5057.18.RSS PartE Ch06-10 2011-07

Rules for the Classification of
Steel Ships
PART E – Additional Class Notations

Chapters 6 – 7 – 8 – 9 – 10
NR 467.E2 DT R05 E July 2011
Marine Division
92571 Neuilly-sur-Seine Cedex- France
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© 2011 Bureau Veritas - All rights reserved
MARINE DIVISION
GENERAL CONDITIONS
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1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the "Society") is the classi- warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or
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ARTICLE 2 and Article 8 hereunder.
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veys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance of
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4.1. - The Society, acting by reference to its Rules:
• reviews the construction arrangements of the Units as shown on the documents presented by the Cli- ARTICLE 11
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• classes Units and enters their class in its Register; 11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by the
• surveys periodically the Units in service to note that the requirements for the maintenance of class are Society to the advice of its Marine Advisory Committee.
met. ARTICLE 12
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In particular, the Society does not engage in any work relating to the design, building, production ARTICLE 13
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respectively. appear in other documents issued by the Society.
BV Mod. Ad. ME 545 k - 17 December 2008
RULES FOR THE CLASSIFICATION OF SHIPS
Part E
Additional Class Notations
Chapters 1 2 3 4 5 6 7 8 9 10
Chapter 1 VeriSTAR SYSTEM (STAR)

Chapter 2 AVAILABILITY OF MACHINERY (AVM)
Chapter 3 AUTOMATION SYSTEMS (AUT)
Chapter 4 INTEGRATED SHIP SYSTEMS (SYS)
Chapter 5 MONITORING EQUIPMENT (MON)
Chapter 6 COMFORT ON BOARD (COMF)
Chapter 7 REFRIGERATING INSTALLATIONS (REF)
Chapter 8 ICE CLASS (ICE)
Chapter 9 POLLUTION PREVENTION (CLEANSHIP)
Chapter 10 OTHER ADDITIONAL CLASS NOTATIONS
July 2011
The English wording of these rules take precedence over editions
in other languages.
Unless otherwise specified, these rules apply to ships for which contracts are
signed after July 1st, 2011. The Society may refer to the contents hereof
before July 1st, 2011, as and when deemed necessary or appropriate.
2 Bureau Veritas July 2011

C HAPTER 6
C OMFORT ON B OARD (COMF)
Section 1 General Requirements

1 General 21
1.1 Application
1.2 Basic principles
1.3 Regulations, Standards
1.4 Definitions
1.5 Document to be submitted
2 Conditions of attribution 22
2.1 Measurements
2.2 Determination of comfort rating number
2.3 Measuring locations
3 Testing conditions 23
3.1 General
3.2 Harbour test conditions
3.3 Sea trial conditions
Section 2 Additional Requirements for Ships of Less than 65 m in Length

1 General 25
1.1 Application
2 COMF-NOISE 25
2.1 Measurement procedure
2.2 Noise levels
2.3 Sound insulation measurements
3 COMF-VIB 26
3.2 Vibration levels
Section 3 Additional Requirements for Cargo Ships Greater than or Equal to

65 m in Length
1 General 28
1.1 Application
2 COMF-NOISE 28
2.2 Noise levels
3 COMF-VIB 28
July 2011 Bureau Veritas 3

Section 4 Additional Requirements for Passenger Ships Greater than or
Equal to 65 m in Length
1 General 31
1.1 Application
2 COMF-NOISE 31
2.2 Noise levels
2.4 Impact measurements
3 COMF-VIB 33
Section 5 Additional Requirements for Yachts

1 General 35
1.1 Application
2 COMF-NOISE 35
2.2 Noise levels
2.4 Impact measurements
3 COMF-VIB 36
4 COMF + 37
4.1 Application
4.2 Data processing - Analysis
4.4 COMF + Sound insulation index
4.5 COMF + Impact index
4.6 COMF + Emergence
4.7 COMF + intermittent noise
4.8 COMF + intelligibility

C HAPTER 7
R EFRIGERATING I NSTALLATION S (REF)

1 General 41
1.1 Application
1.2 Temperature conditions
1.3 Definitions
2 Design criteria 42
2.1 Reference conditions
3 Documentation 42
3.1 Refrigerating installations
3.2 Controlled atmosphere installations
4 General technical requirements 42
4.1 Refrigeration of chambers
4.2 Defrosting
4.3 Prime movers and sources of power
4.4 Pumps
4.5 Sea connections
4.6 Refrigerating machinery spaces
4.7 Exemptions for small plants
4.8 Personnel safety
5 Refrigerated chambers 44
5.1 Construction of refrigerated chambers
5.2 Penetrations
5.3 Access to refrigerated spaces
5.4 Insulation of refrigerated chambers
5.5 Protection of insulation
5.6 Miscellaneous requirements
5.7 Installation of the insulation
5.8 Drainage of refrigerated spaces
6 Refrigerants 46
6.1 General
6.2 Rated working pressures
7 Refrigerating machinery and equipment 47
7.1 General requirements for prime movers
7.2 Common requirements for compressors
7.3 Reciprocating compressors
7.4 Screw compressor bearings
7.5 Pressure vessels
7.6 General requirements for piping
7.7 Accessories
7.8 Refrigerating plant overpressure protection
8 Specific requirements for direct and indirect refrigerating systems 49
8.1 Specific requirements for refrigerating systems
8.2 Specific requirements for air cooling systems and distribution and renewal of air
in cargo spaces

9 Instrumentation, alarm, monitoring 50
9.1 General
9.2 Instrumentation, alarm and monitoring arrangement
10 Material tests, inspection and testing, certification 51
10.1 Material testing
10.2 Shop tests
10.3 Pressure tests at the workshop
10.4 Thermometers and manometers
10.5 Shipboard tests
10.6 Defrosting system
Section 2 Additional Requirements for Notation REF-CARGO

1 General 53
1.1 Application
1.2 Refrigeration of cargo spaces
1.3 Heating
2 Refrigerated cargo spaces 53
2.1 Insulation
3 Instrumentation 53
3.1 Thermometers in cargo spaces
4 Additional requirements for AIR-CONT notation 54
4.1 General
4.2 Controlled atmosphere cargo spaces and adjacent spaces
4.3 Gas systems
4.4 Miscellaneous equipment
4.5 Gas detection and monitoring equipment
4.6 Instrumentation, alarm and monitoring arrangement
4.7 Safety
4.8 Tests and trials
5 Additional requirements for notations PRECOOLING and
QUICKFREEZE 59
5.1 General
5.2 Shipboard tests
Section 3 Additional Requirements for Notation REF-CONT

1 General 60
1.1 Application
2 Refrigerating plants supplying refrigerated air to containers 60
2.1 Definitions
2.2 Cold distribution
2.3 Equipment and systems
2.4 Thermometers
2.5 Workshop and shipboard inspections and tests
2.6 Temperature measuring and recording devices
2.7 Shipboard tests

3 Ships supplying electrical power to self-refrigerated containers 63
3.1 Electrical equipment
3.2 Installation of containers
Section 4 Additional Requirements for Notation REF-STORE

1 General 64
1.1 Application

C HAPTER 8
I CE C LASS (ICE)
Section 1 General
1 General 67
1.1 Application
1.2 Owner’s responsibility
2 Ice class draughts and ice thickness 67
2.1 Definitions
2.2 Draught limitations in ice
2.3 Ice thickness
3 Output of propulsion machinery 68
3.1 Required engine output for ICE CLASS IA SUPER, ICE CLASS IA,
ICE CLASS IB and ICE CLASS IC
Section 2 Hull and Stability

1 General 71
1.1 Application
1.2 Hull regions
1.3 Ice strengthened area
2 Structure design principles 72
2.1 General framing arrangement
2.2 Transverse framing arrangement
2.3 Bilge keels
3 Design loads 73
3.1 General
3.2 Ice loads
4 Hull scantlings 75
4.1 Plating
4.2 Ordinary stiffeners
4.3 Primary supporting members
5 Other structures 77
5.1 Application
5.2 Fore part
5.3 Aft part
5.4 Deck strips and hatch covers
5.5 Sidescuttles and freeing ports
6 Hull outfitting 78
6.1 Rudders and steering arrangements
6.2 Bulwarks

Section 3 Machinery
1 Requirements for propulsion machinery of the class notation
ICE CLASS IA SUPER, ICE CLASS IA, ICE CLASS IB and
ICE CLASS IC 80
1.1 Scope
1.2 Design ice conditions
1.3 Materials
1.4 Design loads
1.5 Design
1.6 Alternative design procedure
2 Requirements for propulsion machinery of ICE CLASS ID 89
2.1 Propulsion machinery performance
2.2 Ice torque
2.3 Propellers
2.4 Shafting
3 Miscellaneous requirements 91
3.1 Sea inlets, ballast systems and cooling water systems of machinery
3.2 Steering gear
3.3 Fire pumps
3.4 Transverse thrusters

C HAPTER 9
P OLLUTION P REVENTION (CLEANSHIP)

1 Scope and application 95
1.1 General
1.2 Applicable rules and regulations
2 Definitions and abbreviations 96
2.1 Definitions related to sea pollution
2.2 Definitions related to air pollution
2.3 Abbreviations
3 Documents to be submitted and applicable standards 97
3.1 Documents to be submitted
3.2 Modifications and additions
Section 2 Design Requirements for the Notations CLEANSHIP and

CLEANSHIP SUPER
1 General 102
1.1 Application
2 Design requirements for the additional class notation CLEANSHIP 102
2.1 Waste management
2.2 Oily wastes
2.3 Wastewaters
2.4 Garbage and hazardous wastes
2.5 Hull antifouling systems
2.6 Prevention of pollution by oil spillage and leakage
2.7 Refrigeration systems
2.8 Fire-fighting systems
2.9 Emission of nitrogen oxides (NOx)
2.10 Emission of sulphur oxides (SOx)
3 Additional design requirements for the additional class
notation CLEANSHIP SUPER 108
3.1 Waste minimization and recycling program
3.2 Protection against oil pollution in the event of collision or grounding
3.3 Prevention of air pollution
3.4 Monitoring and recording systems
Section 3 Design Requirements for the Pollution Prevention Notations other

than CLEANSHIP and CLEANSHIP SUPER
1 General 109
1.1 Application

2 Additional class notation AWT 109
2.1 Scope
2.2 Definitions and abbreviations
2.3 Design of the AWT plant
3 Additional class notation BWE 110
3.1 Scope
3.2 Design requirements
4 Additional class notation BWT 110
4.1 Scope
4.2 Design and installation requirements
5 Additional class notation GWT 110
5.1 Scope
5.2 Design of the grey water treatment plant
6 Additional class notation NDO-x days 111
6.1 Scope
7 Additional class notation NOX-x% 111
7.1 Scope
8 Additional class notation OWS-x ppm 112
8.1 Scope
9 Additional class notation SOX-x% 112
9.1 Scope
Section 4 Onboard Surveys

1 Application 113
1.1
2 Periodical tests and measurements done by the shipowner 113
2.1 General
2.2 Initial period
2.3 Periodical tests after first year of service
3 Periodical surveys 114
3.1 Initial survey
3.2 Periodical survey

C HAPTER 10
O THER A DDITIONAL C LASS N OTATIONS
Section 1 Strengthened Bottom (STRENGTHBOTTOM)

1 General 117
1.1 Application
1.2 General bottom arrangement
2 Primary supporting members arrangement 118
2.1 Ships with a longitudinally framed bottom
2.2 Ships with a transversely framed bottom
3 Bottom scantlings 118
3.1 Plating
3.3 Primary supporting members
Section 2 Grab Loading (GRABLOADING)

1 General 119
1.1 Application
2 Scantlings 119
2.1 Inner bottom plating
Section 3 In-Water Survey Arrangements (INWATERSURVEY)

1 General 120
1.1 Application
1.2 Documentation to be submitted
2 Structure design principles 120
2.1
3 Sea inlets and cooling water systems of machinery 120
3.1
Section 4 Single Point Mooring (SPM)

1 General 121
1.1 Application
2 Documentation 121
2.1 Documentation for approval
2.2 Documentation for information

3 General arrangement 121
3.1 General provision
3.2 Typical layout
3.3 Equipment
4 Number and safe working load of chain stoppers 122
4.1 General
5 Mooring components 122
5.1 Bow chain stopper
5.2 Bow fairleads
5.3 Pedestal roller fairleads
5.4 Winches or capstans
6 Supporting hull structures 124
6.1 General
7 Strength criteria 124
7.1 General
Section 5 Container Lashing Equipment (LASHING)

1 General 125
1.1 Application
1.2 Documents to be kept on board
1.3 Materials
2 Arrangement of containers 125
2.1 General
2.2 Stowage in holds using removable cell guides
2.3 Stowage under deck without cell guides
2.4 Stowage on exposed deck
2.5 Uniform line load stowage on deck or hatch covers
3 Procedure for the assignment of the notation 128
3.1 Approval of the mobile lashing equipment
3.2 Type tests
3.3 Inspection at works of the mobile lashing equipment
3.4 Reception on board of the mobile lashing equipment
4 Forces applied to containers 129
4.1 General
4.2 Definitions
4.3 Still water and inertial forces
4.4 Wind forces
4.5 Forces imposed by lashing and securing arrangements
4.6 Buoyancy force
5 Determination of loads in lashing equipment and in container frames 133
5.1 Calculation hypothesis
5.2 Distribution of forces
5.3 Containers only secured by locking devices
5.4 Containers secured by means of lashings or buttresses
5.5 Stiffnesses

6 Strength criteria 134
6.1 Permissible loads on containers
6.2 Permissible loads induced by lashing on container corners
6.3 Permissible loads on lashing equipment
6.4 Permissible stresses on cell guides
Section 6 Dynamic Positioning (DYNAPOS)

1 General 136
1.1 Application
1.2 Definitions
1.3 Dynamic positioning sub-systems
1.4 Additional and optional class notation
1.5 Installation survey during construction
1.6 List of documents to be submitted
2 Performance analysis 137
2.1 General
2.2 Condition of analysis
2.3 Modelling and simulations
2.4 Risk analysis
3 Equipment class 139
3.1 General
3.2 Equipment class according to single failure
4 Functional requirements 139
4.1 General
4.2 Power system
4.3 Monitoring of the electricity production and propulsion
4.4 Thruster system
4.5 Thruster control
4.6 Thruster monitoring and protection
4.7 DP Control system
4.8 Computers
5 Position reference system 143
5.1 General
5.2 Arrangement and performance of reference systems
5.3 Type of position reference system
5.4 Other reference systems
5.5 Vessel sensors
6 Installation requirements 144
6.1 Cables and piping systems
6.2 Thruster location
7 Operational requirements 146
7.1 General
8 Tests and trials 146
8.1 Inspection at works
8.2 Trials

9 Environmental station keeping index ESKI 146
9.1 Definition
9.2 Environmental conditions
9.3 Condition of ESKI estimation
9.4 Documentation to be submitted and example
Section 7 Vapour Control System (VCS)

1 General 148
1.1 Application
1.2 Definitions
2 Vapour system 148
2.1 General
2.2 Vapour manifold
2.3 Vapour hoses
2.4 Vapour overpressure and vacuum protection
3 Instrumentation 151
3.1 Cargo tank gauging equipment
3.2 Cargo tank high level alarms
3.3 Cargo tank overfill alarms
3.4 High and low vapour pressure alarms
4 Instruction manual 151
4.1 General
4.2 Content
5 Testing and trials 152
5.1
5.2 Shipboard trials
6 Additional requirements for notation “TRANSFER” 152
6.1 Application
6.2 Equipment
Section 8 Cofferdam Ventilation (COVENT)

1 General 153
1.1 Application
2 Design and construction 153
2.1 Arrangement
2.2 Other technical requirements
3 Inspection and testing 154
3.2 Testing on board

Section 9 Centralised Cargo and Ballast Water Handling Installations
(CARGOCONTROL)
1 General 155
1.1 Application
2 Design and construction requirements 155
2.1 Control station
2.2 Remote control, indication and alarm systems
3 Inspection and testing 156
Section 10 Ship Manoeuvrability (MANOVR)

1 General 157
1.1 Application
1.2 Manoeuvre evaluation
2 Definitions 157
2.1 Geometry of the ship
2.2 Standard manoeuvres and associated terminology
3 Requirements 158
3.1 Foreword
3.2 Conditions in which the requirements apply
3.3 Criteria for manoeuvrability evaluation
4 Additional considerations 158
4.1 Trials in different conditions
4.2 Dynamic instability
Section 11 Cold Weather Conditions COLD (H tDH, E tDE)

1 General 159
1.1 Application
1.3 Testing
2 Hull and stability 160
2.1 Hull
2.2 Stability
3 Machinery installations 160
3.1 General
3.2 Principles
4 Electrical installations 162
4.1 General
4.2 System design
4.3 Protection

5 Additional requirements 163
5.1 Special equipment
Section 12 Efficient Washing of Cargo Tanks (EWCT)

1 General 164
1.1 Application
2 Design requirements 164
2.1 Cargo tanks
2.2 Cargo piping system
2.3 Cargo tank cleaning system
Section 13 Protected FO Tanks (PROTECTED FO TANKS)

1 General 165
1.1 Application
1.2 Definitions
2 Design requirements 165
2.1 Distance from the bottom shell plating
2.2 Distance from the side shell plating
2.3 Oil fuel piping lines
2.4 Suction wells
Section 14 Increased Admissible cargo Tank Pressure (IATP)

1 Application 167
1.1 Ships covered by this section
1.2 Scope
2 Documentation to be submitted 167
2.1 Drawings and documents to be submitted to the Society
3 Definitions 167
3.1
4 General design requirements 167
4.1 Ship design
4.2 Cargo tanks pressure relieving system
4.3 Boil-off gas management system
5 Control, monitoring and safety systems 168
5.1 Cargo tanks pressure alarms
5.2 Indication of the cargo tanks pressure setting
6 Other 169
6.1 Shop and gas trials
6.2 Ship to ship transfer

Section 15 Enhanced Fire Protection for Cargo Ships and Tankers (EFP-AMC)
1 General 170
1.1 Application
2 Protection of accommodation spaces (EFP-A) 170
2.1 Application
2.2 Prevention of fire
2.3 Detection and alarm
2.4 Containment of fire
2.5 Escape
3 Protection of machinery spaces (EFP-M) 171
3.1 Application
3.2 Machinery spaces general arrangement
3.3 Detection and alarm
3.4 Ventilation system
3.5 Local application system
3.6 Escape
3.7 Centralized fire control station
4 Protection of cargo decks and cargo spaces (EFP-C) 171
4.1 Cargo ships
4.2 Ro-ro cargo ships
4.3 Oil tankers, FLS tankers and chemical tankers
4.4 Liquefied gas carriers
Section 16 SINGLEPASSLOADING
1 General 174
1.1 Application
1.2 Definitions
2 Documentation to be submitted 174
2.1 Design loading rate
2.2 Loading sequences
2.3 Hold mass curves
3 Loading instrument and alternative loading 175
3.1 Loading instrument
3.2 Alternative loading
4 Hull requirements 175
4.1 General
4.2 Hull structure
4.3 Control and monitoring
5 System requirements 175
5.1 General
5.2 Ballast piping
5.3 Control and monitoring

Part E
Service Notations
Chapter 6
COMFORT ON BOARD (COMF)
SECTION 1 GENERAL REQUIREMENTS
SECTION 2 ADDITIONAL REQUIREMENTS FOR SHIPS OF LESS THAN 65 M IN

LENGTH
SECTION 3 ADDITIONAL REQUIREMENTS FOR CARGO SHIPS GREATER

THAN OR EQUAL TO 65 M IN LENGTH
SECTION 4 ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS

GREATER THAN OR EQUAL TO 65 M IN LENGTH
SECTION 5 ADDITIONAL REQUIREMENTS FOR YACHTS

Symbols used in this Chapter
NCR : Normal continuous rating of the propulsion

MCR : Maximum continuous rating of the propulsion
dB : Decibel, unit of sound pressure level compared
to the reference pressure level (2 10-5 Pa)
dB(A) : (A) weighted global value of the sound pressure
level
octave band: Frequency space limited by a given frequency
and twice this frequency. Third (1/3) octave
band corresponds to a frequency space of 1/3
octave. Octave and thirds bands used in acous-
tics are standard bands (IEC).

Pt E, Ch 6, Sec 1
1 General 1.2 Basic principles
1.2.1 Granting of the comfort grade is made on the basis of

1.1 Application measurements performed by, or under supervision of an
acoustic and vibration specialist from the Society during
1.1.1 The additional class notation COMF is assigned, in building stage, sea trials or in service. However, measure-
accordance with Pt A, Ch 1, Sec 2, [6.7] to the following ments may be performed by another acoustic and vibration
ships: specialist from external company provided that this special-
• Ships of less than 65 m in length between perpendicu- ist has duly obtained the relevant delegation from the Soci-
lars (such as fishing ships, tugs, small passenger ships ety.
excluding yachts and pleasure crafts)
1.2.2 These Rules take into account various International
• Cargo ships of 65 m in length between perpendiculars Standards, and are deemed to preserve their general princi-
and upward (such as tankers, container ships, large fish- ples.
ing vessels...)
• Passenger ships of 65 m in length between perpendicu- 1.3 Regulations, Standards
lars and upward (such as cruise ships, ferries of 65 m in
length and upward...) 1.3.1 Noise
• Yachts. The following standards refer to the edition in force for the
noise
The notation COMF is to be completed as follows:
• IMO Resolution A.468 (XII), "Code on noise levels
• COMF-NOISE x: Comfort with regard to noise criteria onboard ships"
applicable to specified ship category
• ISO 2923, "Acoustics - Measurements of noise on board
with x = 1, 2 or 3, "1" corresponding to the most com- vessels"
fortable level for both passenger and crew spaces
• ISO 31/VII, "Quantities and units of acoustics"
• COMF-VIB x: Comfort with regard to vibration criteria
• IEC Publication 61672, "Electroacoustics-Sound level
applicable to specified ship category
meters"
with x = 1, 2 or 3, the overall frequency weighted r.m.s.
• IEC Publication 61260, "Octave, half-octave and third
velocity criteria, "1" corresponding to the most comfort-
octave band filters”
able level for both passenger and crew spaces, or
• IEC Publication 60942, "Electroacoustics - Sound cali-
with x = 1PK, 2PK or 3PK, for the single amplitude peak
brators"
velocity criteria, "1PK" corresponding to the most com-
fortable level for both passenger and crew spaces. • ISO 140, "Acoustics - Measurements of sound insulation
in buildings and of building elements", namely:
The requirements corresponding to those additional class
- Part 4, "Field measurements of airborne sound insu-
notations are given in Ch 6, Sec 2 to Ch 6, Sec 5 for each
lation between rooms"
concerned ship type.
- Part 7, "Field measurements of airborne impact insu-
The assignment of COMF-NOISE and COMF-VIB can be lation of floors"
done separately for passenger and crew spaces.
- Part 13, "Guidelines"
• COMF Pax deals with passenger comfort:
- Part 14, "Guidelines for special situation in the field"
COMF-NOISE-Pax x and COMF-VIB-Pax x may be
granted accordingly with different grades • ISO 717, "Acoustics - Rating of sound insulation in
buildings and of building elements", namely:
• COMF Crew deals with crew comfort:
- Part 1, "Airborne sound insulation in buildings and
COMF-NOISE-Crew x and COMF-VIB-Crew x may be interior elements"
granted accordingly with different grades.
- Part 2, "Impact sound insulation"
1.1.2 High speed crafts which do not have the same kind of • IEC Publication 60268-16, "Sound system equipment -
behaviour in the concerned fields (vibrations and noise) are Part 16: Objective rating of speech intelligibility by
not covered by these Rules. speech transmission index".

Pt E, Ch 6, Sec 1
1.3.2 Vibration Table 1 : Documents to be submitted

The following standards refer to the edition in force for the N0 A/I Document
vibration
1 I General arrangements
• ISO 2041, "Vibration and shock - Vocabulary" 2 A List of measuring points:
• noise level at harbour conditions (yacht only)
• ISO 6954:1984, "Mechanical vibration and shock -
• noise level at sea conditions
Guidelines for the overall evaluation of vibration in mer-
• vibration level at sea conditions
chant ships"
• insulation measurements
• ISO 6954:2000, "Mechanical vibration - Guidelines for • impact measurements
measurements, reporting and evaluation of vibration 3 A Measurement program:
with regard to habitability on passenger and merchant • loading conditions
ships" • propulsion operating conditions
• ISO 2631, "Mechanical vibration and shock- Evaluation • other equipment to be run
of human exposure to whole-body vibration" • weather conditions
• measuring instruments
• ISO 8041, "Human response to vibration - Measuring A = to be submitted for approval
instrumentation". I = to be submitted for information
1.4 Definitions 2 Conditions of attribution
1.4.1 In addition to the definitions given by IMO for crew 2.1 Measurements
spaces and SOLAS for passenger spaces, the following defi-
nitions are used in the present Chapter for the concerned 2.1.1 Measurements aiming at giving the comfort class
ships: notation have to be performed under the conditions speci-
fied in [3].
• Passenger public spaces
2.1.2 Instrumentation
- Type A public space
a) General
closed rooms normally manned at sea or recrea- Measurement and calibration equipments are to comply
tional spaces where noise is generally high (disco- with ISO 2923, IEC 61672, IEC 61260 and IEC 60942
theques) for noise, and ISO 6954 and ISO 8041 for vibration.
- Type B public space b) Noise measurements
closed rooms permanently manned at sea where The instrumentation has to be calibrated in situ, before
noise may be moderately high (restaurants, bars, and after the tests.
cinemas, casinos, lounges) c) Vibration measurements
- Type C public space The instrumentation has to include at least a transducer

(accelerometer or velocity transducer) with an appropri-
closed rooms permanently manned at sea requiring ate amplifier, and a FFT analyser. The instrumentation
relatively low background noise (lecture rooms, has to be calibrated in situ, before and after the tests.
libraries, theatres) Should the vibration measurements be performed on a
soft floor, the use of a tripod mount is recommended.
- Type D public space
2.1.3 Data processing - Analysis
closed rooms intermittently used at sea or passages
which do not require very low background noise a) For noise level
(halls, atriums, shops, corridors, staircases, sport Results have to be given on a table in global values
rooms, gymnasiums) (dB(A)).
• Passenger cabins b) For vibration level
The criteria of vibration is to be expressed either in
- Cabins are dealt with separately. Distinction
terms of overall frequency-weighted r.m.s. velocity
between passenger cabins categories is to be made
(mm/s) from 1 to 80Hz as defined by ISO 6954:2000, or
on the basis of Owner's specifications.
single frequency amplitude peak velocity from 1Hz to
100Hz as defined by ISO 6954:1984 with a conversion
1.5 Document to be submitted factor CF = 1, wich leads to:
crest factor = CF × 2
1.5.1 Prior to any sea trials, documents are to be submitted
in relation with ship categories listed in Tab 1. Maximum repetitive value = 2 × rm s value

Pt E, Ch 6, Sec 1
c) For sound insulation 2.3 Measuring locations

Sound insulation measurement is to be carried out
according to ISO 140-4, ISO 140-13 and ISO 140-14. 2.3.1 The list of measuring points is to be prepared prior to
the tests (see [1.5.1]). This list is to be approved by the Soci-
d) For impact noise ety and may be adjusted during the tests. Measurements
Impact measurement is to be carried out according to may be performed in locations such as corridors, sanitary
ISO 140-7 and ISO 140-13. spaces, when noise and vibration levels subjectively seem
excessive.
2.1.4 When it is not possible for the Society to follow or to
do all the required measurements, spot-check is to be per-
3 Testing conditions
formed by, or under the supervision of the Society. This
spot-check consists of a cross-comparison between:
3.1 General
• a sample of at least 10% of the measurements provided
by the shipyard/external specialist (see [2.1.4], Note 1), 3.1.1 This Article gives the conditions to be fulfilled during
• and the corresponding readings obtained during the measurements. Additional details of these conditions may
spot-check measurements. be taken from International Standards, respectively:
• IMO Resolution A.468 (XII), ISO 2923 for noise
This procedure enables the validation of the entire set of
measurements provided by the shipyard/external specialist. • ISO 6954 for vibrations.
Note 1: The maximum deviations allowed during the cross-com- 3.1.2 Prior to the tests, possible divergence on the required
parison are 2 dB(A) for noise measurements and 0,5 mm/s for vibra-
conditions may be accepted by the Society. If any, it is to be
tion measurements for both single amplitude peak velocity and
overall frequency weighted rms readings.
clearly mentioned in the report.
3.1.3 The measurement program, has to be approved

2.2 Determination of comfort rating number before the trials (see [1.5.1]). During the tests, some addi-
tional measurements may be decided upon request of the
2.2.1 The notation is completed by a grade 1, 2 or 3 which Society.
represents the comfort level achieved for the assignment of
the notation, the grade 1 corresponding to the most com- 3.1.4 During measurements, especially for noise, rooms
fortable (highest) class notation. have to be preferably fully completed (outfitting, furniture,
Regarding vibration, the notation is completed either by a covering...). Measurements may be performed even in an
grade 1, 2 or 3 or by a grade 1PK, 2PK or 3PK according to unfinished state, which generally suppose better final results.
the vibration criteria used for the assessment.
3.2 Harbour test conditions
2.2.2 Measurements are to be carried out by or under
supervision of the Society. 3.2.1 Part of the noise measurement tests may be con-
ducted at quay or at anchorage (impact noises, determina-
2.2.3 Levels are measured in several locations of each tion of insulation indexes between rooms). For these
space of the ship. The granted comfort class grade is given specific tests, no particular conditions concerning output,
on condition that none of the measured levels exceeds the loading conditions, water depth, weather conditions are
corresponding requested limits. required.
A tolerance on noise levels may be accepted but shall not
exceed the following maximum values: 3.3 Sea trial conditions
• 3 dB(A) for 18% of all cabins and 5 dB(A) for 2% of all
cabins (with a minimum of 1 cabin). 3.3.1 During the sea trials, propeller output has to corre-
spond to the operating conditions specification of the ship.
• 3 dB(A) for 25% of measuring points and 5 dB(A) for 5% In particular, ships which are frequently operated by mean
of measuring points, in other spaces. of a Dynamic Positioning system (DP system) may require
• 1 dB for 20% of apparent weighted sound reduction additional measurements to be performed in DP mode.
indexes R'w and impact noise indexes L'n,w and 2 dB
for 10% of apparent weighted sound reduction indexes 3.3.2 Any other frequently used equipment (more than 1/3
R'w and impact noise indexes L'n,w (with a minimum of the time at sea) is to be run at its normal operating condi-
of 1 partition or floor). tions (If practicable). The list of machine and equipment to
be run during the tests is, at least, to include (if present) the
A tolerance on vibration levels may be accepted but shall following:
not exceed the following maximum values: • generating sets
• 0,3 mm/s for 20% of measuring points in all passenger • air conditioning and machinery ventilation
and crew spaces for overall frequency weighted r.m.s.
• evaporators
velocity criteria
• anti rolling devices
• 0,5 mm/s for 20% of measuring points in all passenger
and crew spaces for single amplitude peak velocity cri- • compressors, chillers
teria. • cold rooms

Pt E, Ch 6, Sec 1
• waste treatment units 3.3.4 Tests have to be conducted in sea and weather condi-
• swimming pool with pumps tion 3 or less. Measurements carried out with worst weather
conditions may be accepted at the sight of the results.
• jacuzzi and thalassotherapy equipment
• laundry with the entire equipment running: drying (spin 3.3.5 The tests have to be performed in deep water, with a
dryer or tumble dryer) and washing machines (for meas- water depth greater than 5 times the mean draft. However,
urements inside laundry, equipment is to be stopped). for ships usually operating in coastal waters, measurements
may be taken with conditions corresponding to normal
3.3.3 Standard test conditions correspond to the loading service conditions.
condition defined for sea trials. Nevertheless, for cargo
ships which are operated over a wide range of drafts, the 3.3.6 Ship course has to be kept constant, with rudder
readings may significantly differ from test condition to angle less than 2 degrees portside or starboard, for the dura-
another loading condition. Should this particular case tion of the measurement. If ship manoeuvring is needed,
occur, additional measurements may be required. measurements must be stopped until recovery of heading.

Pt E, Ch 6, Sec 2
SECTION 2 ADDITIONAL REQUIREMENTS FOR SHIPS OF

LESS THAN 65 M IN LENGTH
1 General On open deck, measurements are to be taken at 2 m at

least from the existing noise sources (e.g. inlet/outlet of
ventilation).
1.1 Application
Noise is to be measured in all accommodation spaces
1.1.1 The requirements of this Section are applicable to the (cabins, mess rooms, offices) in the navigation bridge
assignment of the additional requirements for ships of less and in the engine control room, if any. On passenger
than 65 m in length. They are additional to the applicable ships having relatively large public rooms (salons or res-
requirements of Ch 6, Sec 1. taurants), noise measurements are to be carried out in
different locations (to get a representative description of
2 COMF-NOISE the noise), each measuring points covering less than
20 m2.
2.1 Measurement procedure b) Sound insulation measurements
2.1.1 Measuring conditions The selection of insulation measuring locations is to be
Tests have to be conducted in the conditions described in representative of the different types of insulation pro-
Ch 6, Sec 1, [3.3]. Air conditioning is to be in normal oper- vided in Tab 2 and Tab 3 (a minimum of one measure-
ation. Doors and windows have to be closed, unless they ment of each type is required).
have to be kept open in normal use.
It may happen that the measurements cannot be performed 2.2 Noise levels
with machinery equipments, Hvac and machinery ventila-
tion in normal operation (as defined in Ch 6, Sec 1, [3.3]). 2.2.1 Noise levels in standard spaces defined in Ch 6, Sec
In such case, additional measurements should be done at 1, [1.4] and corresponding to the noise grade x are pro-
quay and taken into account in the final results. vided in Tab 1.
2.1.2 Measuring positions Noise levels described in IMO Resolution A.468 (XII) are
applicable for all locations unlisted in Tab 1.
a) Noise measurements
Measurements are to be taken at a height between 1,2
and 1,6 m from the deck and at a distance above 1,0 m 2.3 Sound insulation measurements
from any boundary surface of the room. In cabins and
offices, one measurement will be performed in the mid- 2.3.1 Between two adjacent accommodation spaces,
dle of the space. Additional measurements should be acoustic insulation has to satisfy the requirements given in
performed in other locations if appreciable sound level Tab 2 and Tab 3. Measurements are to be performed in situ,
differences inside the room occur. ship at quay or at anchorage.
Table 1 : Noise levels
Noise levels, in dB (A)

Locations (1) grade = 1 grade = 2 grade = 3
Wheelhouse 63 64 65
Passenger Cabins 50 54 58
Crew Cabins 55 58 60
Public spaces (type B), mess rooms 60 63 65
Passages and type D spaces 65 68 72
Engine control room 74 77 80
Open public areas 70 73 75
Other workspaces IMO resolution A 468 (XII)
(1) For the meaning of public room type A to type D, refer to Ch 6, Sec 1, [1.3.1]

Pt E, Ch 6, Sec 2
Table 2 : Apparent weighted sound reduction indexes 3.1.2 Measuring positions

R’w in dB for passenger areas Measurements are to be taken in vertical direction. In cab-
ins, offices or other small size rooms, measurements are to
Locations grade = 1 grade = 2 grade = 3 be taken on the floor in the centre of the room. For larger
Cabin to cabin 40 38 36 rooms, several measuring points may be required and are to
Corridor to cabin 38 36 34 be chosen according to the local structure (measurements
of the different existing types of stiffened panels).
Stairs to cabin 50 50 50
Public spaces to cabin 53 50 48 Vibrations are to be measured in all accommodation spaces
(cabins, mess rooms, offices) in the navigation bridge and in
the engine control room, if any. On passenger ships having
Table 3 : Apparent weighted sound reduction indexes
relatively large public rooms (salons or restaurants), vibra-
R’w in dB for crew areas
tion measurements are to be carried out in different loca-
tions (to get a representative description of the vibration),
Locations grade = 1 grade = 2 grade = 3
each measuring points covering less than 20 m2.
Cabin to cabin 37 33 30
In addition to vertical direction, measurements in transverse
Corridor to cabin 35 32 30
and longitudinal directions are to be performed on one
Stairs to cabin 35 32 30 point of each deck.
Public spaces to cabin 45 45 45
3 COMF-VIB
3.2.1 Vibration levels corresponding to the grade x are pro-
vided in Tab 4 in accordance to ISO 6954 - 2000 (the limits
listed below are applicable for any directions).
3.1.1 Measuring conditions
3.2.2 Vibration levels corresponding to the grade x are pro-
Tests are to be conducted under the conditions described in vided in Tab 5 and Tab 6 in accordance to ISO 6954 - 1984
Ch 6, Sec 1, [3.3]. (the limits listed below are applicable for any directions).
Table 4 : Overall frequency weighted r.m.s. vibration levels
Vibration velocity (mm/s) values from 1 Hz to 80 Hz

Wheelhouse 3,5 4 4,5
Passenger Cabins
3 3,5 4
Crew Cabins
Public spaces (type B), mess rooms (1)
3 4 5
Passages and type D spaces (1)
Other workspaces 4 6 6
(1) For the definition of type A to type D public spaces, refer to Ch 6, Sec 1, [1.4.1].
Table 5 : Single amplitude peak vibration levels from 5 Hz to 100 Hz
Vibration velocity (mm/s peak) values from 5 Hz to 100 Hz

Locations grade = 1PK grade = 2PK grade = 3PK
Wheelhouse 3 4 5
Passenger Cabins
2 2,5 3
Crew Cabins
Public spaces (type B) , mess rooms (1)
3 3,5 4

Pt E, Ch 6, Sec 2
Acceleration (mm/s2 peak) values from 1 Hz to 5 Hz

Wheelhouse 96 125 157
Passenger Cabins
64 80 96
Crew Cabins
Public spaces (type B), mess rooms (1)
96 111 125

Pt E, Ch 6, Sec 3
SECTION 3 ADDITIONAL REQUIREMENTS FOR CARGO SHIPS

1 General accommodation area, noise levels are to be measured

in each adjacent room. For large rooms exceeding
20 m2 (mess rooms, recreation rooms...), noise measure-
1.1 Application
ments are to be performed every 20 m2.
1.1.1 The requirements of this Section are applicable to the b) Sound insulation measurements
assignment of the additional requirements for cargo ships
greater than or equal to 65 m in length. They are additional The selection of insulation measuring locations is to be
to the applicable requirements of Ch 6, Sec 1. representative of the different types of insulation pro-
vided in Tab 1 (a minimum of one measurement of each
type is required).
2 COMF-NOISE
2.2 Noise levels
2.2.1 Noise levels in standard spaces defined in Ch 6, Sec
2.1.1 Measuring conditions 1, [1.4] and corresponding to the noise grade x are pro-
Tests are to be conducted in the conditions described in Ch vided in Tab 2.
6, Sec 1, [3.3]. Air conditioning is to be in normal opera- Noise levels described in IMO Resolution A.468 (XII) are
tion. Doors and windows are to be closed, unless they are
applicable for all locations unlisted in Tab 2.
to be kept open in normal use.
It may happen that the measurements cannot be performed 2.3 Sound insulation measurements
tion in normal operation (as defined in Ch 6, Sec 1, [3.3]).
2.3.1 Between two adjacent accommodation spaces,
In such case, additional measurements should be done at
acoustic insulation is to satisfy the requirements given in
quay and taken into account in the final results.
Tab 1. Measurements are to be performed in situ, ship at
quay or at anchorage.
2.1.2 Measuring positions
a) Noise measurements Table 1 : Apparent weighted sound reduction indexes

R’w in dB for crew areas
Measurement are to be taken at a height between 1,2
and 1,6 m from the deck and at a distance above 1,0 m
from any boundary surface of the room. In cabins and Locations grade = 1 grade = 2 grade = 3
offices, one measurement will be performed in the mid-
dle of the space. Additional measurements should be Cabin to cabin 37 33 30
performed in other locations if appreciable sound level Corridor to cabin 35 32 30
differences inside the room occur.
On open deck, measurements are to be taken at 2 m at Public spaces to cabin 45 45 45
least from the existing noise sources (e.g. inlet/outlet of
ventilation).
3 COMF-VIB
In the areas corresponding to “Navigation spaces”, “Ser-
vice spaces” and “Work spaces” as described in IMO
Resolution A.468 (XII), measurements are to be taken on 3.1 Measurement procedure
each deck, with three measuring points in the naviga-
tion bridge deck (centre line and both sides). In addi- 3.1.1 Measuring conditions
tion, measurements are to be carried out in a minimum
of 60% of the rooms on each cabins deck (including Tests are to be conducted under the conditions described in
hospital). When the engine casing is integrated in the Ch 6, Sec 1, [3.3].

Pt E, Ch 6, Sec 3

Wheelhouse 60 63 65
Radio room (1) 55 57 60
Cabins 52 55 60
Offices 57 60 65
Public spaces, mess rooms 57 60 65
Hospital 55 58 60
Engine control room (2) 70 73 75
Open recreation areas (3) 70 73 75
Galleys (2) 70 73 76
Workshops (2) 85 85 85
Alleyways, staircases and passages in crew areas 70 73 75
(1) Equipment switched on but not emitting.
(2) Equipment switched on but not processing.
(3) Measurement carried out with 3 Beaufort or less, with a windscreen microphone protection
3.1.2 Measuring positions In addition to vertical direction, measurements in transverse

Measurements are to be taken in vertical direction. In cab-
point on each deck.
ins, offices or other small size rooms, measurements are to
be taken on the floor in the centre of the room. For larger
rooms, several measuring points may be required and are to 3.2 Vibration levels
be chosen according to the local structure (measurements
of the different existing types of stiffened panels). 3.2.1 Vibration levels corresponding to the vibration grade
x are provided in Tab 3 in accordance to ISO 6954 - 2000
In the areas corresponding to “Navigation spaces”, “Service (the limits listed below are applicable for any directions).
spaces” and “Work spaces”, measurements are to be taken
on each deck, with three measuring points in the navigation 3.2.2 Vibration levels corresponding to the vibration grade
bridge deck (centre line and both sides). In addition, mea- x are provided in Tab 4 and Tab 5 in accordance to ISO
surements are to be carried out in a minimum of 60% of the 6954 - 1984 (the limits listed below are applicable for any
rooms on each cabins deck (including hospital). directions).
Table 3 : Overall frequency weighted r.m.s vibration levels

Wheelhouse
3,0 3,3 3,5
Radio room
Cabins 2,8 3,0 3,2
Offices 3,0 3,5 4,0
Public spaces, mess rooms 3,0 3,5 4,0
Hospital 2,8 3,0 3,2
Engine control room 4,0 5,0 6,0
Open recreation areas − − −
Galleys
5,0 5,5 6,0
Workspaces
Alleyways, staircases and passages in crew areas 5,0 5,5 6,0

Pt E, Ch 6, Sec 3

Wheelhouse
2,0 3,0 4,0
Radio room
Cabins 3,0 3,5 4,0
Offices 3,0 4,0 5,0
Public spaces, mess rooms 3,0 3,5 4,0
Galleys
5,0 5,5 6,0
Workspaces

Wheelhouse
64 96 125
Radio room
Cabins 96 111 125
Offices 96 125 157
Public spaces, mess rooms 96 111 125
Hospital 64 96 125
Galleys
157 172 188
Workspaces

Pt E, Ch 6, Sec 4
SECTION 4 ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS

1 General • From the front bulkhead of the casing to the fore end
of the ship:
1.1 Application - minimum of 15% of cabins,
1.1.1 The requirements of this Section are applicable to the - all public spaces and open decks.
assignment of the additional requirements for passenger For large public rooms (lounges, restaurants…) mea-
ships greater than or equal to 65 m in length. They are addi- surements are to be carried out in different loca-
tional to the applicable requirements of Ch 6, Sec 1. tions, each measuring point covering less than100
m2.
2 COMF-NOISE Note 1: The Society may accept a lower number of measuring
points or a modification of the points distribution for specific
2.1 Measurement procedure cases.
2.1.1 Measuring conditions b) Sound insulation measurements
Tests have to be conducted in the conditions described in The selection of insulation measuring locations is to be
Ch 6, Sec 1, [3.3]. Air conditioning is to be in normal oper- representative of the different types of insulation pro-
ation. Doors and windows have to be closed, unless they vided in Tab 1 and Tab 2 (a minimum of two measure-
have to be kept open in normal use. ments of each type is required).
It may happen that the measurements cannot be performed c) Impact measurements
tion in normal operation (as defined in Ch 6, Sec 1, [3.3]). The selection of impact measuring locations is to be rep-
In such case, additional measurements should be done at resentative of the different deck coverings implemented
quay and taken into account in the final results. on the ship (a minimum of two measurements of each
deck covering is required).
a) Noise measurements 2.2 Noise levels
and 1,6 m from the deck and at a distance above 1,0 m 2.2.1 Noise levels in standard spaces defined in Ch 6, Sec
from any boundary surface of the room. In cabins and 1, [1.4] and corresponding to the noise grade x are pro-
offices, one measurement will be performed in the mid- vided in Tab 3.
dle of the space. Additional measurements should be
performed in other locations if appreciable sound level Noise levels described in IMO Resolution A.468 (XII) are
differences inside the room occur. applicable for all locations unlisted in Tab 3.
On open decks, measurements are to be taken at 2 m at
least from the existing noise sources (e.g. inlet/outlet of 2.3 Sound insulation measurements
ventilation).
In cabins, measurements are to be carried out at the 2.3.1 Between two adjacent accommodation spaces,
centre of the cabin. acoustic insulation has to satisfy the requirements given in
Tab 1 and Tab 2. Measurements are to be performed in situ,
In order to define the location and number of measuring
points, the length of the ship is divided in two parts: ship at quay or at anchorage.
• From the aft part of the ship to the front bulkhead of

the casing: 2.4 Impact measurements
- minimum of 35% of cabins,
2.4.1 A weighted normalised impact sound pressure level
- all public spaces and open decks. L’n,w is to be kept below 50 dB for the cabins. It is to be
For large public rooms (lounges, restaurants…) mea- increased to 60 dB for cabins below decks covered with
surements are to be carried out in different loca- hard materials (wood, marble, tiles, etc). For cabins located
tions, each measuring point covering less than 50 below sport rooms or dance floors, this value is to be kept
m2. below 45 dB.

Pt E, Ch 6, Sec 4
Table 1 : Apparent weighted sound reduction indexes R’w in dB for passenger areas

Cabin to cabin (top level) 45 42 40
Cabin to cabin (standard) 41 38 36
Cabin to cabin with communication door (standard) 40 37 35
Corridor to cabin (top level) 42 40 37
Discotheques and show rooms to cabin 64 62 60
Table 2 : Apparent weighted sound reduction indexes R’w in dB for crew areas

Public spaces, mess to cabin 45 45 45

Locations (1) grade = 1 grade = 2 grade = 3
Passenger top level cabins 45 47 50
Passenger standard cabins 49 53 56
Restaurants, cafeterias and type B spaces (1) 55 58 62
Public shop, passages (type D) (1) 60 63 65
Passenger spaces (type A) (1) 65 68 72
Passenger spaces (type C) (1) 53 56 59
Outside installations (swimming pools, sport decks...) (2) (4) 65 70 75
Wheelhouse 60 63 65
Radio room (3) 55 57 60
Offices 57 60 63
Crew public spaces, mess rooms 57 60 63
Hospital 55 57 60
Engine control room (3) 70 73 75
Crew open recreation areas (2) 70 73 75
Galleys (2) 70 73 76
Workshops (2) 85 85 85
(2) A tolerance of 5 dB (A) may be accepted for measurements at less than 3 m from ventilation inlet/outlet.
(3) Equipment switched on but not processing.
(4) Measurement carried out with 3 Beaufort or less, with a windscreen microphone protection.

Pt E, Ch 6, Sec 4
3 COMF-VIB • From the front bulkhead of the casing to the fore end of
the ship:
3.1 Measurement procedure - minimum of 10% of cabins,
3.1.1 Measuring conditions - all public spaces and open decks.

Tests are to be conducted under the conditions described in For large public rooms (lounges, restaurants…) mea-
Ch 6, Sec 1, [3.3]. surements are to be carried out in different locations,
each measuring point covering less than 100 m2.
Measurements are to be taken in vertical direction. In cab- Note 1: The Society may accept a lower number of measuring
ins, offices or other small size rooms, measurements are to points or a modification of the points distribution for specific cases.
be taken on the floor in the centre of the room. For larger
rooms, several measuring points may be required and are to In addition to vertical direction, measurements in transverse
be chosen according to the local structure (measurements and longitudinal directions are to be performed every 3
of the different existing types of stiffened panels). decks, with one measuring point in the fore part of the ship,
one in the middle part and one in the aft part.
In cabins, the measurements are to be carried out at the
centre of the cabin.
In order to define the location and number of measuring 3.2 Vibration levels
points, the length of the ship is divided in two parts:
3.2.1 Vibration levels corresponding to the vibration grade
• From the aft part of the ship to the front bulkhead of the
casing: x are provided in Tab 4 in accordance to ISO 6954 - 2000
(the limits listed below are applicable for any directions).
- minimum of 20% of cabins,
- all public spaces and open decks. 3.2.2 Vibration levels corresponding to the vibration grade
For large public rooms (lounges, restaurants…) mea- x are provided in Tab 5 and Tab 6 in accordance to ISO
surements are to be carried out in different locations, 6954 -1984 (the limits listed below are applicable for any
each measuring point covering less than 50 m2. directions).
Table 4 : Overall frequency weighted r.m.s. vibration levels

Passenger top level cabins 1,7 2 2,2
Passenger standard cabins 2,0 2,5 3,0
Restaurants, cafeterias and type B spaces (1) 2,2 2,5 3,0
Public shops, passages (type D) (1)
4,0 4,5 5,0
Passenger spaces (type A) (1)
Passenger spaces (type C) (1) 2,0 2,5 3,0
Outside installations (swimming pools, sport decks ...) 3,0 3,5 4,0
Wheelhouse
2,8 3,0 3,2
Radio room
Crew Cabins 2,8 3,0 3,2
Offices 3,0 3,5 4,0
Crew public spaces, mess rooms 3,0 3,5 4,0
Crew open recreation areas − − −
Galleys
5,0 5,5 6,0
Workspaces

Pt E, Ch 6, Sec 4

Passenger top level cabins 1,5 2,0 2,5
Passenger standard cabins 2,0 2,5 3,0
Restaurants, cafeterias and type B spaces (1) 2,5 3,0 3,5
4,0 4,0 4,0
Passenger spaces (type C) (1) 2,0 2,5 3,0
Outside installations (swimming pools, sport decks ...) 3,0 4,0 4,0
Wheelhouse
2,0 3,0 4,0
Radio room
Crew Cabins 3,0 3,5 4,0
Offices 3,0 4,0 5,0
Crew public spaces, mess rooms 3,0 3,5 4,0
Galleys
5,0 5,5 6,0
Workspaces

Passenger top level cabins 48 64 80
Passenger standard cabins 64 80 96
Restaurants, cafeterias and type B spaces (1) 80 96 111
125 125 125
Passenger spaces (type C) (1) 64 80 96
Outside installations (swimming pools, sport decks ...) 96 125 125
Wheelhouse
96 103 111
Radio room
Offices 96 111 125
Crew public spaces, mess rooms 96 111 125
Hospital 89 96 96
Galleys
157 172 188
Workspaces
(1) xxFor the definition of type A to type D public spaces, refer to Ch 6, Sec 1, [1.3.1].

