that has the same or a greater thickness than that of the cable insulation and the same or
better thermal and electrical properties of the cables.
(4) For screened cables, replacement screenings are to be provided and such screenings are to be secured by a
method that does not exert more pressure than necessary to establish adequate electrical contact. Screened cables
are to have at least a 13mm overlap between any replacement shielding material and the original screening
material.
(5) Replacement cable sheath materials are to have physical properties that are the same as, or equivalent to, the
cable sheath. Replacement cable sheaths are to be centered over the splices and to overlap the existing cable
sheaths by at least 51mm. Replacement cable sheaths are to be installed so that a watertight seal with the existing
cable sheaths is created.
(6) The electrical continuity of any cable armour is to be re-established by a jumper of wire or braid, or replacement
armour of the same metal.
(7) For cables with a sheath over the armour, a replacement covering is to be used.
3 The wording to retain the original electrical, mechanical, flame-retardant and, in cases where necessary,
fire-resisting properties of the cable in 2.7.3-5, Part 10 of the Rules means that connections and branching of cables
are to be made within enclosures with no possibility of any outward spreading of fire by internal short-circuits or
other causes. In addition, the type of enclosure is to be selected from those meeting the requirement given in 2.1.3-4
according to installation location.
2.7.4 Precaution against Fire

In the case where installation of cables for essential services in machinery spaces of Category A and their
casings, galleys, laundries and other high fire risk areas is unavoidable, these cables are to be laid in insulated steel
pipes or steel ducts equivalent to A-60 or more unless fire resistant cables which have passed the test of IEC
Publication 331 or equivalent thereto are used.
2.8 Accumulator Batteries
2.8.1 General
1 Accumulator batteries of an adequate discharge rate are to be selected according to their application.
2 In the case where alkali batteries are used, the specification including the construction, performance, method of
installation, etc., is to be submitted at each time to the Society for approval.
2.8.3 Location
1 Accumulator batteries are not to be located in high temperature or low temperature areas, or areas exposed to
steam, water or oil vapour.
2 The term large batteries in 2.8.3-2, Part 10 of the Rules means the accumulator batteries connected to battery
charging facilities with an output of 2 kW or more. Here, the output of battery charging facilities is to be the product
of rated current of the rectifier and nominal voltage of the battery group. Deck boxes may be naturally ventilated.
Natural ventilation by means of a duct of ample dimensions, terminating at least 1.25 m above in a goose-neck,
mushroom-head or the equivalent will be sufficient. Holes for air inlet are to be provided on at least two opposite
sides of the box.
3 Accumulator batteries connected to battery charging facilities with a capacity in a range from 0.2 to 2 kW are to
be placed in a battery box installed within a battery compartment or on the upper deck or upward. In the case where
they are unable to be installed in such areas, the following requirements are to be complied with:
(1) To be placed in a storage box or on a shelf provided at an adequate area,
(2) To be placed in an open state within the machinery space, or
(3) To be placed in a compartment with good air ventilation.
4 Accumulator batteries connected to battery charging facilities with a capacity of 0.2 kW or less may be placed in
an open state at an adequate area or may be placed in a battery box.
－51－
2.8.5 Ventilation
1 Where accumulator batteries are arranged in two tiers or more, all shelves are to have not less than 50 mm space,
front and back, of circulation of air.
2 The capacity of exhaust ventilation of a battery compartment is to be of the value obtained by the following
formula or more:
Exhaust capacity Q = 100 I n (litre/h)
I :maximum charging current at end (where no specific limitation is imposed, the charging current in 10
hours is to be regarded as the standard)
n :number of batteries
3 It is recommended that the ventilation system for a compartment containing accumulator batteries connected to
battery charging facilities with an output of 2 kW or more be of the mechanical exhaust-ventilation.
2.8.6 Electrical Installations

Explosion-protected electrical equipment grouped into Explosion Class d3 and Ignition Group G1 as specified in
Technical Recommendation issued by National Institute of Industrial Safety, Independent Administrative Institution
in Japan, may be treated as equivalent to those grouped into Apparatus Group IIC and Temperature Class T1 as
specified in IEC 60079.
－52－

SPECIAL CARGOES
4.1 Enclosed Cargo Holds for Carrying Motor Vehicles with Fuel in Their Tanks for Their Own
Propulsion and Enclosed Compartments adjoining the Cargo Holds, etc.
4.1.1 Electrical Installations in Enclosed Cargo Holds, etc.