Pt E, Ch 6, Sec 5
SECTION 5 ADDITIONAL REQUIREMENTS FOR YACHTS
1 General The noise measurements are to be performed in all pas-

senger spaces, each measuring point covering less than
15 m2.
1.1 Application
b) Sound insulation measurements
1.1.1 The requirements of this Section are applicable to the The selection of insulation measuring locations is to be
assignment of the additional requirements for yachts. They representative of the different types of insulation pro-
are additional to the applicable requirements of Ch 6, Sec 1. vided in Tab 1 (a minimum of two measurements of
each type is required).
2 COMF-NOISE c) Impact measurements
The selection of impact measuring locations is to be rep-
2.1 Measurement procedure resentative of the different deck coverings implemented
on the ship (a minimum of two measurements of each
2.1.1 Measuring conditions deck covering is required).
For noise level measurements in harbour conditions,
machinery and chiller should be run under normal harbour 2.2 Noise levels
condition. Hvac and machinery ventilation must be in oper-
ation and at nominal rate all over the ship. 2.2.1 Noise levels in standard spaces defined in Ch 6, Sec 1,
Tests in sea trial conditions are to be conducted in the con- [1.3] and corresponding to the noise grade x are provided in
ditions described in Ch 6, Sec 1, [3.3]. Air conditioning is to Tab 2.
be in normal operation. Doors and windows are to be Noise levels described in IMO Resolution A.468 (XII) are
closed, unless they are to be kept open in normal use. applicable for all locations unlisted in Tab 2.
It may happen that the measurements cannot be performed
with machinery equipments, Hvac and machinery ventila- 2.3 Sound insulation measurements
tion in normal operation (as defined in Ch 6, Sec 1, [3.3]).
2.3.1 Between two adjacent accommodation spaces,
In such case, additional measurements should be done at
acoustic insulation has to satisfy the requirements given in
quay and taken into account in the final results.
Tab 1. Measurements are to be performed in situ, ship at
2.1.2 Measuring positions quay or at anchorage.
a) Noise measurements Table 1 : Apparent weighted sound reduction indexes
R’w in dB
and 1,6 m from the deck and at a distance above 1,0 m Locations grade = 1 grade = 2 grade = 3
from any boundary surface of the room. In cabins and
offices, one measurement will be performed in the mid-
dle of the space. Additional measurements should be Corridor to cabin 42 40 37
performed in other locations if appreciable sound level Stairs to cabin 50 48 45
differences inside the room occur.
On open deck, measurements are to be taken at 2 m at
least from the existing noise sources (e.g. inlet/outlet of Public spaces designed
63 60 58
ventilation). for loud music to cabin
Table 2 : Owner and guest area

Harbour Sea
Locations
grade = 1 grade = 2 grade = 3 grade = 1 grade = 2 grade = 3
Wheelhouse − − − 65 65 65
Cabins 40 45 50 50 55 60
Lounges 45 50 55 55 58 62
Open recreation areas (1) 55 60 65 75 80 85
(1) Measurement carried out with 3 Beaufort or less, with a windscreen microphone protection

Pt E, Ch 6, Sec 5
2.4 Impact measurements rooms, several measuring points may be required and are to
be chosen according to the local structure (measurements
2.4.1 A weighted normalised impact sound pressure level of the different existing types of stiffened panels).
L’n,w is to be kept below 50 dB for the cabins. It is to be
increased to 60 dB for cabins below decks covered with Measurements are to be performed in all passenger spaces,
hard materials (wood, marble, tiles, etc). For cabins located each measuring point covering less than 15 m2.
below sport rooms or dance floors, this value is to be kept
below 45 dB. In addition to vertical direction, measurements in transverse
point on each deck.
3 COMF-VIB
3.1 Measurement procedure 3.2 Vibration levels
3.1.1 Measuring conditions 3.2.1 Vibration levels corresponding to the vibration grade
Tests are to be conducted under the conditions described in x are provided in Tab 3 in accordance to ISO 6954 - 2000
Ch 6, Sec 1, [3.3]. (the limits listed below are applicable for any directions).
3.1.2 Measuring positions 3.2.2 Vibration levels corresponding to the vibration grade
Measurements are to be taken in vertical direction. In cab- x are provided in Tab 4 and Tab 5 in accordance to ISO
ins, offices or other small size rooms, measurements are to 6954 - 1984 (the limits listed below are applicable for any
be taken on the floor in the centre of the room. For larger directions).
Table 3 : Overall frequency weighted r.m.s vibration levels

Harbour Sea
Locations
grade = 1 grade = 2 grade = 3 grade = 1 grade = 2 grade = 3
Wheelhouse − − − 2,5 3,5 4,5
Cabins 1,0 1,5 2,0 2,0 2,5 3,0
Lounges 1,0 1,5 2,0 2,0 2,5 3,0
Open recreation areas 2,0 3,0 3,5 3,0 4,0 4,5

Harbour Sea
Locations
grade = 1PK grade = 2PK grade = 3PK grade = 1PK grade = 2PK grade = 3PK
Wheelhouse − − − 2,5 3,5 5
Cabins 1,0 1,5 2,5 3,0 3,5 4,0
Lounges 1,0 1,5 2,5 3,0 3,5 4,0
Open recreation areas 2,0 3,0 4,0 3,5 4,5 5,0

Harbour Sea
Locations
grade = 1PK grade = 2PK grade = 3PK grade = 1PK grade = 2PK grade = 3PK
Wheelhouse − − − 80 111 157
Cabins 32 48 78 64 96 125
Lounges 32 48 78 64 80 125
Open recreation areas 64 48 125 80 125 157

Pt E, Ch 6, Sec 5
4 COMF + 4.5 COMF + Impact index

4.5.1 Due to the potential low frequency noise, transmitted
4.1 Application through the floor, the impact noise index requirement is to
be considered as the sum of the L'n,w index + the adapta-
4.1.1 Optional COMF + notation represents an advanced
tion term CI as described in ISO 717-2.
comfort rating with additional performance index require-
ments. The adaptation term CI added to the L'n,w index is to be
below any impact comfort class requirements listed in [2.4.1].
Note 1: The present Article may also be applied, after special study,
to passenger ships.
4.6 COMF + Emergence
4.1.2 Prior to the COMF+ notation assessment, COMF-
NOISE notation is to be granted. 4.6.1 When the noise level contains subjectively annoying
low frequency or tonal components, the noise rating (NR)
4.1.3 The following COMF+ performance indexes can be number should be used.
granted separately: To establish the NR number, the linear third octave band
• COMF+ Sound insulation index levels should be plotted on the NR curve graph (See ISO
• COMF+ Impact index 1996). The NR numbers correspond to the highest NR curve
to which the linear levels are tangent.
• COMF+ Emergence
Getting a NR number below the mesured A-weighted value
• COMF+ Intermittent noise induces to consider the specified criterion satisfied.
• COMF+ Intelligibility.
4.7 COMF + intermittent noise
4.2 Data processing - Analysis
4.7.1 Machinery and systems having an intermittent opera-
4.2.1 Results are to be given on a table in global values tion are not to increase the noise level in cabins, with
(dB(A) or dB for insulation measurements). regard to ambient noise, by more than 5 dB(A) during day-
time (from 7 am to 10 pm) and 3 dB(A) during night time
4.3 Measurement procedure (from 10 pm to 7 am).
4.7.2 The shipyard is to propose an intermittent noise mea-

4.3.1 Measuring conditions
suring program including:
Tests are to be conducted in the conditions described in Ch 6,
• the complete procedure of measurements
Sec 1, [3.3] and [2.1.1].
• the exhaustive list of system which includes, when
Specific additional conditions are described in the relevant applicable:
COMF+ index requirements.
- swimming pool/Jacuzzi equipments and piping dur-
4.3.2 Measuring positions ing filling/emptying/re-circulating
The location of the measuring positions is selected in accor- - dishwasher/pulper
dance with [2.1.2] for the following indexes: - high pressure deck washing piping systems
• COMF+ Sound insulation index - hydraulic power pack
• COMF+ Impact index - evaporators
• COMF+ Emergence. - stabiliser systems
- steam dump valve
4.4 COMF + Sound insulation index - laundry/garbage equipments
• the ambient noise considered for each system (i.e. noise
4.4.1 Sound insulation between discotheques, show at quay or at sea conditions).
lounge and passenger cabins
Due to the potential low frequency noise, transmitted Anchoring, mooring, thrusters, safety alarms, emergency
through floors or bulkheads, the sound insulation index equipments are excluded from the list of machinery systems
requirement is to be considered as the sum of the R'w index concerned by this paragraph.
+ the adaptation term C as described in ISO 717-1. This program is to be submitted to the Society prior to the
The adaptation term C added to the R'w index is to be trials.
above the insulation level given in Tab 6.
4.8 COMF + intelligibility
Table 6 : Sound insulation indexes R'w+C
4.8.1 In public spaces like theatres, dancing rooms, cine-
mas, conference rooms, restaurants, the architectural design
Locations Ng = 1 Ng = 2 Ng = 3
is to take into account the speech or music intelligibility. In
Discotheques and show order to maintain a sufficient quality, the RASTI index is to
64 62 59
rooms to Cabin be above 0,60 (for each public space, measurements are to

Pt E, Ch 6, Sec 5
be carried out in different locations, each measuring point Note 1: The evaluation of the Rapid Speech Transmission Index
covering less than 40 m2). (RASTI) has been standardised in IEC 60268-16.
The Society may accept a lower number of measuring
points or a modification of the point distribution for specific 4.8.2 An Intelligibility noise measuring program is to be
cases. submitted to the Society, prior to measurement test.

Part E
Chapter 7
REFRIGERATING INSTALLATIONS (REF)
SECTION 2 ADDITIONAL REQUIREMENTS FOR NOTATION REF-CARGO

SECTION 3 ADDITIONAL REQUIREMENTS FOR NOTATION REF-CONT
SECTION 4 ADDITIONAL REQUIREMENTS FOR NOTATION REF-STORE

Pt E, Ch 7, Sec 1
1 General in the notation. For design temperatures to be considered

for designing the plant, see [2.1.1] and [2.1.2].
1.1 Application This indication is to be completed by the mention of any

operational restriction such as maximum sea water temper-
1.1.1 The notations given in [1.1.1] may be completed by ature, geographical or seasonal limitations, etc., as applica-
the following: ble.
• PRECOOLING for refrigerating plants designed for 1.2.2 Container conditions

ensuring within a suitable time interval the cooling For refrigerating plants on board container ships complying
down of a complete cargo of fruit or vegetables to the with the provisions of Ch 7, Sec 3, in addition to the data
required temperature of transportation listed in [1.2.1], the notation is to specify the maximum
• QUICKFREEZE for refrigerating plants of fishing vessels number of containers liable to be served, and the value of
and fish factory ships where the design and equipment their heat transfer coefficient
of such plants have been recognised as suitable to per- k : in W/(m2 °C), or
mit quick-freezing of fish in specified conditions. U : k S, in W/°C,
The notations REF-CARGO and REF-CONT may be com- where S is the surface through which the heat is transferred,
pleted by AIRCONT for ships fitted with a controlled atmo- in m2, as determined by type tests.
sphere plant on board.
1.3 Definitions
1.1.2 The requirements of this Chapter apply to refrigerat-
ing installations on ships, and include the fixed plants for 1.3.1 Direct cooling system
refrigerating holds of cargo ships, fishing and factory ships, Direct cooling system is the system by which the refrigera-
fruit and juice carrier ships, etc., refrigerated containers, tion is obtained by direct expansion of the refrigerant in
various ship’s services, such as air conditioning, galleys, etc. coils fitted on the walls and ceilings of the refrigerated
These requirements are specific to permanently installed chambers.
refrigerating installations and associated arrangements and
are to be considered additional to those specified in Pt C, 1.3.2 Indirect cooling system
Ch 1, Sec 13, which are mandatory for all ships with refrig- Indirect cooling system is the system by which the refrigera-
erating installations. tion is obtained by brine or other secondary refrigerant,
which is refrigerated by a primary refrigerant, circulated
1.1.3 The notations given in [1.1.1] may be completed by through pipe grids or coils fitted on the walls and ceilings of
the following: the refrigerated chambers.
• PRECOOLING for refrigerating plants designed for
ensuring within a suitable time interval the cooling 1.3.3 Air cooling system
down of a complete cargo of fruit or vegetables to the Direct air cooling system is the system by which the refrig-
required temperature of transportation eration is obtained by circulation of air refrigerated by an air
cooler.
• QUICKFREEZE for refrigerating plants of fishing vessels
and fish factory ships where the design and equipment 1.3.4 Refrigerant
of such plants have been recognised as suitable to per- Refrigerant is a cooling medium which is used to transmit
mit quick-freezing of fish in specified conditions. and maintain the cool in the refrigerated chamber.
The notations REF-CARGO and REF-CONT may be com-
1.3.5 Brine
pleted by AIRCONT for ships fitted with a controlled atmo-
Brine is a refrigerant constituted by a solution of industrial
sphere plant on board.
salts, which is normally used to cool the chambers in the
1.1.4 The notations REF-CONT may be completed by (A) indirect cooling systems, as secondary refrigerant. In gen-
or (E) as defined in Ch 7, Sec 3, [1.1.2]. eral, in this Chapter, the word brine is also used to cover
other types of secondary refrigerants, as for instance refrig-
erants based on glycol.
1.2 Temperature conditions
1.3.6 Refrigerating unit
1.2.1 Cargo space conditions A refrigerating unit includes one or more compressors
The minimum internal temperature or the temperature driven by one or more prime movers, one condenser and all
range for which the notation is granted is to be mentioned the associated ancillary equipment necessary to form an

Pt E, Ch 7, Sec 1
independent gas-liquid system capable of cooling refriger- 3 Documentation

ated chambers.
When the installation includes a secondary refrigerant 3.1 Refrigerating installations

(brine), the refrigerating unit is also to include a brine cooler
(evaporator) and a pump. 3.1.1 Plans to be submitted
The plans listed in Tab 2 are to be submitted as applicable.
1.3.7 Refrigerated chamber The listed plans are to be constructional plans complete
A chamber is any space which is refrigerated by a refrigerat- with all dimensions and are to contain full indication of
ing unit. A chamber may be a cargo space or any other ship types of materials employed.
service space, such as for instance the galley. Plans of equipment which are type approved by the Society
need not be submitted, provided the types and model num-
bers are made available.
2 Design criteria
3.1.2 Calculations to be submitted
2.1 Reference conditions The calculations listed in Tab 3 are to be carried out in
accordance with criteria agreed with the Society and are to
be submitted.
2.1.1 Design temperature
Unless otherwise indicated in the specification, refrigerating 3.2 Controlled atmosphere installations
plants are to be designed for the following design tempera-
tures: 3.2.1 The plans listed in Tab 4 are to be submitted.
• Frozen cargo: minus 20°C
4 General technical requirements
• Fish: minus 20°C
• Fruit: 0°C 4.1 Refrigeration of chambers

• Bananas: 12°C. 4.1.1 Refrigerating systems
Refrigeration of the chambers may be achieved by one of
2.1.2 Environmental conditions the following systems:
Unless otherwise indicated in the ship specification, the fol- • direct cooling system
lowing environmental conditions are to be considered for • indirect cooling system
the heat transfer and balance calculations and for the run-
ning rate of the refrigerating machinery: • air cooling system.
• Sea water temperature: 32°C 4.1.2 Cold distribution

a) The chambers may be refrigerated either by means of
• Outside air temperature: 35°C
grids distributed on their walls or by means of air circu-
• Relative humidity of air at 35°C: 80%. lation on air coolers.
b) Grids and/or air coolers may be supplied either by brine
For the determination of heat transfer through outside walls or by a direct expansion system depending on the type
liable to be exposed to sun radiation, the outside air tem- of refrigerating system.
perature is to be taken as equal to 45°C.
4.2 Defrosting
2.1.3 Operating conditions
The refrigerating plant inclusive of all machinery, equip- 4.2.1 Availability
ment and accessories is to operate satisfactorily under the a) Means are to be provided for defrosting air cooler coils,
conditions indicated in Tab 1. even when the refrigerated chambers are loaded to their
maximum. Air coolers are to be fitted with trays and gut-
Table 1 : Operating conditions terways for gathering condensed water.
b) The defrosting system is to be designed so that defrost-
Length of ship (m) < 100 < 200 ≤ 300 > 300 ing remains possible even in the case of failure of an
essential component such as a compressor, a circulation
Permanent list 15° 15° 15° 15°
pump, a brine heater or a heating resistance.
Roll ± 22,5° ± 22,5° ± 22,5° ± 22,5°
Pitch ± 10° ± 7,5° ± 5° ± 3° 4.2.2 Draining
Arrangements are to be made to drain away the condensate
Trim Aft 5° 2,5° 1,5° 1°
even when the refrigerated chambers are loaded to their
Forward 2° 1° 0,5° 0,3° maximum. See [5.8] for specific requirements.

Pt E, Ch 7, Sec 1
Table 2 : Documents to be submitted
Nr A/I Document
1 I Detailed specification of the plant (refrigerating machinery and insulation) including the reference design and ambient
conditions
2 I General arrangement of refrigerated spaces including:
• the intended purpose of spaces adjacent to refrigerated spaces
• the arrangement of air ducts passing through refrigerated spaces
• the arrangement of steelwork located in refrigerated spaces or in insulated walls
• the arrangement of the draining system
• the individual volume and the total volume of the refrigerated spaces
3 A Drawings showing the thickness and methods of fastening of insulation on all surfaces in refrigerated spaces, including:
• insulation material specification
• hatch covers
• doors
• steel framing (pillars, girders, deck beams)
• bulkhead penetrations
• etc.
4 A Cooling appliances in refrigerated spaces (coil grids, air coolers with air ducts and fans, etc.)
5 I Characteristic curves of fans (capacity, pressure, power consumption)
6 A Distribution of the thermometers and description of remote thermometer installation, if any, including:
• detailed description of the apparatus with indication of the method and instruments adopted, measuring range, degree
of accuracy and data regarding the influence of temperature variations on connection cables
• electrical diagram of apparatus, with indication of power sources installed, characteristics of connection cables and
all data concerning circuit resistance
• drawings of sensing elements and their protective coverings and indicators, with specification of type of connections used
7 A General arrangement and functional drawings of piping (refrigerant system, brine system if any, sea water system, defrosting
system, etc.)
8 I Characteristic curves of circulating pumps for refrigerant or brine (capacity, pressure, power consumption, etc.)
9 I General arrangement of refrigerating machinery spaces (main data regarding prime movers for compressors and pumps,
including source of power, are to be included in this drawing)
10 A Electrical wiring diagram
11 A Compressor main drawings (sections and crankshaft or rotors) with characteristic curves giving the refrigerating capacity
12 A Drawings of main items of refrigerant system and pressure vessels, such as condensers, receivers, oil separators, evaporators,
gas containers, etc.
13 A Remote control, monitoring and alarm system (if any)
14 A Air refreshing and heating arrangement for fruit cargo
15 I Number of insulated cargo containers to be individually cooled by the shipboard plant and their heat transfer rates
16 I Operation manual for the refrigerating plant and for refrigerated containers, as applicable
Note 1: Symbol A means for Approval, symbol I means for Information.
Table 3 : Calculations to be submitted Nr A/I Item

1 I Description of the installation
Nr A/I Item
2 I Location of spaces covered and gas-tight subdivisions
1 A Detailed calculation of the heat balance of the
3 I Design overpressure
plant. The calculation is to take into account the
minimum internal temperatures for which the 4 A Details and arrangement of inert gas generating
classification is requested and the most unfavour- equipment
able foreseen ambient conditions. 5 A Piping diagrams, including installation details
2 A Capacity calculations for pressure relief valves 6 A Ventilation and gas-freeing system
and/or bursting disc 7 A Instrumentation and automation plans
3 A Duct air flow calculations 8 I Instruction manual
Note 1: Symbol A means for Approval. 9 I Cargo space sealing arrangement

Note 1: Symbol A means for Approval, symbol I means for
Information.

Pt E, Ch 7, Sec 1
4.3 Prime movers and sources of power piping so that the working of one pump does not interfere
with another.
4.3.1 Number of power sources
a) The motive power for each refrigerating unit is to be 4.5.3 Dry dock conditions
provided by at least two distinct sources. Each source is In order to keep the refrigerating plant running when the
to be capable of ensuring the service of the plant under ship is in dry dock, means are to be provided to supply
the conditions stated in [2.1.1], [2.1.2] and [2.1.3], cooling water either from a tank or from a shore connection.
without interfering with other essential services of the
ship. For small plants, see also [4.7]. 4.6 Refrigerating machinery spaces
b) Where the refrigerating units are driven by internal com-
bustion engines, one power source for each refrigerating 4.6.1 Arrangement
unit may be accepted. Refrigerating machinery spaces are to be provided with effi-
cient means of ventilation and drainage and, unless other-
wise allowed by the Society, are to be separated from the
4.3.2 Electric motors refrigerated spaces by means of gas-tight bulkheads.
Where the prime movers of refrigerating units are electric Ample space is to be provided around the refrigerating
motors, the electrical power is to be provided by at least machinery to permit easy access for routine maintenance
two distinct generating sets. and to facilitate overhauls, particularly in the case of con-
densers and evaporators.
4.3.3 Steam prime movers
Where steam prime movers are used in refrigerating units 4.6.2 Dangerous refrigerants in machinery spaces
they are to be connected to at least two different boilers. Use of dangerous refrigerants in machinery spaces may be
Furthermore, the exhaust steam is to be led to the main and permitted in accordance with Pt C, Ch 1, Sec 13, [2.2.3].
auxiliary condensers.
4.7 Exemptions for small plants
4.4 Pumps
4.7.1 Consideration may be given to waiving the require-
4.4.1 Minimum number of condenser pumps ments in [4.3.1], [4.3.2] and [4.3.3] above on power source
a) At least one standby condenser circulating pump is to duplication for refrigerating plants serving spaces having a
be provided; this pump is to be ready for use and its volume below 400 m3.
capacity is not to be less than that of the largest pump
that it may be necessary to replace. 4.8 Personnel safety
b) One of the condenser circulating pumps may be one of
the ship's auxiliary pumps, provided its capacity is suffi- 4.8.1 Means are to be provided to monitor the presence of
cient to serve the refrigerating plant working at maxi- personnel in refrigerated cargo spaces and to promptly
mum power without interfering with essential services detect any possible need for help from outside the space.
of the ship.
5 Refrigerated chambers
4.4.2 Plants with intermediate cooling media
a) Where an intermediate cooling medium is used, at least
5.1 Construction of refrigerated chambers
one standby brine circulating pump is to be provided;
this pump is to be ready for use and its capacity is not to 5.1.1 Bulkheads surrounding refrigerated chambers
be less than that of the largest pump that it may be nec-
essary to replace. a) Generally, the bulkheads of refrigerated chambers are to
be of metallic construction; however, the bulkheads
b) The same provision applies to any other type of plants in between two refrigerated spaces intended to contain
which the circulation of refrigerant is ensured by pumps. cargoes of the same nature or having no contaminating
effect need not be metallic.
4.5 Sea connections b) The bulkheads are to be gas-tight.
4.5.1 Number and location of sea connections c) Steels intended to be used for the construction of refrig-
a) The cooling water is normally to be taken from the sea erated chambers are to comply with the applicable pro-
by means of at least two separate sea connections. visions of Pt B, Ch 4, Sec 1 for low temperature steels.
b) The sea connections for the refrigerating plant are to be 5.1.2 Closing devices
distributed, as far as practicable, on both sides of the
a) The closing devices of the accesses to refrigerated
ship.
chambers, such as doors, hatch covers and plugs for
4.5.2 Connections to other plants loading or surveying are to be as far as possible gas-
Where the circulating pump(s) of the refrigerating plant tight.
is/are connected to the same circuit as other pumps, pre- b) The ventilators of refrigerated chambers, if any, are to be
cautions are to be taken in the design and arrangement of fitted with gas-tight closing devices.

Pt E, Ch 7, Sec 1
5.2 Penetrations 5.5.2 Insulation strength

The insulation lining and the air screens with their supports
5.2.1 Penetration of pipes and ducts are to be of sufficient strength to withstand the loads due to
Penetrations of pipes through watertight, gas-tight or fire- the goods liable to be carried in the refrigerated chambers.
resistant decks and bulkheads are to be achieved by fitting
glands suitable for maintaining the tightness and fire-resist- 5.5.3 Removable panels
ing characteristics of the pierced structures. a) A sufficient number of removable panels are to be pro-
vided in the insulation, where necessary, to allow
5.2.2 Penetration of electrical cables
inspection of the bilges, bilge suctions, bases of pillars,
Where electrical wiring passes through refrigerated cham- vent and sounding pipes of tanks, tops of shaft tunnels
bers, the relevant requirements of Part C, Chapter 2 are to and other structures and arrangements covered by the
be complied with. insulation.
b) Where the insulation is covered with a protective lining,
5.3 Access to refrigerated spaces
certain panels of this lining are to be provided with a
5.3.1 Doors and hatches suitable number of inspection openings fitted with
watertight means of closing.
a) Refrigerated chambers are to be provided with emer-
gency escape ways enabling the evacuation of stretcher-
borne personnel. The escape ways are to be provided 5.6 Miscellaneous requirements
with emergency lights.
5.6.1 Refrigerated chambers adjacent to oil or fuel
b) Access doors and hatches to refrigerated chambers are tanks
to be provided with means of opening from inside even
a) An air space of at least 50 mm is to be provided
where they have been shut from outside.
between the top of fuel and lubricating oil tanks and the
5.3.2 Manholes insulation, so designed as to allow leaks to drain to the
bilges. Such air space may be omitted provided multiple
Manholes on the tank top of refrigerated chambers are to be
sheaths of an odourless oil-resisting material are applied
surrounded by an oil-tight steel coaming of at least 100 mm
to the upper surface of tank tops. The total required
height.
thickness of sheathing depends on the tank construc-
tion, on the composition used and on the method of
5.4 Insulation of refrigerated chambers application.
5.4.1 b) In general, the sides of fuel and lubricating oil tanks are
to be separated from refrigerated spaces by means of
a) The insulating material is to be non-hygroscopic. The
cofferdams. The cofferdams are to be vented, the air
insulating boards are to have satisfactory mechanical
vents fitted for this purpose are to be led to the open and
strength. Insulating materials and binders, if any, are to
their outlets are to be fitted with wire gauze which is
be odourless and so selected as not to absorb any of the
easily removable for cleaning or renewal. The coffer-
odours of the goods contained in refrigerated chambers.
dams may be omitted provided that multiple sheaths of
The materials used for linings are to comply with the
an odourless oil-resisting material are applied on the
same provisions.
tank side surface facing the refrigerated chambers. The
b) Polyurethane and other plastic foams used for insulation total required thickness of this sheathing depends on the
are to be of a self-extinguishing type according to a composition used and on the method of application.
standard acceptable by the Society. In general, these
foams are not to be used without a suitable protective 5.6.2 Refrigerated chambers adjacent to high
coating. temperature spaces
c) The insulation together with its coating is normally to The insulation of the walls adjacent to coalbunkers or to
have low flame spread properties according to an any space where an excessive temperature may arise, by
accepted standard. accident or otherwise, is to be made of mineral wool or any
equivalent material; wood chips, if any, are to be fireproof
d) Plastic foams of a self-extinguishing type, suitably lined, and separated from the plates on which they are fitted by
may also be used for insulation of piping and air ducts. means of insulating sheets.
e) When it is proposed to use foam prepared in situ, the
detail of the process is to be submitted for examination 5.6.3 Wooden structures
before the beginning of the work. Wooden beams and stiffeners are to be insulated and strips
of suitable insulating material are to be fitted between them
5.5 Protection of insulation and the metallic structures.
5.5.1 Insulation extension 5.6.4 Metal fittings

The insulation and the lining are to be carefully protected All metal fittings (bolts, nuts, hooks, hangers, etc.) necessary
from all damage likely to be caused by the goods contained for fitting of the insulation are to be galvanised or made in a
in the chamber or by their handling. corrosion-resistant material.

Pt E, Ch 7, Sec 1
5.6.5 Equipment below the insulation 5.8.3 Drain tanks

Arrangements are to be made whilst building in order to a) Where the draining from cargo spaces is led to a closed
facilitate the examination in service of parts such as bilge drain tank, the size of the tank is to be such as to be able
suctions, scuppers, air and sounding pipes and electrical to collect all the waters produced during defrosting
wiring which are within or hidden by the insulation. operations.
b) Drain tanks are to be provided with appropriate venting
5.7 Installation of the insulation and sounding arrangements.
c) When two or more refrigerated spaces are connected to
5.7.1 the same drain tank, the common lines are to be fitted
a) Before laying the insulation, steel surfaces are to be suit- with check valves to prevent the possibility of passage of
ably cleaned and covered with a protective coating of water from one refrigerated space to another.
appropriate composition and thickness. 5.8.4 Scuppers
b) The thickness of the insulation on all surfaces together a) Scuppers from the lower holds and from trays of air
with the laying process are to be in accordance with the coolers installed on the inner bottom are to be fitted
approved drawings. with liquid seals and non-return devices.
c) The insulating materials are to be carefully and perma- b) Scuppers from ‘tweendeck refrigerated spaces and from
nently installed; where they are of slab form, the joints trays of air coolers installed above the inner bottom are
are to be as tight as possible and the unavoidable crev- to be fitted with liquid seals, but not necessarily with
ices between slabs are to be filled with insulating mate- non-return devices.
rial. Bitumen is not to be used for this purpose. c) Where scuppers from more than one refrigerated space
d) Joints of multiple layer insulations are to be staggered. or tray are led to a common header or common tank, in
addition to the liquid seal on each pipe, a sufficient
e) In applying the insulation to the metallic structures, any number of non-return devices are to be provided, so
paths of heat leakage are to be carefully avoided. arranged as to prevent lower compartments from being
flooded by drains from higher compartments.
5.8 Drainage of refrigerated spaces d) Water seals are to be of sufficient height and readily acces-
sible for maintenance and filling with anti-freezing liquid.
5.8.1 General
e) Valves, scuppers and drain pipes from other non-refrig-
All refrigerated cargo spaces and trays under air coolers are erated compartments are not to be led to the bilges of
to be fitted with means suitable for their continuous and refrigerated spaces.
efficient drainage.
5.8.2 Drain pipes

6 Refrigerants
a) Drain pipes from refrigerating space cooler trays are to
6.1 General
be fitted with liquid sealed traps provided with non-
return valves which are easily accessble, even when the 6.1.1 Refrigerants used in direct refrigerating
chamber is fully loaded. systems
b) Threaded plugs, blank flanges and similar means of Some commonly employed refrigerants considered accept-
closing of drain pipes from refrigerated spaces and trays able for use with primary (direct expansion) systems are
of air coolers are not permitted. listed in Tab 5.
c) Where means of closing of drain pipes are required by 6.1.2 Refrigerants used in indirect refrigerating
the Owner, these are to be easily checked and the con- systems
trols are to be located in an accessible position on a Ammonia (R717) may be used only in indirect system refrig-
deck above the full load waterline. erating plants.
Table 5 : Refrigerants for use in direct refrigerating systems
Refrigerant Number Refrigerant commercial name Chemical Formula

R12 Dichlorodifluoromethane C Cl2 F2
R21 Dichlorofluoromethane CH Cl2 F
R22 Chlorodifluoromethane CH Cl F2
R113 Trichlorotrifluoroethane C Cl2 F C Cl F2
R114 Dichlorotetrafluoroethane C Cl F2 C Cl F2
R134a Tetrafluororthane CH2 F C F3
R500 Refrigerant 12/152a 73.8/26.2 wt% C Cl2 F2 / CH3 CH F2
R502 Refrigerant 12/115 48.8/51.2 wt% CH Cl F2 / C Cl F2 C F3

Pt E, Ch 7, Sec 1
6.1.3 Other permissible refrigerants Table 6 : Design working pressure

The use of refrigerants other than those listed in Tab 5 may
Refrigerant
be authorised by the Society on a case-by-case basis, pro- High pressure side Low pressure side
number
vided that the physical properties and chemical analysis are
clearly stated and the appropriate safety measures are fore- R12 1,6 MPa 1,0 MPa
seen in the installation design. R21 0,3 MPa 0,2 MPa
6.1.4 Prohibited refrigerants R22 2,2 MPa 1,3 MPa

For restrictions on the selection of refrigerants, see Pt C, Ch R113 0,2 MPa 0,2 MPa
1, Sec 13, [2.2.1] and Pt C, Ch 1, Sec 13, [2.2.2]. R114 0,4 MPa 0,4 MPa
6.1.5 Use of ammonia as refrigerant R134a 1,3 MPa 1,1 MPa
For specific requirements relative to the use of ammonia as R500 2,0 MPa 1,2 MPa
refrigerant, see Pt C, Ch 1, Sec 13, [2.3]. R502 2,3 MPa 1,6 MPa
R717 2,2 MPa 1,5 MPa
6.2 Rated working pressures
R744 1,1 MPa 0,7 MPa
6.2.1 Pressure parts design pressure
7.2.2 Cooling
a) The refrigerant design pressure is not to be less than the
a) Air-cooled compressors are to be designed for an air
maximum working pressure of the installation or its
temperature of 45°C.
parts, either in operation or at rest, whichever is the
greater. No safety valve is to be set at a pressure higher b) For sea water cooling, a minimum inlet temperature of
than the maximum working pressure. 32°C is to be applied. Unless provided with a free out-
let, the cooling water spaces are to be protected against
b) In general, the design pressure of the low pressure side excessive overpressure by safety valves or rupture safety
of the system is to be at least the saturated vapour pres- devices.
sure of the refrigerants at 40°C. Due regard is to be paid
to the defrosting arrangement which may increase the 7.2.3 Safety devices
pressure on the low pressure system. a) Stop valves are to be provided on the compressor suc-
c) The design pressure of the high pressure side of the tion and discharge sides.
installation is to be based on the condenser working b) A safety valve or rupture disc is to be arranged between
pressure while it operates with water cooling in tropical the compressor and the delivery stop valve.
zones. In general, the rated working pressure is to be
c) When the power exceeds 10 kW, the protection may
taken not less than the effective saturated vapour pres-
consist of a pressure control device which automatically
sure at 50°C.
stops the machine in the event of overpressure. Details
6.2.2 Refrigerants listed in Table 5 of the design of this device are to be submitted to the
Society.
In general, the design pressure for high and low pressure
parts of systems using refrigerants listed in Tab 5 is to be d) Compressors arranged in parallel are to be provided
taken not less than the values indicated in Tab 6. with check valves in the discharge line of each compres-
sor.
e) Means are to be provided to indicate the correct direc-
7 Refrigerating machinery and tion of rotation.
equipment
7.3 Reciprocating compressors
7.1 General requirements for prime movers
7.3.1 Crankcase
7.1.1 a) When subjected to refrigerant pressure, compressor
a) The diesel engines driving the compressors are to satisfy crankcases are to be either:
the relevant requirements of Pt C, Ch 1, Sec 2. • designed to withstand the rated working pressure of
the LP side; or
b) The electric motors driving the compressors, pumps or
fans are to satisfy the relevant requirements of Pt C, Ch • fitted with safety valves designed to lift at a pressure
1, Sec 4. not exceeding 0,8 times the crankcase test pressure;
in this case, arrangements are to be made for the
refrigerant to discharge to a safe place; or
7.2 Common requirements for compressors
• protected against overpressures by means of devices
7.2.1 Casings likely to ensure a similar protection.
The casings of rotary compressors are to be designed for the b) An oil level sight glass is to be fitted in the crankcase.
design pressure of the high pressure side of the system indi- c) Means are to be provided to heat the crankcase when
cated in Tab 6. the compressor is stopped.

Pt E, Ch 7, Sec 1
7.3.2 Hydraulic lock 7.5.5 Air coolers

Reciprocating compressors having cylinder bores of 50 mm a) Where finned-tube or multi-plate type air coolers are
and above are to be provided with means to relieve high used, the distance between the fins or plates is not to be
pressure due to hydraulic lock. Alternatively means to pre- less than 10 mm, at least on the air inlet side. For the
vent the possibility of refrigerants entering the cylinders may purpose of this requirement, the air inlet side means 1/4
be considered. of the length of the cooler measured in the direction of
the air flow.
7.4 Screw compressor bearings b) Air coolers are to be made of corrosion-resistant mate-
rial or protected against corrosion by galvanising.
7.4.1 Whenever the bearing surfaces are locally hardened,
details of the process are to be submitted to the Society. In c) Air coolers are to be provided with drip trays and ade-
any case, the process is to be limited to the bearing area quate drains.
and is not to be extended to the fillets.
7.5.6 Insulation
7.5 Pressure vessels Pressure vessels are to be thermally insulated to minimise
the condensation of moisture from the ambient atmosphere.
7.5.1 General The insulation is to be provided with an efficient vapour
The general requirements of Pt C, Ch 1, Sec 13, [2.1.2] are barrier and is to be protected from mechanical damage.
applicable.
7.6 General requirements for piping
7.5.2 Refrigerant receivers
a) The receivers are to have sufficient capacity to accumu- 7.6.1 General
late liquid refrigerant during changes in working condi- The general requirements of Pt C, Ch 1, Sec 13, [2.1.3] are
tions, maintenance and repairing. applicable.
b) Each receiver is to be fitted with suitable level indica-
7.6.2 Piping arrangement
tors. Glass gauges, if any, are to be of the flat plate type
and are to be heat resistant. All level indicators are to be a) Pipelines are to be adequately supported and secured so
provided with shut-off devices. as to prevent vibrations. Approved type flexible hoses
may be used where necessary to prevent vibrations.
c) Each receiver that may be isolated from the system is to
be provided with an adequate overpressure safety b) Provision is to be made for allowing thermal expansion
device. and contraction of the piping system under all operating
conditions. Approved type flexible hoses may be used
7.5.3 Evaporators and condensers where necessary for this purpose.
a) All parts of evaporators and condensers are to be acces- c) Pipe insulation is to be protected from mechanical dam-
sible for routine maintenance; where deemed necessary, age and is to be provided with an efficient vapour bar-
efficient means of corrosion control are to be provided. rier which is not to be interrupted in way of supports,
b) When condensers and evaporators of the "coil-in-cas- valves, fittings, etc.
ing" type cannot be readily dismantled owing to their
dimensions, a suitable number of inspection openings 7.7 Accessories
not smaller than 230x150 mm2 are to be provided on
their shells. 7.7.1 Oil separators
c) Safety valves are to be fitted on the shells of evaporators Oil separators with drains are to be fitted on the refrigerant
and condensers when the pressure from any connected lines. When a wire gauze is fitted, this is to be of material
pump may exceed their anticipated working pressure. which cannot be corroded by the refrigerant.
7.5.4 Brine tanks 7.7.2 Filters

a) Brine tanks which can be shut off are to be protected a) Efficient filters are to be fitted at the suction of compres-
against excessive pressure due to thermal expansion of sors and on the high pressure side of reducing valves.
the brine by safety valves or by an interlocking device The filters of compressors may be incorporated in the
blocking the shut-off valves in open position. crankcases, provided their filtering area is sufficient.
b) In general, brine tanks are not to be galvanised at their b) Filters are to be fitted with a wire gauze strainer which
side in contact with brine. Where they are galvanised cannot be corroded by the refrigerant and allowing a
and are of a closed type, they are to be provided with a sufficient flow area for the fluid. Small filters such as
suitable vent arrangement led to the open for toxic those of reducing valves are to be such that they can be
gases. The vents are to be fitted with easily removable easily removed without any disassembling of the pipes.
wire gauze diaphragms and their outlets are to be
located in positions where no hazard for the personnel 7.7.3 Dehydrators
may arise from the gases. Where brine tanks are not of a An efficient dehydrator is to be fitted on systems using
closed type, the compartments in which they are refrigerant types R12, R21, R22 or R502. The dehydrator is
located are to be provided with efficient ventilation to be so designed and arranged that the drying product can
arrangements. be replaced without any disassembling of the pipes.

Pt E, Ch 7, Sec 1
7.8 Refrigerating plant overpressure • the effective protection of chamber cooling coils
protection within the chambers from shocks and external
mechanical damage.
7.8.1 General c) Coils within each refrigerated space are to be arranged
a) The refrigerant circuits and associated pressure vessels in at least two sections, and the number of sections in
are to be protected against overpressure by safety each refrigerated space is to be clearly indicated on the
valves, rupture discs or equivalent arrangement. How- plan to be submitted for approval. Each section is to be
ever, inadvertent discharge of refrigerant to the atmo- fitted with valves or cocks so that it can be shut off.
sphere is to be prevented.
8.1.2 Brine systems
b) The safety devices are to be in such number and so a) Each brine pump is to be connected to the brine tanks
located that there is no possibility that any part of the and to the valve manifolds controlling the brine pipes.
system may be isolated from a safety device. Where it is Each brine pipe is to be fitted with a stop valve on the
necessary to be able to isolate one of these devices from delivery, and a regulating valve is to be fitted on the
the system for maintenance purposes, the valves may be return pipe.
duplicated provided a change-over valve is arranged in
b) All regulating valves are to be located in positions
such a way that when one device is isolated it is not
accessible at any time.
possible to shut off the other.
c) Brine pipes are not to be galvanised on the inside.
c) Pressure vessels connected by pieces of pipe without
valves may be considered as a single pressure vessel d) The thickness of the brine pipes is to be not less than 2,5
from the point of view of overpressure protection, pro- mm; in the case of pipes with threaded joints, the thick-
vided that the interconnecting pipe does not prevent ness at the bottom of the thread is not to be less than the
effective venting of the vessels. above value.
e) Steel pipe cooling coils and their associated fittings are
7.8.2 Safety valves to be externally protected against corrosion by galvanis-
a) Safety valve discharges are to be led to a safe place ing or other equivalent method.
above the deck. Discharge pipes are to be designed in f) For brine tanks, see [7.5.4].
such a way that the ingress of water, snow, dirt or debris
affecting the operation of the system can be prevented. 8.2 Specific requirements for air cooling
In the case of the refrigerant R717 (ammonia), the dis- systems and distribution and renewal of
charge pipe outlet is to be as high as possible on the
air in cargo spaces
ship.
b) Refrigerant pumps are to be fitted with safety valves at 8.2.1 Rated circulation
the discharge side. The valves may discharge at the The air circulation system is to be so designed as to ensure
pump suction side or at another suitable location. as uniform as possible a distribution of air in refrigerated
spaces.
c) After setting, safety valves are to be suitably protected
against the possibility of inadvertent change of setting. 8.2.2 Refrigerated air circulation systems
d) Safety valves are to lift at a pressure not more than 0,80 a) For air coolers, see [7.5.5].
times the test pressure of the parts concerned. b) Air coolers are to be designed for a maximum tempera-
ture difference between cooling medium and cooling
8 Specific requirements for direct and air at the air cooler inlet of about 5°C for fruit cargoes
and about 10°C for deep frozen cargoes.
indirect refrigerating systems
c) Air coolers may be operated either by brine circulation
or by direct expansion of the refrigerant.
8.1 Specific requirements for refrigerating
d) The coils are to be divided into two sections, each capa-
systems
ble of being easily shut off (see Ch 7, Sec 2, [1.2.1]).
8.1.1 Direct expansion system e) Means for defrosting the coils of the air coolers are to be
provided. Defrosting by means of spraying with water is
a) Refrigerating systems where the refrigerant expands
to be avoided.
directly in the coils within the refrigerated chambers
may be considered by the Society only for application in f) Provision is to be made for heating the drains. In auto-
chambers of small capacity and at the specific request mated plants, the heating equipment is to be controlled
of the Owner. by the defrosting program.
b) For the acceptance of such a system by the Society, spe- g) Fans and their motors are to be arranged so as to allow
cial consideration is to be given to the following: easy access for inspection and repair and/or removal of
the fans and motors themselves when the chambers are
• the proposed refrigerant loaded with refrigerated cargo. Where duplicate fans
• the use of coil pipes having butts welded circumfer- and motors are fitted and each fan is capable of supply-
entially within refrigerated chambers, to prevent ing the quantity of air required, it is sufficient that easy
leakages of gas within the chambers themselves access for inspection is provided.

Pt E, Ch 7, Sec 1
h) The air circulation is to be such that delivery and suc- 9 Instrumentation, alarm, monitoring
tion of air from all parts of the refrigerated chambers are
ensured. 9.1 General
i) The air capacity and the power of the fans are to be in 9.1.1 Automation safety equipment
proportion to the total heat to be extracted from the The automation safety equipment is to be of the fail-safe
refrigerated chambers, due regard being given to the type and is to be so designed and installed as to permit
nature of the service. manual operation. In particular, manual operation of the
compressors is to be ensured in the event that any of the
j) When excess cooling capacity is required in order to
equipment is inoperable.
cool or freeze all or part of the cargo from the ambient
temperature to the minimum anticipated temperature, 9.1.2 Regulation devices
the air capacity is to be in proportion to the increased Regulation devices such as motor-operated valves or ther-
heat to be extracted, in accordance with the specifica- mostatic expansion valves are to be such that they can be
tions approved by the Owner. isolated, thus allowing the plant to be manually operated
should the need arise.
8.2.3 Air refreshing
9.2 Instrumentation, alarm and monitoring
a) When refrigerated cargoes include goods which, under arrangement
certain conditions, emit gases, odours or humidity, an
efficient system is to be provided for air refreshing in the 9.2.1 Compressors
space concerned. Air inlets and outlets in such systems Tab 7 summarises the minimum control and monitoring
are to be provided with closing devices. requirements for refrigerating compressors.
b) The position of air inlets is to be such as to reduce to a 9.2.2 Refrigerating systems

minimum the possibility of contaminated air entering Tab 8 summarises the minimum control and monitoring
the refrigerated spaces. requirements for refrigerating systems.
Table 7 : Refrigerating compressors
Function
Item Indicator Comments
Alarm Automatic shutdown
Refrigerant suction pressure low X At saturated temperature and including inter-
mediate stages
Refrigerant discharge pressure high X
Refrigerant suction temperature For installations over 25 kW only
Refrigerant discharge temperature
Lubricating oil pressure low X
Lubricating oil temperature For installations over 25 kW only
Cooling water temperature For installations over 25 kW only
Cumulative running hours hours All screw compressors and installations over
25 kW only
Note 1: Shut-off is also to activate an audible and visual alarm.
Table 8 : Refrigerating systems
Function
Item Indicator Comments
Alarm Automatic shutdown
Air in refrigerated space temperature high X
Air fan failure X
Chamber temperature temperature X
Secondary refrigerant suction pressure low X
Secondary refrigerant discharge pressure high X
Lubricating oil pressure low X
Bilge level in refrigerated space high X
Note 1: Shut-off is also to activate an audible and visual alarm.

Pt E, Ch 7, Sec 1
10 Material tests, inspection and Table 9 :

testing, certification Test pressure
Component Strength Leak
10.1 Material testing test test
10.1.1 The materials for the construction of the parts listed Compressor cylinder blocks, cylinder
below are to be tested in compliance with the requirements covers, stop valves, pipes and other com-
1,5 p1 p1
of NR216 Materials and Welding: ponents (condensers, receivers, etc.) of
the high pressure part of the circuit.
• compressor crankshafts, couplings, connecting rods and
piston rods Compressor crankcases subjected to
refrigerant pressure, stop valves, pipes
• compressor liners, cylinder heads and other parts sub- 1,5 p2 p2
and other components of the low pres-
jected to pressure sure part of the circuit.
• steel and copper tubing for evaporator and condenser Where p1 and p2 are the design pressures indicated in [6.2]
coils and for pressure piping in general for high pressure and low pressure parts.
• oil separators, intermediate receivers and other pressure
vessels included in the gas circuit 10.3.3 Brine system
• condensers and evaporators of shell type (tube or a) Brine coils of air coolers are to be subjected to a hydro-
welded plate). static test at a pressure equal to 1,5 times the design
pressure, but in no case less than 0,7 N/mm2.
10.2 Shop tests b) Cast iron casings for brine evaporators are to be sub-
jected to a hydrostatic test at a pressure equal to 1,5
10.2.1 Individual pieces of equipment times the design pressure, but in no case less than 0,1
Shop tests are to be carried out on pumps, fans, electric N/mm 2.
motors and internal combustion engines forming parts of
c) Steel casings for brine evaporators fitted on the suction
refrigerating installations, following procedures in accor-
side of the pumps are to be subjected to a hydrostatic
dance with the requirements applicable to each type of
test at a pressure not less than 0,2 N/mm2.
machinery. The relevant running data (capacity, pressure
head, power and rotational speed, etc.) are to be recorded d) Steel casings for brine evaporators fitted on the delivery
for each item. side of the pumps are to be subjected to a hydrostatic
test at a pressure equal to 1,5 times the design pressure,
10.2.2 Refrigerating unit but in no case less than 0,35 N/mm2.
a) At least one refrigerating unit of each type installed on e) Open brine tanks are to be tested by filling them com-
board is to be subjected to shop tests in order to ascer- pletely with water.
tain its refrigerating capacity in the most unfavourable
temperature conditions expected, or in other tempera-
10.4 Thermometers and manometers
ture conditions established by the Society.
b) Where the complete unit cannot be shop tested (for 10.4.1
instance, in the case of direct expansion installations), a) All thermometers recording the temperature of refriger-
only the compressors are to be tested according to pro- ated spaces, the air temperature at the inlet and outlet of
cedures approved by the Society. air coolers and the temperature at various points in the
refrigerant circuit or in the brine circuit are to be care-
10.3 Pressure tests at the workshop fully calibrated by the Manufacturer. The Society
reserves the right to require random checks of the cali-
10.3.1 Strength and leak tests bration.
Upon completion, all parts included in the suction and b) The accuracy of manometers and other measuring
delivery branches of the refrigerant circuit are to be sub- instruments is also to be checked before the commence-
jected to a strength and leak test. ment of the tests required in [10.5].
The strength test is a hydraulic test carried out with water or
other suitable liquid. The leak test is a test carried out with 10.5 Shipboard tests
air or other suitable gas while the component is submerged
in water at a temperature of approximately 30°C. 10.5.1 Pressure tests
The components to be tested and the test pressure are indi- After installation on board, and before operating, the plant
cated in Tab 9. is to be subjected to a test at the maximum working pres-
sure determined as indicated in [6.2.1].
10.3.2 Condensers However, all pressure piping portions which have welded
Circulating water sides of condensers are to be subjected to joints made on board are to be subjected to a strength test at
a hydrostatic test at a pressure equal to 1,5 times the design a pressure equal to 1,5 times the rated working pressure
pressure, but in no case less than 0,1 N/mm2. before being insulated.

Pt E, Ch 7, Sec 1
10.5.2 Tests of the ventilation system • Absorbed power and speed of the compressors and
a) After installation, the ventilation system is to be tested the temperatures and pressures which determine the
and the pressure, air capacity in cubic metres per running of the refrigerating machinery. The recorded
minute, maximum rotational speed and power absorbed data, through comparison with the thermodynamic
by the fans are to be recorded. cycle considered for the preparation of the cold pro-
duction curves of the compressors, are to enable the
b) The distribution of air in the various refrigerated spaces
corrections (superheating, undercooling) necessary
is to be checked.
for determination of the actual refrigerating capacity
10.5.3 Operational tests F.
a) Upon completion of the installation, each refrigerating • Absorbed power of the motors driving the fans FV
plant is to be subjected to an operational test on board and brine pumps FP
in order to check the proper operation of the machinery • The overall heat transfer coefficient k for the extreme
and the refrigerating capacity of the plant by means of a climatic conditions considered may be obtained by
heat balance test. the following formula:
b) Before starting the actual test, the Surveyor will check at F = k Σ(S . ΔT) + FV + FP + FC
random that thermometers, pressure gauges and other
where FC is a correcting term (normally small) which
instruments are in working order, calibrated and
arranged as directed in each case by the Society. is to be introduced for other heat exchanges
between the tested plant and the environment. The
c) All the refrigerating machinery is to be put into service calculation of the coefficient k is required when the
and all chambers, closed and empty, are to be simulta-
total volume of the holds exceeds 400 m3.
neously cooled to the minimum expected temperature,
i.e. the temperature required to be entered in the nota- h) Temperatures and pressures at various locations along
tion, or a lower temperature determined so that a differ- the refrigerant and brine circuits.
ence of at least 20°C can be maintained between the i) Air temperatures at the inlet and outlet of air coolers.
average external temperature and the temperature in the
j) In the course of the heat balance test, the above data is
refrigerated spaces. The expected temperature is to be
to be recorded at one-hour intervals. Prior to this test,
maintained for a period of time sufficient to remove all
the data may be recorded at 4-hour intervals, except for
the heat from the insulation.
the external air and sea water temperatures, which are
d) Following this, the heat balance test may be com- to be recorded at one-hour intervals at least for the last
menced. The duration of the test may be 6 hours or, twelve hours of the test.
where necessary, even longer. Air cooler fans are to run
at their normal output throughout the test. k) Special cases, e.g. when the test is carried out with very
low external atmospheric temperatures which would
e) The regulation of the refrigerating capacity of the plant require the temperature within the refrigerated cargo
may be effected by reducing the number of running spaces to be brought down below the above specified
compressors, by varying their rotational speed or even values, or where the compressors are driven by constant
by running them intermittently. speed prime movers, or where refrigerating plants of
f) Means of control where the load in the cylinders is var- banana and fruit carriers are tested in winter time, or the
ied or the gas is returned from the delivery side to the minimum temperature required for classification is not
suction side are not permitted. the same for all the spaces will be specially considered
g) The following data are to be recorded in the course of by the Society.
the test:
• Temperatures in the refrigerated spaces, external air 10.6 Defrosting system
temperature and sea water temperature (in particu-
lar, at the outlet and inlet of the condensers). The 10.6.1 The defrosting arrangements are also to be sub-
external surfaces S of the walls corresponding to the jected to an operational test.
temperature differences DT measured between the Instructions regarding the procedure to be followed for the
inside and outside of the refrigerated spaces are to operational test of the refrigerating plant on board will be
be detailed as well as the products S²DT. given by the Society in each case.

Pt E, Ch 7, Sec 2
SECTION 2 ADDITIONAL REQUIREMENTS FOR NOTATION

REF-CARGO
1 General 2.1.3 Cargo battens

a) Cargo battens of 50x50 mm, spaced at approximately
1.1 Application 400 mm, are to be fitted to the vertical boundaries of
refrigerated cargo spaces.
1.1.1 The requirements of this Section are applicable for
b) Floors of refrigerated cargo spaces are to be similarly fit-
the assignment of the additional class notation REF-
ted with battens of 75x75 mm spaced at approximately
CARGO. They are additional to the applicable requirements
400 mm; over the insulation of the top of shaft tunnels,
of Ch 7, Sec 1.
cargo battens are to be of hard wood.
1.1.2 These requirements are applicable independently of c) The arrangement of the cargo battens is to be such that
the number of refrigerated holds. Where only certain holds free circulation of air is not impaired and cargo cannot
are fitted with a refrigerating plant for which the notation is come in contact with the insulation or with the brine
requested, the number and the location of these holds will coils, if any.
be indicated in an annex to the Certificate of Classification.
d) Battens on the floors of refrigerated spaces may be omit-
ted in the case of hanging cargoes.
1.2 Refrigeration of cargo spaces
1.2.1 Cooling appliances, including brine coils, if any, are 3 Instrumentation

to be divided into two distinct systems capable of working
separately in each refrigerated space; each of them is to be
able to keep the cargo in a satisfactory cold condition. Each
3.1 Thermometers in cargo spaces
section is to be fitted with valves or cocks or similar devices
so that it can be shut off. 3.1.1 Number of thermometers
Each refrigerated space with a volume not exceeding 400 m3
1.2.2 Consideration may be given to waiving the require- is to be fitted with at least 2 thermometers or temperature
ments in [1.2.1] on cooling system duplication for refriger- sensors. Where the volume exceeds 400 m3, this number is
ating plants serving spaces having volume below 200 m3. to be increased by one for each additional 400 m3.
1.3 Heating 3.1.2 Direct reading thermometers

The tubes intended to contain thermometers are to have a
1.3.1 Where it is intended to carry cargoes which may be diameter not less than 50 mm and are to be carefully iso-
adversely affected by low temperatures during cold seasons lated from the ship's structure. If they pass through spaces
or in certain geographical areas, efficient means are to be other than those they serve, they are to be insulated when
provided for heating the spaces concerned. passing through those spaces. Joints and covers of such
tubes are to be insulated from the plating to which they are
2 Refrigerated cargo spaces attached and installed on open decks so that water will not
collect and freeze in them when measuring temperatures.
2.1 Insulation
3.1.3 Electric thermometer apparatus for remote
reading
2.1.1 Protection of insulation
In addition to the requirement in Ch 7, Sec 1, [5.5.1], the The apparatus is to provide the temperature indications with
floors of refrigerated spaces to about 600 mm beyond the the accuracy required in [3.1.5] in conditions of vibrations
projection of the hatchway outline are to be covered with a and inclinations expected on board and for all ambient
hard wood sheathing about 50 mm thick, or with a protec- temperatures, up to 50°C, to which indicating instruments
tion of similar efficiency. and connection cables may be exposed.
2.1.2 Insulation strength 3.1.4 Distant electric thermometer sensors

In addition to the requirement in Ch 7, Sec 1, [5.5.2], where a) Sensing elements are to be placed in refrigerated spaces
insulations are to support fork-lift trucks, they are to be sub- where they are not liable to be exposed to damage dur-
mitted to a strength test performed on a sample in condi- ing loading and unloading operations and well clear of
tions representative of the service conditions. heat sources such as, for instance, electric lamps, etc.

Pt E, Ch 7, Sec 2
b) Sensing elements in air coolers are to be placed at a dis- 4 Additional requirements for AIR-CONT
tance of at least 900 mm from coils or fan motors.
notation
c) When arranged in ducts, they are to be placed at the
centre of the air duct section, as far as possible. 4.1 General
d) Sensing elements are to be protected by a corrosion-
4.1.1 Applicability
resistant impervious covering. Conductors are to be per-
manently secured to sensing elements and to indicating a) The following requirements apply to ships with perma-
instruments and connected accessories. Plug-and-socket nently installed equipment capable of generating and
connections are allowed only if they are of a type controlling an oxygen poor atmosphere in cargo holds
deemed suitable by the Society. in order to slow down the ripening process of fruit or
other cargo, for which the notation AIRCONT is
e) All sensing elements are to be easily accessible. requested.
3.1.5 Accuracy b) The following requirements are additional to those of

Ch 7, Sec 1.
a) Direct reading thermometers are to permit reading with
c) The AIRCONT notation will be not granted to ships
an accuracy of 0,1°C for temperatures between 0°C and
using portable apparatus for the generation of the con-
15°C. Temperatures given by remote reading are to have
trolled atmosphere or to ships with permanently
an accuracy of:
installed apparatus serving less than 50% of the allow-
• ± 0,3°C (at 0°C) for the carriage of fruit and vegeta- able cargo space.
bles, and
4.1.2 Operational performance
• ± 0,5°C (at 0°C) for the carriage of frozen products.
a) Normally, the displacement of the oxygen from the
b) The instrumental error, to be ascertained by means of spaces which are intended to operate under controlled
calibration by comparison with a master-thermometer atmosphere is obtained by an inert gas. The most com-
with officially certified calibration, is not to exceed the monly used inert gases are:
following values:
• carbon dioxide (CO2)
• ± 0,15°C, in the range - 3°C to + 3°C • nitrogen (N2)
• ± 0,25°C, in all other ranges of the scale. b) The oxygen content in air controlled spaces is to be
maintained between 10% and 2% of the volume, with
c) In general, the scale range is to be within -30°C and
an accuracy of at least 0,2%.
+20°C; in any case it is to be ±5°C greater than the
range of application of the instrument. c) Where carbon dioxide is used for controlling the atmo-
sphere, the plant is to be capable of controlling and
d) In the graduated scale, the space between each degree
maintaining a concentration of CO2 in all or in any of
centigrade is not to be less than 5 mm.
the controlled spaces between 10% and 0,2% in vol-
ume. The selected CO2 content is to be maintained with
3.1.6 Data-logger an accuracy of at least 0,2%.
a) When a data-logger is installed, at least one sensing ele- d) Where nitrogen (N2) is used to control the atmosphere,
ment for each refrigerated space, both in the space itself the generating plant is to be capable of supplying at
and in its air circulating system, is to be connected to least:
another independent indicating instrument, approved by
the Society. The data-logger is to register to 0,1 of a • 0,05 m3/h of nitrogen with 4% oxygen content for
degree. Indicating instruments are to be fed by two inde- each cubic meter of the total cargo space which is
pendent power sources. If they are fed by the network intended for controlled atmosphere, at normal oper-
on board through a transformer and rectifier unit, a ating temperature
spare unit is also to be provided and is to be easily • 0,025 m3/h of nitrogen with 2% oxygen content for
replaceable aboard. If they are fed by storage batteries, it each cubic meter of the total cargo space which is
will be sufficient to arrange easily changeable batteries. intended for controlled atmosphere, at normal oper-
ating temperature
b) A prototype apparatus is to be checked and tested by a
Surveyors at an independent recognised laboratory, or at • For different oxygen content, intermediate values
the Manufacturer’s facilities, to verify by means of suita- may be interpolated.
ble tests that the degree of accuracy corresponds to the
above provisions. 4.1.3 Operating and safety manual
An operating and safety manual covering at least the items
c) The capacity of the apparatus to withstand stipulated
listed below is to be provided on board:
vibrations, impacts and temperature variations and its
non-liability to alterations due to the salt mist atmos- • principal information on the use of controlled atmo-
phere, typical of conditions on board, are to be verified. sphere

Pt E, Ch 7, Sec 2
• complete description of the controlled atmosphere d) Pressure/vacuum valve discharges are to be located at
installation on board least 2 m above the open deck and 10 m away from any
ventilation inlets and openings to accommodation
• hazards of low oxygen atmospheres and consequential
spaces, service spaces, machinery spaces and other sim-
effects on human life
ilar manned spaces. Discharge piping is to be arranged
• countermeasures when exposed to low oxygen atmo- to preclude ingress of water, dirt or debris which may
spheres cause the equipment to malfunction.
• instructions for operation, maintenance and calibration e) Arrangements for the protection of cargo spaces or com-
of all gas detectors partments against over or under pressure other than
those referred to above will be the subject of special
• instructions for use of portable oxygen analysers with consideration.
alarm for personal protection
• prohibition of entry to spaces under controlled atmo- 4.2.3 Gas freeing
spheres a) The arrangements for gas freeing of controlled atmo-
sphere zones are to be capable of purging all parts of
• loading instructions prior to injection of gas
the zone to ensure a safe atmosphere.
• procedure for checking security of controlled atmo- b) Cargo air cooling fans and the air refreshing arrange-
sphere zones, doors and access hatches prior to injec- ments may be used for gas freeing operations.
tion of gas
c) Gas freeing outlets are to be led to a safe place in the
• gas-freeing procedure for all controlled atmosphere atmosphere 2 m above the open deck and 10 m away
zones from air inlets and openings to accommodation spaces,
• procedure for checking atmosphere of controlled atmo- service spaces, machinery spaces and similar manned
sphere zones before entry. spaces.
4.2.4 Ventilation of adjacent zones

4.2 Controlled atmosphere cargo spaces a) Deckhouses and other adjacent spaces, or other spaces
and adjacent spaces containing gas piping where gas leakage may create an
oxygen deficient atmosphere, which need to be entered
4.2.1 Air-tightness of controlled atmosphere regularly, are to be fitted with a positive pressure type
mechanical ventilation system with a capacity of at least
a) The controlled atmosphere zones are to be made air-
10 air changes per hour capable of being controlled
tight. Particular attention is to be paid to sealing of
from outside these spaces.
hatches, plugs and access doors in each controlled
atmosphere zone. Double seals are to be fitted to each b) Adjacent spaces not normally entered are to be pro-
opening. vided with a mechanical ventilation system which can
be permanent or portable to free the gas space prior to
b) Openings for pipes, ducts, cables, sensors, sampling entry. Where portable ventilators are used, at least two
lines and other fittings passing through the decks and units capable of ensuring at least 2 air changes per hour
bulkheads are to be suitably sealed and made air-tight. in the largest of such spaces are to be kept on board.
c) The liquid sealed traps from bilges and drains from the c) Ventilation inlets are to be arranged so as to avoid re-
cooler trays are to be deep enough, when filled with liq- cycling any gas.
uid which will not evaporate or freeze, to withstand the
d) For container carriers with containers under controlled
design pressure in each controlled atmosphere zone
atmosphere which have arrangements to vent low oxy-
taking account of the ship motion.
gen air from each container under controlled atmo-
d) Air refreshing inlets and outlets are to be provided with sphere into the cargo space, venting arrangements are to
isolating arrangements. be in accordance with the applicable requirements of
these Rules.
4.2.2 Controlled atmosphere zone protection
a) Means are to be provided to protect controlled atmos- 4.3 Gas systems
phere zones against the effect of overpressure or vacuum.
4.3.1 General requirements
b) One pressure/vacuum valve is to be fitted in each con- a) Means are be provided to reach and maintain the
trolled atmosphere zone, set for the design conditions of required oxygen and/or carbon dioxide levels in the
the zone. controlled atmosphere zones. This may be accom-
c) The proposed pressure/vacuum valves for the various plished by use of stored gas, portable or fixed gas gener-
zones are to be of adequate size to release any excess ating equipment or other equivalent arrangements.
pressure when the gas generating unit is delivering at its b) The gas system is to have sufficient capacity to compen-
maximum capacity to a single cargo space or compart- sate for any gas loss from the controlled atmosphere
ment and to relieve the vacuum at maximum cooling zones and to maintain a positive pressure in all such
rate. zones.

Pt E, Ch 7, Sec 2
c) Gas systems utilising compressors are to be provided accommodation, machinery, service and control spaces.
with two or more compressors and prime movers which Access to such compartments is only to be from the
together are capable of delivering the rated capacity. open deck.
Each compressor is to be sized so that, with one com-
b) Gas piping systems are not to be led through accommo-
pressor out of operation, the system is able to maintain
dation, service and machinery spaces or control stations.
the O2 content in all designated cargo spaces within the
specified range. Alternatively, one compressor and 4.3.6 Protection of cargo spaces
prime mover may be accepted if the compressor is
capable of delivering the rated capacity and provided a) Means to protect the cargo spaces from overpressure are
that spares for the compressor and prime mover are car- to be provided. These means may be:
ried to enable any failure of the compressor and prime • in the case of external gas supply, a shut-off valve
mover to be rectified on board. automatically operated in the event of overpressure
d) Air inlets are to be located such as to ensure that con- fitted at the connection with the external supply
taminated air is not drawn into the compressors. • a vent valve, connected to the inlet valve, ensuring
e) Where it is intended to supply gas by means of stored that the inlet of nitrogen is allowed when the vent
gas bottles, the arrangements are to be such that valve is open.
depleted bottles may be readily and safely disconnected b) Nitrogen outlets to the atmosphere are to be directed
and charged bottles readily connected. vertically upward and are to be located in segregated
positions which are not likely to discharge into manned
4.3.2 Carbon dioxide generation areas.
Carbon dioxide generating equipment is the subject of spe-
cial consideration by the Society. 4.3.7 Ventilation
a) The gas supply compartment is to be fitted with an inde-
4.3.3 Passive type nitrogen generation pendent mechanical extraction ventilation system pro-
Passive type nitrogen generators such as gas separators and viding a rate of at least 20 air changes per hour based on
absorbtion units need not be duplicated. the total empty volume of the compartment.
4.3.4 Gas supply b) Ventilation ducts from the gas generator/supply com-
partment are not to be led through accommodation, ser-
a) Gas systems are to be designed so that the pressure vice and machinery spaces or control stations.
which they can exert on any controlled atmosphere
zone will not exceed the design pressure of the zone. c) The air exhaust ducts are to be led to a safe location on
the open deck.
b) During initial operation, arrangements are to be made to
vent the gas outlets from each generator to the atmo-
sphere. All vents from gas generators are to be led to a 4.4 Miscellaneous equipment
safe location on the open deck.
4.4.1 Humidification equipment
c) Where gas generators use positive displacement com-
Where a humidification system is fitted, the following
pressors, a pressure relief device is to be provided to
requirements are to be complied with:
prevent excess pressure being developed on the dis-
charge side of the compressor. a) the supply of fresh water for humidification is to be such
as to minimise the risk of corrosion and contamination
d) Suitable arrangements are to be provided to enable the
supply mains to be connected to an external supply of the cargo
e) Where nitrogen (N 2) is used: b) in order to prevent damage or blockage in the humidifi-

cation system caused by water freezing, the air, steam or
• means of controlling inadvertent release of nitrogen water pipelines in the cargo chambers are to be
into controlled atmosphere zones, such as lockable installed so as to facilitate drainage and to be provided
non-return valves, are to be provided. with suitable heating arrangements.
• the nitrogen delivery line is to be fitted with a safety
valve capable of discharging the maximum nitrogen 4.4.2 Electrical equipment
delivery. In addition to the applicable requirements of Part C, Chap-
• filters are to be fitted in the delivery line. ter 2 of the Rules, the following are to be complied with:
• oxygen and nitrogen exhaust lines are to be led to a) the electrical power for the controlled atmosphere plant
discharge in safe locations on open deck. is to be provided from a separate feeder circuit from the
main switchboard
4.3.5 Segregation b) under seagoing conditions, the number and rating of
a) Fixed gas generating equipment, gas bottles or portable service generators are to be sufficient to supply the
gas generators are to be located in a compartment cargo refrigeration machinery and controlled atmo-
reserved solely for their use. Such compartments are to sphere equipment in addition to the ship’s essential ser-
be separated by a gas-tight bulkhead and/or deck from vices, when any one generating set is out of action.

Pt E, Ch 7, Sec 2
4.5 Gas detection and monitoring equipment provided to determine the content of the circulated gas
within the controlled atmosphere zones.
4.5.1 General b) When a sampling system with sequential analysing is
a) The indicators and alarms required in this Section are all fitted, the sampling lines are to be able to operate at any
to be given at a suitable refrigerated cargo control sta- value of pressure or vacuum at which the controlled air
tion. system may operate in the cargo space. Common sam-
pling lines for different media (oxygen, carbon dioxide,
b) The pressure in each controlled atmosphere zone is to
etc.) are allowed.
be monitored and an alarm initiated when the pressure
is too high or too low. c) Two separate sampling points are to be located in each
controlled atmosphere zone and one sampling point in
c) Direct read-out of the gas quality within any controlled
each of the adjacent spaces. The arrangements are to be
atmosphere zone is to be available to the operating staff
such as to prevent water condensing and freezing in the
on demand.
sampling lines under normal operating conditions. Fil-
ters are to be provided at the inlet to sampling point
4.5.2 Oxygen and carbon dioxide detection
lines.
a) All cargo spaces intended for controlled atmosphere are
d) Arrangements of the gas sampling points are to be such
to be fitted with means for measuring the oxygen and
as to facilitate representative sampling of the gas in the
carbon dioxide content.
space.
The values are to be automatically logged at regular
e) Where gas is extracted from the controlled atmosphere
intervals (generally every hour) for the entire period in
zones via a sampling tube to analysers outside the
which the cargo space is kept under controlled atmo-
space, the sample gas is to be discharged safely to the
sphere.
open deck.
b) Gas analysers are to be calibrated automatically once f) Sampling by means of portable equipment will be the
every 24 hours. An alarm is to be initiated if accuracy is subject of special consideration.
outside tolerance limits.
g) The sampling frequency is to be at least once per hour.
c) Each normally manned space adjacent to cargo spaces,
intended to be operated under controlled atmosphere, is 4.5.4 Alarm for gas release
to be fitted with at least one means to measure the oxy- An audible and visual alarm is to be automatically operated
gen content. for at least 60 seconds before the gas release in the cargo
d) When humidification equipment is installed in each of spaces is initiated. The alarm is to be interlocked with the
the controlled atmosphere zones, an alarm is to be initi- gas inlet valve, in such a way that the valve cannot be
ated when the relative humidity falls below or exceeds opened until the alarm has been given.
the predetermined set values.
4.6 Instrumentation, alarm and monitoring
4.5.3 Sampling and analysing system arrangement
a) At least two analysers for oxygen and carbon dioxide
4.6.1 Tab 1 summarises the minimum control and monitor-
having a tolerance of ± 0,1 per cent by volume are to be
Table 1 :
Function
Item Indicator Automatic Comments
Alarm
shut-down
Oxygen content percentage low X Cargo spaces
high X
< 21% X Manned spaces adjacent to cargo spaces
Carbon dioxide content percentage X Cargo spaces
Atmospheric pressure pressure high X X (1)
Gas generation failure X Failure of any one of the generating equipment
Gas release release X To be operated for at least 60 seconds before release
Liquid seal level low X Where installed
Ventilation failure X
Sampling line flow failure X
Logging failure X
(1) Automatic closing of inlet valve of externally supplied gas.

Pt E, Ch 7, Sec 2
4.7 Safety b) Air-tightness in controlled atmosphere
1) Air-tightness of each controlled atmosphere zone is

4.7.1 Access to controlled atmosphere zones
to be tested and the results entered on the certifi-
a) Controlled atmosphere zones are to be clearly labelled cate. The measured leakage rate of each zone is to
with "Caution" and "Danger" signs to alert personnel. be compared with the specified value.
b) Entry hatch and manhole covers and doors leading to 2) Either a constant pressure method or a pressure
controlled atmosphere zones and adjacent spaces are to decay method is to be used to determine the degree
be fitted with acceptable security type locks and warn- of air-tightness.
ing notices informing about the low oxygen atmo-
3) If the constant pressure method is used, the test is to
sphere. Warning notices are to be posted at all openings
be carried out at the design pressure of the con-
to spaces under controlled atmosphere to prevent inad-
trolled atmosphere zones.
vertent opening while the space is under the controlled
atmosphere. 4) If the pressure decay method is used, the time for the
c) All doors and access hatches to controlled atmosphere pressure to drop from 350 Pa to 150 Pa is to be mea-
zones which may be under pressure are to open out- sured and the leakage is to be calculated using the
wards and are to be fitted with means to prevent injury following formula:
or damage during opening.
V
Q = 7 ,095 ⋅ ----
t
4.7.2 Safety equipment
where:
a) At least 10 portable oxygen monitors with alarms are to
be provided on board. Q : Air leakage, in m3/h
b) At least two portable oxygen sensors are to be provided V : Volume of zone, in m3

to sample the oxygen level in all controlled atmosphere
zones and adjacent spaces for use prior to entry into t : Time, in seconds
such zones or spaces. 7,095 : Constant for 200 Pa pressure decay.
c) A means of two-way communication is to be provided 5) During this test, the adjacent zones are to be kept at
between the cargo spaces under controlled atmosphere atmospheric pressure.
and the gas release control station. If portable radiotele-
phone apparatus is adopted to comply with this require-
ment, at least three sets are to be provided on board. 4.8.3 Gas system performance
This equipment is to be in addition to that required by The capability of the gas system to supply gas according to
SOLAS Chapter III, Regulation 6. the specified flow rate and conditions is to be verified by
tests.
d) Two self-contained breathing apparatuses equipped
with built-in radio communication and a lifeline with a
belt are to be provided on board together with fully 4.8.4 Gas freeing
charged spare air bottles with a total free air capacity of The gas freeing arrangements are to be tested to demon-
3600 litres for each breathing apparatus. This equip- strate that they are effective.
ment is to be in addition to that required by SOLAS
Chapter II-2, Regulation 17.
4.8.5 Safety, alarms and instrumentation
a) The control, alarm and safety systems are to be tested to

4.8 Tests and trials
demonstrate overall satisfactory performance of the con-
trol engineering installation. Testing is also to take
4.8.1 General account of the electrical power supply arrangements.
Controlled atmosphere system trials are to be carried out on
b) Locking arrangements of all controlled atmosphere
board before the system is put into service, as indicated below.
zones and adjacent spaces where gas may accumulate,
provision of warning notices at all entrances to such
4.8.2 Tightness tests spaces, communication arrangements and operation of
a) Piping alarms, controls, etc. are to be examined.
1) The gas supply mains and branches are to be pres- c) The provision of portable gas detectors and personnel
sure and leak tested. The test pressures are to be 1,5 oxygen monitors is to be verified. Suitable calibrated
and 1,0 times the design pressure, respectively. instruments to measure the levels of O2, CO 2 and
humidity, gas pressure and gas flow to the controlled
2) All gas sampling lines are to be leak tested using a atmosphere zones are to be provided for testing. Their
vacuum or overpressure method. accuracy is to be verified.

Pt E, Ch 7, Sec 2
5 Additional requirements for notations be accepted locally for zones with lesser ventilation.
However, for any zone, in any right parallelepiped hav-
PRECOOLING and QUICKFREEZE
ing 1 m2 of ceiling surface as a base and the height of
the space, the rate of circulation is not to be less than 40
5.1 General changes per hour; moreover, the average rate of circula-
tion is not to be less than 60 changes per hour in any
5.1.1 Applicability
parallelepiped with the same height and based on 50 m2
The folowing requirements apply to ships for which either
of ceiling surface.
the PRECOOLING or QUICKFREEZE notation is requested.
The requirements of this Section are additional to those in b) For a system with horizontal air circulation, the average
Ch 7, Sec 1. and local rates of circulation are not to be less than
those mentioned above for vertical circulation.
5.1.2 Conditions of assignment
The notations PRECOOLING and QUICKFREEZE are c) Unless duly justified, the local and average rates of cir-
assigned in connection with the maximum time necessary culation of refrigerated air are to be checked for the
to cool the cells from the ambient temperature to the ser- empty spaces.
vice temperature with the cargo loaded at the ambient tem-
perature. This time is to be indicated in the contract 5.2 Shipboard tests
specification together with the specified temperatures and,
upon verification, to be entered in the notation.
5.2.1 Additional requirement for PRECOOLING
5.1.3 Additional requirements for PRECOOLING notation
notation For the notation PRECOOLING, during the ventilation sys-
a) Unless otherwise specified for special cargoes, the rate tem tests the conditions stated in [5.1.3] are to be verified.
of cold air circulation within each space is not normally The detailed procedure of the test is to be previously sub-
to be less than 70 changes per hour. Lower values may mitted to the Society.

Pt E, Ch 7, Sec 3

REF-CONT
1 General not be complied with where the air cooler serves no more
than 7 standard 40 ft containers (or 14 standard 20 ft con-
tainers).
1.1 Application
2.2.2 Decentralised refrigerating plants
1.1.1 The requirements of this Section are applicable for
the assignment of the additional class notation REF-CONT. Fully decentralised fixed refrigerating plants are normally to
They are additional to the applicable requirements of Ch 7, comply with the same provisions as foreseen for centralised
Sec 1. plants. However, while a standby refrigerating unit is not
required in this case, at least two compressors, each one
1.1.2 Where the containers are cooled by a permanently able to supply two thirds of the necessary refrigerating
installed refrigerating plant designed to supply refrigerated capacity (or an equivalent arrangement), are to be provided.
air to insulated containers carried in holds of container
ships, the suffix (A) will be added to the notation REF- 2.2.3 Regulation valves
CONT. The regulation valves for supply of brine to air coolers are to
Where the ship is intended only to supply electrical power be so arranged that they can be isolated, unless it is possible
to self-refrigerated containers, the suffix (E) will be added to to operate them manually in the case of damage to their
the notation REF-CONT. automatic control device. However, the manual operation
of these valves is not required where it is possible to arrange
1.1.3 Where air conditioning or insulation of the holds is for their quick replacement while the containers are on
necessary for the carriage of refrigerated containers, the cor- board. In such case, the proposed list of spare valves is to be
responding items are also to be considered for granting the submitted to the Society.
appropriate class notation.
2.2.4 Air cooler fans
1.1.4 Containers Where a single fan is provided for each air cooler, the
Refrigerated containers are not covered by the class nota- arrangement is to be such that it is possible to proceed with
tion and accordingly no specific requirements for the con- the disassembling of the fan and/or the associated motor of
tainers are contained in these Rules. each air cooler while the containers are on board. In this
However, the heat transfer coefficient of the containers is to case, at least one spare fan and one motor of each type are
comply with the value appearing in the notation; see also to be available on board.
Ch 7, Sec 1, [1.2.2].
2 Refrigerating plants supplying
2.3.1 Couplings
refrigerated air to containers
The couplings for connection to containers are to be of an
approved type.
2.1 Definitions
2.3.2 Compressors
2.1.1 Batch of containers
In addition to the compressors which are necessary for the
A batch of containers or simply a batch is a set of containers
compressed air production system used for the operation of
served by the same duct and the same air cooler.
couplings, at least one standby air compressor or equivalent
2.1.2 Decentralised refrigerating plant is to be provided. This compressor is to be arranged to be
A decentralised refrigerating plant is a plant in which each immediately available and its capacity is to be at least equal
container is connected on board to a separate unit for cold to that of the largest compressor it is to replace.
production and distribution.
2.3.3 Air ducts
a) Ducts for discharge and suction of refrigerated air are to
2.2 Cold distribution
be suitably insulated; they are to be air-tight in order to
2.2.1 Systems serving batches of containers avoid an abnormal increase in the cold demand and an
The system of cold distribution of each air cooler serving a abnormal decrease in the temperature of air in the
batch of containers is to be divided into two distinct parts holds.
capable of working separately, each of them being able to b) The insulating materials and linings used for the ducts
ensure the requested cold supply. This requirement need are to comply with the provisions of Ch 7, Sec 1, [7.4].

Pt E, Ch 7, Sec 3
2.3.4 Other ducts and piping 2.5 Workshop and shipboard inspections
a) Ducts for entry of fresh air and exhaust of stale air which and tests
serve a batch of containers are to be arranged so that
2.5.1 Circulating pumps
they can be segregated from the ducts serving other
batches in order to avoid contamination by odour of the The characteristics (capacity, pressure and absorbed power)
remains of the cargo in case of damage. of circulating pumps for cooling media (sea water, brine,
refrigerant) are to be checked at the works where the prime
b) Similar provision is to be made in respect of the piping movers have an output exceeding 50 kW. The test is to be
for drainage of defrosting water and condensation prod- performed for each type of pump and attended by a Sur-
ucts from air coolers. Each drainage pipe is to be fitted veyor; at least 3 points suitably distributed over each curve
with a hydraulic scupper or equivalent. are to be considered.
c) Ducts for exhaust of stale air are to be led to the open. 2.5.2 Motors of air cooler fans
However, where the holds are sufficiently ventilated Where the Manufacturer cannot indicate the efficiency for
(rate of air renewal per hour not normally less than 4), each type of motor and for a resisting torque varying from
these ducts may be led to the holds.
20% to 100% of the rated couple of this motor, the corre-
sponding measurement may be required during inspection
2.3.5 Containers with controlled atmosphere at the works of the motors.
For containers with controlled atmosphere, see Ch 7, Sec 2,
2.5.3 Compressors
[4.2.4] d).
a) A check of the refrigerating power of each type of com-
pressor is to be performed for various running condi-
2.4 Thermometers tions. The latter are to correspond, at least, to those
foreseen in the heat balance for the extreme operating
2.4.1 Temperature sensors conditions.
a) At least two temperature sensors are to be provided for b) Tests are normally to be performed at the works of the
each container. One is to be arranged at the air suction, makers. When tests are carried out on board, the pro-
the other at the air supply. The latter may, however, be posed procedure is to be approved by the Society.
common to several containers if the arrangements are c) For identical plants made by the same maker and
such that the same air temperature is ensured at all the intended for ships of the same series, tests are only
air supply outlets. In this case, the sensor is to be required for the first ship provided that their results are
located at the air cooler exhaust in the air stream com- satisfactory.
mon to all these outlets.
d) Direct checking of the refrigerating power is not
b) The sensors and thermometers are to be of an approved required where it is intended to perform a test, with all
type. the containers on board, at the lowest temperature and
in the extreme operating conditions specified.
2.4.2 Temperature recording
2.5.4 Air coolers
a) The system for recording the temperature measurements Where considered necessary taking into account the char-
is to be completely duplicated. Where this is not feasi- acteristics of the plant, the Society may require that the dis-
ble, it is to be possible, in case of failure of the main sys- tribution of the brine flow to the various air coolers is
tem or of a main cable, to intervene with the necessary checked on board.
instrument in way of each hold in order to record the
temperatures of supply and suction air for each con- 2.5.5 Air ducts
tainer. In this case, arrangements are to be such that the
a) Air-tightness of ducts together with their connections
staff in charge of these measurements can operate from
and couplings is to be achieved to the Surveyor's satis-
an easily accessible location.
faction. Each duct is to be tested for air-tightness.
b) For fully decentralised plants, the duplication is not b) Air-tightness of each duct is to be checked after closing
required provided that a temperature regulator-indicator of all pipes such as drains and stale air exhausts which
is provided for the air supply to each container. These are not a source of leakage in normal operation. Two
devices are to be located together in one or several eas- tests are to be performed, the first with all the couplings
ily accessible positions. sealed by tight plugs, the second without such plugs.
c) For plants with more than 200 containers, the tempera- c) The leakage rate Q0 is to be measured with an overpres-
ture monitoring system is to be automated and is to sure not appreciably less than 25 mm of water; for a dif-
include alarms for low and high temperatures. Proposed ferent overpressure ΔP (mm water), the measured
arrangements are to be submitted to the Society. leakage rate Q is to be corrected to obtain Q0 by the for-
mula:
d) At least 2% of the number of temperature sensors of
each type (with a minimum of 5 per type) are to be pro- 25 1 / 2
Q 0 = Q ⎛ -------⎞
⎝ ΔP⎠
vided as spares.

Pt E, Ch 7, Sec 3
The leakage rate Q0 is not to exceed by more than 5% ships) and is to be attended by the Surveyor. However, for
the values given in Tab 1 multiplied by the number of small plants equivalent tests may be performed on board.
containers served by the tested duct.
d) One duct of each type is to be submitted to a test for air 2.7 Shipboard tests
distribution to containers. This test includes measure-
ment of the air flow at the various couplings; during the 2.7.1 Temperature sensors
test, the fans run at full speed and at the rated pressure. a) The correct operation of all temperature sensors for the
The air flow at each coupling is not normally to be whole plant is be checked on board. Installation of sen-
lower than the specified value, with a minus tolerance sors, together with their connecting cables, is to be
of 5%. checked for accuracy.
e) The overall heat exchange coefficient is to be deter- b) The zero of the sensors located on the air supplies and
mined for at least two different types of ducts; the result suctions in the ducts is to be randomly checked. The
is not to exceed by more than 10% the value considered checking is to be effected by comparison with pure
in the heat balance. For large series (at least 50), 2% of water ice (0°C). At least one sensor for supply and one
the ducts are to be subjected to this test. sensor at the air flow suction side are to be checked.
f) In the case of ducts fabricated on board, tests for air- c) It is also to be checked that the regulation sensor for
tightness, air distribution, and heat leakage as defined supply air gives the same value as the reading sensor,
above are to be performed on board after assembly. In and that there are no abnormal differences for the read-
this case, after special examination and where there is a ing sensors that have not been checked in accordance
large excess of refrigerating capacity, the Society may with this requirement.
agree to waive the test mentioned in e).
2.7.2 Ducts
g) Testing procedure is to be submitted for approval.
a) Before checking the correct operation of the ducts and
Table 1 : their fittings, it is to be verified that their air-tightness has
not been impaired during their handling or their instal-
lation on board. The Surveyor may require that tests
Type of container 40’ 30’ 20’ 10’ (smoke tests or equivalent) are performed at random.
Q0 in m3/h 30 23 16 9 b) The two leakage tests defined in [2.5.5] are to be per-
(at 15°C, 760 mm Hg) (60) (46) (32) (18) formed for ducts which have been dismantled in more
than two parts for transportation or which have been
Note 1: The lower value corresponds to the first test, the
assembled on board from prefabricated parts. In this
larger one to the second test performed without the plugs.
case, and except for one duct of each type, these tests
need not be carried out at the works. Where, however,
2.6 Temperature measuring and recording they have been already performed at the works, one is
devices to be repeated on board.
c) The Surveyor may require that the air-tightness is
2.6.1 Temperature sensors
checked at the junction between the couplings and the
a) For plants comprising more than 200 temperature sen- containers installed on board for the test. This may be
sors for air supply and suction, including those used for done with soapy water or by a similar procedure.
regulation of the supply air temperature, the following
checks are to be performed: d) Where fitted in the ducts at the works, electric motors of
duct fans are subjected to insulation measurements; this
• checking of the tightness of the sealings after immer- is to be done at random and as agreed with the Sur-
sion during 30 minutes under 1 m of water or after veyor.
an equivalent test
• checking of the calibration for at least 3 tempera- 2.7.3 Running tests
tures suitably distributed over the measuring range; a) The running of the major components of the fluid sys-
to be done immediately after completion of the pre- tems (refrigerant, cold and hot brine, sea water, air for
vious test. couplings) and of the regulation, monitoring and alarm
systems is to be checked.
b) These checks are to be carried out from 2 batches of
sensors chosen at different periods (the middle and end b) The correct running of the plant in automatic operation
of fabrication). At least 1% (with a minimum of 10) of is to be checked for the specified conditions. Tests are to
the number of sensors are chosen by the Surveyor to be be performed for the various operating conditions and
checked. for at least three ducts of different types which are to be
fully fitted up with containers. The satisfactory operation
2.6.2 Temperature monitoring system of the whole plant is also to be verified by means of a
suitable test.
A test of the complete temperature monitoring system is to
be performed at the Manufacturer’s workshop (for each c) When there is a plant for air conditioning of the holds, it
ship, even in the case of identical plants installed in sister is to be tested in accordance with Ch 7, Sec 2.

Pt E, Ch 7, Sec 3
3 Ships supplying electrical power to b) under seagoing conditions, the number and rating of
service generators are to be sufficient to supply the
self-refrigerated containers cargo refrigeration machinery and controlled atmos-
phere equipment in addition to the ship’s essential serv-
3.1 Electrical equipment ices, when any one generating set is out of action.
3.1.1 In addition to the applicable requirements of Part C,
Chapter 2 of the Rules, the following are to be complied 3.2 Installation of containers
with:
a) the electrical power for the controlled atmosphere plant 3.2.1 The loading of refrigerated containers is to be
is to be provided from a separate feeder circuit from the restricted to locations where proper ventilation and cooling
main switchboard of the refrigerating equipment may be ensured.

Pt E, Ch 7, Sec 4

REF-STORE
1 General
1.1 Application
1.1.1 For the assignment of the additional class notation
REF-STORE, and in addition to the applicable requirements
of Ch 7, Sec 1, the additional requirements of Ch 7, Sec 2
are to be complied with, with the exception of those of Ch
7, Sec 2, [1.3] and Ch 7, Sec 2, [2.1].

Part E
Chapter 8
ICE CLASS (ICE)
SECTION 1 GENERAL
SECTION 2 HULL AND STABILITY
SECTION 3 MACHINERY
Pt E, Ch 8, Sec 1
SECTION 1 GENERAL
1 General 2.2 Draught limitations in ice
2.2.1 Maximum draught

1.1 Application
The draught and trim limited by the UIWL are not to be
1.1.1 The following additional class notations are assigned exceeded when the ship is navigating in ice.
in accordance with Pt A, Ch 1, Sec 2, [6.10] to ships
The salinity of the sea water along the intended route is to
strengthened for navigation in ice and complying with the
be taken into account when loading the ship.
relevant requirements of this Chapter:
• ICE CLASS IA SUPER 2.2.2 Minimum draught
• ICE CLASS IA The ship is always to be loaded down to at least the LIWL
• ICE CLASS IB when navigating in ice. Any ballast tank situated above the
LIWL and needed to load down the ship to this waterline is
• ICE CLASS IC to be equipped with devices to prevent the water from
• ICE CLASS ID freezing.
1.1.2 The ice strengthening requirements in this Chapter, 2.2.3 Minimum forward draught
excepting those for ships with the additional class notation
In determining the LIWL, due regard is to be paid to the
ICE CLASS ID are equivalent to those stated in the Finnish-
need to ensure a reasonable degree of ice going capability
Swedish Ice Class Rules 2010, as amended, applicable to
in ballast. The propeller is to be fully submerged, if possible
ships trading in the Baltic Sea in winter or equivalent ice
entirely below the ice. The minimum forward draught is to
conditions.
be at least equal to the value TAV, in m, given by the follow-
ing formula:
1.2 Owner’s responsibility
T AV = ( 2 + 0 ,00025 Δ 1 )h G
1.2.1 It is the responsibility of the Owner to decide which
where:
ice class notation is the most suitable in relation to the
expected service conditions of the ship. Δ1 : Displacement of the ship, in t, on the maximum
Nevertheless, it is to be noted that a ship assigned with ICE ice class draught, as defined in [2.2.1]
CLASS IA SUPER is not to be considered as a ship suitable hG : Ice thickness, in m, as defined in [2.3].
for navigation in ice in any environmental condition, such
as an icebreaker. The draught TAV need not, however, exceed 4 hG.
2.2.4 Indication of maximum and minimum

2 Ice class draughts and ice thickness draughts in ice
Restrictions on draughts when operating in ice are to be
2.1 Definitions documented and kept on board readily available to the
master.
2.1.1 Upper ice waterline
The maximum and minimum ice class draughts fore, amid-
The Upper Ice Waterline (UIWL) is the envelop of highest ships and aft are to be specified in the documents submitted
points of the waterlines at which the ship is intended to for approval to the Society and stated on the Certificate of
operate in ice. The line may be a broken line. Classification.
2.1.2 Lower ice waterline If the summer load line in fresh water is anywhere located
The Lower Ice Waterline (LIWL) is the envelop of lowest at a higher level than the UIWL, the ship’s sides are to be
points of the waterlines at which the ship is intended to provided with a warning triangle and with a draught mark
operate in ice. The line may be a broken line. at the maximum permissible ice class draught amidships,
according to Fig 1.
2.1.3 Ice belt The purpose of the warning triangle is to provide informa-
The ice belt is that portion of the side shell which is to be tion on the draught limitation of the ship when it is sailing
strengthened. Its vertical extension is equal to the required in ice for masters of icebreakers and for inspection person-
extension of strengthenings. nel in ports.

Pt E, Ch 8, Sec 1
Figure 1 : Ice class draught marking 3 Output of propulsion machinery
3.1 Required engine output for ICE CLASS

IA SUPER, ICE CLASS IA, ICE CLASS IB
and ICE CLASS IC
3.1.1 The engine output, P, is the maximum output the pro-
pulsion machinery can continuously deliver to the propel-
ler(s). If the output of the machinery is restricted by
technical means or by any regulations applicable to the
ship, P is to be taken as the restricted output.
The engine output is to be not less than that determined
according to [3.1.3] and in no case less than 1000 kW for
ice class ICE CLASS IA, ICE CLASS IB and ICE CLASS IC,
and not less than 2800kW for ICE CLASS IA SUPER.

3.1.2 Definitions

The dimensions of the ship, defined below, are measured
on the maximum ice class draught of the ship as defined in
[2.2.1]. For the symbol definitions, see also Fig 2.
L : Length of the ship between the perpendiculars,
in m

LBOW : Length of the bow, in m

Note 1: The upper edge of the warning triangle is to be located ver-
tically above the “ICE” mark, 1000 mm higher than the summer LPAR : Length of the parallel midship body, in m
load line in fresh water but in no case higher than the deck line. B : Maximum breadth of the ship, in m
The sides of the triangle are to be 300 mm in length.
Note 2: The ice class draught mark is to be located 540 mm abaft T : Actual ice class draught of the ship, in m,
the centre of the load line ring or 540 mm abaft the vertical line of according to [2.2.1]
the timber load line mark, if applicable.
Awf : Area of the waterline of the bow, in m 2
Note 3: The marks and figures are to be cut out of 5 - 8 mm plate
and then welded to the ship's side. The marks and figures are to be α : Angle of the waterline at B/4, in deg
painted in a red or yellow reflecting colour in order to make the φ1 : Rake of the stem at the centreline, in deg, taken
marks and figures plainly visible even in ice conditions.
equal to 90 if the ship has a bulbous bow
Note 4: The dimensions of all figures are to be the same as those
used in the load line mark. φ2 : Rake of the bow at B/4, in deg
Note 5: The upper horizontal line above the triangle represents the ψ : Flare angle, in deg, taken equal to arctan (tan φ2
ship deck line. /sin α)
The lower horizontal line below the triangle represents the UIWL.
DP : Diameter of the propeller, in m
2.3 Ice thickness HM : Thickness of the brash ice in mid-channel, in m
2.3.1 Height of the ice load area HB : Thickness of the brash ice layer displaced by the
bow, in m.
a) An ice strengthened ship is assumed to operate in open
sea conditions corresponding to an ice level with a
3.1.3 Minimum required power
thickness not exceeding the value hG.
The engine output requirement P is to be calculated for two
b) The design ice load height h of the area under ice pres-
draughts. Draughts to be used are the maximum draught
sure at any time is assumed to be only a fraction of the
amidship referred to as UIWL and the minimum draught
ice thickness.
referred to as LIWL, as defined in [2.2]. In the calculation
c) The values for hG and h, in m, are given in Tab 1. the ship’s parameters which depend on the draught are to
be determined at the appropriate draught, but L and B are to
Table 1 : Ice load height be determined only at the UIWL. The engine output is to be
not less than the greater of these two outputs. These two
Notation hG (m) h (m)
outputs, in kW, are to be determined by the following for-
ICE CLASS IA SUPER 1,0 0,35 mula:
ICE CLASS IA 0,8 0,30 3/2
RC H ⎞
⎛ ------------
ICE CLASS IB 0,6 0,25 -
⎝ 1000⎠
P = K C -------------------------
ICE CLASS IC 0,4 0,22 DP

Pt E, Ch 8, Sec 1
Figure 2 : Determination of the geometric quantities of the hull

B
=

B B

where: • for ICE CLASS IA SUPER:
KC : Defined in Tab 2 T B 2-
C 2 = ( 1+0 ,063φ 1 ) ( g 1 + g 2 B )+ g 3 ⎛ 1 +1 ,2 ---⎞ -------
⎝ B⎠ L 0 ,5
Table 2 : Values of KC
• for ICE CLASS IA, ICE CLASS IB and ICE
Controllable pitch propellers or CLASS IC:
Number of Fixed pitch
electric or hydraulic propulsion C2 = 0
propellers propellers
machinery
Cψ : Coefficient equal to:
1 propeller 2,03 2,26 • if ψ ≤ 45°, Cψ = 0
2 propellers 1,44 1,60 • otherwise, Cψ = 0,047 ψ − 2,115
3 propellers 1,18 1,31 Cμ : Coefficient equal to:
Note 1:These Kc values apply for conventional propulsion sys- Cμ = 0,15 cos φ2 + sin ψ sin α
tems. Other methods may be used for determining the without being less than 0,45
required power for advanced propulsion systems (see [3.1.4])
HF : 0,26 + (HMB)0,5
RCH : Ice resistance of the ship in a channel with HM : Coefficient defined in Tab 3
brash ice and a consolidated layer, in N, taken
Table 3 : Values of HM
equal to:
R CH = C 1 + C 2 + C 3 ( H F +H M ) 2 ( B + C ψ H F )C μ Notation HM
3
LT Aw f ICE CLASS IA SUPER
+C 4 L P AR HF2 + C5 ⎛ ------2 ⎞ -------
- 1,0
⎝B ⎠ L ICE CLASS IA
with ICE CLASS IB 0,8
LT 3 ICE CLASS IC 0,6

20 ≥ ⎛ ------2 ⎞ ≥ 5
⎝
B ⎠
C3 = 845 kg/m2s2
C1 : Coefficient taking into account a consolidated
C4 = 42 kg/m2s2
upper layer of the brash ice and to be taken:
• for ICE CLASS IA SUPER: C5 = 825 kg/s2
f 1 BL PA R f1 = 23 N/m2
C 1 = ------------------ + ( 1+ 0 ,021 φ 1 ) ( f 2 B+f 3 L BO W +f 4 B L BO W )
2T f2 = 45,8 N/m
------- + 1
B
f3 = 14,7 N/m
• for ICE CLASS IA, ICE CLASS IB and ICE
f4 = 29 N/m2
CLASS IC:
g1 = 1530 N
C1 = 0
C2 : Coefficient taking into account a consolidated g2 = 170 N/m
upper layer of the brash ice and to be taken: g3 = 400 N/m1,5

Pt E, Ch 8, Sec 1
3.1.4 Other methods of determining KC or RCH The design requirement for ice classes is a minimum speed
The Society may for an individual ship, in lieu of the KC or of 5 knots in the following brash ice channels.
RCH values defined above, approve the use of KC values The values of HM are those defined in Tab 3. A 0,1 m thick
based on more exact calculations or RCH values based on consolidated layer of ice for ice class ICE CLASS IA SUPER
model tests. Such approval will be given on the understand- is to be considered.
ing that it can be revoked if experience of the ship’s per-
formance in practice warrants this.