1 A wording electrical equipment of a type suitable for use in explosive gas atmosphere concerned in 4.1.1-2,
Part 10 of the Rules means those generally meeting the requirements in 2.9, Part 10 of the Rules having an
intrinsically safe, flameproof, pressurized, increased safety, encapsulation, powder filling or oil immersion
construction grouped into Apparatus Group IIA and Temperature Class T3 as specified IEC 60079 or Explosion Class
d1 and Ignition Group G3 as specified in Technical Recommendation issued by Independent Administrative
Institution National Institute of Industrial Safety or equivalent thereto. Further, a wording cables of a type suitable
for use in explosive gas atmosphere concerned means general cables which comply with the requirements in 4.2.4-5,
Part H of Rules for the Survey and Construction of Steel Ships.
2 The electrical equipment so enclosed and protected as to prevent the escape of sparks specified in 4.1.1-3, Part
10 is to be of the following (1) or (2).
(1) The electrical equipment with a protection degree of at least IP55 as defined in H2.1.3-4, Part H of the
Guidance for the Survey and Construction of Steel Ships.
(2) The electrical equipment suitable for use in zone 2 (e.g. type of protection n ) and with a temperature class of
at least T3 as defined in IEC 60079.
3 The platforms with openings of sufficient size permitting penetration of petrol gases downwards means, for
example, grating deck.
4 A wording a type approved by the Society in 4.1.1-4, Part 10 of the Rules means that specified in -1.
－53－
Part 11 FIRE PROTECTION, DETECTION, EXTINCTION AND MEANS

OF ESCAPE
Chapter 1 GENERAL
1.1 General
1.1.1 Application
The definition of Craft for restricted service specified in 1.1.1-1, Part 11 of the Rules is to be referred to 2.1.4,
Part 4 of the Guidance.

1 Enclosed sleeping births specified in 1.1.3(1), Part 11 of the Rules mean spaces which are used for living
spaces isolated by walls, doors and/or curtains, and which behaviours of passengers or crews inside can not be
watched by crew on duty regardless of the existence of bed, floor area or capacity. Where enclosed sleeping births are
arranged, doors are to be fitted with no locking devices.
2 The cases which are specially approved by the Society specified in 1.1.3(1), Part 11 of the Rules means in the
case where following conditions are fully satisfied:
(1) A fixed fire detection and fire alarm system complying with Chapter 29, Part R of the Rules for the Survey
and Construction of Steel Ships is to be installed in any enclosed sleeping births. However, where a
compartment is divided into some small personal enclosed sleeping births by curtains, the requirement of the
installation of a fixed fire detection and fire alarm system may be decided individually based upon a
compartment having such small births.
(2) Two means of escape from enclosed sleeping births are, in principle, to be provided.
1.2 Definitions
1.2.1 Application
Being ensured in accordance with the test procedures deemed as appropriate by the Society specified in
provisions of 1.2, Part 11 of the Rules means that materials are approved by the Society in accordance with the
provisions specified in Chapter 1, Part 4 of the Guidance for the Approval and Type Approval of Materials and
Equipment for Marine Use.
－54－
Chapter 2 FIRE PROTECTION
2.1 Classification of Space Use
2.1.1 Classification of Space Use

Small fuel oil tanks specified in 2.1.1(3), Part 11 of the Rules mean fuel oil tanks with a capacity not more
than 100l.
2.3 Fire-resisting Divisions
2.3.1 Protection of Areas of Major Fire Hazard

1 The case where the omission of any such division would not affect the safety of craft means the case where no
spaces used for passengers, crews and means of escape is arranged above areas of major fire hazard with no limit and
the destruction or deterioration of the local strength of such spaces by a fire does not affect the essential strength of
the hull for a period of structural fire protection time.
2 For side shell plating which is a part of boundaries of areas of major fire hazard and is required to be insulated
by fire-resisting divisions in accordance with 2.3.1-1, Part 11 of the Rules, the structural extension of insulation is to
be 300 mm or more below the water line at the lightweight condition.
－55－
Chapter 3 FIRE DETECTION AND EXTINCTION
3.2 Fixed Fire-extinguishing Systems
3.2.3 Fixed Pressure Water-spraying Fire-extinguishing Systems

The wording the requirements otherwise specified specified in 3.2.3, Part 11 of the Rules means those
specified in R20.5.1 in Part R of the Guidance for the Survey and Construction of Steel Ships.
－56－
Part 14 SPECIAL REQUIREMENTS FOR CRAFT ENGAGED IN