Pt E, Ch 8, Sec 2
SECTION 2 HULL AND STABILITY
Symbols
UIWL : Upper ice waterline, defined in Ch 8, Sec 1, [2.1] 1.1.2 The area to be strengthened are defined in [1.3]
depending on the ice notation.
LIWL : Lower ice waterline, defined in Ch 8, Sec 1, [2.1]
s : Spacing, in m, of ordinary stiffeners or primary 1.1.3 Additional class notation ICE CLASS ID
supporting members, as applicable
Strengthening of ships with additional class notation ICE
l : Span, in m, of ordinary stiffeners or primary CLASS ID is that of bow region, rudder and steering
supporting members, as applicable arrangements of additional class notation ICE CLASS IC.
ReH : Minimum yield stress, in N/mm2, of the material
as defined in Pt B, Ch 4, Sec 1, [2]. 1.2 Hull regions
p : Design ice pressure, in N/mm2, defined in
[3.2.2] 1.2.1 Bow region
The bow region is the region from the stem to a line parallel
h : Height, in m, of load area defined in [3.2.1]
to and 0,04L aft of the forward borderline of the part of the
tc : Abrasion and corrosion addition, in mm, to be hull where the waterlines run parallel to the centerline.
taken equal to 2 mm; where a special surface
coating, shown by experience to be capable of The overlap over the borderline need not exceed:
withstanding the abrasion of ice, is applied, a • 6 m for the notations ICE CLASS IA SUPER and ICE
lower value may be accepted by the Society on CLASS IA
a case-by-case basis.
• 5 m for the notations ICE CLASS IB, ICE CLASS IC and
ψ : Flare angle, in deg, taken equal to arctan (tan φ ICE CLASS ID.
/sin α)
α : Angle of the waterline at B/4, in deg 1.2.2 Midbody region
φ1 : Rake of the stem at the centreline, in deg, taken The midbody region is the region from the aft boundary of
equal to 90 if the ship has a bulbous bow the bow region to a line parallel to and 0,04 L aft of the aft
borderline of the part of the hull where the waterlines run
φ2 : Rake of the bow at B/4, in deg parallel to the centerline.
The overlap over the borderline need not exceed:
1 General
• 6 m for the notations ICE CLASS IA SUPER and ICE
CLASS IA
1.1 Application
• 5 m for the notations ICE CLASS IB and ICE CLASS IC.
1.1.1 For the purpose of the assignment of the notations
ICE CLASS IA SUPER, ICE CLASS IA, ICE CLASS IB, ICE 1.2.3 Stern region
CLASS IC and ICE CLASS ID, the ship is divided into three The stern region is the region from the aft boundary of the
regions defined in [1.2]. midbody region to the stern.
Figure 1 : Ice strengthened area and regions

!

"#


Pt E, Ch 8, Sec 2
1.3 Ice strengthened area 1.3.3 Upper bow ice strengthened area
The upper bow is the area extending from the upper limit of
1.3.1 General the ice strengthened area to 2 m above and from the stem to
a position at least 0,2 L aft of the forward perpendicular (see
The vertical extension of the ice strengthened area (see Fig Fig 1).
1) is defined in:
• Tab 1 for plating 2 Structure design principles

• Tab 2 for ordinary stiffeners and primary supporting
members. 2.1 General framing arrangement
Table 1 : Vertical extension of ice strengthened area 2.1.1 The frame spacings and spans in this Section are nor-
for plating mally assumed to be measured along the plate and perpen-
dicular to the axis of the stiffener for plates, along the flange
for members with a flange, and along the free edge for flat
Vertical extension of ice bar stiffeners. For curved members the span (or spacing) is
Hull strengthened area, in m
Notation defined as the chord length between span (or spacing)
region
Above UIWL Below LIWL points. The span points are defined by the intersection
Bow between the flange or upper edge of the member and the
ICE CLASS IA 1,20 supporting structural element (stringer, web frame, deck or
Midbody 0,60
SUPER bulkhead).
Stern 1,00
Bow 0,90 2.1.2 The effective breadth of the attached plate to be used
ICE CLASS IA Midbody 0,50 for calculating the combined section modulus of the stiff-
0,75 ener, stringer and web frame and attached plate is to be
Stern
taken as specified in Pt B, Ch 4, Sec 3, [3.2].
ICE CLASS IB Bow 0,70
ICE CLASS IC Midbody 0,40 0,60 2.1.3 The requirements for the section modulus and shear
ICE CLASS ID Stern area of the ordinary stiffeners and the primary supporting
members in [4.2] and [4.3] are with respect to effective
member cross section. For such cases where the member is
Table 2 : Vertical extension of ice strengthening for not normal to the plating, the section properties are to be
ordinary stiffeners and primary supporting members adjusted in accordance with BV rules.
Vertical extension of ice 2.1.4 Within the ice-strengthened area defined in [1.3], all
Hull strengthened area, in m
Notation ordinary stiffeners are to be effectively attached to all the
region
Above UIWL Below LIWL supporting structures. A longitudinal ordinary stiffener is to
be attached to all the supporting web frames and bulkheads
Down to dou-
by brackets. When a transverse ordinary stiffener terminates
Bow ble bottom or
below top of at a stringer or a deck, a bracket or a similar construction is
ICE CLASS IA to be fitted. Brackets are to have at least the same thickness
1,20 floors
SUPER as the web plate of the ordinary stiffener and the edge is to
Midbody 2,00
be appropriately stiffened against buckling.
Stern 1,60
When an ordinary stiffener is running through the support-
ICE CLASS IA Bow 1,60 ing structure, both sides of the web plate of the ordinary
ICE CLASS IB Midbody 1,30 stiffener are to be connected to the structure (by direct
1,00
ICE CLASS IC welding or collar plate, see example in Fig 2).
Stern 1,00
ICE CLASS ID
Note 1: Where an upper forward ice belt is required (see Figure 2 : End connection of ordinary stiffener
[4.1.1]), the ice-strengthened part of the framing is to be Two collar plates
extended at least to the top of this ice belt.
Note 2: Where the ice strengthened area extends beyond a
deck or tank top by not more than 250 mm, it may be termi-
nated at that deck or tank top.
1.3.2 Fore foot
The fore foot is the area below the ice strengthened area
extending from the stem to a position five ordinary stiffeners
spaces aft of the point where the bow profile departs from
the keel line (see Fig 1).

Pt E, Ch 8, Sec 2
2.1.5 For the following regions of ice strengthened area: Where an intermediate ordinary stiffener terminates above a
• all regions of ships with the notation ICE CLASS IA deck or an ice stringer which is situated at or above the upper
SUPER limit of the ice strengthened area, the part above the deck or
stringer is to have the scantlings required for an non-ices-
• bow and midbody regions of ships with the notation ICE
trengthened ship. The upper end is to be connected to the
CLASS IA
adjacent main ordinary stiffeners by a horizontal member of
• bow region of ships with the notations ICE CLASS IB, the same scantlings as the main ordinary stiffener.
ICE CLASS IC and ICE CLASS ID,
ordinary stiffeners are to be attached to the shell by double 2.2.2 Lower end of transverse framing
continuous welds; no scalloping is allowed (except when The lower end of the strengthened part of a main ordinary
crossing shell plate butts. stiffener and intermediate ice ordinary stiffener is to be
attached to a deck, a tank top or an ice stringer as required
2.1.6 For the following regions of ice strengthened area: in [4.3.1].
• all regions of ships with the notation ICE CLASS IA
Where an intermediate ordinary stiffener terminates below
SUPER a deck, a tank top or an ice stringer which is situated at or
• bow and midbody regions of ships with the notation ICE below the lower limit of the ice strengthened area, the
CLASS IA lower end is to be connected to the adjacent main ordinary
• bow region of ships with the notations ICE CLASS IB, stiffeners by a horizontal member of the same scantlings as
ICE CLASS IC and ICE CLASS ID, the ordinary stiffeners.
the web thickness of the frames is to be at least the maxi-
mum of the following: 2.3 Bilge keels
h w R eH 2.3.1 The connection of bilge keels to the hull is to be so
• ------------------
-
C designed that the risk of damage to the hull, in the event of
where hw is the web height and C is equal to 805 for a bilge keel being ripped off, is minimised.
profiles and 282 for flat bars For this purpose, it is recommended that bilge keels are cut
• 2,5% of the frame spacing for transverse frames up into several shorter independent lengths.
• half of the net thickness of the shell plating. For the pur-
pose of calculating the web thickness of frames, the 3 Design loads
required thickness of the shell plating is to be calculated
according to [4.1.2] using the yield strength ReH of the
frames
3.1 General
• 9 mm. 3.1.1 Because of the different flexural stiffness of plating,
Where there is a deck, tanktop (or tank bottom) or bulkhead ordinary stiffeners and primary supporting members, the ice
in lieu of a frame, the plate thickness of this is to be as load distribution is to be assumed to be as shown in Fig 3.
above, to a depth corresponding to the height of the adja-
cent frames. Figure 3 : Ice load distribution on ship side
2.1.7 For the following regions of ice strengthened area: p

• all regions of ships with the notation ICE CLASS IA
p
SUPER
0.75 p
• bow and midbody regions of ships with the notation ICE
CLASS IA
• bow region of ships with the notations ICE CLASS IB,
ICE CLASS IC and ICE CLASS ID, 3.1.2 The formulae and values given in this Section may be
frames that are not normal to the plating or the profile is substituted by direct analysis if they are deemed by the
unsymmetrical, and the span exceeds 4.0 m, are to be sup- Society to be invalid or inapplicable for a given structural
ported against tripping by brackets, intercostals, stringers or arrangement or detail. Otherwise, direct analysis is not to
similar at a distance not exceeding 1.3 m. If the span is less be utilized as an alternative to the analytical procedures
than 4.0 m, the supports against tripping are required for prescribed by explicit requirements.
unsymmetrical profiles and stiffeners the web of which is Direct analyses are to be carried out using the load patch
not normal to plating. (p, h and la). The pressure to be used is 1.8p. The load patch
is to be applied at locations where the capacity of the struc-
2.2 Transverse framing arrangement ture under the combined effects of bending and shear are
minimized. In particular, the structure is to be checked with
2.2.1 Upper end of transverse framing load centred at the UIWL, 0.5h0 below the LIWL, and posi-
The upper end of the strengthened part of a main ordinary tioned several vertical locations in between. Several hori-
stiffener and intermediate ice ordinary stiffener is to be zontal locations are also to be checked, especially the
attached to a deck or an ice stringer as required in [4.3.1]. locations centred at the mid-span or mid-spacing. Further, if

Pt E, Ch 8, Sec 2
the load length la cannot be determined directly from the Table 4 : Coefficients a, b
arrangement of the structure, several values of la are to be
Hull region Condition a b
checked using corresponding values for ca.
Bow f ≤12 30 230
Acceptance criterion for designs is that the combined
stresses from bending and shear, using the von Mises yield f > 12 6 518
criterion, are lower than the yield point ReH. When the Midbody f ≤ 12 8 214
direct calculation is using beam theory, the allowable shear Stern f > 12 2 286
stress is not to be larger than 0.9 τY, where:
f : Coefficient to be obtained from the following
R eH
τ Y = -------
- formula:
3
Δ P
f = -------------
3.1.3 If scantlings obtained from the requirements of this 1000
Section are less than those required for the unstrengthened P : Actual continuous output of propulsion machin-
ship, the latter are to be used. ery, in kW (see Ch 8, Sec 1, [3])
Δ : Displacement, in t, at the maximum ice class
3.2 Ice loads draught (see Ch 8, Sec 1, [2.1.1])
cp : Coefficient taking account of the probability of
3.2.1 Height of load area the design ice pressure occurring in a particular
region of the hull for the additional class nota-
The height of the area under ice pressure at any particular tion considered, defined in Tab 6
point of time is to be obtained, in m, from Tab 3 depending
ca : Coefficient taking account of the probability
on the additional class notation assigned to the ship.
that the full length of the area under consider-
Table 3 : Height of load area ation will be under pressure at the same time, to
be obtained from the following formula:
1
---
⎛l
2
Notation h, in m ca = ----0⎞
⎝ l a⎠
ICE CLASS IA SUPER 0,35
without being taken less than 0,35 or greater
ICE CLASS IA 0,30
than 1,0
ICE CLASS IB 0,25 l0 : Distance, in m, taken equal to 0,6
ICE CLASS IC la : Distance, in m, defined in Tab 5
0,22
ICE CLASS ID po : Nominal ice pressure, in N/mm2, to be taken
equal to 5,6.
3.2.2 Design ice pressure
Table 5 : Distance la
The value of the design ice pressure p, in N/mm2, to be con-
sidered for the scantling check, is obtained from the follow- Structure Type of framing la
ing formula:
Shell Transverse Spacing of ordinary
p = cd cp ca po plating stiffeners
where: Longitudinal 1,7 spacings of

ordinary stiffeners
cd : Coefficient taking account of the influence of Ordinary Transverse Spacing of ordinary
the size and engine output of the ship, to be stiffeners stiffeners
obtained from the following formula: Longitudinal Span of ordinary
a f+b stiffeners
c d = ----------------
1000 Vertical primary Two spacings of
supporting vertical primary
without being more than 1. members supporting members
a, b : Coefficients defined in Tab 4 Ice stringers Span of stringers
Table 6 : Coefficient cp
Notation
Hull region
ICE CLASS IA SUPER ICE CLASS IA ICE CLASS IB ICE CLASS IC ICE CLASS ID
Bow 1,0 1,0 1,0 1,0 1,0
Midbody 1,0 0,85 0,70 0,50 not applicable
Stern 0,75 0,65 0,45 0,25 not applicable

Pt E, Ch 8, Sec 2
4 Hull scantlings 4.2 Ordinary stiffeners

4.2.1 General
4.1 Plating Ordinary stiffeners are to be strengthened according to
[4.2.2] within the icestrengthened area for ordinary stiffen-
4.1.1 General ers defined in [1.3].
The plating thickness is to be icestrengthened according to Where less than 15% of the span l of the ordinary stiffener
[4.1.2] within the strengthened area for plating defined in is situated within the ice-strengthening zone for ordinary
[1.3]. stiffeners as defined in Tab 2, their scantlings may be deter-
In addition, the plating thickness is to be strengthened in the mined according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as
following cases: applicable.
• For the notation ICE CLASS IA SUPER, the thickness 4.2.2 Scantlings of transverse ordinary stiffeners
within the fore foot is to be not less than that required The section modulus w, in cm3 and the effective shear area
for the ice strengthened area in the midbody region Ash, in cm2, of transverse ordinary stiffeners are to be not
• For the notations ICE CLASS IA SUPER or ICE CLASS IA, less than the values obtained from the following formulae:
on ships with an open water service speed equal to or
7 – 5 ( h ⁄ l ) sh l
w = --------------------------- p
6
exceeding 18 knots, the thickness of plating within the ------------- 10
7m 0 ReH
upper fore ice strengthened area is to be not less than
that required for the ice strengthened area in the mid- 3 F 3 p hs- 4
body region. A similar strengthening of the bow region A s h = ---------------------- 10
2 ReH
is to be considered for a ship with a lower service
speed, when it is, e.g. on the basis of the model tests, where:
evident that the ship will have a high bow wave. F3 : Coefficient which takes into account the maxi-
mum shear force versus the load location and
4.1.2 Plating thickness in the ice strengthened area the shear stress distribution and to be taken
equal to 1,20
The thickness of the shell plating is to be not less than the
value obtained, in mm, from the following formulae: m0 : Coefficient defined in Tab 7.
• for transverse framing: 4.2.3 Scantlings of longitudinal ordinary stiffeners

The section modulus w, in cm3 and the effective shear area
F 1 p PL ASh, in cm2, of longitudinal ordinary stiffeners with or with-
t = 667s ------------
- + tc
ReH
out brackets are to be not less than the values obtained from
• for longitudinal framing: the following formulae:
2
F 4 ph l
p PL - 10 6
z = -----------------
t = 667s -------------
- + tc m1 R e H
F 2 R eH
3 F4 F5 p h l 4
- 10
A S h = ----------------------------
where: 2R e H
pPL : Ice pressure on the shell plating to be obtained, where:
in N/mm2, from the following formula: F4 : Coefficient, taking account of the load distribu-
tion on adjacent ordinary stiffeners, to be
pPL = 0,75 p
obtained from the following formula:
F1 : Coefficient to be obtained from the following
h
formula: F 4 = ⎛ 1 – 0 ,2 --- ⎞
⎝ s⎠
4 ,2 F5 : Coefficient which takes into account the pres-
F 1 = 1 ,3 – --------------------------2
h
--- + 1 ,8 sure definition and maximum shear force versus
s load loacation and also shear stress distribution
and to be taken equal to 2,16
without being taken greater than 1,0
m1 : Boundary condition coefficient for the ordinary
F2 : Coefficient to be obtained from the following stiffener considered, to be taken equal to 13,3
formulae: for a continuous beam; where the boundary
• for h/s ≤ 1,0: conditions deviate significantly from those of a
continuous beam, e.g. in an end field, a smaller
s boundary condition coefficient may be
F 2 = 0 ,6 + 0 ,4 ---
h required. In such a case, for ordinary stiffeners
• for 1,0 < h/s < 1,8: without brackets, a value of m = 11,0 is to be
used.
h Note 1: In calculating the actual shear area of longitudinal ordinary
F 2 = 1 ,4 – 0 ,4 ---
s stiffeners, the area of the brackets is not to be taken into account.

Pt E, Ch 8, Sec 2
Table 7 : Coefficient m0 h : Height, in m, of load area defined in [3.2.1],

without the product ph being taken less than
Boundary condition Example m0 0,15
Type 1 mS : Boundary condition coefficient for the ordinary
stiffener considered, to be taken equal to 13,3
for a continuous beam; where the boundary
conditions deviate significantly from those of a
Frames in a
continuous beam, e.g. in an end field, a smaller
bulk carrier with 7,0
h top wing tanks
boundary condition coefficient may be
required. In such a case, for girders without
brackets, a value of m = 11,0 is to be used.
F6 : Factor which takes account of the distribution of
load to the transverse frames, to be taken equal
Type 2
to:
• for ice stringers within the ice strengthened
Ordinary stiffeners area, F6 = 0,90
extending from the • for ice stringers outside the ice strengthened
6,0
h
tank top to a single area,
deck
F6 = 0,80 (1 − hS / lS)
F7 : Factor that takes into the design point of girders
to be taken equal to 1,8
Type 3 F8 : Factor that takes into account the maximum
shear force versus load location and the shear
stress distribution to be taken equal to 1,20
Continuous ordinary hS : Distance to the ice strengthened area, in m
h
stiffeners between
5,7 lS : Distance to the adjacent ice stringer, in m
several decks or
stringers 4.3.2 Vertical primary supporting member checked
through simplified model
For vertical primary supporting members which may be rep-
resented by the structure model represented in Fig 4, the
Type 4 section modulus w, in cm 3, and the effective shear area ASh,
in cm2, are to be not less than the values obtained from the
following formulae:
Ordinary stiffeners 1
---
M 1 2
extending between 5,0 w = -------- ⎛ ----------------------------------------2⎞ 10
6
h two decks only R e H ⎝ 1 – ( νA S h1 ⁄ A a ) ⎠
3 F9 αQ 4
A S h = ---------------------- 10
R eH
where:
Note 1: The boundary conditions are those for the main F : Load transferred to a vertical primary supporting
and intermediate ordinary stiffeners. member from a stringer or from longitudinal
Note 2: Load is applied at mid-span. ordinary stiffeners, to be obtained, in kN, from
the following formula:
4.3 Primary supporting members F = F10 p h s 103
F10 : Factor that takes into the design point of girders
4.3.1 Ice stringers to be taken equal to:
The section modulus w, in cm 3 and the effective section • for vertical primary supporting members
area ASh , in cm2, of a stringer located within the ice within the ice belt, F10 = 1,80
strengthened area defined in [1.3] are to be not less than the • for vertical primary supporting members
values obtained from the following formulae: outside the ice belt,
2 F10 = 1,80 (1 − hS / lS), where hS and lS are to
F6 F7 p h l 6
w = ----------------------- 10 be taken as defined in [4.3.1]
m S R eH
F9 : Factor that takes into account the shear force
3 F 6 F 7 F 8 ph l 4
A S h = ----------------------------------
- 10 distribution to be taken equal to 1,1
2 R eH
Q : Maximum calculated shear force under the ice
where: load F

Pt E, Ch 8, Sec 2
Figure 4 : Reference structure model 5.2 Fore part
5.2.1 Stem
The stem may be made of rolled, cast or forged steel or of
shaped steel plates (see Fig 5).
The plate thickness of a shaped plate stem and, in the case
of a blunt bow, any part of the shell where α ≥ 30° and ψ ≥
F 75°, is to be not less than that calculated in [4.1.2] assum-
F ing that:
• s is the spacing of elements supporting the plate, in m
• pPL , in N/mm2, is taken equal to p, defined in [3.2.2],
with la being the spacing of vertical supporting ele-
M : Maximum calculated shear force under the ice ments, in m.
load to be taken equal to M = 0,193 Fl
The stem and the part of a blunt bow defined above are to
ν : Coefficient defined in Tab 8
be supported by floors or brackets spaced not more than
α : Coefficient defined in Tab 8 600 mm apart and having a thickness at least half that of the
plate.
p : Design ice pressure, in N/mm2, defined in
[3.2.2], where the value of ca is to be calculated The reinforcement of the stem is to be extended from the
assuming la equal to 2S keel to a point 0,75 m above the UIWL or, where an upper
fore ice strengthened area is required (see [1.3]), to the
S : Distance between web frames, in m upper limit of the latter.
h : Height, in m, of load area defined in [3.2.1],
without the product ph being taken less than 5.3 Aft part
0,15
5.3.1 In order to avoid very high load on propeller blade tips,
ASh1 : Required shear area, in cm 2 the minimum distance between propeller(s) and hull (includ-
Aa : Actual cross-sectional area, in cm2 of the verti- ing stern frame) should not be less than h0 as defined in Tab 9.
cal primary supporting member, to be taken
Table 9 : Minimum distance between propeller(s)
equal to AF + A W
Notation h0, in m
Table 8 : Coefficients α,ν
ICE CLASS IA SUPER 1,00
AF/AW α ν ICE CLASS IA 0,80
0,20 1,23 0,44 ICE CLASS IB 0,60
0,40 1,16 0,62 ICE CLASS IC 0,40

0,60 1,11 0,71 ICE CLASS ID
0,80 1,09 0,76

5.3.2 On twin and triple screw ships, the ice strengthening
1,00 1,07 0,80 of the shell and framing is to be extended to the double bot-
1,20 1,06 0,83 tom for at least 1,5 m forward and aft of the side propellers.
1,40 1,05 0,85 5.3.3 Shafting and sterntubes of side propellers are gener-
1,60 1,05 0,87 ally to be enclosed within plated bossings. If detached struts
are used, their design, strength and attachment to the hull
1,80 1,04 0,88
are to be examined by the Society on a case-by-case basis.
2,00 1,04 0,89
Note 1: 5.4 Deck strips and hatch covers
AF : Cross-sectional area of the face plate,
AW : Cross-sectional area of the web. 5.4.1 Narrow deck strips abreast of hatches and serving as
ice stringers are to comply with the section modulus and
shear area calculated in [4.3.1], respectively. In the case of
5 Other structures very long hatches, the product ph is to be taken less than
0,30 but in no case less than 0,20.
5.1 Application Special attention is to be paid when designing weather deck
hatch covers and their fittings to the deflection of the ship
5.1.1 The requirements in [5.3] and [5.4] do not apply for sides due to ice pressure in way of very long hatch open-
the assignment of the ICE CLASS ID. ings.

Pt E, Ch 8, Sec 2
Figure 5 : Exemple of suitable stems 5.5 Sidescuttles and freeing ports
5.5.1 Sidescuttles are not to be located in the ice strength-

ened area.
5.5.2 Freeing ports are to be given at least the same

strength as is required for the shell in the ice belt.
6 Hull outfitting
6.1 Rudders and steering arrangements
6.1.1 The scantlings of the rudder post, rudder stock, pin-

tles, steering gear, etc. as well as the capacity of the steering
gear are to be determined according to Pt B, Ch 10, Sec 1.
The speed to be used in these calculations is the greater of
the maximum ahead service speed and the reference speed
indicated in Tab 10. When using the reference speed indi-
cated in Tab 10, the coefficient r2, defined in Pt B, Ch 10,
Sec 1, [2.1.2] is to be taken not greater than 1,1 irrespective
of the rudder type profile.
Within the ice strengthened zone, the thickness of rudder

plating and diaphragms is to be not less than that required
for the shell plating of the stern region.
Table 10 : Reference speed
Notation Reference speed (knots)

ICE CLASS IA SUPER 20
ICE CLASS IA 18
ICE CLASS IB 16
ICE CLASS IC
14
ICE CLASS ID
6.1.2 For the notations ICE CLASS IA SUPER or ICE CLASS

IA, the rudder stock and the upper edge of the rudder are to
be protected against ice pressure by an ice knife or equiva-
lent means.
6.2 Bulwarks
6.2.1 If the weather deck in any part of the ship is situated

below the upper limit of the ice strengthened area (e.g. in
way of the well of a raised quarter deck), the bulwark is to
be reinforced at least to the standard required for the shell
in the ice strengthened area.

Pt E, Ch 8, Sec 3
SECTION 3 MACHINERY
Symbols
c : Chord length of blade section, in m NQ : Number of propeller revolutions during a mill-

c0,7 : Chord length of blade section at 0,7R propeller ing sequence
radius, in m P0,7 : Propeller pitch at 0,7R radius, in m
CP : Controllable pitch P0,7n : Propeller pitch at 0,7R radius at MCR in free
running condition, in m
D : Propeller diameter, in m
P0,7b : Propeller pitch at 0,7R radius at MCR in bollard
d : External diameter of propeller hub (at propeller
condition, in m
plane), in m
Q : Torque, in kN⋅m
Dlimit : Limit value for propeller diameter, in m
Qemax : Maximum engine torque, in kN⋅m
EAR : Expanded blade area ratio
Qmax : Maximum torque on the propeller resulting from
Fb : Maximum backward blade force for the ship’s propeller/ice interaction, in kN⋅m. See Tab 1
service life, in kN. SeeTab 1
Qmotor : Electric motor peak torque, in kN⋅m
Fex : Ultimate blade load resulting from blade loss
Qn : Nominal torque at MCR in free running condi-
through plastic bending, in kN. See Tab 1
tion, in kN⋅m
Ff : Maximum forward blade force for the ship’s ser- Qr : Maximum response torque along the propeller
vice life, in kN. See Tab 1 shaft line, in kN⋅m. See Tab 1
Fice : Ice load, in kN Qsmax : Maximum spindle torque of the blade for the
(Fice)max : Maximum ice load for the ship’s service life, in ship’s service life, in kN⋅m. See Tab 1
kN R : Propeller radius, in m
FP : Fixed pitch r : Blade section radius, in m
h0 : Depth of the propeller centreline from lower ice T : Propeller thrust, in kN
waterline, in m Tb : Maximum backward propeller ice thrust for the
Hice : Thickness of maximum design ice block enter- ship’s service life, in kN. See Tab 1
ing to propeller, in m Tf : Maximum forward propeller ice thrust for the
I : Equivalent mass moment of inertia of all parts ship’s service life, in kN. See Tab 1
on engine side of component under consider- Tn : Propeller thrust at MCR in free running condi-
ation, in kg⋅m 2 tion, in kN
It : Equivalent mass moment of inertia of the whole Tr : Maximum response thrust along the shaft line,
propulsion system, in kg⋅m2 in kN. See Tab 1
k : Shape parameter for Weibull distribution t : Maximum blade section thickness
LIWL : Lower ice waterline, in m Z : Number of propeller blades
m : Slope for SN curve in log/log scale αi : Duration of propeller blade/ice interaction
expressed in rotation angle, in degrees
MBL : Blade bending moment, in kN⋅m
γε : Reduction factor for fatigue; scatter and test
MCR : Maximum continuous rating
specimen size effect
n : Propeller rotational speed, in rev/s
γv : Reduction factor for fatigue; variable amplitude
nn : Nominal propeller rotational speed at MCR in loading effect
free running condition, in rev/s γm : Reduction factor for fatigue; mean stress effect
Nclass : Reference number of impacts per propeller rota- ρ : Reduction factor for fatigue correlating the max-
tional speed per ice class imum stress amplitude to the equivalent fatigue
Nice : Total number of ice loads on propeller blade for stress for 108 stress cycles
the ship’s service life σ0,2 : Proof yield strength of blade material, in MPa
NR : Reference number of load for equivalent fatigue σexp : Mean fatigue strength of blade material at 108
stress (108 cycles) cycles to failure in sea water, in MPa

Pt E, Ch 8, Sec 3
σfat : Equivalent fatigue ice load stress amplitude for 1 Requirements for propulsion machinery
108 stress cycles, in MPa of the class notation ICE CLASS IA
σfl : Characteristic fatigue strength for blade mate-
SUPER, ICE CLASS IA, ICE CLASS IB
rial, in MPa
σref : Reference stress, in MPa:
and ICE CLASS IC
σref = 0,6 σ0,2 + 0,4 σu
1.1 Scope
σref2 : Reference stress, in MPa:
σref2 = 0,7 σu or 1.1.1 These regulations apply to propulsion machinery
σref2 = 0,6 σ0,2 + 0,4 σu , whichever is less covering open- and ducted-type propellers with controlla-
σst : Maximum stress resulting from Fb or Ff , in MPa ble pitch or fixed pitch design for the class notations ICE
CLASS IA SUPER, ICE CLASS IA, ICE CLASS IB and ICE
σu : Ultimate tensile strength of blade material, in
CLASS IC.
MPa
The given loads are the expected ice loads for the whole
(σice)bmax : Principal stress caused by the maximum back-
ship’s service life under normal operational conditions,
ward propeller ice load, in MPa
including loads resulting from the changing rotational
(σice)fmax : Principal stress caused by the maximum for- direction of FP propellers.
ward propeller ice load, in MPa
However, these loads do not cover off-design operational
(σice)max : Maximum ice load stress amplitude, in MPa.
conditions, for example when a stopped propeller is
dragged through ice.
The regulations also apply to azimuthing and fixed thrusters
for main propulsion, considering loads resulting from pro-
peller-ice interaction.
However, the load models of the regulations do not include
propeller/ice interaction loads when ice enters the propeller
of a turned azimuthing thruster from the side (radially) or
load case when ice block hits on the propeller hub of a
pulling propeller.
Ice loads resulting from ice impacts on the body of thrusters
have to be estimated, but ice load formulae are not avail-
able.
Figure 1 : Direction of the backward blade force resultant taken perpendicular to chord line at radius 0,7R

Ice contact pressure at leading edge is shown with small arrows

Pt E, Ch 8, Sec 3
Table 1 : Definition of loads
Definition Use of the load in design process

Fb The maximum lifetime backward force on a propeller blade Design force for strength calculation of the propeller
resulting from propeller/ice interaction, including hydrody- blade
namic loads on that blade. The direction of the force is per-
pendicular to 0.7R chord line. See Fig 1
Ff The maximum lifetime forward force on a propeller blade Design force for strength calculation of the propeller
resulting from propeller/ice interaction, including hydrody- blade
namic loads on that blade. The direction of the force is per-
pendicular to 0,7R chord line
Qsmax The maximum lifetime spindle torque on a propeller blade In designing the propeller strength, the spindle torque is
resulting from propeller/ice interaction, including hydrody- automatically taken into account because the propeller
namic loads on that blade load is acting on the blade as distributed pressure on the
leading edge or tip area
Tb The maximum lifetime thrust on propeller (all blades) resulting Is used for estimation of the response thrust Tr
from propeller/ice interaction. The direction of the thrust is the Tb can be used as an estimate of excitation for axial
propeller shaft direction and the force is opposite to the hydro- vibration calculations. However, axial vibration calcula-
dynamic thrust tions are not required in the rules
Tf The maximum lifetime thrust on propeller (all blades) resulting Is used for estimation of the response thrust Tr
from propeller/ice interaction. The direction of the thrust is the Tf can be used as an estimate of excitation for axial
propeller shaft direction acting in the direction of hydrody- vibration calculations. However, axial vibration calcula-
namic thrust tions are not required in the rules
Qmax The maximum ice-induced torque resulting from propeller/ice Is used for estimation of the response torque (Qr) along
interaction on one propeller blade, including hydrodynamic the propulsion shaft line and as excitation for torsional
loads on that blade vibration calculations
Fex Ultimate blade load resulting from blade loss through plastic Blade failure load is used to dimension the blade bolts,
bending. The force that is needed to cause total failure of the pitch control mechanism, propeller shaft, propeller shaft
blade so that plastic hinge is caused to the root area. The force bearing and trust bearing. The objective is to guarantee
is acting on 0,8R. Spindle arm is to be taken as 2/3 of the dis- that total propeller blade failure should not cause dam-
tance between the axis of blade rotation and leading/trailing age to other components
edge (whichever is the greater) at the 0,8R radius
Qr Maximum response torque along the propeller shaft line, tak- Design torque for propeller shaft line components
ing into account the dynamic behavior of the shaft line for ice
excitation (torsional vibration) and hydrodynamic mean
torque on propeller
Tr Maximum response thrust along shaft line, taking into account Design thrust for propeller shaft line components
the dynamic behavior of the shaft line for ice excitation (axial
vibration) and hydrodynamic mean thrust on propeller
1.2 Design ice conditions Table 3 : Thickness of the ice block (Hice)
1.2.1 In estimating the ice loads of the propeller for ice

ICE CLASS IA ICE CLASS ICE CLASS ICE CLASS
classes, different types of operation as given in Tab 2 were
SUPER IA IB IC
taken into account. For the estimation of design ice loads, a
maximum ice block size is determined. The maximum 1,75 m 1,5 m 1,2 m 1,0 m
design ice block entering the propeller is a rectangular ice
block with the dimensions Hice.2Hice.3H ice. 1.3 Materials
The thickness of the ice block (H ice) is given in Tab 3.
1.3.1 Materials exposed to sea water
Table 2 : Types of operation
Materials of components exposed to sea water, such as pro-
Notation Operation of the ship peller blades, propeller hubs, and thruster body, shall have
ICE CLASS IA Operation in ice channels and in level ice an elongation of not less than 15% on a test specimen, the
SUPER The ship may proceed by ramming gauge length of which is five times the diameter. A Charpy
V impact test shall be carried out for materials other than
ICE CLASS IA bronze and austenitic steel. An average impact energy value
ICE CLASS IB Operation in ice channels of 20 J taken from three tests is to be obtained at minus
ICE CLASS IC 10ºC.

Pt E, Ch 8, Sec 3
1.3.2 Materials exposed to sea water temperature 2

D li mi t = ------------------- H i c e
Materials exposed to sea water temperature shall be of duc- ⎛ 1 – --- d⎞
-
tile material. An average impact energy value of 20 J taken ⎝ D⎠
from three tests is to be obtained at minus 10ºC. This
c) Loaded area on the blade for open propellers
requirement applies to blade bolts, CP mechanisms, shaft
bolts, strut-pod connecting bolts etc. This does not apply to Load cases 1-4 have to be covered, as given in Tab 4
surface hardened components, such as bearings and gear below, for CP and FP propellers. In order to obtain blade
teeth. ice loads for a reversing propeller, load case 5 also has
to be covered for FP propellers.
d) Maximum backward blade ice force Fb for ducted pro-
1.4 Design loads
pellers
1.4.1 The given loads are intended for component strength • when D ≤ Dlimit
calculations only and are total loads including ice-induced EA R⎞ 0, 3 2
0, 7 ⎛
loads and hydrodynamic loads during propeller/ice interac- F b = 9, 5 ( nD ) ⎝
----------- D
Z ⎠
tion. The values of the parameters in the formulae in this
section shall be given in the units shown in the symbol list. • when D > Dlimit
If the propeller is not fully submerged when the ship is in 0, 7 ⎛ EA R-⎞ 0, 3 0, 6 1, 4
ballast condition, the propulsion system shall be designed F b = 66 ( n D ) ---------- D H ic e
⎝ Z ⎠
according to ice class ICE CLASS IA for ice classes ICE
CLASS IB and ICE CLASS IC. where:
Dlimit = 4 Hice
1.4.2 Design loads on propeller blades n : As defined in item a)
Fb is the maximum force experienced during the lifetime of e) Maximum forward blade ice force Ff for ducted propellers
the ship that bends a propeller blade backwards when the
• when D ≤ Dlimit
propeller mills an ice block while rotating ahead. Ff is the
maximum force experienced during the lifetime of the ship EA R 2
F f = 250 ⎛ -----------⎞ D
that bends a propeller blade forwards when the propeller ⎝ Z ⎠
mills an ice block while rotating ahead. Fb and Ff originate • when D > Dlimit
from different propeller/ice interaction phenomena, not act-
ing simultaneously. Hence they are to be applied to one EA R 1
F f = 500 ⎛ -----------⎞ D -------------------H i c e
⎝ Z ⎠ d
blade separately. ⎛
1 – ---- ⎞⎠
⎝ D
a) Maximum backward blade force Fb for open propellers
where:
• when D ≤ Dlimit
2
D li mi t = -------------------H i c e
EA R⎞ 0, 3 2
0, 7 ⎛ d
F b = 27 ( n D ) -----------
⎝ Z ⎠
D ⎛
1 – ---- ⎞
⎝ D⎠
• when D > Dlimit f) Loaded area on the blade for ducted propellers
0, 3 Load cases 1 and 3 have to be covered as given in Tab 5
EA R⎞
0, 7 ⎛ 1, 4
F b = 23 ( n D ) ----------- DH ice for all propellers, and an additional load case (load case
⎝ Z ⎠
5) for an FP propeller, to cover ice loads when the pro-
where: peller is reversed.
Dlimit = 0,85 Hice1,4 g) Maximum blade spindle torque Qsmax for open and
ducted propellers
n : Nominal rotational speed (at MCR in free
running condition) for a CP propeller and The spindle torque Qsmax around the axis of the blade fit-
85% of the nominal rotational speed (at ting shall be determined both for the maximum back-
MCR in free running condition) for an FP ward blade force Fb and forward blade force Ff, which
propeller are applied as in Tab 4 and Tab 5. If the above method
gives a value which is less than the default value given
b) Maximum forward blade force Ff for open propellers
by the formula below, the default value shall be used:
• when D ≤ Dlimit Qsmax = 0,25 F c0,7
EA R 2 where:
F f = 250 ⎛ -----------⎞ D
⎝ Z ⎠ c0,7 : Length of the blade section at 0,7R radius
• when D > Dlimit F : Either Fb or Ff , whichever has the greater
absolute value.
EA R 1
F f = 500 ⎛ -----------⎞ D ------------------- Hi ce h) Load distributions for blade loads
⎝ Z ⎠ d
⎛
1 – ----⎞ The Weibull-type distribution (probability that Fice
⎝ D⎠
exceeds (Fice)max), as given in Fig 2, is used for the fatigue
where: design of the blade.

Pt E, Ch 8, Sec 3
F k
– ⎛⎝ ------------------------⎞⎠ In ( N ice ) k1 : Propeller location factor:
F ice F ( F ic e )m a x
P ⎛ -------------------
- ≥ -------------------- ⎞ = e • for a center propeller: k1 = 1,0
⎝ ( F ice ) ( F i ce ) m ax⎠
max
• for a wing propeller: k1 = 1,35
where:
k2 : Propeller type factor:
k : Shape parameter of the spectrum
• for an open propeller: k2 = 1,0
The shape parameter k = 0,75 is to be used
• for a ducted propeller: k2 = 1,1
for the ice force distribution of an open pro-
peller k3 : Propulsion type factor:
The shape parameter k = 1,0 is to be used • for a fixed propulsion: k2 = 1,0
for that of a ducted propeller blade • for an azimuthing propulsion: k2 = 1,2
Nice : Number of load cycles in the spectrum k4 : Submersion factor:
Fice : Random variable for ice loads on the blade: • for f < 0: k4 = 0,8 − f
0 ≤ Fice ≤ (Fice)max • for 0 ≤ f ≤ 1: k4 = 0,8 − 0,4 f
i) Number of ice loads • for 1 < f ≤ 2,5: k4 = 0,6 − 0,2 f
The number of load cycles per propeller blade in the • for f > 2,5: k4 = 0,1
load spectrum shall be determined according to the for- f : Immersion factor:
mula:
h 0 – H ic e
Nice = k1 k2 k3 k4 Nclass n f = --------------------
-–1
D
----
where: 2
Nclass : Reference number of loads for notations: h0 : Depth of the propeller centreline at the
• for ICE CLASS IA Super: N class = 9 ⋅ 106 lower ice waterline (LIWL) of the ship
• for ICE CLASS IA: N class = 6 ⋅ 106 For components that are subject to loads resulting from pro-
peller/ice interaction with all the propeller blades, the num-
• for ICE CLASS IB: Nclass = 3,4 ⋅ 106 ber of load cycles (Nice) is to be multiplied by the number of
• for ICE CLASS IC: N class = 2,1 ⋅ 106 propeller blades (Z).
Figure 2 : Weibull-type distribution (probability that Fice exceeds (Fice)max) used for fatigue design

1.4.3 Axial design loads for open and ducted The design thrust along the propeller shaft line is to be
propellers calculated with the formulae below. The greater value of
a) Maximum ice thrust on propeller Tf and Tb for open and the forward and backward direction loads shall be taken
ducted propellers. as the design load for both directions. The factors 2,2
and 1,5 take into account the dynamic magnification
The maximum forward and backward ice thrusts are:
resulting from axial vibration.
Tf = 1,1 Ff In a forward direction: Tr = T + 2,2 Tf
Tb = 1,1 Fb In a backward direction: Tr = 1,5 Tb
b) Design thrust along the propulsion shaft line for open If the hydrodynamic bollard thrust, T, is not known, T is
and ducted propellers to be taken equal to the values given in Tab 6.

Pt E, Ch 8, Sec 3
Table 4 : Load cases for open propellers
Force Loaded Area Right-handed propeller blade seen from behind

Load Case 1 Fb Uniform pressure applied on the back
of the blade (suction side) to an area
from 0,6R to the tip and from the lead-
ing edge to 0,2 times the chord length 0,2
c
0,6
R
Load Case 2 50% of Fb Uniform pressure applied on the back

of the blade (suction side) on the pro-
peller tip area outside 0,9R radius
0,9R
Load Case 3 Ff Uniform pressure applied on the blade

face (pressure side) to an area from
0,6R to the tip and from the leading
edge to 0,2 times the chord length 0,2
c
0,6
R
Load Case 4 50% of Ff Uniform pressure applied on propeller

face (pressure side) on the propeller tip
area outside 0,9R radius
0,9R
Load Case 5 60% of Fb or Uniform pressure applied on propeller

Ff, whichever face (pressure side) to an area from
is greater 0,6R to the tip and from the trailing
edge to 0,2 times the chord length c
0,2
R
0,6

Pt E, Ch 8, Sec 3
Table 5 : Load cases for ducted propellers
Force Loaded Area Right-handed propeller blade seen from behind

Load Case 1 Fb Uniform pressure applied on the back
of the blade (suction side) to an area
from 0,6R to the tip and from the lead-
ing edge to 0,2 times the chord length 0,2
c
0,6
R
Load Case 3 Ff Uniform pressure applied on the blade

face (pressure side) to an area from
0,6R to the tip and from the leading
edge to 0,5 times the chord length
0,5
c
0,6
R
Load Case 5 60% of Fb or Uniform pressure applied on propeller

Ff, whichever face (pressure side) to an area from
is greater 0,6R to the tip and from the trailing
edge to 0,2 times the chord length c
0,2
R
0,6
Table 6 : Hydrodynamic bollard thrust T • when D > Dlimit

0 , 16
d P 0, 7⎞ 0 , 17 1, 9 1, 1
Propeller type T Q m a x = 20, 7 ⎛ 1 – ----⎞ ⎛ --------
- ( nD ) D H ic e
⎝ D⎠ ⎝ D ⎠
CP propellers (open) 1,25 Tn
where:
CP propellers (ducted) 1,1 Tn
Dlimit = 1,8 Hice
FP propellers driven by turbine or electric motor Tn n : Rotational propeller speed in bollard condi-
FP propellers driven by diesel engine (open) 0,85 Tn tion. If not known, n is to be taken equal to
the values given in Tab 7
FP propellers driven by diesel engine (ducted) 0,75 Tn
P0,7 : Propeller pitch corresponding to MCR in
Tn : Nominal propeller thrust at MCR in free running
bollard condition for CP propellers.
open water condition
If not known, P0,7 is to be taken as 0,7 P0,7n ,
where P0,7n is the propeller pitch at MCR in
1.4.4 Torsional design loads
free running condition.
a) Design ice torque on propeller Qmax for open propellers b) Design ice torque on propeller Qmax for ducted propellers
• when D ≤ Dlimit • when D ≤ D limit
0, 16 0, 16
d P 0, 7⎞ 0 , 17 d P 0, 7⎞ 0, 17
Q m a x = 10, 9 ⎛ 1 – ----⎞ ⎛ -------- ( nD ) Q m a x = 7, 7 ⎛ 1 – ----⎞ ⎛ -------- ( nD ) D
3 3
- D -
⎝ D⎠ ⎝ D ⎠ ⎝ D D ⎠ ⎝ ⎠

Pt E, Ch 8, Sec 3
• when D > Dlimit Figure 5 : Shape of the propeller ice torque

excitation for 45° double blade impact sequence
0, 16
d P 0, 7⎞ 0 , 17 1, 9 1, 1 (applies for propellers with 4 blades)
Q m a x = 14, 6 ⎛ 1 – ----⎞ ⎛ --------
- ( nD ) D H ice
⎝ D⎠ ⎝ D ⎠
Dlimit = 1,8 Hice

n, P0,7 : As defined in item a)

c) Ice torque excitation for open and ducted propellers
The propeller ice torque excitation for shaft line tran-
sient torsional vibration analysis shall be described by a
sequence of blade impacts which are of a half sine
shape; see Fig 3 to Fig 5.

The torque resulting from a single blade ice impact as a
function of the propeller rotation angle is then: d) Design torque along propeller shaft line
when ϕ = 0, ..., αi : Q(ϕ) = Cq Q max sin [ϕ (180/αi)] If there is not any relevant first blade order torsional res-
when ϕ = αi, ..., 360 : Q(ϕ) = 0 onance within the designed operating rotational speed
range extended 20% above the maximum and 20%
where: below the minimum operating speeds, the following
αi : Duration of propeller blade/ice interaction estimation of the maximum torque can be used:
expressed in propeller rotation angle, in deg I
Q r = Q e m a x + Q m a x --
It
Cq, αi : Parameters given in Tab 8.
All the torques and the inertia moments shall be
The total ice torque is obtained by summing the torque
reduced to the rotation speed of the component being
of single blades, taking into account the phase shift
examined.
360°/Z. In addition, at the beginning and at the end of
the milling sequence a linear ramp functions for 270° of If the maximum torque, Qemax, is not known, it is to be
rotation angle shall be used. taken equal to the values given in Tab 9.
The number of propeller revolutions during a milling If there is a first blade order torsional resonance within
sequence shall be obtained with the formula: the designed operating rotational speed range extended
20% above the maximum and 20% below the minimum
NQ = 2 Hice operating speeds, the design torque (Qr) of the shaft
component shall be determined by means of torsional
Figure 3 : Shape of the propeller ice torque vibration analysis of the propulsion line
excitation for 90° single-blade impact sequences
(applies for propellers with 4 blades) Table 7 : Rotational propeller speed n,
in bollard condition
Propeller type n

CP propellers nn
FP propellers driven by turbine or electric motor nn
FP propellers driven by diesel engine 0,85nn
Note 1:
nn : Nominal rotational speed at MCR, in free run-
ning condition
Figure 4 : Shape of the propeller ice torque

excitation for 135° single-blade impact sequences Table 8 : Parameters Cq and αi
(applies for propellers with 4 blades)
Torque Propeller/ice
Cq αi
excitation interaction
Case 1 Single ice block 0,75 90

Case 2 Single ice block 1,0 135

Case 3 Two ice blocks (phase shift
0,5 45
360/2/Z deg.)
Note 1:
αi : Duration of propeller blade/ice interaction

expressed in propeller rotation angle

Pt E, Ch 8, Sec 3
Table 9 : Maximum torque Qemax b) Acceptability criterion

The following criterion for calculated blade stresses has
Propeller type Qemax to be fulfilled:
Propellers driven by electric motor Qmotor σ r e f2
---------- ≥ 1, 5
CP propellers not driven by electric motor Qn σst
FP propellers driven by turbine Qn where:
FP propellers driven by diesel engine 0,75 Qn σst : Calculated stress for the design loads.
If FEM analysis is used in estimating the
1.4.5 Blade failure load stresses, von Mises stresses shall be used.
The ultimate load resulting from blade failure as a result of c) Fatigue design of propeller blade
plastic bending around the blade root shall be calculated
The fatigue design of the propeller blade is based on an
with the formula below. The ultimate load is acting on the
estimated load distribution for the service life of the ship
blade at the 0,8R radius in the weakest direction of the
and the S-N curve for the blade material. An equivalent
blade. For calculation of the extreme spindle torque, the
stress that produces the same fatigue damage as the
spindle arm is to be taken as 2/3 of the distance between
expected load distribution shall be calculated and the
the axis of blade rotation and the leading/trailing edge
acceptability criterion for fatigue should be fulfilled as
(whichever is the greater) at the 0,8R radius.
given in this section. The equivalent stress is normalised
300c t σ r e f
2 for 100 million cycles.
F ex = -------------------------
-
0, 8D – 2 r If the following criterion is fulfilled fatigue calculations
where: according to this chapter are not required:
B B3
σref = 0,6 σ0,2 + 0,4 σu σexp ≥ B 1 σ r e2f2 log ( N i c e )
c, t, r : Length, thickness and radius, respectively, of the where:
cylindrical root section of the blade at the B1, B2, B3: Coefficients for open and ducted propel-
weakest section outside the root filet. lers:
• for open propeller:
1.5 Design
B1 = 0,00270
1.5.1 Design principle B2 = 1,007
The strength of the propulsion line shall be designed B3 = 2,101
according to the pyramid strength principle. This means that
the loss of the propeller blade shall not cause any signifi- • for ducted propeller:
cant damage to other propeller shaft line components. B1 = 0,00184
B2 = 1,007
1.5.2 Propeller blade
B3 = 2,470
a) Calculation of blade stresses
For calculation of equivalent stress two types of SN are
The blade stresses shall be calculated for the design
available.
loads given in [1.5.2]. Finite element analysis shall be
used for stress analysis for final approval for all propel- • two slope SN curve (slopes 4.5 and 10), see Fig 6
lers. The following simplified formulae can be used in • one slope SN curve (the slope can be chosen), see
estimating the blade stresses for all propellers at the root Fig 7.
area (r/R < 0,5). The type of the SN-curve shall be selected to correspond
The root area dimensions based on formula below can to the material properties of the blade. If SN-curve is not
be accepted even if the FEM analysis would show known the two slope SN curve shall be used.
greater stresses at the root area:
M BL Figure 6 : Two-slope S-N curve
σ st = C 1 -----------------
2
100c t
where:
actual stress
C 1 = -------------------------------------------------------------------------------------------
stress obtained with beam equation
If the actual value is not available, C1 should be taken as
1,6.
For relative radius r/R < 0,5:
MBL = (0,75 − r/R) R ⋅ F
with:
F : Maximum of Fb and Ff , whichever is greater.

Pt E, Ch 8, Sec 3
Figure 7 : Constant-slope S-N curve • Calculation of p parameter for constant-slope S-N

curve
For materials with a constant-slope S-N curve (see
Fig 7), the p factor shall be calculated with the fol-
lowing formula:
1-
---- –1
N ic e⎞ m ------
p = ⎛ G --------- [ In ( N i c e ) ]
k
⎝ NR ⎠
where:
k : Shape parameter of the Weibull distribu-
tion:
• for ducted propellers: k = 1,0
• Equivalent fatigue stress • for open propellers: k = 0,75
The equivalent fatigue stress for 100 million stress NR : Reference number of load cycles (= 100
cycles which produces the same fatigue damage as million)
the load distribution is:
Values for the G parameter are given in Tab 11. Lin-
σfat = ρ (σice)max ear interpolation may be used to calculate the G
where: value for other m/k ratios than given in Tab 11.
(σice)max = 0,5 [(σice)f max − (σice)b max ] d) Acceptability criterion for fatigue
(σice)max : Principal stress amplitudes resulting from The equivalent fatigue stress at all locations on the blade
design forward and backward blade has to fulfil the following acceptability criterion:
forces at the location being studied σfl
- ≥ 1, 5
-------
(σice)fmax : Principal stress resulting from forward σfat
load
where:
(σice)bmax : Principal stress resulting from backward
σfl : As defined in item c).
load
In calculation of (σice)max, Case 1 and Case 3 (or Table 10 : Coefficients C1, C2, C3 and C4
Case 2 and Case 4) are considered as a pair for
(σice)fmax and (σice)bmax calculation. Case 5 is excluded Open propeller Ducted propeller
from the fatigue analysis.
C1 0,000711 0,000509
• Calculation of parameter p for two-slope S-N curve
C2 0,0645 0,0533
The parameter p relates the maximum ice load to
the distribution of ice loads according to the regres- C3 − 0,0565 − 0,0459
sion formulae. C4 2,22 2,584
C2 C3 C4
p = C 1 ⋅ ( σice ) max ⋅ σfl ⋅ log ( N ice ) Table 11 : Values for the G parameter
where: for different m/k ratios
C1, C2, C3, C4: Coefficients given in Tab 10
m/k G m/k G m/k G
σfl = γε γv γm σexp
3,0 6,0 5,5 287,9 8,0 40320
with:
3,5 11,6 6,0 720,0 8,5 119292
γε : Reduction factor for scatter and test
4,0 24,0 6,5 1871 9,0 362880
specimen size effect
4,5 52,3 7,0 5040 9,5 1,133⋅E6
γv : Reduction factor for variable amplitude
loading 5,0 120 7,5 14034 10 3,623⋅E6
γm : Reduction factor for mean stress
1.5.3 Propeller bossing and CP mechanism
σexp : Fatigue strength of the blade material at
The blade bolts, the CP mechanism, the propeller boss, and
108 cycles to failure in seawater.
the fitting of the propeller to the propeller shaft shall be
The following values should be used for the reduc- designed to withstand the maximum and fatigue design
tion factors if actual values are not available: loads, as defined in [1.4]. The safety factor against yielding
γε = 0,67 shall be greater than 1,3 and that against fatigue greater
than 1,5. In addition, the safety factor for loads resulting
γv = 0,75
from loss of the propeller blade through plastic bending as
γm = 0,75 defined in [1.4.5] shall be greater than 1,0 against yielding.

Pt E, Ch 8, Sec 3
1.5.4 Propulsion shaft line ent ice classes in [1.2]. It has to include both fatigue and
maximum load design calculations and fulfil the pyramid
The shafts and shafting components, such as the thrust and
strength principle, as given in [1.5.1].
stem tube bearings, couplings, flanges and sealings, shall be
designed to withstand the propeller/ice interaction loads as
1.6.2 Loading
given in [1.4]. The safety factor is to be at least 1,3.
Loads on the propeller blade and propulsion system shall
Shafts and shafting components be based on an acceptable estimation of hydrodynamic and
ice loads.
The ultimate load resulting from total blade failure as
defined in [1.4.5] should not cause yielding in shafts and 1.6.3 Design levels
shaft components. The loading shall consist of the com-
bined axial, bending, and torsion loads, wherever this is sig- The analysis is to indicate that all components transmitting
nificant. The minimum safety factor against yielding is to be random (occasional) forces, excluding propeller blade, are
1,0 for bending and torsional stresses. not subjected to stress levels in excess of the yield stress of
the component material, with a reasonable safety margin.
1.5.5 Azimuthing main propulsors Cumulative fatigue damage calculations are to indicate a
reasonable safety factor. Due account is to be taken of
In addition to the above requirements, special consideration
material properties, stress raisers, and fatigue enhance-
shall be given to those loading cases which are extraordi-
ments.
nary for propulsion units when compared with conven-
tional propellers. The estimation of loading cases has to Vibration analysis is to be carried out and is to indicate that
reflect the way of operation of the ship and the thrusters. In the complete dynamic system is free from harmful torsional
this respect, for example, the loads caused by the impacts of resonances resulting from propeller/ice interaction.
ice blocks on the propeller hub of a pulling propeller have
to be considered. Furthermore, loads resulting from the
thrusters operating at an oblique angle to the flow have to
2 Requirements for propulsion
be considered. The steering mechanism, the fitting of the machinery of ICE CLASS ID
unit, and the body of the thruster shall be designed to with-
stand the loss of a blade without damage. The loss of a 2.1 Propulsion machinery performance
blade shall be considered for the propeller blade orientation
which causes the maximum load on the component being 2.1.1 The engine output P is the maximum output that the
studied. Typically, top-down blade orientation places the propulsion machinery can continuously deliver. If the out-
maximum bending loads on the thruster body. put of the machinery is restricted by technical means or by
any regulations applicable to the ship, P is to be taken as
Azimuth thrusters shall also be designed for estimated loads
the restricted output. In no case may P be less than the val-
caused by thruster body/ice interaction. The thruster body
ues calculated in accordance with Ch 8, Sec 1, [3.1].
has to stand the loads obtained when the maximum ice
blocks, which are given in [1.2], strike the thruster body
when the ship is at a typical ice operating speed. In addi- 2.2 Ice torque
tion, the design situation in which an ice sheet glides along
the ship's hull and presses against the thruster body should 2.2.1 For the scantlings of propellers, shafting and reverse
be considered. The thickness of the sheet should be taken as and/or reduction gearing, the effect of the impact of the pro-
the thickness of the maximum ice block entering the propel- peller blades against ice is also to be taken into account.
ler, as defined in [1.2]. The ensuing torque, hereafter defined as ice torque, is to be
taken equal to the value MG, in N m, calculated by the fol-
1.5.6 Vibrations lowing formula:
The propulsion system shall be designed in such a way that MG = m D 2
the complete dynamic system is free from harmful torsional,
axial, and bending resonances at a I-order blade frequency where:
within the designed running speed range, extended by 20 m : Coefficient equal to 10000
per cent above and below the maximum and minimum
D : Propeller diameter, in m.
operating rotational speeds. If this condition cannot be ful-
filled, a detailed vibration analysis has to be carried out in
order to determine that the acceptable strength of the com- 2.3 Propellers
ponents can be achieved.
2.3.1 Material
The percentage elongation after fracture, measured with a
1.6 Alternative design procedure
proportional type tensile specimen, of materials used for
propellers is to be not less than 19%. Materials other than
1.6.1 Scope
copper alloys are to be Charpy V-notch impact tested at a
As an alternative to [1.3] and [1.4], a comprehensive design temperature of −10°C with a minimum average energy not
study may be carried out to the satisfaction of the Society. less than 21 J, unless otherwise specified in NR216 Materi-
The study has to be based on ice conditions given for differ- als and Welding.

Pt E, Ch 8, Sec 3
2.3.2 Scantlings 2.3.4 Minimum thickness at top of blade

When one of the notations ICE CLASS IA SUPER, ICE The maximum thickness of the cylindrical blade section at
CLASS IA, ICE CLASS IB, ICE CLASS IC or ICE CLASS ID is the radius 0,475 D is not to be less than the value t1, in mm,
requested, the width l and the maximum thickness t of the obtained by the following formula:
cylindrical sections of the propeller blades are to be such as
490 0 ,5
to satisfy the conditions stated in a), b) and c) below. t 1 = ( 15 + 2 D ) ⋅ ⎛ ----------⎞
⎝ Rm ⎠
a) Cylindrical sections at the radius of 0,125 D, for fixed
pitch propellers: In the formulae above, D and Rm have the same meaning as
specified in [2.3.2].
26 ,5 2 ,85M T
l ⋅ t ≥ ------------------------------------------------- ⋅ ⎛ ------------------- + 2 ,24M G⎞
2
0 ,7 ⎝ z ⎠ 2.3.5 Blade thickness at intermediate sections

Rm ⋅ 0 ,65 + ⎛ --------⎞
⎝ ρ ⎠ The thickness of the other sections of the blade is to be
determined by means of a smooth curve connecting the
b) Cylindrical sections at the radius of 0,175 D, for control-
points defined by the blade thicknesses calculated by the
lable pitch propellers:
formulae given in [2.3.2] and [2.3.4].
21 ,1 2 ,85M T
l ⋅ t ≥ ------------------------------------------------- ⋅ ⎛ ------------------- + 2 ,35M G⎞
2
0 ,7 ⎝ z ⎠ 2.3.6 Thickness of blade edge

Rm ⋅ 0 ,65 + ⎛ --------⎞ The thickness of the whole blade edge, measured at a dis-
⎝ ρ ⎠
tance from the edge itself equal to 1,25 t1 (t1 being the blade
c) Cylindrical sections at the radius of 0,3 D, for both fixed thickness as calculated by the appropriate formula given in
and controllable pitch propellers: [2.3.4]), is to be not less than 0,5 t1.
9 ,3 2 ,85M T
l ⋅ t ≥ ------------------------------------------------- ⋅ ⎛ ------------------- + 2 ,83M G⎞ For controllable pitch propellers, this requirement is appli-
2
0 ,7 ⎝ z ⎠
Rm ⋅ 0 ,65 + ⎛⎝ --------⎞⎠ cable to the leading edge only.
ρ
2.3.7 Controllable pitch propeller actuating
where:
mechanism
l : Width of the expanded cylindrical section of the The strength of the blade-actuating mechanism located
blade at the radius in question, in cm inside the controllable pitch propeller hub is to be not less
t : Corresponding maximum blade thickness, in than 1,5 times that of the blade when a force is applied at
cm the radius 0,45 D in the weakest direction of the blade.
ρ : D/H
D : Propeller diameter, in m 2.4 Shafting
H : Blade pitch of propeller, in m, to be taken equal
2.4.1 Propeller shafts
to:
a) The diameter of the propeller shaft at its aft bearing is
• the pitch at the radius considered, for fixed
not to be less than the value dP , in mm, calculated by
pitch propellers
• 70% of the nominal pitch, for controllable
1
---
pitch propellers W⋅R 3
d P = K E ⋅ ⎛ ----------------m- ⎞
P : Maximum continuous power of propulsion ⎝ R S ,M I N ⎠
machinery for which the classification has been where:

requested, in kW
KE : • KE = 10,8 for propellers having hub
n : Speed of rotation of propeller, in rev/min, corre-
diameter not greater than 0,25 D
sponding to the power P
• KE = 11,5 for propellers having hub
MT : Value, in N⋅m, of torque corresponding to the
diameter greater than 0,25 D
above power P and speed n, calculated as fol-
lows: W : Value, in cm 3, equal to l⋅t2, proposed for the
section at the radius:
P
M T = 9550 ⋅ --- • 0,125 D for propellers having the hub
n
diameter not greater than 0,25 D
z : Number of propeller blades
• 0,175 D for propellers having the hub
MG : Value, in N⋅m, of the ice torque, calculated diameter greater than 0,25 D
according to the formula given in [1.2]
Rm : Value, in N/mm2, of the minimum tensile
Rm : Value, in N/mm2, of the minimum tensile strength of the blade material
strength of the blade material.
RS,MIN : Value, in N/mm2, of the minimum yield
2.3.3 Minimum thickness of blades strength (ReH) or 0,2% proof stress (Rp 0,2) of
When the blade thicknesses, calculated by the formulae the propeller shaft material.
given in Pt C, Ch 1, Sec 8, [2.2.1] and Pt C, Ch 1, Sec 8, b) Where the diameter of the propeller shaft, as calculated
[2.3.1], are higher than those calculated on the basis of the by the formula given in Pt C, Ch 1, Sec 7, [2.4], is
formulae given in [2.3.2], the higher values are to be taken greater than that calculated according to the formula
as rule blade thickness. given in a) above, the former value is to be adopted.

Pt E, Ch 8, Sec 3
c) Where a cone-shaped length is provided in the propel- Where bubbling systems are applied, following shall be
ler shaft, it is to be designed and arranged in accor- complied with:
dance with the applicable requirements of Pt C, Ch 1,
Sec 7. • sufficient number of air nozzles is to be distributed
d) Propeller shafts are to be of steel having impact strength along the shell side bottom
as specified in NR216 Materials and Welding. • the maximum air pressure induced in the tank is not
to exceed the design pressure of tank structure
3 Miscellaneous requirements
• exposed vent pipe and vent heads shall be protected
3.1 Sea inlets, ballast systems and cooling from possible blocking by ice
water systems of machinery • if the bubbling systems is not supplied by a dedi-
3.1.1 cated compressed air plant, the general service air
system may be used for that purpose if justified that
a) The cooling water system is to be designed to ensure the
its capacity takes into account the air consumption
supply of cooling water also when navigating in ice.
of the bubbling system.
b) For this purpose, for ships with the notations ICE CLASS
IA SUPER , ICE CLASS IA , ICE CLASS IB , CE CLASS IC g) Where ballast water exchange at sea is accepted as a
or ICE CLASS ID, at least one sea water inlet chest is to process for the treatment of ballast water, ship side bal-
be arranged and constructed as indicated hereafter:
last discharge valves are to be protected from freezing in
1) The sea inlet is to be situated near the centreline of accordance with Pt C, Ch 1, Sec 10, [7.3.3], item d).
the ship and as aft as possible. Suitable protection shall be provided also for ballast
2) As guidance for design, the volume of the chest is to tanks vent heads, as well as for ballast overflows where
be about one cubic metre for every 750 kW of the existing.
aggregate output of the engines installed on board,
for both main propulsion and essential auxiliary ser-
vices. 3.2 Steering gear
3) The chest is to be sufficiently high to allow ice to
accumulate above the inlet pipe. 3.2.1
4) A pipe for discharging the cooling water, having the
a) In the case of ships with the notations ICE CLASS IA
same diameter as the main overboard discharge
line, is to be connected to the inlet chest. SUPER or ICE CLASS IA, due regard is to be paid to the
excessive loads caused by the rudder being forced out
5) The area of the strum holes is to be not less than 4
of the centreline position when backing into an ice
times the inlet pipe sectional area.
ridge.
c) Where there are difficulties in satisfying the require-
ments of items b) 2) and b) 3) above, alternatively two b) Effective relief valves are to be provided to protect the
smaller chests may be accepted, provided that they are steering gear against hydraulic overpressure.
located and arranged as stated in the other provisions
above. c) The scantlings of steering gear components are to be
d) Heating coils may be installed in the upper part of the such as to withstand the yield torque of the rudder
chests. stock.
e) Arrangements for using ballast water for cooling pur-
poses may be accepted as a reserve in ballast conditions d) Where possible, rudder stoppers working on the blade
but are not acceptable as a substitute for the sea inlet or rudder head are to be fitted.
chests as described above.
f) Where required by Ch 8, Sec 1, [2.2.2], the ballast tanks 3.3 Fire pumps
are to be provided with suitable devices to prevent the
water from freezing, which shall be so designed as to
3.3.1 The suction of at least one fire pump is to be con-
avoid any ice formation in the tank which may be detri-
mental to the tank. For that purpose, the following may nected to a sea inlet protected against icing.
be accepted:
• heating systems by heating coils within ballast tanks 3.4 Transverse thrusters
• internal circulating/pumping systems
• bubbling systems 3.4.1 Tunnels of transverse thrusters are to be fitted with
• steam injection systems. grids for protection against ice impacts.

Pt E, Ch 8, Sec 3

Part E
Chapter 9
POLLUTION PREVENTION (CLEANSHIP)
SECTION 2 DESIGN REQUIREMENTS FOR THE NOTATIONS CLEANSHIP

AND CLEANSHIP SUPER
SECTION 3 DESIGN REQUIREMENTS FOR THE POLLUTION PREVENTION

NOTATIONS OTHER THAN CLEANSHIP AND CLEANSHIP
SUPER
SECTION 4 ONBOARD SURVEYS

Pt E, Ch 9, Sec 1
1 Scope and application For the assignment of the CLEANSHIP SUPER notation, at
least three notations among those referred to as “eligible” in
Tab 1, column 4, are also to be assigned.
1.1 General
The relevant symbol, scope, reference to the Rules and
assignment conditions are given in Tab 1.
1.1.1 This Chapter contains the requirements for the pre-
vention of sea and air pollution. Examples of notations are given below:
• CLEANSHIP
1.1.2 Additional class notations for the prevention of sea • CLEANSHIP, BWE
and air pollution include:
• CLEANSHIP SUPER (AWT, NOX-80%, SOX-60%)
• CLEANSHIP and CLEANSHIP SUPER notations, • OWS-5 ppm
• other notations having a specific scope. • AWT, NDO-2 days
Table 1 : Additional class notations for the prevention of pollution
Eligible for the

Reference to the assignment of
Symbol Scope Assignment conditions
Rules CLEANSHIP
SUPER notation
CLEANSHIP Prevention of sea and air pollution Ch 9, Sec 2, [2] N/A
CLEANSHIP SUPER Prevention of sea and air pollution Ch 9, Sec 2, [2] N/A At least 3 eligible notations
Ch 9, Sec 2, [3] are to be assigned
AWT Fitting of an Advanced Wastewater Ch 9, Sec 3, [2] Yes
Treatment plant
BWE The ship is designed for Ballast Water Ch 9, Sec 3, [3] No
Exchange in accordance with the
BWM Convention (2004)
BWT Fitting of a Ballast Water Treatment Ch 9, Sec 3, [4] Yes
plant and NI538
GREEN PASSPORT Hazardous material inventory NR528 No
GWT Fitting of a treatment installation for Ch 9, Sec 3, [5] Yes
Grey Waters
HVSC Fitting of a High Voltage Shore Con- NR557 Yes Alternatively, use of natural
nection gas as fuel when the ship is
at berth may be accepted,
provided that the provisions
of NR529 are complied with
NDO-x days The ship is designed for No Dis- Ch 9, Sec 3, [6] Yes
charge Operation during x days
NOX-x% Average NOx emissions of engines Ch 9, Sec 3, [7] Yes
not exceeding x% of IMO Tier II limit
OWS-x ppm Fitting of an Oily Water Separator Ch 9, Sec 3, [8] Yes
producing effluents having a hydro-
carbon content not exceeding x ppm
(parts per million)
SOX-x% Oil fuels used within and outside Ch 9, Sec 3, [9] Yes As an alternative, equivalent
SECAs have a sulphur content not arrangements (e.g. exhaust
exceeding x% of the relevant IMO gas cleaning systems) may
limit be accepted
VCS The ship is fitted with a Vapour Con- Pt E, Ch 10, Sec 7 No Applies only to tankers
trol System
Note 1: N/A = not applicable.

Pt E, Ch 9, Sec 1
1.2 Applicable rules and regulations 2.1.4 Sewage sludge

Sewage sludge means any solid, semi-solid, or liquid resi-
1.2.1 It is a prerequisite for the assignment of any addi- due removed during the treatment of on-board sewage.
tional class notation listed in Tab 1 that the ship complies
with the following regulations: 2.1.5 Grey water
a) adopted Annexes of the MARPOL 73/78 Convention Grey water includes drainage from dishwashers, showers,
b) International Convention on the control of harmful anti- sinks, baths and washbasins, laundry and galleys.
fouling systems, 2001.
2.1.6 Garbage
1.2.2 Additional requirements may be imposed by the ship Garbage means all kinds of victual, domestic and opera-
flag Authorities and/or by the State or Port Administration in tional waste excluding fresh fish and parts thereof, gener-
the jurisdiction of which the ship is intended to operate, in ated during the normal operation of the ship and liable to
particular with respect to: be disposed of continuously or periodically, except those
• exhaust gas smoke (particulate emissions, smoke opacity) substances which are defined or listed in Annexes I, II, III
and IV to MARPOL 73/78.
• fuel oil sulphur content
Garbage includes all kinds of solid wastes like plastics,
• bilge water oil content
paper, oily rags, glass, metal, bottles, and incinerator ash.
• on board waste incineration. Food wastes are considered as garbage.
2 Definitions and abbreviations 2.1.7 Oil residue (sludge)

Oil residue (sludge) means the residual waste oil products
generated during the normal operation of a ship such as
2.1 Definitions related to sea pollution
those resulting from the purification of fuel or lubricating oil
2.1.1 Hazardous wastes for main or auxiliary machinery, separated waste oil from
oil filtering equipment, waste oil collected in drip trays, and
Hazardous wastes are those wastes composed of substances waste hydraulic and lubricating oils.
which are identified as marine pollutants in the Interna-
tional Maritime Dangerous Goods Code (IMDG Code). 2.1.8 Oil residue (sludge) tank
Hazardous wastes include in particular: Oil residue (sludge) tank means a tank which holds oil resi-
• photo processing chemicals due (sludge) from which sludge may be disposed directly
through the standard discharge connection or any other
• dry cleaning waste
approved means of disposal.
• used paints
• solvents 2.1.9 Oily bilge water
• heavy metals Oily bilge water means water which may be contaminated
by oil resulting from things such as leakage or maintenance
• expired chemicals and pharmaceuticals
work in machinery spaces. Any liquid entering the bilge
• waste from printers system including bilge wells, bilge piping, tank top or bilge
• hydrocarbons and chlorinated hydrocarbons holding tanks is considered oily bilge water.
• used fluorescent and mercury vapour light bulbs
2.1.10 Oily bilge water holding tank
• batteries. Oily bilge water holding tank means a tank collecting oily
Note 1: Empty packagings previously used for the carriage of haz- bilge water prior to its discharge, transfer or disposal.
ardous substances are to be considered as hazardous substances.
2.1.11 Oily wastes
2.1.2 Wastewater Oily wastes means oil residues (sludge) and oily bilge water.
Wastewater includes both sewage and grey water defined
hereunder. 2.1.12 Advanced Wastewater Treatment (AWT)
Any treatment of wastewater that goes beyond the second-
2.1.3 Sewage ary or biological water treatment stage and includes the
Sewage means: removal of nutrients such as phosphorus and nitrogen and a
• drainage and other wastes from any form of toilets, uri- high percentage of suspended solids. AWT water effluent
nals, and WC scuppers, here designated as black waters standard corresponds to the technology currently available
for municipal wastewater treatment plants.
• drainage from medical premises (dispensary, sick bay,
etc.) via wash basins, wash tubs and scuppers located in 2.1.13 Accidental discharge
such premises
All discharge to sea caused by unforeseen or accidental
• drainage from spaces containing live animals, or events, such as damage to the ship or its equipment, and
• other waste waters when mixed with the drainages including discharge necessary for the purpose of protection
defined above. of the ship or saving life at sea.

Pt E, Ch 9, Sec 1
2.1.14 No discharge condition 2.2.6 Shipboard incinerator

Condition without discharge of hazardous wastes, treated Shipboard incinerator means a shipboard facility designed
and untreated wastewater, oily wastes or garbage into the for the primary purpose of incineration.
sea.
Note 1: Where the AWT notation is assigned to the ship, the dis- 2.2.7 Exhaust gas smoke
charge of treated sewage and treated grey water is allowed.
Exhaust gas smoke is a visible suspension of solid and/or
Note 2: In the “No discharge condition”, no effluents from exhaust liquid particles in gases resulting from combustion or pyrol-
gas cleaning systems may be discharged into the sea. ysis.
Note 1:
2.2 Definitions related to air pollution • Black smoke (soot) is mainly comprised of carbon particles
2.2.1 Emission • blue smoke is usually due to droplets resulting from the incom-
plete combustion of fuel or lubricating oil
Emission means any release of substances, subject to con-
trol by Annex VI of MARPOL 73/78, from ships into the • white smoke is usually due to condensed water and/or liquid
atmosphere or sea. fuel
• yellow smoke is caused by NO2.

2.2.2 Ozone depleting substances
Ozone-depleting substances means controlled substances
2.3 Abbreviations
defined in paragraph (4) of article 1 of the Montreal Proto-
col on Substances that Deplete the Ozone Layer, 1987,
listed in Annexes A, B, C or E to the said protocol in force at 2.3.1 AWT
the time of application or interpretation of Annex VI of AWT means advanced wastewater treatment.
MARPOL 73/78.
Ozone-depleting substances that may be found on board 2.3.2 ECA
ship include, but are not limited to: ECA means emission control area.
• Halon 1211Bromochlorodifluoromethane
2.3.3 EGC
• Halon 1301Bromotrifluoromethane
EGC means exhaust gas cleaning.
• Halon 2402 1,2-Dibromo-1,1,2,2-tetrafluoroethane
(also known as Halon 114B2)
2.3.4 OWS
• CFC-11 Trichlorofluoromethane
OWS means oily water separator.
• CFC-12 Dichlorodifluoromethane
• CFC-113 Trichloro-1,2,2-trifluoroethane 3 Documents to be submitted and
• CFC-114 1,2-Dichloro-1,1,2,2-tetrafluoroethane applicable standards
• CFC-115 Chloropentafluoroethane.
2.2.3 NOx technical code
NOx Technical Code means the Revised Technical Code on 3.1.1 Certificates
Control of Emission of Nitrogen Oxides from Marine Diesel
Engines adopted at MEPC 58 on 10 October 2008 with Res- The certificates to be submitted prior to the delivery of the
olution MEPC.177(58). additional class notations CLEANSHIP, CLEANSHIP SUPER
and other notations are listed in Tab 2.
2.2.4 Emission control area
3.1.2 Operational procedures
Emission control area means an area where the adoption of
special mandatory measures for emissions from ships is The operational procedures to be submitted are listed in Tab
required to prevent, reduce and control air pollution from 3.
NOx or SOx and particulate matter or all three types of
emissions and their attendant adverse impacts on human 3.1.3 Plans and documents
health and the environment. Emission control areas include
those listed in, or designated under, regulations 13 and 14 The plans and documents to be submitted are listed in Tab 4.
of Annex VI of MARPOL 73/78.
3.2 Modifications and additions
2.2.5 Shipboard incineration
Shipboard incineration means the incineration of wastes or 3.2.1 In case of modifications or additions to the approved
other matter on board a ship, if such wastes or other matter installations, arrangements or procedures, the relevant
were generated during normal operation of that ship. details are to be submitted for review.

Pt E, Ch 9, Sec 1
Table 2 : Required certificates
Notations Certificate Applicable Rules and Regulations

CLEANSHIP IOPP certificate (1) Annex I of MARPOL 73/78, Appendix II
CLEANSHIP SUPER Type approval certificate of: IMO Resolution MEPC.107(49):
• 15 ppm bilge separator • Part 1 of the Annex
• 15 ppm bilge alarm • Part 2 of the Annex
ISPP certificate (1) Annex IV of MARPOL 73/78, Appendix
Type approval certificate of the sewage system IMO Resolution MEPC.159(55)
Type approval certificate of the incinerator (2) • IMO Resolution MEPC.76(40) as amended by Resolu-
tion MAPC.93(45)
• Annex VI of MARPOL 73/78, Appendix IV
IAPP certificate (1) • Annex VI of MARPOL 73/78, Appendix I
• IMO Resolution MEPC.194(61)
EIAPP certificates of diesel engines (3) (4) NOx Technical Code 2008, Appendix I
SOx emission compliance certificate IMO Resolution MEPC.184(59), Appendix I

Certificate of unit approval for exhaust gas
cleaning system (5)
IAFS certificate or Declaration on Anti-fouling International Convention on the control of Harmful and
system Anti-fouling systems, 2001, Annex 4, Appendices 1and 2
AWT Type approval of the AWT plant Ch 9, Sec 3, [2]
BWE IBWM certificate (or Statement of compliance to International Convention on the Control and Management
the BWM Convention before its entry into force) of Ships’ Ballast Water and Sediments, Appendix 1
Type approval certificate of the ballast water IMO Resolution MEPC.174(58), Appendix
management system
BWT Type approval certificate of the ballast water IMO Resolution MEPC.169(57)
treatment plant
GREEN PASSPORT See NR528
GWT Type approval certificate of the grey water treat- Ch 9, Sec 3, [5]
ment plant
HVSC See NR557
NDO-x days N/R
NOX-x% EIAPP certificates of diesel engines (4) Ch 9, Sec 3, [7]
OWS-x ppm Type approval certificate of the oily water sepa- Ch 9, Sec 3, [8]
rator with indication of “x ppm” performance
SOX-x% Type approval certificate of the exhaust gas Ch 9, Sec 3, [9]
cleaning system (5)
VCS Certificate (or statement of compliance) of the IMO Circular MSC/Circ.585
vapour emission control system
(1) Only where required by MARPOL 73/78 Convention, according to the ship’s gross tonnage.
(2) Shipboard incinerator is not required. However, when fitted on board, it is to be type-approved.
(3) Only where required by Annex VI of MARPOL 73/78 Convention, according to the engine power and intended use.
(4) The EIAPP certificate may include a NOx-reducing device as a component of the engine. See NOx Technical Code 2008, regu-
lation 2.2.5.
(5) Where such an equivalent arrangement is provided in pursuance of Annex VI of MARPOL 73/78 Convention, regulation 4.
Note 1: N/R = not required

Pt E, Ch 9, Sec 1
Table 3 : Required operational procedures
Notations Operational procedure Applicable Rules and Regulations

CLEANSHIP Shipboard oil pollution emergency plan (1) IMO Resolution MEPC.54(32) as amended
CLEANSHIP SUPER by Resolution MEPC.86(44)
Procedure to prepare and maintain an oil record book (1) Annex I of MARPOL 73/78, Appendix III
Procedure to maintain, operate and troubleshoot bilge water IMO Circular MEPC.1/Circ.677
treatment systems
Bunkering procedure −
Measures to prevent oil pollution −
Sewage and grey water management plan and discharge con- IMO Resolution MEPC.157(55)
trol plan (1)
Garbage management plan including procedures to prepare • IMO Resolution MEPC.70(38)
and maintain a garbage record book and hazardous waste pro- • IMO Circular MEPC/Circ.317
cedures (1) • Annex V of MARPOL 73/78, Appendix
Operating procedure to be followed to minimise the risk and −
the consequences of ozone-depleting refrigerant leakage,
under normal and emergency conditions, including:
• checking of the piping tightness
• recharge
• detection of leakage
• maintenance and repair
(2)
Procedure to prepare and maintain the ozone-depleting sub- −
stances record book
NOx emission control plan −
Fuel oil quality management plan • Annex VI of MARPOL 73/78, Regulation
18 and Appendix VI
Where an exhaust gas cleaning (EGC) system is used: IMO Resolution MEPC.184(59)
• SOx emission compliance plan
• Onboard monitoring manual
• Procedure to prepare and maintain the EGC record book
AWT Wastewater management plan and discharge control plan −
BWE Ballast water management plan, with procedures to prepare IMO Resolution MEPC.127(53)
and maintain a Ballast Water Record Book
BWT As above for BWE notation • IMO Resolution MEPC.127(53)
Detailed procedures and information for safe application of • IMO Circular BWM.2/Circ.20
active substances
GREEN PASSPORT See NR528
GWT Grey water management plan and discharge control plan −
HVSC See NR557
NDO-x days Management and storage plan for liquid effluents and solid −
waste in case of no-discharge operation
NOX-x% NOx emissions control plan −
OWS-x ppm Performance monitoring plan for the oily water separator −
SOX-x% SOx emissions control plan −
VCS VOC management plan • IMO Resolution MEPC.185(89)
• IMO Circular MEPC.1/Circ.680
(1) Only where required by MARPOL 73/78 Convention, according to the ship’s gross tonnage.
(2) Only where ozone-depleting substances are used on board.

Pt E, Ch 9, Sec 1
Table 4 : Required plans and documents
Notation Documents Approval status

CLEANSHIP General:
CLEANSHIP SUPER • general arrangement plan with indication of the waste collection and conveying cir- I
cuits, storage means and treatment installations intended for the prevention of pollution
by oil, sewage, grey waters, garbage and hazardous packaged substances
• capacity plan I
• program for a waste source reduction, minimization and recycling A
Prevention of pollution by oil:
• diagram of the oil residue (sludge) system, I
• diagram of the independent clean drain system, where provided I
• diagram of the oily bilge system (pumping, treatment, discharge) I
• details of the bilge water holding tank A
• calculation of the bilge water holding tank capacity A
Prevention of pollution by sewage and wastewater:
• diagram of the grey water system (collection, treatment, discharge) I
• diagram of the sewage system (collection, treatment, discharge) I
• details of the sewage holding tank and grey water holding tank A
• calculation of the sewage holding tank and grey water holding tank capacity A
• description of the sewage treatment plant or comminuting/disinfecting system I
Prevention of pollution by garbage:
• general information on the equipment intended for collecting, storing, processing and I
disposing of garbage (except where type-approved)
• calculation of the necessary storing, processing and disposing capacities A
• diagram of control and monitoring systems for garbage handling equipment A
Prevention of pollution by oil spillage and leakage:
• diagram of the fuel oil and lubricating oil overflow systems A
• diagram of the fuel oil and lubricating oil filling, transfer and venting systems I
• arrangement of the fuel oil and lubricating oil spillage containment systems A
• diagram of the control and monitoring system for fuel oil filling, transfer and overflow I
systems
• diagram of the stern tube lubricating oil system A
Prevention of oil pollution in case of collision or stranding:
• arrangement of the fuel oil tanks, lubricating oil tanks and sludge tanks with indication I
of the volume and of the distance between the tank and the ship base line/ship shell side
Prevention of pollution by anti-fouling systems:
• specification of antifouling paint A
Prevention of pollution by refrigerants and fire-fighting media:
• arrangement of retention facilities including material specifications, structural drawings, A
welding details and procedures, as applicable
• means to isolate portions of the plant so as to avoid release of medium A
AWT • diagram of the grey water system (collection, treatment, discharge) I
• diagram of the sewage system (collection, treatment, discharge) I
• details of the sewage holding tank and grey water holding tank A
• calculation of the sewage holding tank and grey water holding tank capacity A
• description of the Advanced Wastewater Treatment (AWT) plant and relevant operating I
principles
Note 1:
I = to be submitted for information
A = to be submitted for approval
A/I = to be submitted for approval or information, in accordance with the relevant Rules or Rule Note.
Note 2: Diagrams are to include information about monitoring and recording of parameters.

Pt E, Ch 9, Sec 1
Notation Documents Approval status

BWE See IMO Resolution MEPC.127(53) A/I
BWT See Guidance Note NI538 A/I
GREEN PASSPORT See Rule Note NR528 A/I
GWT • diagram of the grey water system (collection, treatment, discharge) I
• details of the grey water holding tank A
• calculation of the grey water holding tank capacity A
• description of the grey water treatment plant and relevant operating principles I
HVSC See Rule Note NR557 A/I
NDO-x days Calculation of the storage capacity for solid wastes and liquid effluents A
NOX-x% • calculation of the weighted average NOx emission level of the ship A
• calculation of the weighted average IMO Tier II NOx emission limit of the ship A
OWS-x ppm Description of the OWS plant and relevant operating principles I
SOX-x% Where low sulphur fuel oils are used:
• diagram of the fuel oil supply systems I
• change-over procedure I
Where an exhaust gas cleaning system is fitted:
• washwater diagram A
• description of the system and relevant operating principles I
VCS See Ch 10, Sec 7 A/I
Note 1:
I = to be submitted for information
A = to be submitted for approval
A/I = to be submitted for approval or information, in accordance with the relevant Rules or Rule Note.
Note 2: Diagrams are to include information about monitoring and recording of parameters.

Pt E, Ch 9, Sec 2
SECTION 2 DESIGN REQUIREMENTS FOR THE NOTATIONS

CLEANSHIP AND CLEANSHIP SUPER
1 General 1.2.3 Plans and documents

The plans and documents to be submitted for the additional
1.1 Application class notations CLEANSHIP and CLEANSHIP SUPER are
listed in Ch 9, Sec 1, Tab 4.
1.1.1 The requirements of this Section apply to ships hav-
ing the additional class notations CLEANSHIP and CLEAN- 2 Design requirements for the
SHIP SUPER.
additional class notation CLEANSHIP
Requirements for onboard surveys are given in Ch 9, Sec 4
and Pt A, Ch 5, Sec 7.
2.1 Waste management
1.1.2 Ships having the additional class notation CLEAN-
2.1.1 Waste generation
SHIP are to comply with the provisions of Article [2].
The waste quantities to be considered for the calculation of:
Ships having the additional class notation CLEANSHIP SUPER
are to comply with the provisions of Articles [2] and [3]. • the volume of the holding tanks
• the capacity of the waste treatment and storage equip-
1.2 Documents to be submitted ment
are to be derived from the experience gained on similar
1.2.1 Certificates
types of ships operated in similar conditions. Where no data
The certificates to be submitted for the additional class are available, the figures listed in Tab 1 are to be used.
notations CLEANSHIP and CLEANSHIP SUPER are listed in
Ch 9, Sec 1, Tab 2. 2.1.2 Separation of waste streams
Design arrangements and procedures for collecting, sorting,
1.2.2 Operational procedures
treating, storing and discharging solid and liquid waste and
The operational procedures to be submitted for the addi- harmful substances are to be such that the discharge or dis-
tional class notation CLEANSHIP are listed in Ch 9, Sec 1, charge prohibition criteria laid down in annexes I, IV and V
Tab 3. of MARPOL 73/78 Convention can be fulfilled.
Table 1 : Waste generation quantities
Quantities for
No Type of Waste Unit Ro-ro passenger Ro-ro passenger

Cruise ships ships designed ships designed Cargo ships
for night voyages for day voyages
1 Plastics kg/person/day 0,1 0,1 0,1 0,1
2 Paper and cardboard kg/person/day 1,0 1,0 1,0 1,0
3 Glass and tins kg/person/day 1,0 1,0 1,0 1,0
4 Food wastes kg/person/day 0,7 0,7 0,7 0,7
5 Total garbage (1 + 2 + 3 + 4) kg/person/day 2,8 2,8 2,8 2,8
6 Black water litres/person/day 12 for a vacuum system
100 for a conventional flushing system
7 Grey water (excluding laundry litres/person/day 160 150 50 100
and galley)
8 Laundry litres/person/day 80 20 20 40
9 Galley litres/person/day 90 30 30 60
10 Total grey water (7 + 8 + 9) litres/person/day 330 200 100 200

Pt E, Ch 9, Sec 2
Generally, this implies that the following categories of The bilge water holding tank is to have a capacity that pro-
wastes are separated before any treatment or storage: vides to the ship the flexibility of operation in ports, costal
waters and special areas, without the need to discharge de-
• products containing hazardous substance, as defined in
oiled water overboard. The minimum capacity of the bilge
Ch 9, Sec 1, [2.1.1]
water holding tank is not to be less than the greater of the
• plastics, which have to be separated from wastes ulti- two following values (in m3):
mately discharged to sea (sewage or food wastes for
• 0,075 S, where S is the surface of the vertical projection,
instance)
in m2, of the largest machinery space drained into the
• sewage, including drainage from medical premises, bilge holding tank
which has to be collected separately from grey water, • the value calculated from Tab 2.
except if a common treatment installation is installed on
board. Table 2 : Minimum capacity of the bilge water
holding tank according to main engine rating
Note 1: This does not preclude the mixing of effluents after treat-
ment (e.g. treated sewage mixed with grey water). Main engine rating (kW) (1) Capacity (m3)
Note 2: When sea water is mixed with wastewater (e.g. for the pur-
up to 1000 1,5
pose of washing the holding tanks), the discharge requirements for
the wastewater apply to the resulting mixture. above 1000 up to 20000 1,5 + (P − 1000) / 1500
Note 3: When categories of wastewater having different discharge above 20000 14,2 + 0,2 (P − 20000) / 1500
requirements are mixed together, the most stringent requirements
(1) For diesel-electric propulsions, the main engine rating
apply to the resulting mixture.
is to be substituted with the aggregate power of the
electric power motors.
2.1.3 Incineration and disposal
Although disposal into the sea and onboard incineration are For ships operating with heavy fuel oil having a relative
possible in the conditions specified in MARPOL 73/78 Con- density greater than 0,94 at 15°C, the bilge water holding
vention, storage and subsequent discharge to port reception tank is to be fitted with heating facilities.
facilities is to be given first priority.
The bilge water holding tank is to be arranged so as to facil-
Except otherwise stated in this Article, storage arrangements itate the separation of any oil (or oil emulsions resulting
are to be provided for all kinds of liquid and solid wastes, from the use of bilge cleaning agents) from the bilge water
with a capacity corresponding to one day operation of the and the removal of accumulated sediments.
ship.
The shore discharge piping system from the bilge water
Note 1: The attention is drawn to the specific requirements holding tank is to be terminated by the standard discharge
imposed by certain flag Authorities and / or State or Port Adminis- connection specified in MARPOL 73/78 Convention,
tration, which may restrict or prohibit waste discharge and/or incin- Annex I, Reg. 13.
eration in the waters under their jurisdiction.
2.2.3 Oil water separating equipment
2.2 Oily wastes The following approved equipment is to be provided in
accordance with IMO Resolution MEPC.107(49):
2.2.1 Compliance with MARPOL 73/78 • 15 ppm bilge separator
Ships granted with the additional class notation CLEANSHIP • 15 ppm bilge alarm
have to comply with the following requirements of MARPOL • automatic stopping device.
73/78 Convention, Annex I, and with the relevant unified
interpretations: The capacity of the bilge separator is to take into account
the route of the vessel, the volume of the bilge water hold-
• Reg. 12 for arrangement and capacity of oil residues ing tanks and the separating technology.
(sludge) tanks
The 15 ppm bilge separator and the 15 ppm bilge alarm are
• Reg. 13 for standard discharge connection to be installed in accordance with the provisions of IMO
• Reg. 14 for oil filtering equipment Resolution MEPC.107(49), paragraph 6.
• Reg. 15 for oil discharge criteria 2.2.4 Oil residue (sludge) tanks
• Reg. 17 for oil record book (machinery space operations). Oil residue (sludge) may be disposed of directly from the oil
residue (sludge) tanks through the standard discharge con-
2.2.2 Bilge water holding tank nection referred to in MARPOL 73/78, Annex I, Reg. 13, or
All machinery space bilges and spaces containing hydraulic any other approved means of disposal.
equipment have to be drained into a bilge water holding
2.2.5 Overboard discharges from the bilge pumping
tank before separation and oil filtration or discharge ashore. system
This bilge holding tank is to be separate and independent
The overboard discharge valve of any bilge overboard dis-
from the sludge tanks.
charge line, unless passing through the 15 ppm bilge sepa-
Sea or freshwater drains not contaminated by oil may be rator, is to be kept shut and provided with lead-sealing
discharged overboard. arrangements.

Pt E, Ch 9, Sec 2
2.2.6 Segregation of oil and water ballast 2.3.4 Sewage treatment plants and piping
No ballast water is to be carried in any fuel oil or lubricat- Sewage treatment plants are to be of a type approved in
ing oil tank. accordance with the provisions of IMO Resolution
MEPC.159(55).
2.2.7 Discharge records Provisions are to be made in the design for easy access
Provisions are to be made to record the following parame- points for the purpose of obtaining representative influent
ters related to the oily water discharge: and effluent samples.
• date and time of the discharge Plastic garbage is to be separated from sewage and/or grey
water before entering the treatment unit.
• ship location
For sewage and grey water piping system, refer to Pt C, Ch 1,
• quantity and oil content of oily water discharged. Sec 10, [8.12.10].
2.3.5 Sewage sludges

2.3 Wastewaters
Sludges from sewage treatment are to be collected and
stored then discharged ashore or, where permitted, inciner-
2.3.1 Compliance with MARPOL 73/78
ated onboard.
Ships granted with the additional class notation CLEANSHIP
Where provided, incineration devices are to completely
have to comply with the relevant requirements of MARPOL
burn the sludges to a dry and inert ash and not to discharge
73/78 Convention, Annex IV, revised according to IMO Res-
fly ash, malodors or toxic substances.
olution MEPC.115(51):
The capacity of the sewage sludge tanks is to be calculated
• Reg. 10 for standard discharge connection
taking into consideration:
• Reg. 11 for discharge criteria. • the maximum period of voyage between ports where
sludge can be discharged ashore, or
Note 1: Discharge of grey water is not regulated by MARPOL 73/78
Convention. • the incinerator capacity and whether incineration is per-
mitted in the areas where the ship is intended to oper-
Note 2: Attention is drawn to the fact that some national regula-
ate.
tions prohibit the discharge of sewage (treated or untreated) and
grey water while in port or within other designated areas.
In the absence of precise data, a figure of 30 days is to be
used.
2.3.2 Design and arrangement of the sewage and
grey water systems Ashes from sludge incineration are be disposed ashore
except where permitted under [2.4.7].
The ship is to be fitted with a sewage and a grey water sys-
tem designed and arranged as follows:
2.3.6 Discharge records
• An approved sewage treatment plant or sewage commi- Provisions are to be made to record the following parame-
nuting and disinfecting system is to be provided. ters related to the sewage and grey water discharge:
• A tank is to be provided for the storage of untreated or • date and time of discharge
treated sewage with a capacity complying with [2.3.3].
• position of the ship (latitude and longitude)
• A tank is to be provided for the storage of grey waters • quantity of sewage or grey water discharged
with a capacity complying with [2.3.3].
• quantity of sludges incinerated or discharged ashore.
• Grey water from galleys is to be collected separately
from other grey waters and led through a grease trap
prior to additional treatment, storage or discharge.
2.4 Garbage and hazardous wastes
Note 1: Treated sewage and grey water holding tanks may be com- 2.4.1 Compliance with MARPOL 73/78
bined together. Ships granted with the additional class notation CLEANSHIP
have to comply with the requirements of MARPOL 73/78,
2.3.3 Holding tanks Annex V:
Holding tanks for sewage and grey water are to have a • Reg. 3, 4, 5 and 6 for disposal into the sea criteria
capacity sufficient for 24 hours operation of the ship, having • Reg. 9 for placards, garbage management plans and gar-
regard to the maximum number of persons on board, the bage record-keeping.
daily production of wastewater given in Tab 1 and other rel-
evant factors. 2.4.2 Garbage management plan
The holding tanks are to be efficiently protected against cor- Procedures for collection, sorting, processing and disposal
rosion and fitted with a level indicator and a high level of garbage are to be available in the garbage management
alarm. plan required by MARPOL 73/78, Annex V, Reg. 9.