INTERNATIONAL VOYAGE
Chapter 1 GENERAL
1.1 General
1.1.1 Application
1 With regard to requirement stipulated in 7.3.1.3 of THE INTERNATIONAL CODE OF SAFETY FOR HIGH
SPEED CRAFT, Stairway may be categorised as areas of minor fire hazard.
2 With regard to requirement stipulated in 7.4.4.1 of THE INTERNATIONAL CODE OF SAFETY FOR HIGH
SPEED CRAFT, Public spaces extending over 2 decks may be considered as one space, provided as follows.
(1) the length and width of the openings area between lower and upper part is at least 25% of the mean length and
width of the upper part of the whole space or at least of a corresponding area.
(2) sufficient means of escape is provided from both levels of the space directly leading to an adjacent safe area or
compartment.
(3) the whole space is served by one section of sprinkler system with one relieve valve.
3 With regard to requirement stipulated in Table 7.4-1 of THE INTERNATIONAL CODE OF SAFETY FOR HIGH
SPEED CRAFT, Ventilation openings may be accepted in entrance doors to public toilets if positioned in the lower
portion of such doors and fitted with closable grilles operable from the public space side and made of
non-combustible or fire-restricting material.
4 As for the requirements for dead craft condition and restoration from the dead craft condition specified in 9.1.5
of THE INTERNATIONAL CODE OF SAFETY FOR HIGH SPEED CRAFT, the following (1) through (3) are to be
complied.
(1) Dead craft condition for the purpose of Regulation 9.1.5 is to be understood to mean a condition under which the
main propulsion plant and auxiliaries are not in operation and, in restoring the propulsion, no stored energy is
assumed to be available for starting and operating the propulsion plant, the main source of electrical power and
other essential auxiliaries. It is assumed that means are available at all times to start the emergency generator or
one of the main generators when the main source is arranged according to paragraph 12.7.2.
(2) Where the emergency source of power is an emergency generator which complies with section 12.4, or a main
generator meeting the requirements of paragraph 12.7.2, it is assumed that means are available to start this
generator and consequently this generator may be used for restoring operation of the main propulsion plant and
auxiliaries where any power supplies necessary for engine operation are also protected to a similar level as the
starting arrangements.
(3) Where there is no emergency generator installed or an emergency generator does not comply with section 12.4,
the arrangements for bringing main and auxiliary machinery into operation are to be such that initial charge of
starting air or initial electrical power and any power supplies for engine operation can be developed on board the
craft without external aid. If for this purpose an emergency air compressor or electric generator is required, these
units are to be powered by a hand-starting oil engine or a hand-operated compressor. The arrangements for
bringing main and auxiliary machinery into operation are to have a capacity such that the starting energy and
any power supplies for engine operation are available within 30 minutes of a dead craft condition.
5 As for the application of 9.8 of THE INTERNATIONAL CODE OF SAFETY FOR HIGH SPEED CRAFT, the
following requirements are to be complied.
(1) On monohulls, propeller shaft and bearings of at least one main engine, when passing through the aft machinery
space, are to be protected as following requirements (a) or (b).
(a) Steel shaft bearings are to be protected by water spray.
(b) Shafts made of composite material (FRP) are to be protected by the following i) or ii).
－57－
i) Passive fire protection for 60 minutes duration

ii) A water spray system and able to transmit the full torque of the propulsion engine after a standard fire
test of 7 minutes
－58－
2013 Guidance for High Speed Craft (Annex 1)
Annex 1 ICE ACCRETION APPLICABLE TO ALL TYPES OF CRAFT
1.1 Icing allowances
1.1.1
For craft operating in areas where ice accretion is likely to occur, the following icing allowance should be made
in the stability calculations:
(1) 30 kg/m2 on exposed weather decks and gangways;
(2) 7.5 kg/m2 for projected lateral area of each side of the craft above the waterplane;
(3) the projected lateral area of discontinuous surfaces of rail, sundry booms, spars (except masts) and rigging and
the projected lateral area of other small objects should be computed by increasing the total projected area of
continuous surfaces by 5% and the static moments of this area by 10%;
(4) reduction of stability due to asymmetric ice accumulations in cross-structure.
1.1.2
For craft operating in areas where ice accretion may be expected:
(1) Within the areas defined in 1.2.1(1), (3), (4) and (5) known to have icing conditions significantly different from
those in 1.1.1, ice accretion requirements of one half to twice the required allowance may be applied.
(2) Within the area defined in 1.1.1(2), where ice accretion in excess of twice the allowance required by 1.1.1 may
be expected, more severe requirements than those given in 1.1.1 may be applied.
1.1.3
Information should be provided in respect of the assumptions made in calculating the condition of the craft in
each of the circumstances set out in this Annex for the following:
(1) duration of the voyage in terms of the period spent in reaching the destination and returning to port; and
(2) consumption rates during the voyage for fuel, water, stores and other consumables.
1.2 Areas of icing conditions
1.2.1
In the application of 1.1, the following icing areas (See Fig.1) (1) through (5) should apply:
o o
(1) The area north of latitude 65 30¢ N, between longitude 28 W and the west coast of Iceland ; north of the north
o o o
coast of Iceland ; north of the rhumb line running from latitude 66 N, longitude 15 W to latitude 73 30¢ N
o o o o o
longitude 15 E, north of latitude 73 30¢ N between longitude 15 E and 35 E, and east of longitude 35 E, as
o
well as north of latitude 56 N in the Baltic Sea.
o
(2) The area north of latitude 43 N bounded in the west by the North American coast and the east by the rhumb line
o o o o
running from latitude 43 N, longitude 48 W to latitude 63 N, longitude 28 W and thence along longitude
o
28 W.
(3) All sea areas north of the North American continent, west of the areas defined in subparagraphs (1) and (2) of
this paragraph.
(4) The Bering and Okhotsk Seas and the Tartary Strait during the icing season.
o
(5) South of latitude 60 S.
1.3 Special requirements
1.3.1
Craft intended for operation in areas where ice accretion is known to occur should be:
(1) designed to minimize the accretion of ice; and
(2) equipped with such means for removing ice as the Administration may require.
－59－
Fig. 1
－60－
Annex 2 METHODS RELATING TO THE INTACT STABILITY