Pt E, Ch 9, Sec 2
The garbage management plan is to include procedures in 2.4.6 Food wastes

order to make sure that the following hazardous wastes are Arrangements are to be made to store food wastes prior to
not discharged at sea nor mixed with other waste streams: discharge to port reception facilities or, where permitted,
• photo processing waste (including X-ray development disposal into the sea.
fluid waste) The onboard storage capacity is to be sufficient for one day
• dry cleaning waste, containing in particular tetrachlo- food waste production, taking into account the figures given
roethylene or perchloroethylene (PERC) in [2.1.1] and the values of density given in Tab 3.
• printing materials, like inks, except soy based, non chlo- Where food waste disposal into the sea is permitted, pre-
rinated hydrocarbon based ink products cautions are to be taken to ensure that plastics contami-
nated by food wastes, like plastic food wrappers, are not
• laser printer toner cartridges
discharged to sea with other food wastes.
• unused and outdated pharmaceuticals
Food wastes and wastes contaminated with food are to be
• fluorescent / mercury vapour bulbs stored in high integrity sealed packaging and refrigerated to
• batteries 5°C.
• used cleaners, solvents, paints and thinners 2.4.7 Incinerators

• products containing metals such as lead, chromium, Where fitted, incinerators are to be type-approved by the
copper, cadmium and mercury. Society, designed and constructed according to the require-
ments of:
2.4.3 Handling of hazardous waste • MEPC.76(40), as amended by MEPC.93(45)
Hazardous wastes are to be collected and stored in separate • MARPOL Annex VI, Appendix IV.
leakproof containers prior to disposal ashore. The storage
capacity is to be sufficient for the average production of Proper hazardous waste management procedures including
30 days. The contents of all containers are to be clearly segregating hazardous wastes are to be instituted onboard
marked. each ship to assure hazardous wastes are not introduced
Note 1: Waste fluids associated with photo processing, including into the incinerator. In particular, batteries are to be
X-ray development, may be treated to remove silver for recycling. removed from any waste that will be incinerated onboard.
The effluent from the recovery unit may be led to the grey water Ashes containing toxic or heavy metal residues are to be
provided it contains less than 5 parts per million (ppm). The resi-
kept on board in a suitable container and landed ashore for
dues from the recovery unit are to be landed ashore for disposal or
disposal. Other ashes may be discharged at sea where per-
recycling.
mitted.
2.4.4 Collection of garbage Note 1: Ashes are considered as free from toxic or heavy metal res-
idues when metal analysis show that the limit concentrations given
Garbage bins are to be placed at suitable places and within
in Tab 4 are not exceeded.
a suitable distance in accommodation spaces and open
decks. Table 4 : Limit concentrations of
Hazardous wastes, plastics and food contaminated wastes toxic and heavy metals substances in ashes
are to be collected separately from other wastes.
Substance Limit concentration (ppm)
2.4.5 Storage of garbage Arsenic 0,3
The ship is to have sufficient capacity to store all kinds of Barium 4,0
garbage produced during one day, taking into account the
Cadmium 0,3
daily waste generation figures given in [2.1.1] and the val-
ues of density given in Tab 3. Chromium 5,0
If incineration is permitted in the areas where the ship is Lead 1,5

intended to operate, the needed capacity for wastes other Mercury 0,01
than glass and tins may be reduced by 40%, without being
Selenium 0,3
less than the needed volume corresponding to one day.
Silver 0,2
Table 3 : Waste density
2.4.8 Discharge records
Density (kg/m3) Provisions are to be made to record the following parame-

ters related to the garbage discharge:
Type of waste compacted uncompacted
waste waste • date and time of discharge
Glass, tin 1600 160

• ship location (latitude and longitude) or location of
ashore discharge facilities
Paper, cardboard, plastic 410 40
• estimated amounts discharged for each category, includ-
Food wastes − 300 ing incinerator ash (in cubic meters).

Pt E, Ch 9, Sec 2
2.5 Hull antifouling systems 2.6.4 Stern tube leakage
2.5.1 Compliance with IMO AFS Convention Sealing glands are to be provided with an oil leak preven-
Ships granted with the additional class notation CLEANSHIP tion air seal or the stern tube oil is to be of a non-toxic and
have to comply with the relevant requirements of IMO Con- biodegradable quality approved in accordance with recog-
vention on the Control of Harmful Anti-fouling Systems on nized standards.
Ships, 2001, requiring the complete prohibition of organotin
compounds which act as biocides in anti-fouling systems. The oil tanks are to be fitted with a level sensor giving an
alarm in case of low level. Arrangements are to be made to
2.5.2 Type-approval of anti-fouling systems record the level of those tanks.
Anti-fouling paints are to be of a type approved by the Soci-
ety, on the basis of the following criteria: All oil filling or topping up operations are to be recorded.
• the product is to be TBT-free
2.6.5 Oil detection in cooling water circuits
• small quantities of organotin compounds acting as a
chemical catalyst are allowed provided their concentra- Hydrocarbon detectors are to be provided in sea water and
tion does not exceed 2500 mg total tin per kg of dry fresh water cooling systems comprising fuel oil or lubricat-
paint. ing oil heat exchangers in order to detect any contamina-
tion of the water.
2.6 Prevention of pollution by oil spillage
and leakage 2.6.6 Oily condensates from venting pipes
2.6.1 Compliance with MARPOL 73/78 Venting pipes from machinery spaces and containing
Ships granted with the additional class notation CLEANSHIP hydrocarbon vapours are to be led to a venting box pro-
have to comply with MARPOL 73/78 Convention, Annex I, vided with a draining pipe connected to a suitable oily
regulation 12A (Oil fuel tank protection). drain tank.
2.6.2 Overflow systems
All fuel and lubricating oil tanks the capacity of which 2.7 Refrigeration systems
exceeds 10 m3 are to be fitted with an overflow system and
a high level alarm or a flow alarm in the overflow system. 2.7.1 Application
The alarm signal is to be given where the person in charge
of the bunkering or transfer operation will normally be The following requirements apply to the ship centralized
located. refrigerating plants, centralized air conditioning plants and
Note 1: The overflow system is to comply with the provisions of Pt C, gas reliquefaction plants.
Ch 1, Sec 10, [9.3].
They do not apply to the refrigeration facilities intended for
2.6.3 Containment systems the storage of the galley supplies and to the air conditioning
On the weather and superstructure decks, each fuel or plants for limited parts of the ship, such as the control
lubricating oil tank vent, overflow and fill pipe connection rooms and the wheelhouse.
and each other area where oil spillage may occur is to be
fitted with a fixed deck container or enclosed deck area
with a capacity of:
• 80 litres if the gross tonnage of the ship is between 300 Ships granted with the additional class notation CLEANSHIP
and 1600 have to comply with MARPOL 73/78 Convention, Annex VI,
• 160 litres if the gross tonnage of the ship is greater than regulation 12 (Ozone Depleting Substances).
1600.
2.7.3 Acceptable refrigerants
The deck container or area is to be sitted with with a closed
drainage system. The use of halogenated substances as refrigerant is prohib-
A seven-barrel spill kit containing the following is to be ited, with the exception of hydrochlorofluorocarbons
available on board, ready to be used during bunkering (HCFCs), which are permitted until 1 January 2020.
operation:
• sorbents sufficient to absorb seven barrels of oil 2.7.4 Retention facilities
• non-sparking hand scoops, shovels and buckets
Refrigeration systems are to be fitted with retention facilities
• portable containers suitable for holding seven barrels of having the capability to retain all the refrigerants, should the
recovered solid waste and seven barrels of recovered necessity to evacuate the whole plant arise in an emer-
liquid waste gency. The retention facilities may be tanks for liquid media
• a minimum of 60 litres of a deck cleaning agent and/or bottles for gaseous media. If only tanks for liquid are
• appropriate protective clothing to protect personnel used as retention facilities, one or more compressors having
from inhalation hazards, eye exposure and skin contact the combined capacity to discharge completely the
• non-sparking portable pumps with appropriate hoses. medium from the system into the tanks are to be installed.

Pt E, Ch 9, Sec 2
2.7.5 Prevention of leakage 2.9.2 Application

Refrigeration systems are to be designed in such a way as to The following requirements apply to all diesel engines,
minimise the risk of medium release in the case of mainte- independently of the service, with a rated power of more
nance, repair or servicing. Arrangements are to be made to than 130 kW, installed on the ship, with the exceptions of:
isolate those sections which are to be serviced by a system • emergency diesel engines, diesel engines installed in
of valves and by-passes, in such a way as not to stop the lifeboats and any other diesel engines intended to be
operation of the plant, while in service, preventing the risk used solely in an emergency situation, independently of
of release of the medium outside of the plant. their rated power
Means are to be provided to avoid the possibility of leak to • engines which are subject to alternative measures for
the atmosphere of the refrigerants or its vapours in any case limiting NOx emission, under special consideration of
of failure of the plant. the Society.
A warning instruction plate stating that deliberate emissions Note 1: NOx emissions from gas only engines, gas turbines, boilers
of halogenated substances is prohibited is to be displayed in and incinerators are not subject to these requirements.
the vicinity of the vessels and of the releasing devices.
Note 1: This requirement does not apply to spaces containing only
2.9.3 NOx certification of engines
pipes Prior to installation onboard the ship, engines have to be
NOx-certified in accordance with the relevant provisions of
2.7.6 Leak detection the NOx Technical Code for the intended application. A
valid EIAPP certificate (or statement of compliance) is nor-
The spaces where the medium might be likely to leak are to
mally to be issued by the Society.
be continuously monitored by appropriate leak detectors,
which are to be of a type approved by the Society.
2.9.4 NOx reduction methods
2.7.7 Alarm Where NOx reduction methods (such as water injection,

fuel oil emulsification, charge air humidification, exhaust
Any detection of medium leak is to activate an audible and gas after-treatment) are used, they are to be approved by the
visible alarm in a normally manned location. The alarm is Society and taken into account in the EIAPP certificate of
to be activated when the concentration of refrigerant the engine.
reaches a value agreed with the Society on a case by case
basis. The measurement of NOx emission levels, where required
for the control of the reduction process (e.g. to adjust the
injection rate of the reduction agent for SCR systems), is to
2.8 Fire-fighting systems be carried out by means of type-approved analysers.
2.8.1 Compliance with MARPOL 73/78 2.10 Emission of sulphur oxides (SOx)
Ships granted with the additional class notation CLEANSHIP
have to comply with MARPOL 73/78 Convention, Annex VI, 2.10.1 Compliance with MARPOL 73/78
regulation 12 (Ozone Depleting Substances). Ships granted with the additional class notation CLEANSHIP
have to comply with the relevant requirements of MARPOL
2.8.2 Acceptable fire-fighting media 73/78 Convention, Annex VI and related Guidelines:
The use of halon and halocarbons media in the fixed and • Reg. 13 for Sulphur Oxides (SOx) and Particulate Matter
portable fire fighting equipment is prohibited.
• Reg. 18 and Appendices V and VI for fuel oil quality
2.8.3 Design requirements for fire-fighting systems • IMO Resolution MEPC.182(59) for the sampling of fuel
Provisions are to be made for the safe containment and dis- oil.
posal of fire-fighting media in case of spillage during main-
tenance or repair. 2.10.2 Use of low sulphur fuel oils
Where several types of fuel are used in pursuance of
[2.10.1], arrangements are to be made to allow the com-
2.9 Emission of nitrogen oxides (NOx)
plete flushing of the high sulphur fuel supply system before
entering the emission control area (ECA).
Arrangements are to be made to record the following
Diesel engines fitted to ships granted with the additional parameters:
class notation CLEANSHIP have to comply with the require-
ments of: • volume of fuel oil in each tank
• MARPOL 73/78, Annex VI, Reg. 13 • date, time and position of the ship when the fuel
change-over operation is completed or started (respec-
• NOx Technical Code (2008) tively when entering the ECA or leaving the ECA).

Pt E, Ch 9, Sec 2
2.10.3 Use of exhaust gas cleaning systems 3.1.2 In addition to the procedures required in [2.4.2], the
Exhaust gas cleaning (EGC) systems, which may be procedures for garbage source reduction, minimization and
accepted as an arrangement equivalent to the use of low recycling are to be available in the garbage management
sulphur fuel oils in pursuance of MARPOL 73/78 Conven- plan.
tion, Annex VI, Regulation 4.1, are to be approved in
accordance with IMO Resolution MEPC.184(59): 2009
Guidelines for exhaust gas cleaning systems. 3.2 Protection against oil pollution in the
EGC systems are to be fitted with data measuring, recording event of collision or grounding
and processing devices in accordance with the aforesaid
Resolution. 3.2.1 All fuel oil and lubricating oil tanks are to be located
The discharge washwater is to satisfy the criteria given in in protected locations in accordance with the provisions of
the aforesaid Resolution. Pt C, Ch 1, Sec 10, [11.5.3].
Washwater treatment residues generated by the EGC unit
Note 1: This requirement does not apply to engine lubricating oil
are to be stored in a holding tank having a capacity suffi-
drain tanks.
cient for 30 days operation of the ship, then delivered
ashore to adequate reception facilities. Such residues are
not be discharged to the sea or incinerated on board.
3.3 Prevention of air pollution
3 Additional design requirements for 3.3.1 All refrigerants used onboard are to have:
the additional class notation
• a Global Warming Potential (GWP) not exceeding 2000
CLEANSHIP SUPER
• an Ozone Depleting Potential (ODP) equal to zero.
3.1 Waste minimization and recycling
program 3.4 Monitoring and recording systems
3.1.1 Direct waste minimization and recycling programs
involving significant reduction of the waste amounts men- 3.4.1 On-board emission measurement and
tioned in Tab 1 are to be implemented. Such programs are monitoring equipment
to cover the influence of measures such as:
Ships having the additional class notation CLEANSHIP
• use of technical water (e.g. air conditioning condensate)
SUPER are to provided with a type-approved measurement,
where possible
monitoring and recording equipment, for:
• use of water recovery systems (e.g. filtering and reuse of
laundry water - last rinse use for first wash) • NOx emissions, in compliance with MO Resolution
• reclamation and reuse of properly treated and filtered MEPC.103(49)
wastewaters as technical water (e.g. in toilet flushing,
laundry, open deck washing) • SO2 and CO2 emissions, in compliance with IMO Reso-
Note 1: Effluents from water treatment plants may be reused or lution MEPC.184(59).
recycled only if they comply with a recognised quality stand-
ard for potable water. Note 1: The correspondence between the SO2/CO2 ratio and the
sulphur content of the fuel oil is detailed in IMO Resolution
• active water conservation (e.g. use of reduced flow
MEPC.184(59), Table 1 and Appendix II.
shower heads, vacuum systems for toilets, laundry
equipment that utilizes less water)
3.4.2 Remote transmission of the parameters
• use of reusable packaging and bulk packaging
related to waste discharge and air emissions
• replacement of plastic packaging by containers built in
other material All the waste discharge and air emission parameters
required to be monitored and recorded as per the require-
• minimization of the amount of oily bilge water and
processing of the oily bilge water and oil residue ments of [2] and [3] are to be transmitted on a regular basis
(sludge) in accordance with the Integrated Bilge Water (e.g. every day) via a satellite communication system to a
Treatment System (IBTS) concept (see IMO Circular shipowner facility ashore. Such information is to be made
MEPC.1/Circ.642). available to the Surveyor of the Society upon request.

Pt E, Ch 9, Sec 3
SECTION 3 DESIGN REQUIREMENTS FOR THE POLLUTION

PREVENTION NOTATIONS OTHER THAN CLEAN-
SHIP AND CLEANSHIP SUPER
1 General 2.2.3 BOD5

BOD5 is the 5-day measure of the pollutant parameter bio-
1.1 Application chemical oxygen demand.
1.1.1 The requirements of this Section apply to ships hav- 2.2.4 Percent removal
ing one of the additional class notations for pollution pre- The percent removal is a percentage expression of the
vention listed in Ch 9, Sec 1 other than CLEANSHIP and removal efficiency across a treatment plant for a given pol-
CLEANSHIP SUPER. lutant parameter, as determined from the 30-day average
Requirements for onboard surveys are given in Ch 9, Sec 4 values of the raw wastewater influent pollutant concentra-
and in Pt A, Ch 5, Sec 7. tions to the AWT plant and the 30-day average values of the
effluent pollutant concentrations for a given time period.
1.2 Documents to be submitted 2.2.5 SS
1.2.1 Certificates SS is the pollutant parameter total suspended solids.
The certificates to be submitted for the aforementioned
additional class notations are listed in Ch 9, Sec 1, Tab 2. 2.3 Design of the AWT plant
1.2.2 Operational procedures 2.3.1 Required capacity

The operational procedures to be submitted for the afore- The capacity of the AWT plant is to be sufficient for the
mentioned additional class notations are listed in Ch 9, Sec maximum number of persons onboard, taking into account
1, Tab 3. the sewage and grey water quantities given in Ch 9, Sec 2,
[2.1.1].
1.2.3 Plans and documents
The plans and documents to be submitted for the aforemen- 2.3.2 Effluent quality
tioned additional class notations are listed in Ch 9, Sec 1, The AWT plant is to be so designed that the minimum level
Tab 4. of effluent quality complies with the following limits:
a) BOD5
2 Additional class notation AWT 1) the 30-day average is not to exceed 30 mg/l
2) the 7-day average is not to exceed 45 mg/l
2.1 Scope 3) the 30-day average percent removal is not to be less
than 85 percent.
2.1.1 The additional class notation AWT applies to ships
fitted with an advanced wastewater treatment (AWT) plant, b) SS
capable of treating both sewage and grey waters with an 1) the 30-day average is not to exceed 30 mg/l
effluent quality complying with [2.3]. 2) the 7-day average is not to exceed 45 mg/l
Note 1: Effluents from the AWT plant may be reused or recycled
3) the 30-day average percent removal is not to be less
only if they comply with a recognised quality standard for potable
water.
than 85 percent.
c) pH
2.2 Definitions and abbreviations The effluent values for pH are to be maintained within
the limits of 6,0 to 9,0.
2.2.1 7-day average
d) Fecal coliform
The 7-day average is the arithmetic mean of pollutant
The geometric mean of the samples from the discharge
parameter values for samples collected in a period of
during any 30-day period is not to exceed 20 fecal colif-
7 consecutive days.
orm/100 millilitres (ml) and no more than 10% of the
2.2.2 30-day average samples may exceed 40 fecal coliform/100 ml.
The 30-day average is the arithmetic mean of pollutant e) Total residual chlorine
parameter values for samples collected in a period of Concentrations of total residual chlorine is not to
30 consecutive days. exceed 10,0 micrograms per litre (μg/l).

Pt E, Ch 9, Sec 3
2.3.3 Type tests 4 Additional class notation BWT

Advanced Wastewater Treatment plants are to be of a type
approved in accordance with IMO Resolution 4.1 Scope
MEPC.159(55), taking into account the following effluent
standards: 4.1.1 The additional class notation BWT applies to ships
a) Fecal coliform standard: complying with the International Convention for the Con-
trol and Management of Ships’ Ballast Water and Sedi-
The geometrical mean of the fecal coliform count of the ments, 2004 and to the relevant Guidelines, and fitted with
samples of the effluent taken during the test period an approved ballast water treatment system.
should not exceed 14 coliforms/100 ml M.P.N. (most
probable number) as determined by a 5 tube fermenta-
tion analysis or an equivalent analytical procedure. In 4.2 Design and installation requirements
addition, no more than 10% of the number of samples
4.2.1 General
exceed an M.P.N. of 43 coliforms /100 ml.
The ballast water treatment system is to be designed and
b) Total suspended solids standard: installed in accordance with the provisions of Guidance
The geometrical mean of total suspended solids is not to Note NI538.
exceed 10 mg/l.
4.2.2 Safety
c) 5-day biochemical oxygen demand (BOD5) standard:
Arrangements are to be made for the safe handling and stor-
The geometrical mean of BOD5 is not to exceed 20 mg/l. age of chemicals used to treat ballast water.
d) Total nitrogen (TN) standard: The risk resulting from the possible production of hazardous
by-products (aqueous or gaseous) during the ballast water
The geometrical mean of TN is not to exceed 10 mg/l.
treatment process is to be properly addressed.
e) Total phosphorus (TP) standard: Relevant safety procedures are to be developed.
The geometrical mean of TP is not to exceed 1 mg/l.
4.2.3 Ballast water treatment records
3 Additional class notation BWE Provisions are to be made to get and record the following
parameters related to the ballast water discharge/treatment:
• date and time of ballast water discharge and intake
3.1 Scope (when the treatment is performed at the intake stage)
3.1.1 The additional class notation BWE applies to ships • ship location (latitude and longitude)
complying with the International Convention for the Con- • date, time, duration and conditions of treatment (at
trol and Management of Ships’ Ballast Water and Sedi- intake or discharge stage, or during voyage)
ments, 2004, and to the relevant Guidelines, and
• amounts of water treated.
performing ballast water exchange.
5 Additional class notation GWT

3.2.1 Design of the pumping and piping systems 5.1 Scope

The pumping and piping systems involved in the ballast
5.1.1 The additional class notation GWT applies to ships
water exchange are to comply with the provisions of Pt C,
fitted with a grey water treatment system, the effluents from
Ch 1, Sec 10, [7].
which have a quality complying with [5.2].
3.2.2 Sediment handling Note 1: Effluents from the grey water treatment plant may be
reused or recycled only if they comply with a recognised quality
Arrangements are to be made for: standard for potable water.
• monitoring the sediment build up
• cleaning the tanks and removing the sediments 5.2 Design of the grey water treatment plant
• disposing the sediments to reception facilities.
5.2.1 Required capacity
3.2.3 Discharge records The capacity of the grey water treatment plant is to be suffi-
cient for the maximum number of persons onboard, taking
Provisions are to be made to get and record the following
into account the daily production of grey water given in Ch 9,
parameters related to the ballast water discharge:
Sec 2, [2.1.1].
• date and time of discharge
5.2.2 Effluent quality
• ship location (latitude and longitude)
The grey water treatment plant is to be so designed that the
• amounts of water exchanged minimum level of effluent quality complies with the limits
• amount of sediments disposed to reception facilities. given in IMO Resolution MEPC.159(55).

Pt E, Ch 9, Sec 3
5.2.3 Type tests 7 Additional class notation NOX-x%

Grey water treatment plants are to be type-approved in
accordance with IMO Resolution MEPC.159(55). 7.1 Scope
7.1.1 The additional class notation NOX-x% applies to
6 Additional class notation NDO-x days ships fitted with diesel engines having a weighted average
NOx emission level not exceeding x% of the weighted aver-
6.1 Scope age IMO Tier II limit.
The NOx performance index x is to be ≤ 90.
6.1.1 The additional class notation NDO-x days applies to
ships having sufficient onboard storage capacity for solid
waste and liquid effluents, allowing the fully loaded ship to
operate without discharging any substances into the sea 7.2.1 General
during x consecutive days (no discharge period). The diesel engines to be considered are those referred to in
Ch 9, Sec 2, [2.9.2].
6.2 Design requirements NOx reducing devices may be considered if they are cov-
ered by the EIAPP certificate of the engine.
6.2.1 The no discharge operation presupposes that, during
the no discharge period: 7.2.2 Calculation of the weighted average NOx
emission level of the ship
• no incineration is carried out
The weighted average NOx emission level of the ship
• no waste nor effluents are discharged into the sea. [NOx]ship ,in g/kWh, is to be calculated as follows:
Note 1: Where the AWT notation is assigned to the ship, the dis-
∑ [NOx] ⋅ P
n
charge of treated sewage and treated grey water is allowed. i i
Note 2: Discharge of washwaters from exhaust gas clean cleaning i=1

[ NOx ] ship = -----------------------------------
∑P
(EGC) systems are not allowed during the no discharge operation. n
The installation of closed loop EGC systems may be considered in i

i=1
this respect.
where:
6.2.2 The storage capacity for each of the following solid
and liquid wastes is to be sufficient to allow the no dis- n : Total number of engines installed on the ship
charge operation of the ship during x days: [NOx]i : NOx emission level of each individual engine
• plastics as per EIAPP certificate (in g/kWh)
Pi : Rated power of each engine (in kW).
• paper and cardboard
• glass and tins 7.2.3 Calculation of the weighted average IMO Tier II
NOx emission limit of the ship
• food waste
The weighted average IMO Tier II NOx emission limit of the
• sewage (see [6.2.2], Note 1) ship [IMO]ship, in g/kWh, is to be calculated as follows:
• grey water (see [6.2.2], Note 1)
∑ [IMO ] ⋅ P
n
• sewage sludges (where applicable) i i
i=1
• bilge water [ IMO ] ship = -----------------------------------
∑P
n
• oil residues (sludge) i

i=1
• hazardous wastes
• washwater treatment residues from EGC units (where where:
applicable). n, Pi : As defined in [7.2.2]
[IMO]i : Applicable IMO Tier II NOx emission limit of
Note 1: Storage capacity is not required for treated sewage and
treated grey water when the notation AWT is assigned to the ship.
each individual engine as per MARPOL 73/78,
Annex VI, Reg. 13.4 (in g/kWh).
6.2.3 Except otherwise stated, the storage capacities are to
7.2.4 Calculation of the NOx performance index x
be based on:
The NOx performance index x is to be calculated as fol-
• the maximum number of persons onboard lows:
• the daily production of solid waste and liquid effluents [ NOx ] ship
given in Ch 9, Sec 2, [2.1.1]. x = -----------------------
-
[ IMO ] ship
6.2.4 Unless otherwise justified, the minimum capacity where:

required for the bilge water holding tank is not to be less [NOx]ship : Weighted average NOx emissions for the ship
than x times the capacity given in Ch 9, Sec 2, Tab 2. (in g/kWh), as calculated in [7.2.2]

Pt E, Ch 9, Sec 3
[IMO]ship: Weighted average IMO Tier II NOx emission • the sulphur content of fuel oils used in emission control
limit for the ship (in g/kWh), as calculated in areas (ECAs) is not is not to exceed x% of the IMO limit
[7.2.3]. given in MARPOL 73/78, Annex VI, regulation 14.4
• the sulphur content of fuel oils used in other areas is not
8 Additional class notation OWS-x ppm to exceed x% of the IMO limit given in MARPOL 73/78,
Annex VI, regulation 14.1
8.1 Scope
The SOx performance index x is to be ≤ 90.
8.1.1 The additional class notation OWS-x ppm applies to Alternative arrangements may be accepted if the resulting
ships fitted with an oily water separator (OWS) capable of SOx emission reduction is deemed equivalent to that corre-
producing effluents having a hydrocarbon content not sponding to the use of fuel oils with reduced sulphur con-
exceeding x ppm. tent.
The OWS performance index x is to be ≤ 10.
Note 1: ppm means parts of oil per million parts of water by vol- 9.2 Design requirements
ume.
9.2.1 Use of fuel oils with reduced sulphur content
Where fuel oils with reduced sulphur content are used, the
8.2.1 The OWS is to be type-approved in accordance with requirements in Ch 9, Sec 2, [2.10] are to be complied
the provisions of IMO Resolution MEPC.107(49), for an with.
effluent quality of x ppm.
9.2.2 Use of exhaust gas cleaning systems as
The bilge alarm and the automatic stopping device are to be
alternative arrangement
efficient for the x ppm limit.
Where exhaust gas cleaning systems are used, they are to
be approved in accordance with IMO Resolution
9 Additional class notation SOX-x% MEPC.184(59), for a SOx emission performance corre-
sponding to the use of a fuel oil having a sulphur content of
9.1 Scope x% of the IMO sulphur limit applicable to ECAs.
9.1.1 The additional class notation SOX-x% applies to Provisions of Ch 9, Sec 2, [2.10.3] and Ch 9, Sec 2, [3.4.1]
ships using fuel oils complying with the following criteria: for data measuring and recording are to be complied with.

Pt E, Ch 9, Sec 4
SECTION 4 ONBOARD SURVEYS
1 Application 2.3 Periodical tests after first year of service
1.1 2.3.1 General

The effluents and wastes usually discharged to sea are to be
1.1.1 Survey requirements for the additional class notations periodically sampled and analyzed by a qualified labora-
CLEANSHIP, CLEANSHIP SUPER and other additional class tory. The frequency of these tests in a five-year term period
notations listed in Ch 9, Sec 1, Tab 1 are given in Pt A, Ch 5, is specified in Tab 2.
Sec 7.
Tab 3 lists the number of occurrences where the pollutant
This Section contains additional requirements applying to
maximum concentration may exceed the limit concentra-
the additional class notations CLEANSHIP, CLEANSHIP
tion specified in Tab 4 and Tab 5, without exceeding the
SUPER and AWT.
reject value.
2 Periodical tests and measurements Test results of the measurements are to be recorded in the
wastewater and garbage logbooks and made available to
done by the shipowner the surveyor during the periodical surveys.
2.1 General 2.3.2 Water effluent standard
2.1.1 Purpose The effluent standard for biological analyses of waters are
given in Tab 4.
The following tests and measurements, done under the
responsibility of the shipowner, are intended to demonstrate
2.3.3 Metals analyses
the effective implementation of the waste management pro-
cedures and the constant level over time kept by the quality The analyses given in Tab 5 are to qualify the incinerator
of the effluents discharged at sea. ash and grey water as free from hazardous wastes. The met-
als listed in Tab 5 are considered as indicators of toxicity.
2.2 Initial period
Table 2 : Frequency of analyses of waste streams
2.2.1 Initial tests after the first year of service
During the first year of commercial operation, the Ship-
owner is to proceed with the following measurements and Number of analyses
Waste stream
analyses: in a 5-year period
Metals analyses in incinerator ash (1) 2
• collection of actual shipboard data’s concerning the vol-
ume of wastes generation, using the waste streams as Metals analyses in grey water 2
defined in Ch 9, Sec 2, Tab 2 Effluent analyses sewage treatment 2
• analyses of the effluent and waste streams for pollutant plan
concentration, according to the periodicity defined in Effluent analyses for Advanced Waste- 20
Tab 1. water Treament
Oil content analyses of machinery 2
Table 1 : Frequency of analyses of waste streams
bilge water
during the first year of service
(1) If the ship is equipped to dump incinerator ash overboard.
Frequency of
Waste stream
analyses
Table 3 : Permissible number of analyses
Metals analyses in incinerator ash (1) quarterly
exceeding limit values
Metals analyses in grey water quarterly
Effluent analyses sewage treatment plan yearly Number of analyses in a 5-year Maximum number of
period analyses above limit
Effluent analyses for Advanced Wastewater quarterly
Treatment 2-5 0
(1) If the ship is equipped to dump incinerator ash overboard. 20 3

Pt E, Ch 9, Sec 4
Table 4 : Biological analyses standard for waters
Water to be tested Pollutant Limit concentration Reject value

Effluent of oil filtering equipment Oil 15 ppm −
Effluent of sewage treatment plant Fecal coliform 100 coli/100 ml −
Total suspended solids (TSS) 35 mg/l −
5-day Biochemical Oxygen Demand (BOD5) 25 mg/l −
Effluent of AWT unit (applies only Fecal coliform 14 coli/100 ml 43 coli/100 ml
to ships having the additional class
TSS 10 mg/l 25 mg/l
notation AWT)
BOD5 20 mg/l 30 mg/l
Total Nitrogen (TN) 10 mg/l 25 mg/l
Total phosphorus (TP) 1 mg/l 5 mg/l
Table 5 : Detection of heavy metals 3 Periodical surveys

in ashes and water
3.1 Initial survey
Metal Limit concentration (ppm)
Arsenic 0,3 3.1.1 Tests
After installation on board, the equipment and systems rele-
Barium 4,0 vant to the requirements of the present Chapter are to be
Cadmium 0,3 tested in the presence of the Surveyor under operating con-
ditions. The control, monitoring and alarm systems are also
Chromium 5,0 to be tested in the presence of the Surveyor or their func-
Lead 1,5 tioning is to be simulated according to a procedure agreed
with the Society.
Mercury 0,01
Selenium 0,3 3.2 Periodical survey
Silver 0,2 3.2.1 The annual and class renewal surveys are to be car-
ried out in accordance with the provisions of Pt A, Ch 5,
Sec 7, [2].

Part E
Chapter 10
OTHER ADDITIONAL CLASS NOTATIONS
SECTION 1 STRENGTHENED BOTTOM (STRENGTHBOTTOM)
SECTION 2 GRAB LOADING (GRABLOADING)

SECTION 3 IN-WATER SURVEY ARRANGEMENTS (INWATERSURVEY)
SECTION 4 SINGLE POINT MOORING (SPM)
SECTION 5 CONTAINER LASHING EQUIPMENT (LASHING)

SECTION 6 DYNAMIC POSITIONING (DYNAPOS)
SECTION 7 VAPOUR CONTROL SYSTEM (VCS)
SECTION 8 COFFERDAM VENTILATION (COVENT)

SECTION 9 CENTRALISED CARGO AND BALLAST WATER HANDLING
INSTALLATIONS (CARGOCONTROL)
SECTION 10 SHIP MANOEUVRABILITY (MANOVR)
SECTION 11 COLD WEATHER CONDITIONS

COLD (H TDH, E TDE)
SECTION 12 EFFICIENT WASHING OF CARGO TANKS (EWCT)
SECTION 13 PROTECTED FO TANKS (PROTECTED FO TANKS)
SECTION 14 INCREASED ADMISSIBLE CARGO TANK PRESSURE (IATP)
SECTION 15 ENHANCED FIRE PROTECTION FOR CARGO SHIPS AND

TANKERS (EFP-AMC)
SECTION 16 SINGLEPASSLOADING
Pt E, Ch 10, Sec 1
SECTION 1 STRENGTHENED BOTTOM (STRENGTHBOTTOM)
Symbols
B : Moulded breath, in m, defined in Pt B, Ch 1, The general configuration of the ship and the conditions of
Sec 2, [3.4] grounding during loading and unloading operations having
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, an effect on the hull girder loads are to be specified. The
[3.1] longitudinal distribution of bending moment is to be calcu-
lated, and the hull girder normal stresses, σg, for elements
hDB : Height, in m, of double bottom
contributing to the hull girder longitudinal strength in
PS, PW : Still water and wave pressures as defined in Pt stranded condition are to be calculated.
B, Ch 5, Sec 5 for upright ship conditions (load
case “a”) with positive h1
1.2 General bottom arrangement
These loads are to be considered as acting alone
without any counteraction from ship internal 1.2.1 As a general rule, a double bottom extending from
pressure the collision bulkhead to the after peak bulkhead is to be
Ry : Minimum yield stress, in N/mm2, of the material, provided.
to be taken equal to 235/k N/mm2 (the material The minimum height hDB, in m, of the double bottom is to
factor k is defined in Pt B, Ch 4, Sec 1, [2.3]) be obtained from the following formula:
γm : Partial safety factor for material to be taken hDB = B/20
equal to: γm = 1,02 When the effective double bottom height is lesser than hDB
γS2 : Partial safety factor for still water pressure to be or when the double bottom does not extend from the colli-
taken equal to: γS2 = 1,00 sion bulkhead to the after peak bulkhead, refer to [1.2.2].
γW2 : Partial safety factor for wave pressure to be 1.2.2 When no double bottom as required in [1.2.1] is pro-
taken equal to: γW2 = 1,20 vided, bottom damage stability calculations are to be pro-
σg : Hull girder normal stresses in stranded condi- vided based on the following damage extent:
tion defined in [1.1.3]. • For 0,3L from the forward perpendicular of the ship:
For ships less than 90 m, σg is to be taken equal - longitudinal extent: (1/3)L2/3 or 14,5 metres, which-
to: σg = 0. ever is the lesser
- transverse extent: B/6 or 10 metres, whichever is the
1 General lesser
- vertical extent: B/20 or 2 metres, whichever is the
1.1 Application lesser.
• For any other part of the ship:
1.1.1 The additional class notation STRENGTHBOTTOM is - longitudinal extent: (1/3)L2/3 or 14,5 metres, which-
assigned, in accordance with Pt A, Ch 1, Sec 2, [6.14.1], to ever is the lesser
ships built with specially strengthened bottom structures so
- transverse extent: B/6 or 5 metres, whichever is the
as to be able to be loaded and/or unloaded when properly
lesser
stranded and complying with the requirements of this Sec-
tion. - vertical extent: B/20 or 2 metres, whichever is the
lesser.
1.1.2 The assignment of additional class notation The following criteria are to be complied with for the sub-
STRENGTHBOTTOM assumes that the ship will only be mitted loading conditions of Pt B, Ch 3, App 2:
grounded on plane, soft and homogeneous sea beds with
• the angle of heel due to unsymetrical flooding should
no rocks or hard points and in areas where the sea is calm
not exceed 25° for cargo ship and 7° for passenger ship
such as harbours or sheltered bays.
• the stability is to be investigated and may be regarded as
1.1.3 As a general rule, the requirements of this Section are sufficient if the righting lever curve has at least a range
applicable to ship having a length less than or equal to of 16° beyond the position of equilibrium in association
90 m. with a minimum residual righting lever of at least 0,12
Ships greater than 90 m in length may be considered by the metres within the 16° range.
Society on a case-by-case basis, taking into account the Note 1: Ships already complying with standards requesting damage
specific hull girder loads induced by loading and unloading stability calculations based on other damage extent are to be con-
when stranded. sidered by the Society on a case-by-case basis.

Pt E, Ch 10, Sec 1
2 Primary supporting members • the values obtained by the following formula:

arrangement γ S 2 p S + γW2 p W
w = γ R γ m β b ------------------------------------------
- s l 2 10 3
12 ( 0, 65 Ry – σ g )
γ S 2 p S + γW2 p W
2.1 Ships with a longitudinally framed bottom A S h = 10γ R γ m β s ---------------------------------- sl
0, 36R y
2.1.1 Solid floors and side girders are to be fitted with a where:
maximum spacing between floors and girders not greater l : Span, in m, of ordinary stiffeners
than 0,9L0,25. s : Spacing, in m, of ordinary stiffeners
The number and size of holes on floors and girders are to be γR : Partial safety factor for resistance, to be
kept as small as possible, and are to be such as to allow taken equal to 1,25
complete inspection of double bottom structures. βb,βs : Coefficients defined in Tab 1.
2.2 Ships with a transversely framed bottom

Table 1 : Coefficients βb and βs
2.2.1 Floors are to be fitted at every frame.
Side girders are to be fitted on each side of the ship with a Brackets at ends βb βs
maximum spacing not greater than 0,9 L0,25. 0 1 1
The number and size of holes on floors and girders are to be 1 0,90 0,95
kept as small as possible, and are to be such as to allow 2 0,81 0,90
complete inspection of double bottom structures.
Note 1: The length of the brackets is to be not less than 0,1 l.
3 Bottom scantlings 3.3 Primary supporting members
3.1 Plating 3.3.1 The net section modulus w, in cm3, and the net shear
section area ASh, in cm 2, of longitudinal or transverse bot-
3.1.1 Plating tom primary supporting members are to be not less than the
greater of the following values:
The net thickness of the bottom and bilge platings obtained
• the values obtained from Pt B, Ch 8, Sec 5 or from Pt B,
from Pt B, Ch 7, Sec 1 or Pt B, Ch 8, Sec 3, as applicable,
Ch 7, Sec 3 as applicable
are to be increased by 20% and in no case are to be less
than 8 mm. • the values obtained by the following formula:
The values of the corrosion addition are to be defined w = γ R γ m β b ------------------------------------------
- s l 2 10 3
12 ( 0, 65 Ry – σ g )
according to Pt B, Ch 4, Sec 2, [3].
A S h = 10γ R γ m β s ---------------------------------- sl
0, 36R y
where:
3
3.2.1 The net section modulus w, in cm , and the net shear l : Span, in m, of primary supporting member,
section area ASh, in cm2, of longitudinal or transverse bot- s : Spacing, in m, of primary supporting mem-
tom ordinary stiffeners are to be not less than the greater of ber
the following values: γR : Partial safety factor for resistance, to be
• the values obtained from Pt B, Ch 8, Sec 4 or from Pt B, taken equal to 1,4
Ch 7, Sec 2 as applicable βb, βs : Coefficients defined in Tab 1.

Pt E, Ch 10, Sec 2
SECTION 2 GRAB LOADING (GRABLOADING)
1 General • bulkhead plating, if no stool is fitted, up to 1,5 m from

the inner bottom,
1.1 Application is to obtained, in mm, from the following formula:
1.1.1 The additional class notation GRABLOADING is t = t1 + tG
assigned, in accordance with Pt A, Ch 1, Sec 2, [6.14.2], to
where:
ships with holds specially reinforced for loading/unloading
cargoes by means of buckets or grabs and complying with t1 : Net thickness, in mm, to be obtained from Pt B,
the requirements of this Section. Ch 7, Sec 1 or Pt B, Ch 8, Sec 3, as applicable
tG : Additional net thickness for taking account of
2 Scantlings grab impacts, to be taken equal to 5 mm. For
inner bottom plating, where no continuous
2.1 Inner bottom plating wooden ceiling if fitted, tG includes the 2 mm
required in Pt B, Ch 7, Sec 1, [2.4.1] or Pt B, Ch
2.1.1 The net thicknesses of: 8, Sec 3, [2.4.1], as applicable.
• inner bottom plating, where no continuous wooden Above 1,5 m from the inner bottom, the net thicknesses of
ceiling is fitted the above plating may be tapered to those obtained from
• hopper tank sloped plate and transverse stools, if any, the formulae in Pt B, Ch 7, Sec 1 or Pt B, Ch 8, Sec 3, as
up to 1,5 m from the inner bottom applicable. The tapering is to be gradual.

Pt E, Ch 10, Sec 3
SECTION 3 IN-WATER SURVEY ARRANGEMENTS

(INWATERSURVEY)
1 General • typical connections to the sea

• directional propellers, if any
1.1 Application • other details, as deemed necessary by the Society on a
case-by-case basis.
1.1.1 The additional class notation INWATERSURVEY is
assigned in accordance with Pt A, Ch 1, Sec 2, [6.14.3]. 1.2.3 Documentation to be kept on board
The Owner is to keep on board the ship the plans and doc-
1.2 Documentation to be submitted uments listed in [1.2.1] and [1.2.2], and they are to be
made available to the Surveyor and the divers when an in-
1.2.1 Plans water survey is carried out.
Detailed plans of the hull and hull attachments below the
waterline are to be submitted to the Society in triplicate for 2 Structure design principles
approval. These plans are to indicate the location and/or the
general arrangement of:
2.1
• all shell openings
• the stem 2.1.1 Marking
• rudder and fittings Identification marks and systems are to be supplied to facil-
itate the in-water survey. In particular, the positions of trans-
• the sternpost
verse watertight bulkheads are to be marked on the hull.
• the propeller, including the means used for identifying
each blade 2.1.2 Rudder arrangements
• anodes, including securing arrangements Rudder arrangements are to be such that rudder pintle
• bilge keels clearances and fastening arrangements can be checked.
• welded seams and butts. 2.1.3 Tailshaft arrangements
The plans are also to include the necessary instructions to Tailshaft arrangements are to be such that clearances (or
facilitate the divers’ work, especially for taking clearance wear down by poker gauge) can be checked.
measurements.
Moreover, a specific detailed plan showing the systems to 3 Sea inlets and cooling water
be adopted when the ship is floating in order to assess the systems of machinery
slack between pintles and gudgeons is to be submitted to
the Society in triplicate for approval.
3.1
1.2.2 Photographs
3.1.1 Means should be provided to enable the diver to con-
As far as practicable, photographic documentation of the firm that the sea suction openings are clear. Hinged sea suc-
following hull parts, used as a reference during the in-water tion grids will facilitate this operation, preferably with
surveys, is to be submitted to the Society: revolving weight balance or with a counter weight, and
• the propeller boss secured with bolts practical for dismantling and fitting while
• rudder pintles, where slack is measured the ship is afloat.

Pt E, Ch 10, Sec 4
SECTION 4 SINGLE POINT MOORING (SPM)
1 General 2.2 Documentation for information
1.1 Application 2.2.1 The following documentation is to be submitted to

the Society for information (see Pt B, Ch 1, Sec 3):
1.1.1 The additional class notation SPM is assigned in • specifications of winches or capstans giving the contin-
accordance with Pt A, Ch 1, Sec 2, [6.14.4] to ships fitted uous duty pull and brake holding force
forward with equipment for mooring at single point moor-
ing or single buoy mooring terminals, using standardised • DWT, in t, of the ship at summer load line defined in Pt
equipment complying with the recommendations of the Oil B, Ch 1, Sec 2, [3.9.1].
Companies International Marine Forum (OCIMF), according
to the requirements of this Section. 3 General arrangement
1.1.2 These requirements comply with and supplement the
Recommendations for Equipment Employed in the Bow 3.1 General provision
Mooring of Conventional Tankers at Single Point Moorings
of the OCIMF (4-th edition - May 2007). 3.1.1 For mooring at SPM terminals ships are to be pro-
Note 1: Subject to Owner’s agreement, applications for certifica- vided forward with equipment to allow for heaving on
tion in compliance with the following previous editions of the board a standardised chafing chain of 76 mm in diameter
OCIMF recommendations are examined by the Society on a case- by means of a pick-up rope and to allow the chafing chain
by-case basis: to be secured to a strongpoint.
• 1st edition (1978): Standards for Equipment Employed in the
Mooring of Ships at Single Points Moorings 3.1.2 The strongpoint is to be a chain cable stopper.
• 2nd edition (1988): Recommendations for Equipment
Employed in the Mooring of Ships at Single Point Moorings
• 3rd edition (1993): Recommendations for Equipment
3.2 Typical layout
Employed in the Mooring of Ships at Single Point Moorings
Note 2: The edition considered is specified in the certificate relat- 3.2.1 Fig 1, Fig 2 and Fig 3 show the forecastle schematic
ing to the SPM notation layout of the ship which may be used as reference.
1.1.3 Some components of the equipment used for moor-

3.3 Equipment
ing at single point moorings may be common with the bow
emergency towing arrangements specified in Pt B, Ch 10,
3.3.1 The components of the ship’s equipment required for
Sec 4, [4], provided that the requirements of this Section
mooring at single point moorings are the following:
and of Pt B, Ch 10, Sec 4, [4] are complied with.
• bow chain stopper, according to [5.1]
1.1.4 The relevant requirements of this Section may also be
applied to ships fitted afterward with equipment for moor- • bow fairlead, according to [5.2]
ing at single point mooring or single buoy mooring termi- • pedestal roller fairlead, according to [5.3]
nals. In such a case, the additional class notation SPM is
• winch or capstan, according to [5.4].
assigned by the Society on a case by case basis.
Figure 1 : Typical forecastle schematic layout

2 Documentation
distance from chain CL to Bow half breadth of
2.1 Documentation for approval baseplate bottom: 216 mm chain chain: 137 mm
stopper
2,7 to 3,7 m
2.1.1 In addition to the documents in Pt B, Ch 1, Sec 3, the
following are to be submitted to the Society for approval: to pedestral line of cable
roller or direct parallel to deck
• general layout of the forecastle arrangements and asso- to winch storage
ciated equipment drum
• constructional drawing of the bow chain stoppers, bow Seating
fairleads and pedestal roller fairleads, together with
material specifications and relevant calculations forward end of stopper fairlead height
seating to be suitably determined by
• drawings of the local ship structures supporting the rounded and faired to permit extension of
loads applied to chain stoppers, fairleads, roller pedes- unimpaired entry of chain lead line through
tals and winches or capstans. bow stopper

Pt E, Ch 10, Sec 4
Figure 2 : Forecastle schematic layout 4.1.2 Although the required safe working load (SWL) is
for DWT ≤ 150000 t generally agreed by the SPM terminal operators, Owners
and shipyards are advised that increased safe working load
may be requested by terminal operators to take account of
local environmental conditions.
600 x 450 fairlead
towa capstan
on centreline In such case the Society is to be duly informed of the spe-

or
cial safe working load to be considered.

rds
not less than 3 m Chafing

winc
chain
h
Pick-up rope 5 Mooring components
(1) 5.1 Bow chain stopper

Pedestal Bow chain Mooring
roller fairlead stopper hawser
2,7 m to 3,7 m 5.1.1 The ship is to be equipped with bow chain cable
stoppers complying with the requirements in Tab 1 and
designed to accept standard chafing chain of 76 mm in
(1) Winch storage drum without pedestal roller diameter.
Note 1: The chafing chains are made of:

Figure 3 : Forecastle schematic layout
• grade Q3 steel for ships of less than 350000 t DWT
for DWT > 150000 t
• grade Q4 steel for ships of equal to or greater than 350000 t
DWT.
2 (600 x 450)
Chafing bow fairleads However, chafing chains are supplied by the SPM terminal opera-
not less than 3 m
chain tors and are not required to be part of the ship’s equipment.
5.1.2 The stoppers are to be capable of securing the 76 mm

2 m to 3 m
(1) Pedestal
from
roller Bow chain common stud links of the chain cable when the stopping
fairleads stopper
device (chain engaging pawl or bar) is in the closed position
and freely passing the chain cable and its associated fittings
(1) when the stopping device is in the open position.
Pick-up rope
Mooring
hawser
2,7 m to 3,7 m 5.1.3 Bow chain stoppers may be of the hinged bar or pawl
(tongue) type or other equivalent design. Hydraulic bow
(1) Winch storage drum without pedestal roller chain stoppers with interlocks and emergency shut-down
systems integral to the bow loading system are to be consid-
ered by the Society on a case-by case basis.
4 Number and safe working load of
chain stoppers Typical arrangements of bow chain stoppers are shown in
Fig 4.
4.1 General 5.1.4 The stopping device (chain engaging pawl or bar) of
the chain stopper is to be arranged, when in the closed
4.1.1 The number of chain stoppers and their safe working position, to prevent it from gradually working to the open
load (SWL), in kN, depending on the DWT of the ship, are position, which would release the chafing chain and allow
defined in Tab 1. it to pay out.
Stopping devices are to be easy and safe to operate and, in

Table 1 : Number and SWL of chain stoppers
the open position, are to be properly secured.
Chain stoppers
5.1.5 Chain stoppers are to be located between 2,7m and
Deadweight, in t Safe working
Number 3,7m inboard from the bow fairleads (see Fig 1, Fig 2 and
load (SWL), in kN Fig 3).
DWT ≤ 100000 1 2000
When positioning, due consideration is to be given to the
100000 < DWT ≤ 150000 1 2500
correct alignment of the stopper relative to the direct lead
DWT > 150000 2 3500 between bow fairlead and pedestal roller fairlead.