INVESTIGATION OF HYDROFOIL CRAFT
1.1 General
The stability of these craft should be considered in the hull-borne, transient and foil-borne modes. The stability
investigation should also take into account the effects of external forces. The following procedures are outlined for
guidance in dealing with stability.
In addition, hull-borne mode has the same meaning as displacement mode defined in 2.1.30, Part 1 of the Rules
and foil-borne mode has the same meaning as non-displacement mode defined in 2.1.31, Part 1 of the Rules.
1.2 Surface-piercing Hydrofoils
1.2.1 Hull-borne Mode

1 The stability should be sufficient to satisfy the provisions of 1.3 and 1.4, Part 8 of the Rules.
2 Heeling Moment due to Turning
The heeling moment developed during manoeuvring of the craft in the displacement mode may be derived from
the following formula:
( )
M R = 0.196 VO2 / L DKG (kN-m)
where:
M R = moment of heeling;
VO = speed of the craft in the turn (m/s);
D = displacement (t);
L = length of the craft on the waterline (m);
KG = height of the centre of gravity above keel (m).
This formula is applicable when the ratio of the radius of the turning circle to the length of the craft is 2 to 4.
3 Relationship between the Capsizing Moment and Heeling Moment to Satisfy the Weather Criterion
The stability of a hydrofoil boat in the displacement mode can be checked for compliance with the weather
criterion K as follows:
K = M C / MV ³ 1
where:
M C :minimum capsizing moment as determined when account is taken of rolling.
MV :dynamically applied heeling moment due to the wind pressure.
4 Heeling Moment due to Wind Pressure
The heeling moment M V is a product of wind pressure PV the windage area AV and the lever of the windage
area Z.
M V = 0.001PV AV Z (kN-m)
The value of the heeling moment is taken as constant during the whole period of heeling. The windage area AV is
considered to include the projections of the lateral surfaces of the hull, superstructure and various structures above
the waterline. The windage area lever Z is the vertical distance to the centre of windage from the waterline and the
position of the centre of windage may be taken as the centre of the area. The values of the wind pressure (in pascals)
associated with Force 7 Beaufort scale, depending on the position of the centre of windage area, are given in Table 1.
Table 1 Typical Wind Pressures, 100 Nautical Miles from Land for Beaufort Scale 7
Z above waterline (m) 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
PV (Pa) 46 46 50 53 56 58 60 62 64
Note:
These values may not be applicable in all areas.
－61－
5 Evaluation of the Minimum Capsizing Moment M C in the Displacement Mode

The minimum capsizing moment is determined from the static and dynamic stability curves taking rolling into
account.
(1) When the static stability curve is used, M C is determined by equating the areas under the curves of the
capsizing and righting moments (or levers) taking rolling into account, as indicated by Fig. 1, where q Z is the
amplitude of roll and MK is a line drawn parallel to the abscissa axis such that the shaded areas S1 and S2 are
equal.
M C =OM, if the scale of ordinates represents moments.
MV =OM Displacement, if the scale of ordinates represents levers.
(2) When the dynamic stability curve is used, first an auxiliary point A should be determined. For this purpose the
amplitude of heeling is plotted to the right along the abscissa axis and a point A¢ is found (see Fig. 2). A line
AA¢ is drawn parallel to the abscissa axis equal to the double amplitude of heeling ( AA¢ = 2q Z ) and the
required auxiliary point A is found. A tangent AC to the dynamic stability curve is drawn. From the point A the
o
line AB is drawn parallel to the abscissa axis and equal to 1 radian (57.3 ). From the point B a perpendicular is
drawn to intersect with the tangent in point E. The distance BE is equal to the capsizing moment if measured
along the ordinate axis of the dynamic stability curve. If, however, the dynamic stability levers are plotted along
this axis, BE is then the capsizing lever, and in this case the capsizing moment M C is determined by
multiplication of ordinate BE (in metres) by the corresponding displacement in tones
M C = 9.81 D BE (kN-m)
(3) The amplitude of rolling q Z is determined by means of model and full-scale tests in irregular seas as a
o
maximum amplitude of rolling of 50 oscillations of a craft traveling at 90 to the wave direction in sea state for
o
the worst design condition. If such data are lacking the amplitude is assumed to be equal to 15 .
(4) The effectiveness of the stability curves should be limited to the angle of flooding.
Fig. 1 Static Stability Curve
Fig. 2 Dynamic Stability Curve
－62－
1.2.2 Transient and Foil-borne Modes

1 The Stability should Satisfy the Provisions of 1.4 and 1.5, Part 8 of the Rules.
2 Transient and Foil-borne Modes
(1) The Stability in the Transient and Foil-borne Modes should be Checked for All cases of Loading for the Intended
Service of the Craft.
(2) The stability in the transient and foil-borne modes may be determined either by calculation or on the basis of
data obtained from model experiments and should be verified by full-scale tests by imposition of a series of
known heeling moments by off-centre ballast weights, and recording the heeling angles produced by these
moments.
When taken in the hull-borne, take-off, steady foil-borne and settling to hull-borne modes, these results will
provide an indication of the values of the stability in the various situations of the craft during the transient
condition.
(3) The angle of heel in the foil-borne mode caused by the concentration of passengers at one side should not
o
exceed 8 . During the transient mode the angle of heel due to the concentration of passengers on one side
o
should not exceed 12 . The concentration of passengers should be determined by the Society, having regard to
the guidance given at Annex 3.
3 One of the possible methods of assessing foil-borne metacentric height (GM) in the design stage for a particular
foil configuration is given in Fig. 3.
Fig. 3
Notes:
æ LB ö æ LH ö
GM = n B çç - S + n H çç -S
è 2tanl B ø è 2tanl H ø
where:
n B = percentage of hydrofoil load borne by front foil
n H = percentage of hydrofoil load borne by aft foil
L B = clearance width of front foil
LH = clearance width of aft foil
a = clearance between bottom of keel and water
g = height of centre of gravity above bottom of keel
l B = angle at which front foil is inclined to horizontal
l H = angle at which aft foil is inclined to horizontal
S = height of centre of gravity above water
－63－
1.3 Fully submerged hydrofoils
1.3.1 Hull-borne Mode

1 The stability in the hull-borne mode should be sufficient to satisfy the provisions of 1.3 and 1.6, Part 8 of the
Rules.
2 Paragraphs 1.2.1-2 to -5 of this Guideline are appropriate to this type of craft in the hull-borne mode.
1.3.2 Transient Mode

1 The stability should be examined by the use of verified computer simulations to evaluate the craft s motions,
behaviour and responses under the normal conditions and limits of operation and under the influence of any
malfunction.
2 The stability conditions resulting from any potential failures in the systems or operational procedures during the
transient stage which could prove hazardous to the craft s watertight integrity and stability should be examined.
1.3.3 Foil-borne Mode

The stability of the craft in the foil-borne mode should be in compliance with the provisions of 1.4, Part 8 of the
Rules. The provisions of paragraph 1.3.2 of this Annex should also apply.
1.3.4
Paragraphs 1.2.2-2 of this Guideline should be applied to this type of craft as appropriate and any computer
simulations or design calculations should be verified by full-scale tests.
－64－
Annex 3 STABILITY OF MULTIHULL CRAFT
1.1 Stability Criteria in the Intact Condition
A multihull craft, in the intact condition, should have sufficient stability when rolling in a seaway to successfully
withstand the effect of either passenger crowding or high-speed turning as described in 1.1.4. The craft s stability
should be considered to be sufficient provided compliance with this paragraph is achieved. Alternatively another
method of assessment may be employed, as provided for in 1.1.4, Part 8 of the Rules.
1.1.1 Area under GZ Curve

The area (A1) under the GZ curve up to an angle q should be at least:
A1 = 0.055 30 o / q (m-rad)
where q is the least of the following angles:
(1) the downflooding angle;
(2) the angle at which the maximum GZ occurs; and
o
(3) 30
1.1.2 Maximum GZ
o
The maximum GZ value should occur at an angle of at least 10 .
1.1.3 Heeling due to Wind

The wind heeling lever should be assumed constant at all angles of inclination and should be calculated as
follows:
HL1 = ( Pi AZ ) /(9 800D) (m) (See Fig. 1)
HL2 = 1.5 HL1 (m) (See Fig. 1)
where:
Pi = 500 (Pa)
A = projected lateral area of the portion of the craft above the lightest service waterline (m2)
Z = vertical distance from the centre of A to a point one half the lightest service draught (m)
D = displacement (t)
Fig. 1 Intact Stability
－65－
1.1.4 Heeling due to Passenger Crowding or High-speed Turning

Heeling due to the crowding of passengers on one side of the craft or to high speed turning, whichever is the
greater, should be applied in combination with the heeling lever due to wind (HL2).
(1) Heeling due to Passenger Crowding
When calculating the magnitude of the heel due to passenger crowding, a passenger crowding lever should be
developed using the assumptions stipulated in 2.1, Part 8 of the Rules.
(2) Heeling due to High-speed Turning
When calculating the magnitude of the heel due to the effects of high speed turning, a high-speed turning lever
should be developed using the following formula:
TL = Vo 2 (KG - d / 2) /( gR) (m)
where:
TL = turning lever (m)
Vo = speed of craft in the turn (m/s)
R = turning radius (m)
KG = height of vertical centre of gravity above keel (m)
d = mean draught (m)
2
g = acceleration due to gravity (m/s )
1.1.5 Rolling in Waves (Fig. 1)