Pt E, Ch 10, Sec 4
Figure 4 : Typical bow chain stoppers
Pawl type chain stopper

Stopping device
(tongue)
Securing pin
in open position
Securing pin 76 mm chafing chain
in closed position
Sliding track
165 mm approx.
Towards
Bow fairlead
Thrust chock
Horizontal part of
sliding track ³ 1000 mm
Bar hinged type chain stopper

Stopping device
(hinged bar)
76 mm chafing chain
Sliding track
265 mm approx.
165 mm approx.
Towards
Bow fairlead
Horizontal part of
sliding track ³ 1000 mm
5.1.6 Stopper support structures are to be trimmed to com- • the part concerned is not intended to be a component
pensate for any camber and/or sheer of the deck. The lead- part of a welded assembly
ing edge of the stopper base plate is to be faired to allow for
the unimpeded entry of the chafing chain into the stopper. • the SG iron casting is of ferritic structure with an elonga-
tion not less than 12%
5.1.7 Where the chain stopper is bolted to a seating • the yield stress at 0,2% is measured and certified
welded to the deck, the bolts are to be relieved from shear
force by efficient thrust chocks capable of withstanding a • the internal structure of the component is inspected by
horizontal force equal to 1,3 times the required working means of non-destructive examinations.
strength and, in such condition, meeting the strength crite-
ria specified in [7]. 5.1.10 The material used for the stopping device (pawl or
The steel quality of bolts is to be not less than grade 8.8 as hinged bar) of chain stoppers is to have mechanical proper-
defined by ISO standard No. 898/1 (Grade 10.9 is recom- ties similar to grade Q3 chain cable defined in NR216
mended). Materials and Welding, Ch 4, Sec 1.
Bolts are to be pre-stressed in compliance with appropriate

standards and their tightening is to be suitably checked. 5.2 Bow fairleads
5.1.8 The chain stopper is to be made of fabricated steel 5.2.1 One bow fairlead is to be fitted for each bow chain
(see NR216 Materials and Welding, Ch 2, Sec 1) or other stopper.
ductile material such as steel forging or steel casting com-
plying with the requirements of NR216 Materials and Weld- 5.2.2 For ships of more than 150000 t DWT, where two
ing, Ch 2, Sec 3 and NR216 Materials and Welding, Ch 2, bow fairleads are required, the fairleads are to be spaced
Sec 4, respectively. 2,0 m centre to centre apart, if practicable, and in no case
more than 3,0 m apart.
5.1.9 Use of spheroidal graphite (SG) iron casting (see
NR216 Materials and Welding, Ch 2, Sec 5) may be For ships of 150000 t DWT or less, for which only one bow
accepted for the main framing of the chain stopper provided fairlead is required (see Tab 1), it is generally to be fitted on
that: the centreline.

Pt E, Ch 10, Sec 4
5.2.3 Bow fairleads are to be capable of withstanding a 5.3.3 It is recommended that the fairlead roller should have
load equivalent to the safe working load (SWL) of the bow a diameter not less than 7 times the diameter of the pick-up
chain stopper that they serve (see [4.1]) and, in such condi- rope. Where the diameter of the pick-up rope is unknown it
tion, meeting the strength criteria specified in [7]. The load is recommended that the roller diameter should be at least
position is to be based on hawser angles as follows: 400 mm.
• in the horizontal plane, up to 90° from the ship's centre-
line, both starboard and portside 5.4 Winches or capstans
• in the vertical plane, up to 30° above and below hori-
5.4.1 Winches or capstans used to handle the mooring gear
zontal.
are to be capable of heaving inboard a load of at least15 t.
For this purpose winches or capstans are to be capable of
5.2.4 Fairleads are normally of a closed type (such as Pan-
exerting a continuous duty pull of not less than 150 kN and
ama chocks) and are to have an opening large enough to
withstanding a braking pull of not less than 225 kN.
pass the largest portion of the chafing gear, pick-up rope
and associated fittings. 5.4.2 If a winch storage drum is used to stow the pick-up
For this purpose, the inner dimensions of the bow fairlead rope, it is to be of sufficient size to accommodate 150 m of
opening are to be at least 600 mm in width and 450 mm in rope of 80 mm diameter.
height.
5.2.5 Fairleads are to be oval or round in shape.

6 Supporting hull structures
The lips of the fairleads are to be suitably faired in order to
6.1 General
prevent the chafing chain from fouling on the lower lip
when heaving inboard. 6.1.1 The bulwark plating and stays are to be suitably rein-
The bending ratio (bearing surface diameter of the fairlead forced in the region of the fairleads.
to chafing chain diameter) is to be not less than 7 to 1.
6.1.2 Deck structures in way of bow chain stoppers,
5.2.6 The fairleads are to be located as close as possible to including deck seatings and deck connections, are to be
the deck and, in any case, in such a position that the chaf- suitably reinforced to resist a horizontal load equal to 1,3
ing chain is approximately parallel to the deck when it is times the required working strength and, in such condition,
under strain between the chain stopper and the fairlead. to meet the strength criteria specified in [7].
For deck bolted chain stoppers, reinforcements are to com-
5.2.7 Fairleads are to be made of fabricated steel plates (see ply with [5.1.7].
NR216 Materials and Welding, Ch 2, Sec 1) or other ductile
material such as weldable steel forging or steel casting com- 6.1.3 The deck structures in way of the pedestal roller fair-
plying with the requirements of NR216 Materials and Weld- leads and in way of winches or capstans as well as the deck
ing, Ch 2, Sec 3 and NR216 Materials and Welding, Ch 2, connections are to be reinforced to withstand, respectively,
Sec 4, respectively. the horizontal force defined in [5.3.2] or the braking pull
defined in [5.4.1] and to meet the strength criteria specified
5.3 Pedestal roller fairleads in [7].
6.1.4 Main welds of the bow chain stoppers with the hull
5.3.1 Pedestal roller fairleads are to be used only when the
structure are to be 100% inspected by means of non-
mooring arrangement design is not permitting direct straight
destructive examinations.
leads to a winch storage drum. The number of pedestal
roller fairleads for each bow chain stopper is not to exceed
two, and the angle of change of direction of the pick-up 7 Strength criteria
rope is to be kept as low as possible.
The pedestal roller fairleads are to be fitted not less than 3 7.1 General
m behind the bow chain stopper.
7.1.1 The equivalent stress σVM induced by the loads in the
Typical arrangements using pedestal roller fairleads are
equipment components (see [3.3]) is to be in compliance
shown in Fig 1, Fig 2 and Fig 3.
with the following formula:
5.3.2 The pedestal roller fairleads are to be capable of σVM ≤ σa
withstanding a horizontal force equal to the greater of the where:
values:
σa : Permissible stress, to be taken, in N/mm², as the
• 225 kN lower of 0,5 ReH and 0,3 Rm
• the resultant force due to an assumed pull of 225 kN in ReH : Minimum yield stress, in N/mm², of the compo-
the pick-up rope. nent material
Stresses generated by this horizontal force are to comply Rm : Tensile strength, in N/mm², of the component
with the strength criteria indicated in [7]. material.

Pt E, Ch 10, Sec 5
SECTION 5 CONTAINER LASHING EQUIPMENT (LASHING)
1 General 1.3.4 Plates and profiles

Plates and profiles for cells in holds or for frameworks on
deck, or on hatch covers, are to comply with the applicable
1.1 Application requirements of NR216 Materials and Welding.
1.1.1 The additional class notation LASHING is assigned, 1.3.5 Other materials
in accordance with Pt A, Ch 1, Sec 2, [6.14.5], to mobile The use of nodular cast iron or materials other than steel
lashing equipment and removable cell guides complying will be specially considered by the Society on a case-by-
with the requirements of this Section. case basis.
1.1.2 The procedure for the assignment of the additional

class notation LASHING includes:
2 Arrangement of containers
• approval of the lashing plans and mobile lashing equip-
2.1 General
ment (see [3.1])
• type tests of the mobile lashing equipment and the issu- 2.1.1 Containers are generally aligned in the fore and aft
ance of Type Approval Certificates for the equipment direction and are secured to each other and to the ship
concerned (see [3.2]) structures so as to prevent sliding or tipping under defined
conditions. However, alternative arrangements may be con-
• inspection at the works during manufacture of the sidered.
mobile lashing equipment and the issuance of Inspec-
tion Certificates for the equipment concerned (see [3.3]) 2.1.2 Containers are to be secured or shored in way of cor-
• general survey on board of mobile lashing equipment ner fittings. Uniform load line stowage is to be considered
and sample test of mounting of equipment (see [3.4]). by the Society on a case-by-case basis.
2.1.3 One or more of the following methods for securing

1.2 Documents to be kept on board containers may be accepted:
• corner locking devices
1.2.1 The following plans and documents are to be kept on • steel wire ropes or chain lashing
board the ship:
• steel rods
• loading plan and plan of arrangement of stowage and • buttresses or shores permanently connected to the hull
lashing equipment
• cell guides.
• testing documents relevant to the different mobile lash-
ing devices and parts employed for securing and locking 2.1.4 In ships with the service notation container ship,
containers. containers in holds are generally stowed within cell guides
(see Fig 1).
1.3 Materials 2.1.5 In ships with the additional service feature equipped
for the carriage of containers, containers in holds are gen-
1.3.1 Steel wires and chains erally mutually restrained to form blocks which are shored,
Materials for steel wires and chains are to comply with the transversely and longitudinally, by hull structures, or
applicable requirements of NR216 Materials and Welding. restrained by lashings or lashing rods (see Fig 2).
1.3.2 Lashing rods Figure 1 : Containers in holds

within removable cell guides
Lashing rods are generally required to be of Grade A or AH
hull steel, or steel having equivalent mechanical properties.
1.3.3 Securing and locking devices

Securing and locking devices may be made of the following
materials:
• Grade A or AH hull steel or equivalent
• cast or forged steel having characteristics complying
with the requirements of NR216 Materials and Welding,
with particular regard to weldability, where required.

Pt E, Ch 10, Sec 5
Figure 2 : Container in holds arranged in blocks
2.2 Stowage in holds using removable cell Figure 3 : Typical structure of cell guides
guides
Cell guides
2.2.1 Cell guides of removable type are to form a system as
independent as possible of hull structure. They are generally
bolted to hull structures.
2.2.2 Vertical guides generally consist of sections with

Maximum 5 m
Brackets
equal sides, not less than 12 mm in thickness, extended for
a height sufficient to give uniform support to containers. Cross ties
2.2.3 Guides are to be connected to each other and to the

supporting structures of the hull by means of cross-ties and A A
longitudinal members such as to prevent deformation or
misalignment due to the action of forces transmitted by con-
tainers.
In general, the spacing between cross-ties connecting the
guides may not exceed 5 metres, and their position is to
coincide as nearly as possible with that of the container cor-
ners (see Fig 3).
Cross-ties are to be longitudinally restrained at one or more

points so that their elastic deformation due to the action of Section A A
the longitudinal thrust of containers does not exceed 20
mm at any point.
Such restraints may be constituted by longitudinal mem- When such removable vertical guides are not fitted, the fol-
bers, steel stay wire ropes or equivalent arrangements. lowing is to be complied with:
a) In case of 20’ containers topped at least by one 40’ con-

2.2.4 In stowing containers within the guides, the clear- tainer on single cones:
ance between container and guide is not to exceed 25 mm
in the transverse direction and 38 mm in the longitudinal • 20’ containers are to be of the closed type
direction.
• containers are to be secured by single stacking
cones, or automatic stackers, at each tier. Cones or
2.2.5 The upper end of the guides is to be fitted with an
stackers are to have a sufficient vertical contact area
appliance to facilitate entry of the containers. Such appli-
with the container corner casting
ance is to be of robust construction with regard to impact
and chafing. • the average weight of each 20’ container is to be less
than the value obtained, in t, from the following for-
2.2.6 When it is intended to carry 20' containers within 40' mula:
cells, removable vertical guides forming a stop for the side
ends of the 20' container block may be fitted at mid-cell 590
Q = ----------------------
length. 1, 4a Y 2 N

Pt E, Ch 10, Sec 5
b) In case of 20’ containers connected with single cones: 2.4 Stowage on exposed deck
• 20’ containers are to be of the closed type
2.4.1 The arrangement and number of containers stowed
• containers are to be secured by single stacking on exposed deck (see Fig 4) may be accepted after assess-
cones, or automatic stacker, at each tier ment of the following elements:
• the average weight of each 20’ container is to be less • actual mass of containers
than the value obtained, in t, from the following for- • exposure to sea and wind
mula:
• stresses induced in the lashing system, in the container
500 structure and in hull structures or hatch covers
Q = ----------------------
1, 4a Y 2 N • ship’s stability conditions.
where: 2.4.2 Containers are generally arranged in several rows and

aY2 2
: Transverse acceleration, in m/s , determined tiers so as to constitute blocks. The arrangement of contain-
according to Tab 4 ers is to be such as to provide sufficient access to spaces on
deck for operation and inspection of the lashing devices
N : Number of 20’ containers in the stack consid- and for the normal operation of personnel.
ered.
Figure 4 : Stowage of containers on exposed deck
Equivalent arrangements may be accepted by the Society on
a case-by-case basis.
2.3 Stowage under deck without cell guides
2.3.1 Containers are stowed side by side in one or more

tiers and are secured to each other at each corner at the
base of the stack and at all intermediate levels.
2.3.2 Securing arrangements may be either centring or

stacking cones or, if calculations indicate that separation
forces may occur, locking devices.
2.3.3 Each container block is to be shored transversely, by

means of buttresses acting in way of corners, supported by
structural elements of sufficient strength, such as web 2.4.3 Containers are to be secured by locking devices fitted
frames or side stringers or decks. at their lower corners at each tier, and capable of preventing
horizontal and vertical movements. Bridge fittings are to be
used to connect the tops of the rows in the transverse direc-
2.3.4 The number of buttresses is to be determined taking
tion.
into account the maximum load that can be supported by
the corners and end frames of containers (see [6]). Alternatively, lashings fitted diagonally or vertically on con-
tainer corners may be used to prevent vertical movements
The hull structures in way of buttresses of container blocks in addition to centring and stacking cones fitted between
are to be adequately reinforced. the tiers and in way of the base of the stack to prevent hori-
zontal movements.
Side buttresses are to be capable of withstanding both ten-
sion and compression loads and may be either fixed or The upper tier containers are to be secured to the under tier
removable. They are to be fitted with means to adjust ten- containers by means of locking devices fitted at their cor-
sion or compression and their position is to be easily acces- ners and located between the two tiers.
sible to allow such adjustment.
2.4.4 Locking devices are to be used every time the calcu-
2.3.5 Each row of containers is to be connected to that lations indicate that separation forces may occur.
adjacent by means of double stacking cones or equivalent Where the calculations indicate that separation forces will
arrangements and, if containers are subdivided into sepa- not occur, double stacking cones may be fitted instead of
rate blocks, connection devices of sufficient strength to locking devices at all internal corners of the stack and
transmit the loads applied are to be fitted at shoring points. bridge fittings are to be used to connect the tops of the rows
in the transverse direction.
2.3.6 If hull structural elements of sufficient strength to sup-
port buttresses are not available, as an alternative to the 2.4.5 The external containers are not to extend beyond the
above, containers may be secured by means of lashings or ship side, but they may overhang beyond hatch covers or
lashing rods, similarly to the arrangements for containers other ship structures, on condition that adequate support is
stowed on deck or on hatch covers. provided for the overhanging part.

Pt E, Ch 10, Sec 5
2.4.6 Securing of containers stowed at ship side is to be 2.5.2 Such arrangement is, in general, permitted only for a
arranged taking account of the possibility of water ingress single container or containers in one tier.
and consequent buoyancy depending on container volume. For containers in more than one tier, such arrangement may
In small ships such buoyancy is to be taken equal to that cor- only be accepted if the total mass of the containers above
responding to the total volume of the container concerned. the first tier does not exceed 24 t.
2.4.7 The arrangement of containers forward of 0,75 L from 2.5.3 Containers are to be adequately secured to avoid
the aft end is to be considered by the Society on a case-by- transverse sliding and tipping.
case basis.
The Society reserves the right to require a limitation in the 3 Procedure for the assignment of the
number of tiers and the fitting of additional securing
devices.
notation
2.4.8 The maximum stack height is to be such as to leave a 3.1 Approval of the mobile lashing equipment
sufficient sightline from the navigating bridge.
3.1.1 Each type of mobile lashing equipment is to be
2.4.9 When it is intended to carry 20' containers within 40' approved by the Society on the basis of:
cells on exposed deck, the following is to be complied with:
• the submitted documents (see Pt B, Ch 1, Sec 3, [2.3])
a) In case of 20’ containers topped at least by one 40’ con-
• the determination of loads
tainer on single cones:
• the checking of the strength criteria
• 20’ containers are to be of the closed type
• containers are to be secured by single stacking • the conditions of manufacturing
cones, or automatic stackers, at each tier. Cones or • the Manufacturer’s control during manufacturing
stackers are to have a sufficient vertical contact area • the identification of the piece
with the container corner casting
• the results of the type tests.
• the average weight of each 20’ container is to be less
3.2 Type tests
mula:
590 3.2.1 Type tests are to be carried out as indicated in the fol-
Q = ----------------------
1, 4a Y 2 N lowing procedure, or by a procedure considered equivalent
by the Society:
b) In case of 20’ containers connected with single cones:
• 20’ containers are to be of the closed type • a breaking test is to be carried out on two pieces for
each type of mobile lashing equipment
• containers are to be secured by single stacking
cones, or automatic stacker, at each tier • samples and dimensions of the tested pieces are to be
identical to those given in the detailed drawing of the
• the average weight of each 20’ container is to be less
equipment
mula: • load conditions of the test (i.e. tensile, shear, compres-
sion or tangential load) are to be as close as possible to
500
Q = ---------------------- the actual conditions of loading in operation.
1, 4a Y 2 N
where: Supplementary tests may be requested by the Society on a
case-by-case basis, depending on the actual conditions of
aY2 : Transverse acceleration, in m/s2, determined
operation.
according to Tab 4
N : Number of 20’ containers in the stack consid- Tests to be carried out on the most common types of secur-
ered. ing and lashing elements are indicated in Tab 1 to Tab 3.
3.2.2 When a lashing element consists of several compo-

2.5 Uniform line load stowage on deck or nents, the test is to be carried out on the complete element.
hatch covers
3.2.3 The breaking load corresponds to the load reached at
2.5.1 Instead of resting on their four lower corners, con- the moment where the first cracks appear on the test piece.
tainers may be arranged on deck or on hatch covers with
their bases in uniform contact with the supporting structure. 3.2.4 The breaking load obtained from tests is to be at least
This can be done, for example, by fitting wood planks or equal to the breaking load foreseen by the Manufacturer
continuous metal beams under the lower longitudinal sides and indicated on the detailed drawing.
(chocks are not allowed), or by inserting the lower corners When one of the breaking loads obtained from tests on the
into special recesses provided on deck or on hatch covers. two pieces is lower than the value foreseen by the Manufac-
A clearance not less than 5 mm is to be left between corners turer by a value not exceeding 5%, a third piece is to be
and deck structure, or hatch cover structure underneath tested. In such case, the mean breaking load over the three
(according to ISO Standards, the maximum protrusion of the tests is to be not lower than the theoretical value foreseen
corner fitting beyond the lower side longitudinal is 17,5 mm). by the Manufacturer.

Pt E, Ch 10, Sec 5
3.2.5 The breaking test may be stopped when the piece 3.3.5 At least 10% of the pieces are to be examined visu-
does not break with an applied load exceeding the breaking ally.
load declared by the Manufacturer. It is also to be checked that the identification number and
the safe working load (SWL) declared by the Manufacturer
3.2.6 The breaking load is to be equal to at least twice the
are indicated on the pieces examined.
safe working load (SWL) indicated by the Manufacturer.
3.2.7 A test report is to be issued with the following infor- 3.3.6 The Surveyor from the Society may require tests to be
mation: repeated or carried out on a greater number of samples, if
considered necessary.
• identification of the Manufacturer and of the manufac-
turing factory 3.3.7 If the test proves satisfactory and after examination of
• type of piece and quantity of tested pieces the documents describing the batch, an Inspection Certifi-
• identification number of the piece cate is issued, the equipment is identified by the Manufac-
• materials, with mechanical characteristics turer and each piece is stamped by the Surveyor. The
reference to the Type Approval Certificate and the quantity
• measured breaking loads and comments on the tests, if
of tested pieces are indicated on the Inspection Certificate.
any
• safe working load.
3.4 Reception on board of the mobile lashing
3.2.8 When the tests are considered satisfactory, a Type equipment
Approval Certificate is issued by the Society.
3.4.1 The mobile lashing equipment on board is to have an
The following information is to be indicated on the Type
Inspection Certificate (see [3.3]).
Approval Certificate:
• identification of the Manufacturer and of the manufac- Tests of mounting of mobile lashing equipment in accord-
turing factory ance with the conditions of operation and the lashing plan
arrangement are to be carried out.
• type of piece
• identification number of the piece
4 Forces applied to containers
• breaking load and safe working load
• reference to the test report (see [3.2.7]), which is to be
attached to the Type Approval Certificate.
4.1 General
3.2.9 Each sample is to be clearly identified in the docu- 4.1.1 The devices constituting the lashing system are to be
ments kept on board, as required in [1.2.1]. capable of withstanding the specified loading condition
declared for the ship.
3.3 Inspection at works of the mobile 4.1.2 The loads to be considered in lashing system calcula-
lashing equipment tions are the following:
3.3.1 Lashing equipment is to be tested and inspected at • still water and inertial forces (see [4.3])
the production works with the attendance of a Surveyor • wind loads (see [4.4])
from the Society. • forces imposed by lashing and securing arrangements
(see [4.5])
3.3.2 Tests are to be carried out under load conditions (i.e.
tensile, shear, compression or tangential load) as close as • buoyancy force (see [4.6]).
possible to the actual conditions of loading in operation.
Test to be carried out on the most common types of secur- 4.2 Definitions
ing and lashing elements are indicated in Tab 1 to Tab 3.
4.2.1 Stack of containers
3.3.3 It is to be checked that a valid Type Approval Certifi- A stack of containers consists of “N” containers connected
cate has been issued for the inspected pieces, and that the vertically by securing devices.
specifications are identical to those described on the Type The container located at the level “i” within a stack is indi-
Approval Certificate.
cated in Fig 5.
3.3.4 Equipment is to be batch-surveyed. The batch
4.2.2 Block of containers
includes a maximum of 50 pieces.
A block of containers consists of “M” stacks connected
Two pieces per batch (three in the case of wire ropes with
transversely by corner fittings.
their ends) are to be tested under a load equal to 1,3 times
the safe working load. If mass production does not exceed
50 pieces, the test is to be carried out on at least one piece. 4.3 Still water and inertial forces
When a lashing element consists of several components, 4.3.1 The still water and inertial forces applied to one con-
the test is to be carried out on the complete element. tainer located at the level “i”, as defined in [4.2.1], are to be
The tested pieces are not to show cracks or permanent determined on the basis of the forces obtained, in kN, as
deformation. specified in Tab 4.

Pt E, Ch 10, Sec 5
Table 1 : Test modes for lashing pieces
Test modes for lashing pieces

Lashing rod, chain and steel wire rope Penguin hook
Tensile load Tangential load

Turnbuckle Hook
Tensile load Tensile load
Table 2 : Test modes for connecting pieces between containers
Test modes of connecting pieces between containers

Twistlock Double twistlock Bridge fitting
Shear and tensile loads Shear and tensile loads Tensile load
Single stacker Double stacker Buttress
Shear load Shear and tensile loads Tensile load
Table 3 : Test modes for mobile securing pieces
Test modes for mobile securing pieces

Bottom twistlock Stacking cone Stacking cone with pin
Shear and tensile load Shear load Shear and tensile load
Pillar on deck Intermediate pillar
Compression load Shear, compression and tensile load

Pt E, Ch 10, Sec 5
Figure 5 : Container level in a stack Table 4 : Container at level “i”

Still water and inertial forces
Lashing at level N
Still water force FS and

Ship condition
Level N container inertial force FW , in kN
Still water condition FS,i = Mi g
Upright condition FW, X, i = 1,4 β Mi aX1 in x direction
FW, Z, i = 1,4 Mi aZ1 in z direction
Lashing at level i Inclined condition FW, Y, i = 1,4 Mi aY2 in y direction
(negative roll angle) FW, Z, i = 1,4 Mi aZ2 in z direction
Level i container Note 1:
g : Gravity acceleration, in m/s2:
Lashing at level i - 1 g = 9,81 m/s2
Mi : Mass, in t, of the container considered at the
level “i” (see also [4.3.3])
aX1, aZ1 : Accelerations, in m/s2, for the upright ship con-
Lashing at level 2 dition, determined according to Pt B, Ch 5, Sec
3, [3.4] at the centre of gravity of the stack (see
[4.3.2])
Level 2 container aY2, aZ2 : Accelerations, in m/s2, for the inclined ship con-
dition, determined according to Pt B, Ch 5, Sec
Lashing at level 1 3, [3.4] at the centre of gravity of the stack (see
[4.3.2]) for GM of to the loading considered,
and without taking aY2 less than 0,35 g.
Level 1 container When GM is not known, it may be taken equal
to 0,07B
β : Coefficient equal to:
• β = 1,2 for containers of the forward block,
when this block has its centre of gravity
4.3.2 The distance from the base line of the ship to the cen- located forward of 0,75L from the aft end
tre of gravity of a stack may be obtained, in m, from the fol- and is not protected by wave-screening
lowing formula: structures deemed effective by the Society
z = zL + dCG • β = 1,0 in other cases.
where:
4.4 Wind forces
zL : Z co-ordinate, in m, at the stack bottom, with
respect to the reference co-ordinate system 4.4.1 The forces due to the effect of the wind, applied to
defined in Pt B, Ch 1, Sec 2, [4] one container stowed on deck at the level “i”, is to be
dCG : Distance, in m, between the stack bottom and obtained, in kN, from the following formulae:
the centre of gravity of the stack, to be taken not • in x direction:
greater than:
Fx, wind, i = 1,2 hC bC
d CG = 0, 305α ∑ N i H0 i
-------------
2
- • in y direction:
α : Coefficient to be taken equal to: Fy, wind, i = 1,2 hC lC
• α = 1,0 for a stack in the hold where:

• α = 0,8 for a stack on deck hC : Height, in m, of a container
Ni : Number of containers in the stack, having the
lC, bC : Dimension, in m, of the container stack in the
same height H0i
ship longitudinal and transverse direction,
H0i : Height of a container, in feet. respectively.
4.3.3 Where empty containers are stowed at the top of a This force only acts on a stack exposed to wind. In the case
stack, the still water and inertial forces are to be calculated of M juxtaposed and connected stacks of the same height,
considering the mass of an empty container equal to: the wind forces are to be distributed over the M stacks.
• 0,14 times the mass of a loaded container, in the case of 4.4.2 In the case of juxtaposed and connected stacks of dif-
steel containers ferent heights, the wind forces are to be distributed taking
• 0,08 times the mass of a loaded container, in the case of into account the number of stacks at the level considered
steel aluminium containers. (see example in Fig 6).

Pt E, Ch 10, Sec 5
Figure 6 : Distribution of wind forces in the case of stacks of different heights
Fy, wind distributed over 3 stacks
4.5 Forces imposed by lashing and securing lashing is to be checked by considering the additional verti-
arrangements cal buoyancy forces due to waves FB, obtained, in kN, from
4.5.1 The forces due to locking and/or pretensioning of
lashing and securing devices are only to be considered FB = 10 AilC
where, in a single element, they exceed 5 kN, or where they
where:
are necessary for the correct operation of the lashing sys-
tem. Ai : Cross sectional area, in m2, of container stack
immersed by waves defined in Tab 5 for upright
4.6 Buoyancy force and inclined conditions
4.6.1 For an outermost container stack located on the deck lC : Dimension, in m, of the container stack in lon-
or hatch cover of a ship of less than 170 m in length, the gitudinal direction.
Table 5 : Immersed cross sectional area of container stack in upright and inclined conditions
Ship condition Condition for relative motion Ai, in m2
z L ≥ 1,4h 1 + T1 0
Upright
z L < 1,4h 1 + T1 { 1,4h 1 – ( z L – T1 ) } ( y 0 – yi )
y
zL ≥ 2,8 ------0- h 2 + T 1 0
BW
2
⎧ 2,8h 2 ⎫
⎨ y 0 ------------- - – ( z L – T1 ) ⎬
y y ⎩ BW ⎭
Inclined 2,8 ------1-h2 + T 1 < z L < 2,8 ------0- h 2 + T 1 ---------------------------------------------------------
BW BW 5,6h2
--------------
BW
y 1,4h 2
zL ≤ 2,8 ------1- h 2 + T 1 -------------- ( y 0 + y i ) ( y 0 – y i ) – ( z L – T 1 ) ( y 0 – y 1 )
BW BW
Note 1:
h1 : Reference value, in m, of the relative motion in upright ship determined according Pt B, Ch 5, Sec 3, [3.3.1]
h2 : Reference value, in m, of the relative motion in inclined ship condition:
BW
h 2 = 0,5 h 1 + A R ------
-
2
AR : Roll amplitude, in rad, determined according Pt B, Ch 5, Sec 3, [2.4]

Bw : Moulded breadth, in m measured at the waterline at draught T1 at the hull transverse section considered
T1 : Draught, in m, defined in Pt B, Ch 5, Sec 1, [2.4.3]
zL : Z co-ordinate, in m, at the stack bottom defined in [4.3.2]
y0 : Y co-ordinate of outer side of container stack considered, in m, with respect to the reference co-ordinate system defined
in Pt B, Ch 1, Sec 2, [4]
yi : Y co-ordinate of inner side of container stack considered, in m, with respect to the reference co-ordinate system defined
in Pt B, Ch 1, Sec 2, [4].

Pt E, Ch 10, Sec 5
5 Determination of loads in lashing 5.2.2 Longitudinal force

equipment and in container frames The longitudinal force applied to one container is to be
obtained, in kN, from the following formula:
5.1 Calculation hypothesis FXi = FW, X, i + Fx, wind ,i
where:
5.1.1 The forces to be considered are the following:
FW, X, i : Inertial force defined in [4.3.1] for the upright
• for the check of lashing and securing devices and of condition.
racking of containers: transverse forces determined
The longitudinal force is considered as subdivided on the
according to [5.2.3] in the case of containers stowed
four side longitudinal frames of the container.
longitudinally and longitudinal forces determined
according to [5.2.2] in the case of containers stowed
5.2.3 Transverse force
transversely
The transverse force applied to one container is to be
• for the check of vertical loads in container frames: verti- obtained, in kN, from the following formula:
cal forces determined according to [5.2.4] for the
upright condition FYi = FW, Y, i + Fy, wind, i
• for the check of tipping of containers: transverse and where:

vertical forces for the inclined condition, determined FW, Y, i : Inertial force defined in [4.3.1] for the inclined
according to [5.2.3] and [5.2.4], respectively. condition
Fy, wind : Wind force, if any, defined in [4.4].
5.1.2 The calculations are based on the following assump-
tions: The transverse force is considered as subdivided on the four
end transverse frames of the container.
• the loads due to ship motions (see [4.3]) are applied
only on one stack 5.2.4 Vertical forces
• the wind loads are applied on one stack, taking account The vertical force applied to one container is to be
of the number of containers exposed to wind and the obtained, in kN, from the following formula:
number of stacks constituting the block (see [4.4])
Fzi =FS, i + FW, Z, i
• the lashing of the block is schematised on one stack tak-
where:
ing account of the number of stacks and the type and
quantity of lashing devices at each securing level. FS, i : Still water force defined in [4.3.1]
FW, Z, i : Inertial force defined in [4.3.1], for the ship in
5.1.3 If the “M” stacks of containers are connected trans- the upright or inclined condition, as applicable.
versely at each securing level, the determination of forces is
to be carried out considering the block of containers. The vertical force is considered as subdivided on the four
corners of the container.
5.1.4 If the “M” stacks of containers are not connected
transversely at each securing level, the determination of 5.3 Containers only secured by locking
forces is to be carried out stack by stack. devices
In such case, the gaps between stacks are to be large
enough to avoid contacts between container corners after 5.3.1 Where the containers of a stack are secured to each
deformation. other and to the base only by using locking devices fitted at
their corners, the reactions on the different supports are to
be determined by applying the equilibrium equations of
5.1.5 Interaction between closed-end and door-end frames rigid bodies, equalling to zero the sum of the forces and
of the same container is not taken into account. moments applied to the system.
Pretensioning of lashing equipment, when applicable, is
also not taken into account. 5.3.2 In particular, a calculation is to be carried out by con-
sidering the combination of vertical forces with vertical
reactions induced by transverse forces, to determine
5.2 Distribution of forces whether, on some supports, reactions have a negative sign,
which indicates the possibility of separation and tipping of
containers.
5.2.1 General
For the purpose of the calculation of the lashing and secur- 5.3.3 The loads resulting on containers and securing
ing devices, longitudinal, transverse and vertical forces are devices are not to exceed the permissible loads defined in
considered as uniformly distributed on the container walls. [6].

Pt E, Ch 10, Sec 5
5.4 Containers secured by means of Table 7 : Stiffness of containers

lashings or buttresses
Racking stiffness, in kN/mm
5.4.1 When securing of containers of a stack is carried out
Closed end Door end Side
by means of lashings, the stiffness both of the lashings (see
[5.5.1]) and of the container (see [5.5.2]) are to be taken 128 / H0 32 / H0 320 / L0 (1)
into account. (1) The racking stiffness is given for only one container
side.
5.4.2 The tension in each lashing may be calculated by
Note 1:
imposing the equality of the displacement of the corner of
H0 : Height of the container, in feet,
the container to which the lashing end is secured and the
L0 : Length of the container, in feet.
lashing elongation.
5.4.3 The loads resulting on containers and securing 6 Strength criteria

devices are not to exceed the permissible loads defined in
[6]. 6.1 Permissible loads on containers
5.5 Stiffnesses 6.1.1 For 20 and 40 foot containers, the lashing arrange-
ment is to be such that maximum loads on each container
5.5.1 Lashing stiffness frame, in kN, are less than the values indicated in:
The stiffness of a lashing is to be obtained, in kN/mm, from • Fig 7 for transverse and longitudinal racking
the following formula: • Fig 8 for transverse and vertical compression (in this fig-
ure, ISO containers are identified with reference to ISO
A l E a –4
- 10
K = ---------- 1496-1)
l
• Fig 9 for transverse and vertical tension.
where:
6.1.2 For open containers the permissible load in longitudi-
Al : Cross-section of the lashing, in cm2
nal frames is to be less than 75 kN in the case of racking.
Ea : Modulus of elasticity of the lashing, in N/mm2,
which may be obtained from Tab 6 in the 6.1.3 For containers other than 20 and 40 foot containers,
absence of data on the actual value the lashing arrangement is to be such that maximum loads
on each container frame, in kN, are less than:
l : Total length of the lashing including tensioning
devices, in m. • 2,25 R for the vertical compression
• 0,50 R for the vertical traction,
Table 6 : Modulus of elasticity of lashing
where R is equal to the sum of maximum load in the con-
Type Ea , in N/mm2 tainer and own mass of container.
Steel wire rope 90000 Figure 7 : Permissible transverse and longitudinal

Steel chain 40000 racking loads on frames of 20’ and 40’ containers
Steel rod:
• length < 4 m 140000 100 150
• length ≥ 4 m 180000
5.5.2 Stiffness of containers

For the purpose of the calculation, in the absence of data on
100
the actual values, the stiffness of containers may be 150
obtained, in kN/mm, from Tab 7.
Figure 8 : Permissible transverse and vertical compressions on frames of 20’ and 40’ containers
200 200
200
848 (ISO containers)

450 (20'non-ISO containers) 675 (40'non-ISO containers)
300
300 300

Pt E, Ch 10, Sec 5
Figure 9 : Permissible transverse and vertical 6.2.2 In the case of a combination of forces applied on
tensions on frames of 20’ and 40’ containers container corners, the resultant force is to be less than the
value obtained, in kN, from Fig 11.
Figure 11 : Resultant permissible load

on container corners
200
150
250
250
300
300
6.2 Permissible loads induced by lashing on
container corners 6.3 Permissible loads on lashing equipment
6.3.1 The forces applied to each piece of lashing equip-
6.2.1 The maximum forces induced by lashing equipment
ment are to be less than the safe working load (SWL) indi-
and applied on container corner pieces are to be less than
cated by the Manufacturer.
the values indicated, in kN, in Fig 10.
6.4 Permissible stresses on cell guides

Figure 10 : Permissible loads induced
by lashing on container corners 6.4.1 The local stresses in the elements of cell guides,
transverse and longitudinal cross-ties, and connections with
the hull structure are to be less than the following values:
• normal stress: 150/k N/mm2
150 150
• shear stress: 100/k N/mm2
• Von Mises equivalent stress: 175/k N/mm2,
300 300 where k is the material factor defined in Pt B, Ch 4, Sec 1,
[2.3].

Pt E, Ch 10, Sec 6
SECTION 6 DYNAMIC POSITIONING (DYNAPOS)
1 General 1.2.7 Environment: environmental conditions include

wind, current and waves. Ice loads are not taken into
account.
1.1 Application
1.2.8 Alarm devices: visual and audible signals enabling
1.1.1 The additional class notation DYNAPOS is assigned, the operator to immediately identify any failure of the posi-
in accordance with Pt A, Ch 1, Sec 2, [6.14.6], to ships fit- tioning system.
ted with dynamic positioning installations complying with
the requirements of this Section. 1.2.9 Computer based system: system of one or more com-
This notation is completed by additional symbols defined in puters, associated software, peripherals and interfaces, and
[1.4], according to the operational mode of the installation. a computer network with its protocol.
1.1.2 These requirements are additional to those applicable 1.3 Dynamic positioning sub-systems
to the classification of the corresponding ships or mobile
offshore units. Attention is drawn to the fact that dynamic 1.3.1 The installation necessary for dynamically position-
positioning installations may be required to comply with ing a vessel comprises the following sub-systems:
existing national regulations. • power system, i.e. all components and systems neces-
sary to supply the DP-system with power
1.1.3 With reference to the Rules for the Classification of • thruster system, i.e. all components and systems neces-
Ships, the following requirements apply: sary to supply the DP-system with thrust force and
• Pt C, Ch 1, Sec 2 when the thruster is driven by an direction
internal combustion engine • DP-control system, i.e. all control components and sys-
• Pt C, Ch 1, Sec 12 for azimuthal and transverse thrusters. tems, hardware and software necessary to dynamically
position the vessel.
1.2 Definitions 1.3.2 The power system includes:
1.2.1 Dynamically positioned vessel (DP-vessel): a unit or a • prime movers with necessary auxiliary systems includ-
vessel which automatically maintains a fixed position or fol- ing piping
lows a preset track exclusively by the action of its thrusters • generators
(including shaft lines); the dynamic positioning system (DP- • switchboards
system) comprises all means necessary for this purpose. • the distributing system (cabling and cable routing).
1.2.2 Active failure concerns all failures which have an 1.3.3 The thruster system includes:
immediate effect either on the operation of the installations • thrusters with drive units and necessary auxiliary sys-
or on the monitoring circuits. tems including piping
1.2.3 Passive failure has no immediate effect on the operat- • main propellers and rudders if these are under the con-
ing conditions of the installations and is not detected by the trol of the DP-system
monitoring circuits but could lead, in certain conditions, to • thruster control electronics
a failure of the system. • manual thruster controls
• associated cabling and cable routing.
1.2.4 Position reference system: a system measuring the
position and/or heading of the unit. 1.3.4 The DP-control system consists of the following:
• computer system/joystick system, sensor system
1.2.5 Position keeping: maintaining a desired position
within the normal operating range of the control system and • display system (operator panels)
the environmental conditions. • autopilot
Therefore, active compensation of the dynamic effects of • position reference system
environment (waves, wind, current) is considered. • associated cabling and cable routing.
1.2.6 Redundancy: the ability of a component or system to 1.4 Additional and optional class notation
maintain or restore its function, when a single failure has
occurred. Redundancy can be achieved, for instance, by 1.4.1 The notation DYNAPOS is completed by one or more
installation of multiple components, systems or alternative of the following optional additional symbols according to
means of performing a function. the operational mode of the installation:

Pt E, Ch 10, Sec 6
• SAM (semi-automatic mode). The operator's manual 1.4.6 Association of DP system with position
intervention is necessary for position keeping: mooring system
These Rules do not cover the association of the dynamic
- the control system of installations receiving the nota-
system with a position mooring system; in such case a spe-
tion SAM is to achieve synthetic control of all the
cial examination of the installations is to be carried out by
thrusters thanks to a simple single device (for
the Society. Technical considerations concerning this type
instance a joystick)
of installation are given in [4.1.4] for information.
- the control system is to indicate the position and
heading of the unit to the operator. Control settings 1.4.7 The practical choice of the dynamic positioning clas-
are to be displayed sification notation is governed by the following guidelines:
• The notation DYNAPOS SAM is not granted to the fol-
- the control device handle is to have a well-defined
lowing types of units:
neutral position (no thrust)
- diving support vessel
- any dynamic positioning installation provided with
- cable and pipe laying ship.
an automatic control is to be additionally fitted with
• Supply vessels fitted with installations intended for posi-
a manual manoeuvring control complying with the
tion keeping alongside offshore work units may be
requirements of the SAM notation.
granted the notation DYNAPOS SAM or DYNAPOS
• AM (automatic mode): position keeping is automatically AM/AT.
achieved.
• AT (automatic tracking): the unit is maintained along a 1.5 Installation survey during construction
predetermined path, at a preset speed and with a preset
heading which can be completely different from the 1.5.1 Installations built under special survey are subject to:
course. • examination of documents with consideration of those
specified in [1.6]
Note 1: The notation AM/AT used in the rest of this Section corre- • surveys during fabrication and component testing car-
sponds to AM or AT. ried out at the supplier's works and at the yard
• dock and sea trials with a Surveyor from the Society in
1.4.2 Installations intended to be assigned the notation
attendance.
DYNAPOS AM/AT are to be provided with a calculation
unit including, in addition to the computer, a reference
clock and peripheral equipment for visualisation and print- 1.6 List of documents to be submitted
ing.
1.6.1 In addition to the drawings and specifications
The computer type and features are to comply with the required by the Rules for the Classification of Ships, the
requirements regarding performance in environmental con- documents listed in Tab 1 are required.
ditions to the satisfaction of the Society.
Calculation cycle fulfilment is to be automatically moni- 2 Performance analysis
tored. Any failure of the computer is to activate a visual and
audible alarm. 2.1 General
1.4.3 For the DYNAPOS AM/AT notation, the ship is to be 2.1.1 A performance analysis of the dynamic positioning
fitted with an automatic control and a standby manual con- installation is normally required in order to justify design
trol, the latter being equivalent to the control system options and limit allowable environmental conditions. This
required for the SAM notation. analysis is to consider the main features of the DP installa-
tion:
1.4.4 The optional additional notation DYNAPOS AM/AT • characteristics of control laws
may be completed by the following symbols: • installed power
• R, when the dynamic positioning is provided with • sizing and location of thrusters
redundancy means, as defined in [1.2.6]. In this case, with regard to the required station keeping stability and
class 2 equipment as per [3] is to be used accuracy in the specified environmental conditions.
• RS, when in addition to symbol R, the redundancy is
achieved by using two systems or alternative means of 2.2 Condition of analysis
performing a function physically separated as defined in
[4.8.6] below. Equipment class 3 as per [3] is to be used 2.2.1 The environmental conditions to be taken into
for installations to be granted symbol RS. account in the analysis are normally defined by the Owner
for the intended service of the unit. However, for symbol R
1.4.5 The above-mentioned notations may be supple- assignment, the following situations are to be considered:
mented with an environmental station keeping number ESKI • normal environmental conditions: those environmental
which indicates the station keeping capability of the vessel conditions in which nominal position holding perform-
(as a percentage of time) under given environmental condi- ances are attained, while the unit is in the normal work-
tions. ing situation

Pt E, Ch 10, Sec 6
• safety environmental conditions: environmental condi- When symbol R assignment is not required, the analysis
tions such that any single failure of a thruster or genera- may be limited to normal environmental conditions, in any
tor unit occurring in service does not impair position event considering single failure of a generating set. The
keeping or operational safety required analysis may be performed either:
• limiting environmental conditions: those environmental • by a mathematical model of the behaviour of the unit,
conditions in which position keeping is possible with all possibly associated with tank test results, or
thrusters running, only installations essential for safety • on the basis of previous operational experience gained
being in service. on similar installations.
N° I/A (1) Documents to be submitted

1 A Capability plots (at least with all thrusters alive and the most critical failure)
2 A Documentation on the environment conditions long term distribution (see [9.4.1])
3 A Owner performance request, if any
4 A Diagram of the environmental limit conditions (also called foot prints, or environmental envelopes, or capability
plots) for the conditions defined in the specification (wind speed, current and waves)
5 A Functional block diagram of the sensor and reference systems (position/environmental conditions)
6 A Functional block diagram of the control unit
7 A One line diagram and specification of the cables between the different equipment units (power, control, display)
8 A Balance of power
9 A List of the equipment units with, for each one, Manufacturer's identification, type and model
10 A Type test reports of the sensors of the measurement systems, or equivalent
11 A Test report of the computer units; check of the behaviour of the installation when submitted to radiated and
conducted electromagnetic interference
12 A Estimation of reliability figures when required by the DYNAPOS classifications, especially for symbols R and RS
(see [2]). The document to be submitted is to demonstrate the reliability of the system. This is to be achieved with
appropriate analysis such as:
- a failure mode analysis describing the effects due to failures leading to the destruction of the automation sys-
tem. In addition, this document is to show the consequences on other systems, if any. It is to be detailed up to
a level which allows the Society to evaluate the necessity of redundancy. This analysis is to be presented in
accordance with IEC Standard 812, or any other recognised standard
- test report/life test
- MTBF calculation
- any other document which proves to the Society the reliability of the system
13 A For approval of propulsion, based on rotary azimuth thrusters:
- layout drawings of thrust units, thrust shafts and blocks
- arrangement of hull passages
- thrust curves of each propulsion unit
14 A Electrical power management layout drawings and specification if provided on board
15 A Internal communication system description
16 A Description of the control stations (layout on board, descriptive diagrams of the display consoles)
17 A Alarm list and parameter values displayed on the consoles
18 A Program of tests alongside quay and at sea
19 A (2) Simulation report of the behaviour of the unit
20 A (2) Failure Mode and Effect Analysis (FMEA) using, as far as possible, the fault tree method
21 A (2) Study of possible interaction between thrusters
22 I Technical specification of the positioning system
23 I operator’s manual of the positioning system including:
- description of the equipment
- maintenance guide
- emergency procedures.
(1) A : To be submitted for approval
I : To be submitted for information.
(2) For symbols R and RS only.

Pt E, Ch 10, Sec 6
2.3 Modelling and simulations 3.2.2 For DYNAPOS AM/AT R, equipment class 2 is
required. A loss of position is not to occur in the event of a
2.3.1 A simulation of the unit displacements in relation to single failure in any active component or system.
applied environmental forces is normally required for sym- Single failure criteria is to be applied to any active compo-
bol R assignment. nent or system (generators, thrusters, switchboards, remote
control valves, etc...).
2.3.2 The simulation required in [2.3.1] is notably to
include suitable modelling of the following: Static components (cables, pipes, manual valves, etc...) can
be excluded of this study under reserve that they are built
• environmental forces, wind and installed in accordance with the rules of classification
• hydrodynamic behaviour of the unit of the ship.
• dynamic action of thrusters 3.2.3 For DYNAPOS AM/AT RS, equipment class 3 is
• control loop. required. A loss of position is not to occur in the event of a
single failure in any active component or system, as speci-
Simulation results are to include displacements of the unit fied above for class 2. In this case a single failure includes:
as well as power determination for each case under consid-
• items listed above for class 2, and any normally static
eration.
component is assumed to fail
Note 1: The simulation is to take account of the response of the
unit to oscillating forces of positive average (waves, wind, possible
• all components in any one watertight compartment,
external links) likely to have a resonant action upon the dynamic from fire or flooding
system composed of the unit together with its DP-system. • all components in any one fire subdivision, from fire or
flooding. For cables, see [6.1.2].
2.4 Risk analysis
3.2.4 For equipment classes 2 and 3, a single inadvertent
act is to be considered as a single failure if such an act is
2.4.1 A qualitative risk analysis of the DP installation may
reasonably probable.
be required for symbol R or RS assignment. Analysis is to be
carried out according to the fault-tree method, the FMECA
(failure mode effect critical analysis), the RBD (reliability 4 Functional requirements
block diagram) or a similar method.
4.1 General
2.4.2 The risk analysis required for symbol R and RS assign-
ment is to take into account the frequency and duration of 4.1.1 All components in a DP-system are to comply with
planned maintenance tasks. the relevant Rules for the Classification of Ships.
2.4.3 The analysis is to show the level of redundancy of 4.1.2 In order to meet the single failure criteria given in
each sub-system as well as the consequences of possible [3.2], redundancy of components will normally be neces-
common mode failures. sary as follows:
• for equipment class 2 (for symbol R), redundancy of all
3 Equipment class active components
• for equipment class 3 (for symbol RS), redundancy of all
3.1 General components and physical separation of the components.
For equipment class 3, full redundancy may not always be

3.1.1 The DP-vessel is to be operated in such a way that the
possible (e.g., there may be a need for a single change-over
worst case failure, as determined in [3.2], can occur at any
system from the main computer system to the backup com-
time without causing a significant loss of position.
puter system). Non-redundant connections between other-
wise redundant and separated systems may be accepted
3.1.2 Based on the single failure definitions in [3.2], the
provided that it is documented that they give clear safety
worst case failure is to be determined and used as the crite-
advantages, and that their reliability can be demonstrated
rion for the consequence analysis; see [4.8.4].
and documented to the satisfaction of the Society. Such
3.1.3 When a DP-vessel is assigned an equipment class, connections are to be kept to the absolute minimum and
this means that the DP-vessel is suitable for all types of DP- made to fail to the safest condition. Failure in one system is
operations within the assigned and lower equipment in no case to be transferred to the other redundant system.
classes.
4.1.3 Redundant components and systems are to be imme-
diately available and with such capacity that the DP opera-
3.2 Equipment class according to single tion can be continued for such a period that the work in
failure progress can be terminated safely. The transfer to redundant
component or system is to be automatic, as far as possible,
3.2.1 For DYNAPOS AM/AT, equipment class 1 is and operator intervention is to be kept to a minimum. The
required. In this case loss of position may occur in the event transfer is to be smooth and within acceptable limitations of
of a single failure. operation.