The effect of rolling in a seaway upon the craft s stability should be demonstrated mathematically. In doing so,
the residual area under the GZ curve (A2), i.e. beyond the angle of heel ( q h ), should be at least equal to 0.028 m-rad
o
up to the angle of roll q r . In the absence of model test or other data q r should be taken as 15 or an angle of
( q d - q h ), whichever is less. The determination of q r using model test or other data is to be made using the method
for determination qZ in 1.2.1-5(3), Annex 2.
1.2 Criteria for Residual Stability after Damage
1.2.1
The method of application of criteria to the residual stability curve is similar to that for intact stability except
that the craft in the final condition after damage should be considered to have an adequate standard of residual
stability provided:
(1) the required area A2 should be not less than 0.028 m-rad. (Fig. 2 refers); and
(2) there is no requirement regarding the angle at which the maximum GZ value should occur.
Fig. 2 Damage stability
Notes:
HL1 = Heeling lever due to wind
－66－
HTL =Heeling lever due to wind + gusting + (passenger crowding or turning)

HL3 = Heeling lever due to wind
HL4 = Heeling lever due to wind + passenger crowding
q m = Angle of maximum GZ
qd = Angle of downflooding
q r =Angle of roll
q e =Angle of equilibrium, assuming no wind, passenger crowding or turning effects
q h =Angle of heel due to heeling lever HL1, HTL, HL3 or HL4
A1 ³ Area required by 1.1.1
A2 ³ 0.028 m-rad
1.2.2
The wind heeling lever for application on the residual stability curve should be assumed constant at all angles of
inclination and should be calculated as follows :
HL3 = ( Pd AZ ) /(9800D)
where:
Pd = 120 (Pa)
2
A = projected lateral area of the portion of the craft above the lightest service waterline (m )
Z = vertical distance from the centre of A to a point one half of the lightest service draught (m)
D = displacement (t)
1.2.3
The same values of roll angle should be used as for the intact stability.
1.2.4
The downflooding point is important and is regarded as terminating the residual stability curve. The area A2
should therefore be truncated at the downflooding angle.
1.2.5
The stability of the craft in the final condition after damage should be examined and shown to satisfy the criteria,
when damaged as stipulated in 1.6, Part 8 of the Rules.
1.2.6
In the intermediate stages of flooding, the maximum righting lever should be at least 0.05 m and the range of
o
positive righting lever should be at least 7 . In all cases, only one breach in the hull and only one free surface need to
be assumed.
1.3 Application of Heeling Levels
1.3.1
In applying the heeling levers to the intact and damaged curves the following should be considered:
(1) for intact condition:
(a) wind heeling lever - steady wind (HL1); and
(b) wind heeling lever (including gusting effect) plus either the passenger crowding or speed turning levers
whichever is the greater (HTL).
(2) for damage condition:
(a) wind heeling lever - steady wind (HL3); and
(b) wind heeling lever plus heeling lever due to passenger crowding (HL4).
1.3.2 Angles of heel due to steady wind

1 The angles of heel due to steady wind when the heeling lever HL1, obtained as in 1.1.3, is applied to the intact
o
stability curve should not exceed 16 ; and
2 The angle of heel due to steady wind when the heeling lever HL3, obtained as in 1.2.2, is applied to the residual
o
stability curve, after damage, should not exceed 20 .
－67－
MAJOR CHANGES AND EFFECTIVE DATES
Amendments to the GUIDANCE FOR HIGH SPEED CRAFT made between 1 January 2012 and 1 January 2013
and their effective date are as follows:
I AMENDMENTS ON 15TH NOVEMBER 2012 (Notice No.86)

Part 2
Chapter 3 Sub-paragraph 3.10.2-1, -5 and -6 have been amended.
Sub-paragraph 3.10.3-4 has been amended.

1. The effective date of the amendments is 15 November 2012.
2. Notwithstanding the amendments to the Guidance, the current requirements apply to the
surveys for which the application is submitted to the Society before the effective date.
3. Notwithstanding the provision of preceding 2., the amendments to the Guidance may apply to
the surveys for which the application is submitted to the Society before the effective date
upon request by the owner.
12-500
Guidance for High Speed Craft 2012 AMENDMENT NO.1
Notice No.86 15th November 2012

Resolved by Technical Committee on 27th July 2012
NIPPON KAIJI KYOKAI

Notice No.86 15th November 2012
AMENDMENT TO THE GUIDANCE FOR HIGH SPEED CRAFT
“Guidance for high speed craft” has been partly amended as follows:
3.10.2 Continuous Machinery Surveys (CMS)
Sub-paragraph -1 has been amended as follows.
1 Application of CMS
(1) (omitted)
(2) Auxiliary machinery prescribed in item 5 of Table 3.10.1 in Part 2 of the Rules are as
follows:
((a) to (f) are omitted)
(g) Coolers
Main fresh water coolers (for cylinder jackets and pistons), F.O. valve cooling fresh
water/oil coolers, fresh water coolers for turbochargers, cooling fresh water coolers for
generator engines, F.O. coolers, main L.O. coolers, turbocharger L.O. coolers, camshaft
L.O. coolers, reduction gear L.O. coolers, hydraulic oil coolers, coolers for C.P.P., stern
tube L.O. coolers
((h) to (m) are omitted)
5 Substitution for open-up examinations

For the machinery and equipment listed below, open-up examinations may be exempted by
carrying out the following examinations, provided the satisfactory condition of these items is
ascertained by examining records such as the logbooks. However, when defects are found during
the examinations, or if the maintenance condition is judged to be questionable as a result of an
examination of the logbooks or other records, open-up examinations may be requested.
(1) (omitted)
(2) Oil tanks, F.O. coolers and oil heaters
Visual examinations of general conditions
(3) (omitted)
(4) (omitted)
1
6 Confirmatory Survey
In ships deemed by the Society as maintaining their machinery and equipment well, overhaul
inspections by the shipowner (or the ship management company) may forgo the open-up
examination performed in the presence of Surveyors by conducting the following confirmatory
surveys, provided that the machinery and equipment are overhauled as part of the ship’s
maintenance practices and the records from such overhauls are kept in good order. In this case, the
date of the next open-up examination is to be within a 5-year period from the date of its last
overhaul and inspection.
(1) Procedure of the confirmatory survey
(a) In case of any machinery and equipment specified in (2) below overhauled and inspected
by the Chief Engineer as a routine maintenance work, one copy of the inspection report
including the items mentioned below is to be submitted to, and reviewed by the attending
Surveyor. Also, the Chief Engineer’s profile is to be confirmed by the attending Surveyor.
i) Signature of the Chief Engineer and licence number
ii) Date and place of the inspection
iii) Inspection items and their results
iv) Operating conditions before and after the inspection
(b) Parts replaced with spares or repaired are to be verified by visual examinations on them or
photographs of them.
(c) Visual examinations are to be carried out for main propulsion machinery, and
examinations under operating conditions, as well as visual examinations inspections are to
be carried out for other machinery and auxiliary machinery, etc.
(d) Visual examinations of lubricating oil conditions are to be carried out through open-up
inspections, etc. of the lubricating oil filters of crankshafts, main bearings, crankpin
bearings, crankpin bolts as well as the camshafts and camshaft driving devices of main
diesel engines.
(e) Visual examinations to confirm the current conditions and lubricating oil maintenance
conditions of intermediate shafts, thrust shafts and bearings are to be carried out as far as
possible.
(f) Confirmation of the open-up inspection and adjustment records of safety valves
(excluding fusible plugs) is to be carried out for air reservoirs.
(dg) As a result of the confirmatory survey stipulated in (a) to (ef) above, open-up
examinations and/or re-examinations may be required when deemed necessary by the
Surveyor.
(2) Items applicable to the confirmatory survey
Items of machinery and equipment applicable to the confirmatory surveys are as follows.
(a) Main diesel engines
However, crankshafts, main bearings, crank pin bearings, crank pin bolts, camshafts, and
camshaft driving gears are to be excluded. Note that the number of items of the
confirmatory surveys is to be restricted to half the number of total survey items for the
main diesel engine within one cycle of CMS.
(b) Diesel engines used for driving generators, auxiliary machinery essential for main
propulsion or auxiliary machinery for the manoeuvring and the safety of the ship
However, an open-up examination of the diesel engine for driving the main generator is to
be carried out in the presence of the Surveyor in cases where a single unit of such engines
is fitted on ship.
(c) Intermediate shafts, thrust shafts and bearings
2
(cd) Auxiliary machinery (air compressors, pumps, heat exchangers, air reservoirs, deck
machinery and distilling plants)
(3) Timing of the confirmatory survey
A confirmatory survey is by the time of next periodical survey from the day the item of the
machinery and equipment intended for the confirmatory survey was overhauled and inspected
at sea.
3.10.3 Planned Machinery Maintenance Scheme (PMS)
4 Approval of PMS
Conditions for approval of PMS are as follows:
((1) and (2) are omitted)
(3) Survey Schedule Table
The machinery maintenance scheme is to cover the maintenance plan for all the machinery as
(1) above. For machinery, equipment and parts with a condition monitoring system which
complies with the following requirements, the inspection intervals may be prolonged until an
abnormal condition is observed. In this case, the machinery maintenance scheme for PMS is
also to cover all condition monitoring functions, criteria for judgment and procedures for
monitoring, analysis and handling (including reporting observed abnormal conditions to the
Society) of the system.
(a) Crank pins and their bearings and crank journals and their bearings for main diesel
engine
(ba) Rotors, casings, main bearings, couplings between turbine and reduction gear, nozzle
valves and manoeuvring valves for main steam turbine
(cb) Auxiliary steam turbine for main generator
(d) Thrust shaft and the bearings for main propulsion
(ec) Reduction gears for main propulsion
(fd) Flexible couplings for main propulsion
(ge) Other items deemed necessary by the Society.
When this survey schedule table is amended, the amended survey schedule table is to be
submitted to the Society for approval.
(4) Machinery Maintenance Records
Machinery maintenance records are to include at least the following items, and are to be
programmed and maintained by the Maintenance management system. These records are to be
retained on board the ship at all times.
(a) Date of maintenance work
(b) Signature by the Chief Engineer
(c) Details of maintenance work and results
(d) Total running hours (parts replacement intervals and overhaul intervals)
(e) Names of parts replaced
(f) Measuring data (including original design dimensions and allowable tolerance)
(g) The condition of damage and repair method
(h) Results of visual examinations of lubricating oil conditions carried out through open-up
examinations of the lubricating oil filters, etc. of crankpins, crank journals, thrust shafts
and bearings of main diesel engines (in cases where the principle components of such
engines were inspected through independent open-up surveys conducted by chief
3
engineers)
((5) to (7) are omitted)
1. The effective date of the amendments is 15 November 2012.

2. Notwithstanding the amendments to the Guidance, the current requirements apply to the
surveys for which the application is submitted to the Society before the effective date.
3. Notwithstanding the provision of preceding 2., the amendments to the Guidance may
apply to the surveys for which the application is submitted to the Society before the
effective date upon request by the owner.

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RULES FOR HIGH SPEED CRAFT

Part 1 GENERAL RULES

Chapter 1 GENERAL ....................................................................................................................................................... 1

Part 2 CLASS SURVEYS

Chapter 1 GENERAL ...................................................................................................................................................... 10

Part 3 HULL STRUCTURAL MATERIALS AND THEIR WELDING OR MOULDING

Chapter 1 GENERAL ...................................................................................................................................................... 33

Chapter 1 GENERAL ...................................................................................................................................................... 40

Part 5 DESIGN LOADS

Chapter 1 GENERAL ...................................................................................................................................................... 46

Part 6 SCANTLING DETERMINATION OF HULL CONSTRUCTION

Chapter 1 HULL CONSTRUCTION FOR STEEL OR ALUMINIUM ALLOYS CRAFT .......................................... 54

Part 7 EQUIPMENT AND PAINTING

Chapter 1 EQUIPMENT ................................................................................................................................................. 76

Part 8 BUOYANCY, STABILITY AND SUBDIVISION

Chapter 1 GENERAL ...................................................................................................................................................... 89

Part 9 MACHINERY INSTALLATIONS

Chapter 1 GENERAL ..................................................................................................................................................... 101

Part 10 ELECTRICAL INSTALLATIONS

Chapter 1 GENERAL ..................................................................................................................................................... 140

Part 11 FIRE PROTECTION, DETECTION, EXTINCTION AND MEANS OF ESCAPE

Chapter 1 GENERAL ..................................................................................................................................................... 159

Part 12 LOAD LINE

Chapter 1 GENERAL ..................................................................................................................................................... 176

Part 13 NAVIGATION BRIDGE VISIBILITY

Chapter 1 GENERAL ..................................................................................................................................................... 177

Part 14 SPECIAL REQUIREMENTS FOR CRAFT ENGAGED IN INTERNATIONAL VOYAGE

Chapter 1 GENERAL ..................................................................................................................................................... 178

RULES FOR HIGH SPEED CRAFT

Part 1 GENERAL RULES

1.1.2 General Requirements

1.1.3 Prohibition of Transportation of Dangerous Cargoes in Bulk by High Speed Craft

1.1.5 Craft of Unusual Form or Proportion

1.1.7 Ship Identification Number

1.2 Class Notations

1.2.2 Restricted Services

1.2.3 Structural Materials for Main Hull

1.2.4 Hull Construction and Equipment

1.2.5 Compliance with the Special Requirements for International Voyages

2.1.2 High Speed Craft

2.1.3 Length of Craft

2.1.4 Length for Freeboard

2.1.5 Breath of Craft

2.1.6 Breadth of Freeboard

2.1.7 Depth of Craft

2.1.8 Maximum Speed

2.1.9 Maximum Astern Speed

2.1.10 Midship Part of Craft

2.1.11 End Parts of Craft

2.1.12 Load Line and Designed Maximum Load Line

2.1.13 Load Draught and Designed Maximum Load Draught

2.1.14 Full Load Displacement

2.1.15 Freeboard Deck

2.1.16 Bulkhead Deck

2.1.17 Strength Deck

2.1.19 Enclosed Superstructure

2.1.20 Approved Working Pressure of Boiler and Pressure Vessel

2.1.21 Nominal Pressure of Boiler with Superheater

2.1.22 Maximum Continuous Output of Engine