Pt E, Ch 10, Sec 6
4.1.4 When associated with position mooring equipment 4.2.6 For equipment classes 2 and 3, the following applies:
and used to assist the main dynamic positioning in special
• The power available for position keeping is to be suffi-
circumstances of operation, for instance in the vicinity of an
cient to maintain the vessel in position after worst case
offshore platform, this system is to be designed in such a
failure as per [3.2.1]. The automatic management sys-
way as to remote control the length and tension of individ-
tem is to be capable of:
ual anchor lines.
- enabling quick supply of active power to consumers
The analysis of the consequences of anchor line breaks or in all operating conditions including generator fail-
thruster failure is to be carried out according to the opera- ure or change of thruster configuration
tional situation.
- monitoring power sources and informing the opera-
tor about desirable configuration changes such as
4.2 Power system starting or stopping of generators
- providing automatic change-over of a generating set
4.2.1 The electrical installations are to comply with the in case of detected failure; this required capability
applicable requirements of the Rules for the Classification mainly applies to normal operating conditions. It is
of Ships, in particular for the following items: to be possible to maintain a proper balance between
• general conditions power demand and power generating configuration,
in view of achieving efficient operation with suffi-
• power supply systems cient reserve to avoid blackout
• rotating electrical machinery - limitation of absorbed power; appropriate devices
are to allow for automatic reduction of power
• transformers demands in case of emergency.
• switchboards • For symbols R or RS, adequate redundancy or suitable
reliability of the power management system is to be pro-
• electrical cables vided.
• electrical batteries • In addition, the following may be required:
• rectifiers - assessment of priority criteria as regards load shedding
• electronic equipment - suitable automatic power limitations. For instance,
gradation may be required to allow safe achieve-
• electromagnetic clutches and brakes, with special con- ment of essential functions before circuit-breaker
sideration for the Rules applicable to the electric pro- opening. Proportional cutbacks may be adequately
pulsion system, see Pt C, Ch 2, Sec 14. implemented: static rectifier tripping, thrust com-
mand limits, etc.
4.2.2 The power system is to have an adequate response
- any automatic limitation is to activate warning
time to power demand changes.
devices. Override arrangements are to be fitted at
the operator's disposal
4.2.3 For equipment class 1, the power system need not be
redundant. - implementation of suitable delays in connecting
load consumers so as to enable switching on of
additional power sources or load shedding.
4.2.4 For equipment class 2, the power system (generators,
main busbars, etc.) is to be divisible into two or more sys-
tems such that, in the event of failure of one system, at least 4.3 Monitoring of the electricity production
one other system will remain in operation. The power sys- and propulsion
tem may be run as one system during operation, but is to be
arranged with bus tie breakers to separate the systems auto- 4.3.1 As a general rule, the monitoring level of electric gen-
matically upon failures, to prevent the transfer of failure of erators, their prime movers and power supply equipment,
one system to the other. main propulsion diesel engines and electric propulsion are
to be in accordance at least with the requirements of the
4.2.5 For equipment class 3, the power system (generators, additional classification notation AUT CCS. For installations
main busbars, etc.) is to be divisible into two or more sys- assigned the DYNAPOS AM/AT RS class notation, the
tems such that in the event of failure of one system, at least requirements of AUT UMS or AUT IMS may be considered.
one other system will remain in operation. The divided
power system is to be located in different spaces separated 4.3.2 The possibility of integrating the dynamic positioning
by A-60 class divisions, or equivalent. Where the power system and the automation system could be considered; the
systems are located below the operational waterline, the computerised system configuration used in such case is to
separation is also to be watertight. Bus tie breakers are to be be submitted to the Society. In addition, the consequences
open during equipment class 3 operations unless equivalent of a failure of the communication network and programma-
integrity of power operation can be accepted according to ble controller units included in the systems are to be docu-
Ch 3, Sec 2, [1.1.2]. mented and included in the FMEA analysis.

Pt E, Ch 10, Sec 6
Table 2 : System configuration for main power supply and propulsion systems
Equipment class 1 2 3
Additional class notation DYNAPOS SAM or AM/AT AM/AT R AM/AT RS
Distribution system redundant redundant in separate rooms
Electric generators redundant redundant in separate rooms
Main switchboard According to 1 with bus tie circuit breaker 2 switchboards, tie circuit-breakers
SOLAS and the 2 circuits equally distributed normally open, located in separate
present Rules rooms
Thrusters and associated control systems redundant redundant in separate rooms
Power management system redundant redundant in separate rooms
Note 1: Redundant is to be understood as defined in [1.2.6].
4.4 Thruster system 4.5.4 Thrusters are to be capable of being easily stopped.
4.4.1 The thruster design and construction are to comply 4.6 Thruster monitoring and protection
with the applicable requirements of the Rules for the Classi-
fication of Ships.
4.6.1 Thruster monitoring is to be provided by the control-
ler unit. Thruster monitoring is to enable:
4.4.2 The provisions of this Section apply to fixed axis or
orientable thrusters using fixed or orientable pitch propel- • detection of equipment failures
lers installed below the hull and tunnel thrusters. The use of
other thruster types (for example cycloidal propellers) is • monitoring of the correlation between set and achieved
subject to a special examination. values of control parameters.
The following parameters are to be regularly monitored:

4.4.3 Electric propulsion installations are to comply with
the requirements of Pt C, Ch 2, Sec 14. • status of thrusters (on-line/off-line)
4.4.4 For symbol R assignment, attention is drawn to the • pitch, RPM, azimuth
requirements stated in [3.2.2]. • thruster load level
4.4.5 Uninterruptible power supply (U.P.S.) • electric motor stator winding temperature
For DYNAPOS SAM and DYNAPOS AM/AT, a U.P.S. is to • temperature of main bearings (except roller type)
be provided for the control of power and propulsion system
• lube oil and hydraulic fluid pressure and temperature.
defined above. To this end, for a system granted symbols R
and RS, the number of U.P.S.s is to be in accordance with
the result of the FMEA analysis. Unless otherwise justified, 4.6.2 Failure of thruster system including pitch, azimuth or
2 U.P.S.s are to be provided for symbol R. For symbol RS, speed control is to trigger an alarm, and is not to make the
2 U.P.S.s are to be installed, one being located in a separate thruster rotate or go to uncontrolled full pitch and speed.
room.
4.6.3 Provision for automatic stop of a thruster is to be
restricted to circumstances liable to bring about immediate
4.5 Thruster control plant damage and is to be submitted for approval.
4.5.1 General
4.7 DP Control system
The following requirements apply to the thruster control.
4.7.1 In general, the DP-control system is to be arranged in
4.5.2 Closed loop command of thruster pitch, azimuth and a DP-control station where the operator has a good view of
RPM is to be provided from the controller. Feedback signals the vessel's exterior limits and the surrounding area.
are to be provided by independent sensors connected to the
controlled device. 4.7.2 The DP-control station is to display information from
the power system, thruster system and DP-control system to
4.5.3 Controllers are to incorporate features for avoiding ensure that these systems are functioning correctly. Informa-
commands likely to overload mechanical gearing or prime tion necessary to operate the DP-system safely is to be visi-
movers. Control is preferably to be performed using active ble at all times. Other information is to be available at the
power measurements. request of the operator.

Pt E, Ch 10, Sec 6
4.7.3 Display systems, and the DP-control station in partic- 4.8.2 For equipment class 2 (symbol R), the DP-control sys-
ular, are to be based on ergonomic principles. The DP-con- tem is to consist of at least two independent computer sys-
trol system is to arranged for easy selection of control mode, tems. Common facilities such as self-checking routines,
i.e. manual, joystick, or computer control of thrusters, and data transfer arrangements and plant interfaces are not to be
the active mode is to be clearly displayed. The following capable of causing the failure of both/all systems.
principles apply to the display system:
• segregation of redundant equipment to reduce the pos- 4.8.3 For equipment class 3 (symbol RS), the DP-control
sibility of common mode failure occurrence system is to consist of at least two independent computer
• ease of access for maintenance purposes systems with self-checking facilities. Common facilities
such as self-checking routines, data transfer arrangements
• protection against adverse effects from environment and
and plant interfaces are not to be capable of causing failure
from electrical and electromagnetic disturbances.
of both/all systems. In addition, one backup DP-control sys-
4.7.4 For equipment classes 2 and 3, operator controls are tem should be arranged. An alarm should be initiated if any
to be designed so that no single inadvertent act on the oper- computer fails or is not ready to take control.
ator's panel can lead to a critical condition.
4.8.4 For equipment classes 2 (symbol R) and 3 (symbol
4.7.5 Alarms and warnings for failures in systems inter- RS), the DP-control system is to include a software function,
faced to and/or controlled by the DP-control system are to normally known as "consequence analysis", which continu-
be audible and visual. A permanent record of their occur- ously verifies that the vessel will remain in position even if
rence and of status changes is to be provided together with the worst case failure occurs. This analysis is to verify that
any necessary explanations. The alarm list is given for infor- the thrusters remaining in operation after the worst case fail-
mation in Tab 4. ure can generate the same resultant thruster force and
moment as required before the failure. The consequence
4.7.6 The DP-control system is to prevent failures being analysis is to provide an alarm if the occurrence of a worst
transferred from one system to another. The redundant com- case failure would lead to a loss of position due to insuffi-
ponents are to be so arranged that a failure of one compo-
cient thrust for the prevailing environmental conditions.
nent can be isolated, and the other component activated.
Manual input of weather trend or forecast might be possi-
4.7.7 It is to be possible to control the thrusters manually, ble, in order to integrate relevant meteorological data in the
by individual levers and by a common joystick, in the event system, if available.
of failure of the DP-control system.
4.8.5 Redundant computer systems are to be arranged with
4.7.8 The software is to be produced in accordance with an automatic transfer of control after a detected failure in one
appropriate international quality standard recognised by the of the computer systems. The automatic transfer of control
Society. from one computer system to another is to be smooth and
within the acceptable limitations of the operation.
4.7.9 As far as concerns control stations, the following
requirements are to be met:
4.8.6 For equipment class 3 (symbol RS), the backup DP-
• where several control stations are provided, control is control system is to be in a room, separated by an A-60
only to be possible from one station at a time, adequate class division from the main DP-control station. During DP-
interlocking devices are to be fitted and indication of operation, this backup control system is to be continuously
the station in control is to be displayed at each control updated by input from the sensors, position reference sys-
station tem, thruster feedback, etc., and to be ready to take over
• alarm and control systems concerning the same func- control. The switch-over of control to the backup system is
tion are to be grouped together (position reference sys- to be manual, and may be operated from either the main or
tem, propulsion, power generation) backup systems. This occurs when the main system is
• where inadvertent activation of commands may jeop- affected by failure, fire or explosion at the main DP-control
ardise the unit's safety, these commands are to be pro- system.
tected (light cover, double triggering or other equivalent
devices or procedures) 4.8.7 An uninterruptible power supply (U.P.S.) is to be pro-
• a two-way voice communication facility, independent vided for each DP-computer system to ensure that any
of the unit’s general system, is to be provided between power failure will not affect more than one computer. U.P.S.
the main control station and the following spaces: navi- battery capacity is to provide a minimum of 30 minutes’
gating bridge, engine room and engine control station, operation following a main supply failure.
other control stations, responsible officer's accommoda-
tion, other control locations specific to the task of the 4.8.8 For dynamic positioning control systems based on
unit. computer, it is to be demonstrated that the control systems
work properly in the environmental conditions prevailing
4.8 Computers on board ships and offshore platforms. To this end, the DP-
control systems are to be submitted to the environmental
4.8.1 For equipment class 1, the DP-control system need tests defined in Pt C, Ch 3, Sec 6, with special consideration
not be redundant. for E.M.I. (Electromagnetic interference).

Pt E, Ch 10, Sec 6
5 Position reference system channels, such as propeller noise, spurious reflection on the
hull, interference of riser, bubble or mud cluster on the
acoustic path.
5.1 General
The directivity of transponders and hydrophones is to be
5.1.1 As a general rule, a dynamic positioning installation compatible with the availability of the transmission chan-
is to include at least two independent reference systems: nels in all foreseeable operational conditions. It is to be pos-
sible to select the frequency range and the rate of
• for SAM notation assignment, only one reference system interrogation according to prevailing acoustical conditions,
is required including other acoustical systems possibly in service in the
• for equipment classes 2 and 3, at least three position ref- area.
erence systems are to be installed and simultaneously
available to the DP-control system during operation 5.3.2 When a taut wire system is used, materials used for
wire rope, tensioning and auxiliary equipment are to be
• position reference systems are to be selected with due
appropriate for marine service. The anchor weight is to be
regard to operational requirements, in relation both to
designed to avoid dragging on the sea floor and is not to
restrictions caused by the manner of deployment and
induce, on recovery, a wire tension exceeding 60% of its
expected performance in the working situation
breaking strength. The capacity of the tensioner is to be
• when two or more position reference systems are adapted to the expected movement amplitude of the unit.
required, they are not to be of the same type. Two of
them, at least, are to be based on two different measure- 5.3.3 When the signals from the position reference system
ment techniques, in order to avoid external common are likely to be altered by the movement of the unit (rolling,
failure modes. pitching), a correction of the position is to be made. For this
purpose, a vertical reference unit of appropriate characteris-
5.1.2 As a general rule, the system is to allow for smooth- tics with regard to the expected accuracy of position meas-
ing and mutual adjustment of the inputs originating from urement is to be provided. The VRS is to be duplicated for
various position reference systems and transfer between ref- symbol R assignment.
erence is to be bumpless. Other arrangements are subject to
special examination by the Society. Change-over is prefera-
bly to take place automatically in the event of failure of the 5.4 Other reference systems
reference system in use.
5.4.1 Other reference systems such as short to medium
5.1.3 Meteorological reports suitable for the operation of range radio positioning systems and global positioning sys-
the unit are to be made available to the personnel on board. tems may be used. Whatever the chosen principle (for
example, hyperbolic or polar determination), the accuracy
5.2 Arrangement and performance of of the position measurement is to be satisfactory in the
whole operational area.
reference systems
5.2.1 The position reference systems are to produce data 5.4.2 When a GPS or DGPS is used, interested parties are
with adequate accuracy for the intended DP-operation. reminded that this equipment is to be designed in accord-
ance with IMO Resolutions A525 (13), A 694 (17) and A
5.2.2 Visual and audible alarms are to be activated when 813 (19). Such equipment is to be approved, at least by a
the unit deviates from the set heading or from the working competent national authority, and the relevant certificate is
area determined by the operator. The performance of posi- to be submitted to the Society. For other reference systems
tion reference systems is to be monitored and warnings pro- the same procedure is to be applied as when the system is
vided when the signals from such systems are either covered by an IMO resolution and this document is to be
incorrect or substantially degraded. considered.
5.2.3 Indication of the reference system in operation is to 5.4.3 The location of the receiving equipment is to be cho-
be given to the operator. sen so as to minimise as far as practicable masking effects
and interference.
5.2.4 For equipment class 3, at least one of the position ref-
erence systems is to be connected directly to the backup
5.5 Vessel sensors
control system and separated by an A-60 class division from
other position reference systems.
5.5.1 Vessel sensors are to measure at least vessel heading,
vessel motion, wind speed and direction.
5.3 Type of position reference system
5.5.2 Arrangement of sensors and monitoring
5.3.1 When an acoustical reference system is used, a
hydrophone is to be chosen to minimise the influence of Sensors are to be as far as possible provided with failure
mechanical and acoustical disturbance on the transmission monitors (overheating, power loss):

Pt E, Ch 10, Sec 6
• inputs from sensors are to be monitored in order to 6 Installation requirements

detect possible faults, notably relative to temporal evo-
lution of the signal. As regards the analogue sensors, an
alarm is to be triggered in the event of connecting line
6.1 Cables and piping systems
wire break, short-circuit or low insulation
6.1.1 For equipment class 2, the piping systems for fuel,
• inputs from sensors simultaneously in use are to be lubrication, hydraulic oil, cooling water and pneumatic cir-
compared in order to detect significant discrepancy cuits and the cabling of the electric circuits essential for the
between them proper running of the DP-system are to be located with due
regard to fire hazards and mechanical damages.
• any failure of automatic change-over between sensors is
to activate visual and audible alarms at the control room 6.1.2 For equipment class 3:
• sensors for equipment classes 2 and 3 and sensors used • Redundant piping systems (i.e., piping for fuel, cooling
for the same purpose connected to redundant systems water, lubrication oil, hydraulic oil and pneumatic cir-
are to be arranged independently so that failure of one cuits etc...) are not to be routed together through the
does not affect the others. same compartments. Where this is unavoidable, such
pipes may run together in ducts of A-60 class.
5.5.3 For equipment class 3 (symbol RS), one of each type • Cables for redundant equipment or systems are not to
of sensor is to be connected directly to the backup control be routed together through the same compartments.
system and separated by an A-60 class division from the Where this is unavoidable, such cables may run
other sensors. together in cable ducts of A-60 class. Cable connection
boxes are not allowed in such ducts.
5.5.4 When an equipment class 2 or 3 (for symbols R and
RS), DP-control system is fully dependent on correct signals 6.1.3 For equipment classes 2 and 3, systems not directly
from vessel sensors, then such signals are to be based on part of the DP-system but which, in the event of failure,
three systems serving the same purpose (i.e., this will result could cause failure of the DP-system (common fire suppres-
in at least three gyrocompasses being installed). sion systems, engine ventilation systems, shutdown systems,
etc.) are also to comply with the relevant requirements of
5.5.5 Heading these Rules.
For DYNAPOS SAM, one gyrocompass or another heading
measurement unit of equivalent accuracy is to be provided. 6.2 Thruster location
For the assignment of the notation DYNAPOS AM/AT, two
gyrocompasses or other sensors of equivalent accuracy are 6.2.1 The thruster location, operational modes and design
required. For DYNAPOS AM/AT R or RS, see [5.5.4] and are to comply with the following requirements.
Tab 3.
6.2.2 The thruster location and operational modes are to be
chosen so as to minimise interference between thrusters as
5.5.6 Wind speed and direction are to be measured by suit-
well as disturbance caused to the proper operation of sen-
ably located wind sensors, due consideration being given to
sor systems or specific equipment the unit is provided with.
superstructure influence.
6.2.3 Thruster intake depth is to be sufficient to reduce the
5.5.7 The alarms to be triggered and indication to be dis- probability of ingesting floating debris and of vortex forma-
played are detailed in Tab 4. This list is given for information.
tion and can be completed by taking into consideration the
installation configuration. This list does not include the 6.2.4 The integrity of the hull is not to be adversely affected
alarms which are required by the automated notation by thruster installation, particularly where retractable or
assigned to the unit. tunnel thrusters are provided.
Table 3 : Configuration for reference systems, vessel sensors and computers
Equipment class 1 1 2 3
DYNAPOS class notations SAM AM/AT AM/AT R AM/AT RS
Number of control computers 1 1 2 3, one of them connected to backup control station
Manual control: joystick, with may be fitted Yes Yes Yes
automatic heading
One man operating the DP system Yes Yes Yes Yes
Position reference system 1 2 3 3, one of them connected to backup control station
Vertical reference system 1 2 2 2, one of them connected to backup control station
Wind sensor 1 2 2 2, one of them connected to backup control station
Gyro 1 2 3 3, one of them connected to backup control station

Pt E, Ch 10, Sec 6
Table 4 : Alarm and warning system
Parameters and equipment Alarms or group of alarms Signalling

Ship coordinates and desired position x
Actual position x
Maximum deviation required x
Deviation from the desired operating area outside the a.m.
x
limits
Thruster availability ready for operation x
Thruster in operation x
Thruster failure x
Vectorial thrust output outside limit x
x
Total output of all thrusters
for class 2 and class 3 equipment
Thrust limitation by available power x
Power supply failure x
x
Power management failure
Desired heading x
Actual heading x
Deviation from desired heading outside limit x
Status of heading reference system connected or not x
Failure of any heading reference system x
Automatic switching to standby heading reference system x
Failure of the vertical reference sensor measuring the
x
pitching and rolling of the unit
Operational status of each vertical reference sensor x
Automatic switching to vertical standby reference sensor x
Indication of wind speed and direction sensor x
Operational status of wind sensors, speed and direction x
Wind sensor failure, speed and direction x
Automatic switching of wind speed and direction sensor x
Computer failures x
Automatic switching to standby computer x
Abnormal input signals to the computer, analogue input
x
failures
Number of generators available x
x
Sea state conditions
Note 1: Depending on the DP classification notation required, the above-mentioned list may be simplified.
Note 2: Instead of an individual alarm, when it is possible to discriminate the cause of the alarm, an alarm group may be displayed.
6.2.5 The thruster system is to provide adequate thrust in quence analysis (see [4.8.4]) are to be corrected for interfer-
longitudinal and lateral directions and provide yawing ence between thrusters and other effects which will reduce
moment for heading control. the effective force.
6.2.6 As regards the notation AM/AT, transverse fixed axis 6.2.8 For equipment classes 2 and 3, the thruster system is
thrusters, if used, are to be capable of providing sufficient to be connected to the power system in such way that the
thrust in the contemplated range of speed of the unit. requirement in [6.2.5] can be complied with, even after
failure of one of the constituent power systems and one of
6.2.7 The values of the thruster forces used in the conse- the thrusters connected to that system.

Pt E, Ch 10, Sec 6
7 Operational requirements are to be carried out to check the proper functioning and
performances of the DP-system.
7.1 General 8.2.2 The program of these trials is to be submitted in
advance to the Society.
7.1.1 The following operational conditions are to be ful-
filled. 8.2.3 Such trials are to verify:
7.1.2 Before every DP-operation, the DP-system is to be • equipment and ship behaviour
checked according to a vessel specific "location" checklist • shielding efficiency of sources of electrical and electro-
to make sure that the system is functioning correctly and magnetic interference
that it has been set up for the appropriate equipment class. • alarms
7.1.3 During DP-operations, the system should be checked • change-over arrangements.
at regular intervals according to a vessel specific watch-
8.2.4 Tests are to be performed in order to assess the sys-
keeping checklist.
tem behaviour in the event of single failure (controller, posi-
7.1.4 DP-operations necessitating equipment classes 2 or 3 tion reference system, gyrocompass, alternator, thruster,
should be terminated when the environmental conditions etc.) and in the event of worst case failure.
are such that the DP-vessel would no longer be able to keep
8.2.5 Sea trials are to be of sufficient duration to confirm
position if the single failure criterion applicable to the
satisfactory operation.
equipment class occurred. In this context, deterioration of
environmental conditions and the necessary time to safely 8.2.6 The final report of dock and sea trials is to be submit-
terminate the operation are also to be taken into considera- ted for information.
tion. This should be checked by way of environmental
envelopes if operating in equipment class 1 and by way of
an automatic consequence analysis if operating with equip- 9 Environmental station keeping index
ment classes 2 or 3. The necessary operating instructions, ESKI
etc., are to be placed on board as far as practicable.
7.1.5 The following checklist, test procedures and instruc-

9.1 Definition
tions are to be incorporated into the DP-operating manuals
9.1.1 An environmental station keeping index (ESKI) may
for the vessel:
be associated with each of the class notations defined in
• location checklist, see [7.1.2] [1.4.2] and [1.4.4].
• watch-keeping checklist, see [7.1.3]
9.1.2 The ESKI indicates the station keeping capability of
• DP-operation instructions, see [7.1.3]
the vessel (as a percentage of time) under given environ-
• initial and periodical (5-year) tests and procedures, see mental conditions.
IMO MSC/Circ.645 § 5
• annual tests and procedures, see IMO MSC/Circ.645 § 5 9.2 Environmental conditions
• example of tests and procedures after modifications and
non-conformities, see IMO MSC/Circ.645 § 5. 9.2.1 The ESKI is based on environmental conditions con-
sistent with the geographical area of vessel operation. It is a
7.1.6 Reports of tests and records of modifications or two numbers vector (xx ; xx).
equivalent are to be kept on board and made available dur-
ing periodical inspections. 9.2.2 For unlimited service, a set of standard North Sea
Environmental Conditions is to be used (see Tab 5).
8 Tests and trials 9.2.3 For restricted service, a long-term distribution of envi-
ronmental conditions prevailing where the vessel is in oper-
8.1 Inspection at works ation is to be considered.
8.1.1 Inspections at the works of items subject to classifica- 9.3 Condition of ESKI estimation
tion are to be carried out to the attending Surveyor's satis-
faction, in accordance with a previously agreed program. 9.3.1 The ESKI indicates the allowable environmental con-
ditions for two system configurations:
8.1.2 Thruster and electrical installation tests are to be con-
ducted in accordance with the requirements for electric • with all thrusters operating
propulsion in Pt C, Ch 2, Sec 14. • with the most critical single failure.
Note 1: The most critical failure of any component in the ship is to
8.2 Trials be considered, which sometimes can lead to the loss of several
thrusters at the same time. Taking into account only the failure of
8.2.1 Before a new installation is put into service and after the most efficient thrusters would be in some particular cases not
modification of an existing installation, port and sea trials relevant.

Pt E, Ch 10, Sec 6
Table 5 : ESKI / Mean wind speed
ESKI,
Significant wave height, in m Corresponding mean wind speed (kts) Annual frequency, in %
in %
0-1 0 - 4,8 25,2 25
1-2 4,8 - 11,6 32,2 57
2-3 11,6 - 17,5 20,9 78
3-4 17,5 - 24,3 11,1 89
4-5 24,3 - 29,1 5,4 95
5-6 29,1 - 34,0 2,5 97
6-7 34,0 - 37,9 1,2 98
7-8 37,9 - 41,8 0,6 99
8-9 41,8 - 46,3 0,3 99
9 and more More than 46,3 0,3 99
For the calculations, a constant current of 1.5 kts is assumed, in the same direction as the wind and the waves (to sum up all the envi-
ronmental forces effects).
9.3.2 The ESKI reflects the capability to maintain position 9.4.3 Example of calculation
with the most unfavourable heading. According to [9.2], the ESKI can be calculated with various
environmental data, depending on the service area of the
9.3.3 Environmental forces (wind, wave drift and current
ship. As an example, the calculation for unlimited service
loads) and thrust are to be evaluated through calculations,
(North sea conditions being the reference) is given hereafter.
model tests or other method, in agreement with the Society.
For this example, the following results are extracted from
the capability plots (see Tab 6. The ESKI is directly read in
9.4 Documentation to be submitted and
Tab 5.
example
• 41 kts corresponds to an ESKI of 99
9.4.1 The ESKI calculation is to be documented in order to • 25.8 kts correspond to an ESKI of 95
justify the results. Generally the relevant documents are as
For this vessel, the ESKI number is (99 ; 95).
follows:
Note 1: Attention is drawn on the fact that the ESKI should always
• capability plots for two considered configurations for be read together with the associated capability plots.
the calculation: all thrusters alive, most critical single
failure Table 6 : Example
• documentation on the environment conditions long
term distribution (any area for restrictive service, north Condition of Maximum allowable
Plot
sea (see Tab 5 for unlimited service) operation (1) wind speed (kt)
• owner performance request, if any. 1 All thrusters available 41,0
2 Most critical single failure 25,8
9.4.2 For unlimited service, North sea area conditions are
to be considered. The wind and wave statistics are indicated (1) On most ships this corresponding incident angle is
in Tab 5. directly abeam.

Pt E, Ch 10, Sec 7
SECTION 7 VAPOUR CONTROL SYSTEM (VCS)
1 General 1.2.7 Service ship

Service ship is a ship which receives and transports liquid
cargoes between a facility and another ship and vice versa.
1.1 Application
1.2.8 Ship vapour connection
1.1.1 The additional class notation VCS is assigned, in
The ship vapour connection is the point of interface
accordance with Pt A, Ch 1, Sec 2, [6.14.7], to ships fitted
between the ship’s fixed vapour collection system and the
with systems for control of vapour emission from cargo
collection system of a facility or another ship. Hoses or
tanks complying with the requirements of this Section.
loading arms on board, carried for the purpose of these
The notation TRANSFER is added to the notation VCS for Rules, are considered part of the vapour control system of
ships fitted with systems for control of vapour emission from the ship.
cargo tanks to another ship and vice versa. Additional
requirements for the additional notation TRANSFER are 1.2.9 Terminal vapour connection
given in Article [6]. The terminal vapour connection is that point at which the
terminal vapour collection system is connected to a vapour
1.1.2 As a rule, this notation is applicable to ships which collection hose or arm.
are assigned one or more of the following class notations:
• oil tanker 1.2.10 Topping-off operation
Topping-off is the operation of transfer of liquid cargo from
• chemical tanker
a service ship to another ship in order to load the receiving
• FLS tanker ship at a deeper draft.
• liquefied gas carrier
1.2.11 Vapour balancing
• combination carrier/OOC
Vapour balancing is the transfer of vapour displaced by
• combination carrier/OBO. incoming cargo from the tank of a ship receiving cargo into
a tank of a facility delivering cargo via a vapour collection
1.2 Definitions system.
1.2.1 Diluted 1.2.12 Vapour collection system

The vapour collection system is an arrangement of piping
A flammable gas or mixture is defined as diluted when its
and hoses used to collect vapour emitted from a ship’s
concentration in air is less than 50% of its lower explosive
cargo tank and to transport the vapour to a vapour process-
limit.
ing unit.
1.2.2 Flammable cargoes
1.2.13 Vapour processing unit
Flammable cargoes are crude oils, petroleum products and Vapour processing unit is that component of a vapour con-
chemicals having a flashpoint not exceeding 60 °C (closed trol system that recovers or destroys vapour collected from a
cup test) and other substances having equivalent fire risk. ship.
1.2.3 Inerted
Inerted is the condition in which the oxygen content in a
flammable gas/air mixture is 8% or less by volume. 1.3.1 Tab 1 lists the documents which are to be submitted.
1.2.4 Independent
Two electrical systems are considered independent when
2 Vapour system
any one system may continue to operate with a failure of
any part of the other system, except the power source and 2.1 General
electrical feeder panels.
2.1.1 Installation of vapour collection system
1.2.5 Lightering operation a) Each ship is to have vapour collection piping perma-
Lightering operation is the operation of transferring liquid nently installed, with the tanker vapour connection
cargo from one ship to one service ship. located as close as practical to the loading manifolds.
b) In lieu of permanent piping, chemical tankers may have
1.2.6 Maximum allowable transfer rate vapour connections located in the vicinity of each cargo
Maximum allowable transfer rate is the maximum volumet- tank in order to preserve segregation of the cargo sys-
ric rate at which a ship may receive cargo or ballast. tems.

Pt E, Ch 10, Sec 7
No A/I Document
1 A Diagrammatic plan of the vapour piping system including:
• material specifications
• dimensions, scantlings and sizes
• ratings (temperature/pressure)
• joining details
• fittings and standards used
2 A Diagrammatic drawing of the gauging system and overfill protection including:
• Manufacturer and type of the instruments
• plan of hazardous area locations
• location of electrical equipment in gas-dangerous spaces and safe certificates of the electrical instruments
intended to be used in hazardous locations
• electrical schemes concerning the alarm system supply
• electrical schemes concerning the intrinsically safe circuits
3 A Diagrammatic drawings of the venting system, including necessary data for verifying the venting capacity of the
pressure/vacuum valves
4 I Pressure drop calculations comparing cargo transfer rates versus pressure drops from the farthest tanks to the
vapour connection, including any possible hoses
5 I Calculations showing the time available between alarm setting and overfill at maximum loading rate for each tank
6 A Instruction manual
7 I Information on the anti-detonation devices, including Manufacturer and type of the device employed as well as
documentation on any acceptance tests carried out, only for ships for which the notation TRANSFER is requested
A = to be submitted for approval in four copies;
I = to be submitted for information in duplicate.
2.1.2 Incompatible cargoes 2.1.7 Flanges

If a tanker simultaneously collects vapour from incompati- a) Bolt hole arrangement of vapour connection flanges to
ble cargoes, it is to keep these incompatible vapours sepa- the terminal is to be in accordance with Tab 2.
rate throughout the entire vapour collection system.
b) Each vapour connection flange is to have permanently
attached 12,7 mm diameter studs protruding out of the
2.1.3 Liquid condensate disposal
flange face for at least 25,4 mm.
Means are to be provided to eliminate liquid condensate
c) The studs are to be located at the top of the flange, mid-
which may collect in the system.
way between bolt holes and in line with bolt hole pat-
terns.
2.1.4 Electrical bonding
Vapour collection piping is to be electrically bonded to the 2.2 Vapour manifold
hull and is to be electrically continuous.
2.2.1 Isolation valve
2.1.5 Inert gas supply isolation
a) An isolation valve capable of manual operation is to be
When inert gas distribution piping is used for vapour collec- provided at the ship vapour connection.
tion piping, means to isolate the inert gas supply from the
vapour collection system are to be provided. The inert gas b) The valve is to have an indictor to show clearly whether
main isolating valve required in Pt D, Ch 7, Sec 6, [5.4.2] or the valve is in the open or closed position, unless the
Pt D, Ch 8, Sec 9, [2.3.1] may be used to satisfy this require- valve position can be readily determined from the valve
ment. handle or valve stem.
2.1.6 Prevention of interference between vapour 2.2.2 Labelling

collection and inert gas systems
The vapour manifold is to be:
The vapour collection system is not to interfere with the
• for the last 1 m painted red/yellow/red, with the red
proper operation of the cargo tank venting system. How-
bands 0,1 m wide and the yellow band 0,8 m wide
ever, vapour collection piping may be partly common with
the vent piping and/or the inert gas system piping. • labelled “VAPOUR” in black letters at least 50 mm high.

Pt E, Ch 10, Sec 7
Table 2 : Bolting arrangement of connecting flanges
Pipe nominal Outside diameter Bolt circle Bolt hole diameter Bolt diameter Number
diameter (mm) of flange (mm) diameter (mm) (mm) (mm) of bolts
≤ 12,70 88,90 60,45 15,75 12,70 4
≤ 19,05 98,55 69,85 15,75 12,70 4
≤ 25,40 107,95 79,25 15,75 12,70 4
≤ 31,75 117,35 88,90 15,75 12,70 4
≤ 38,10 127,00 98,55 15,75 12,70 4
≤ 50,80 152,40 120,65 19,05 15,87 4
≤ 63,50 177,80 139,70 19,05 15,87 4
≤ 76,20 190,50 152,40 19,05 15,87 4
≤ 88,90 215,90 177,80 19,05 15,87 8
≤ 101,60 228,60 190,50 19,05 15,87 8
≤ 127,00 254,00 215,90 22,35 19,05 8
≤ 152,40 279,40 241,30 22,35 19,05 8
≤ 203,20 342,90 298,45 22,35 19,05 8
≤ 254,00 406,40 361,95 25,40 22,22 12
≤ 304,80 482,60 431,80 25,40 22,22 12
≤ 355,60 533,40 476,25 28,45 25,40 12
≤ 406,40 596,90 539,75 28,45 25,40 16
≤ 457,20 635,00 577,85 31,75 28,54 16
≤ 508,00 698,50 635,00 31,75 28,57 20
≤ 609,60 749,30 749,30 35,05 31,75 20
2.3 Vapour hoses a) to be capable of discharging cargo vapour at 1,25 times

the maximum transfer rate in such a way that the pres-
2.3.1 Hoses sure in the vapour space of each tank connected to the
Each hose used for transferring vapour is to have: vapour collection system does not exceed:
• a design burst pressure of at least 0,175 MPa 1) the maximum working pressure of the tank
• a maximum working pressure of at least 0,035 MPa 2) the operating pressure of a safety valve or rupture
• the capability of withstanding at least 0,014 MPa vac- disk, if fitted
uum without collapsing or constricting b) not to relieve at a pressure corresponding to a pressure
• electrical continuity with a maximum resistance of in the cargo tank vapour space of less than 0,007 MPa
10000 Ω
c) to prevent a vacuum in the cargo tank vapour space that
• resistance to abrasion and kinking exceeds the maximum design vacuum for any tank
• the last 1 m of each end of the hose marked in accor- which is connected to the vapour collection system,
dance with [2.2.2]. when the tank is discharged at the maximum rate
For hose flanges see [2.1.7]. d) not to relieve at a vacuum corresponding to a vacuum
in the cargo tank vapour space less than 0,0035 MPa
2.3.2 Handling equipment below the atmospheric pressure.
Vapour hose handling equipment is to be provided with
hose saddles which provide adequate support to prevent 2.4.2 Pressure/vacuum safety valves
kinking or collapse of hoses. a) Pressure/vacuum safety valves are to be fitted with
means to check that the device operates freely and does
2.4 Vapour overpressure and vacuum not remain in the open position.
protection b) Pressure relief valves are to be fitted with a flame screen
at their outlets, unless the valves are designed in such a
2.4.1 General way as to ensure a vapour discharge velocity of not less
The cargo tank venting system is: than 30 m/second.

Pt E, Ch 10, Sec 7
3 Instrumentation 3.3.2 Alarm characteristics

The overfill alarm is:
3.1 Cargo tank gauging equipment • to be independent of both the high level alarm (see
[3.2.1]) and the cargo gauging system (see [3.1])
3.1.1 Each cargo tank that is connected to a vapour collec- • to alarm in the event of loss of power to the alarm sys-
tion system is to be equipped with a cargo gauging device tem or failure of the electric circuits to the tank level
which: sensors
• provides a closed gauging arrangement which does not • to be able to be checked at the tank for proper operation
require opening the tank to the atmosphere during prior to each transfer or contain an electronic self-test-
cargo transfer ing feature which monitors the condition of the alarm
circuits and sensors.
• allows the operator to determine the liquid level in the
tank for the full range of liquid levels in the tank
3.4 High and low vapour pressure alarms
• indicates the liquid level in the tank, at the position
where cargo transfer is located 3.4.1 Pressure alarms
• if portable, is installed on tank during the entire transfer Each vapour collection system is to be fitted with one or
operation. more pressure sensing devices that sense the pressure in the
main collection line, and which:
3.2 Cargo tank high level alarms • have a pressure indicator located where the cargo trans-
fer is controlled
3.2.1 General • alarm the high pressure at not more than 90% of the
lowest relief valve setting in the tank venting system
a) Each cargo tank that is connected to a vapour collection
system is to be equipped with an intrinsically safe high • alarm at a low pressure of not less than 100 mm WG for
level alarm system which alarms before the tank overfill an inerted tank, or the lowest vacuum relief valve setting
alarm, but not lower than 95% of the tank capacity. in the cargo venting system for a non-inerted tank.
b) The high level alarm is to be identified with the legend 3.4.2 Equivalence
“HIGH LEVEL ALARM” and have audible and visible
Pressure sensors fitted in each cargo tank are acceptable as
alarm indications that can be seen and heard where the
equivalent to pressure sensors fitted in each main vapour
cargo transfer is controlled.
collection line.
3.2.2 Alarm characteristics

4 Instruction manual
The high level alarm is:
• to be independent of the overfill alarm 4.1 General

• to alarm in the event of loss of power to the alarm sys-
tem or failure of the electric circuits to the tank level 4.1.1
sensors a) Each ship utilizing a vapour emission control system is
• to be able to be checked at the tank for proper operation to be provided with written operational instructions
prior to each transfer or contain an electronic self-test- covering the specific system installed on the ship.
ing feature which monitors the condition of the alarm b) Instructions are to encompass the purpose and princi-
circuits and sensors. ples of operation of the vapour emission control system
and provide an understanding of the equipment
involved and associated hazards. In addition, the
3.3 Cargo tank overfill alarms
instructions are to provide an understanding of the oper-
ating procedures, piping connection sequence, start-up
3.3.1 General procedures, normal operations and emergency proce-
a) Each cargo tank that is connected to a vapour collection dures.
system is to be equipped with an intrinsically safe over-
fill alarm which alarms early enough to allow the person 4.2 Content
in charge of transfer operation to stop such operation
before the cargo tank overflows. 4.2.1 The instructions are to contain:
b) The overfill alarm is to be identified with the legend a) a line diagram of the tanker’s vapour collection piping
“OVERFILL ALARM” and have audible and visible alarm including the location of all valves, control devices,
indications that can be seen and heard where the cargo pressure-vacuum safety valves, pressure indicators,
transfer is controlled and in the deck cargo area. flame arresters and detonation arresters, if fitted

Pt E, Ch 10, Sec 7
b) the maximum allowable transfer rate for each group of 5.1.3 Pressure/vacuum valves
cargo tanks having the same venting line, determined as Pressure/vacuum valves are to be tested for venting capac-
the lowest of the following: ity. The test is to be carried out with the flame screen
installed if contemplated in accordance with [2.4.2].
1) 80% of the total venting capacity of the pressure
relief valves in the cargo tank venting system
5.2 Shipboard trials
2) the total vacuum relieving capacity of the vacuum
relief valves in the cargo tank venting system 5.2.1 Upon completion of construction, in addition to con-
ventional sea trials, specific tests may be required at the
3) the rate based on pressure drop calculations at Society’s discretion in relation to the characteristics of the
which, for a given pressure at the facility vapour plant fitted on board.
connection, or, if lightering, at the vapour connec-
tion of the service ship, the pressure in any cargo
tank connected to the vapour collection system
6 Additional requirements for notation
exceeds 80% of the setting of any pressure relief “TRANSFER”
valve in the cargo tank venting system
6.1 Application
c) the initial loading rate for each cargo tank, to be deter-
mined in such a way as to minimise the development of 6.1.1 These requirements are applicable to service ships.
a static electrical charge, when applicable
d) tables or graphs of transfer rates (and corresponding 6.2 Equipment
vapour collection system pressure drops through the
vapour hoses, if foreseen) determined from the most 6.2.1 Ships with inerted cargo tanks
remote cargo tanks to the ship vapour connection as fol- If the cargo tanks on a ship discharging cargo and a ship
lows: receiving cargo are inerted, the service ship is to have
means to inert the vapour transfer hose prior to transferring
1) for each cargo handled by the vapour collection sys- cargo vapour and an oxygen analyzer with a sensor or sam-
tem at the maximum and the lowest transfer rates pling connection fitted within 3 m of the ship vapour con-
nection which:
2) based on 50% cargo vapour and air mixture, and a
vapour growth rate appropriate for the cargo being • activates an audible and visual alarm at a location on
loaded the service ship where cargo transfer is controlled when
the oxygen content in the vapour collection system
e) the safety valve setting at each pressure-vacuum safety exceeds 8% by volume
valve. • has an oxygen concentration indicator located on the
service ship where the cargo transfer is controlled
5 Testing and trials • has a connection for injecting a span gas of known con-
centration for calibration and testing of the oxygen anal-
yser.
5.1
6.2.2 Ships with cargo tanks not inerted
5.1.1 General If the cargo tanks on a ship discharging cargo are not
Machinery and equipment which are part of the vapour col- inerted, the vapour collection line on the service ship is to
lection system are to be tested in compliance with the be fitted with a detonation arrester located within 3 m of the
applicable requirements of the various Sections of the ship vapour connection.
Rules. 6.2.3 Electrical insulating flange
An electrical insulating flange or one length of non-electri-
5.1.2 Hydrostatic tests
cally conductive hose is to be provided between the ship
Pressure parts are to be subjected to hydrostatic tests in vapour connection on the service ship and the vapour con-
accordance with the applicable requirements. nection on the ship being lightered.

Pt E, Ch 10, Sec 8
SECTION 8 COFFERDAM VENTILATION (COVENT)
1 General 2.1.2 Type of ventilation

The ventilation is to be of the negative pressure type for cof-
1.1 Application ferdams adjacent to dangerous spaces, as indicated in
[2.1.1] b). Other cofferdams may have ventilation of the
1.1.1 The additional class notation COVENT is assigned, in positive pressure type.
accordance with Pt A, Ch 1, Sec 2, [6.14.8], to ships having
all cofferdams in the cargo area provided with fixed ventila- 2.1.3 Avoidance of stagnation zones
tion systems complying with the requirements of this Section.
In order to avoid air stagnation zones, air exhaust ports
1.1.2 For the purpose of this Section, the cargo area is that inside the cofferdam are to be adequately distributed and
portion of the ship included between the forward bulkhead the various landings are to consist of grates or perforated
of the machinery space and the collision bulkhead. flats; inlet ducts are generally to end at the top of the coffer-
dam and outlet ducts are to extend below the floor plates,
In the case of ships with machinery spaces located amid-
with suction ports at the level of the upper edge of ordinary
ships, the cargo area is also to include that portion of the
floors or bottom longitudinals.
ship between the aft bulkhead of the engine space and the
after peak bulkhead, excluding the shafting tunnel. Particular attention is to be paid to the arrangement of inlet
and outlet ducts in cofferdams surrounding cargo tanks of
1.2 Documents to be submitted double hull tankers, where, due to the particular shape of
the cofferdams and the presence of stiffening inside, the for-
1.2.1 The documents listed in Tab 1 are to be submitted to mation of stagnant zones is likely.
the Society for approval.
The Society reserves the right to require additional plans or 2.1.4 Cofferdams that may be used as ballast tanks
information in relation to the specific characteristics of the Provision is to be made to blank the inlet and outlet ventila-
installations. tion ducts when cofferdams are used for the carriage of bal-
last.
2 Design and construction
2.2 Other technical requirements
2.1 Arrangement
2.2.1 Ventilation inlets and outlets
2.1.1 Number of air changes
Ventilation inlets and outlets leading to the open air from
a) The ventilation system is be capable of supplying at cofferdams adjacent to dangerous spaces are to be fitted
least 4 complete air changes per hour, based on the cof- with wire net flame arresters and protective screens recog-
ferdam gross volume. nised as suitable by the Society. The spacing between them
b) For cofferdams adjacent to spaces where dangerous and from ignition sources, openings into spaces where igni-
mixtures may be present, such as cargo tanks of oil car- tion sources are present, openings into cargo tanks and air
riers, chemical carriers and gas carriers, the minimum inlets and outlets of different spaces is to be not less than
number of air changes per hour is to be increased to 8. 3m.
No. A/I (1) Item

1 I Schematic drawing of the installations
2 A Calculation of number of air changes per hour for each cofferdam in cargo area
3 A Line diagram of power supply circuits of control and monitoring systems, including circuit table
4 A List and type of equipment and in particular type of fans and their arrangement in ducts
3 I Plan of the location and arrangement of the control station, if any
3 A List of remote control devices, if any
4 A List of alarms
(1) A = to be submitted for approval in four copies;

Pt E, Ch 10, Sec 8
2.2.2 Fans 2.2.5 Additional requirements

For chemical tankers and gas carriers, the requirements in
a) Ventilation fans are to be of non-sparking construction Pt D, Ch 8, Sec 12 and Pt D, Ch 9, Sec 12, respectively, are
of a type approved by the Society. also to be applied.
b) Where ventilated cofferdams are adjacent to a danger-
ous space, the electric motors driving the ventilation 3 Inspection and testing
fans are not to be located in the ventilation ducts.
2.2.3 Lighting
3.1.1 Equipment and systems are to be inspected and
Where cofferdams are provided with electric lighting appli- tested in accordance with the applicable requirements of
ances, the ventilation system is to be interlocked with the the Rules relative to each piece of equipment of the system
lighting such that the ventilation needs to be in operation to used for the ventilation of the cofferdams.
energise the lighting.
2.2.4 Alarms
3.2.1 Following installation on board, the ventilation sys-
An audible and visual alarm is to be activated in the event tems are to be subjected to operational tests in the presence
of failure of the ventilation. of the Surveyor.

Pt E, Ch 10, Sec 9
SECTION 9 CENTRALISED CARGO AND BALLAST WATER

HANDLING INSTALLATIONS (CARGOCONTROL)
1 General b) The station is preferably to be situated in the accommo-

dation area; should this be impracticable, the control
station is to be bounded by A-60 class fire-resisting
1.1 Application bulkheads and provided with two escapes.
1.1.1 The additional class notation CARGOCONTROL is 2.1.2 Communications
assigned, in accordance with Pt A, Ch 1, Sec 2, [6.14.9], to It is be possible from the control station to convey orders to
ships carrying liquid cargo in bulk fitted with a centralised crew members on deck and to communicate with the navi-
system for handling liquid cargo and ballast and complying gating bridge, with cargo handling spaces, with the engine
with the requirements of this Section. room and with the propulsion control room, where the lat-
ter is foreseen.
1.1.2 Compliance with these Rules does not exempt the
Owner from the obligation of fulfilling any additional 2.1.3 Safety equipment
requirements issued by the Administration of the State Where the control station is located in the cargo area, two
whose flag the ship is entitled to fly. complete sets of protective clothing in order to protect the
skin from the heat radiating from a fire are always to be
1.2 Documents to be submitted readily available together with three breathing apparatuses.
1.2.1 The documents listed in Tab 1 are to be submitted to 2.2 Remote control, indication and alarm
the Society for approval. systems
The Society reserves the right to require additional plans or
2.2.1 Remote control system
information in relation to the specific characteristics of the
installations. It is to be possible to carry out the following operations
from the control station:
a) opening and closing of valves normally required to be
2 Design and construction operated for loading, unloading and transfer of cargo
requirements and ballast (however, the opening and closing of valves
is not required for the ends of cargo loading and
2.1 Control station unloading arrangements)
b) starting and stopping of cargo pumps, stripping pumps
2.1.1 Location of control station and ballast pumps (alternative solutions may be consid-
a) The control station is to be located such as to allow visi- ered in the case of pumps powered by turbines)
bility of the cargo tank deck area, and in particular of c) regulation, if foreseen, of the number of revolutions of
the cargo loading and unloading ramps. cargo pumps, stripping pumps and ballast pumps.
No. A/I (1) Item

1 I Schematic drawing of the installation
2 I Plan of the location and arrangement of the control station
3 A List of remote control devices
4 A List of alarms
5 I List of the equipment (sensors, transducers, etc.) and automation systems (alarm systems, etc.)
envisaged with indication of the Manufacturer and of the type of equipment or system
6 A Line diagram of power supply circuits of control and monitoring systems, including:
• circuit table, in the case of electrical power supply
• specification of service pressures, diameter and thickness of piping, materials used, etc. in the
case of hydraulic or pneumatic power supply
(1) A = to be submitted for approval in four copies;

Pt E, Ch 10, Sec 9
2.2.2 Indication system • low delivery pressure of the hydraulic plant for the oper-
The control station is to be fitted with indicators showing: ation of pumps and valves
• (open/closed) position of valves operated by remote • high vacuum in cargo tanks, if required by the Rules
control • high pressure in the cargo and ballast lines
• state (off/on) of cargo pumps, stripping pumps and bal- • high and low temperature for cargo tanks fitted with
last pumps heating and refrigerating systems
• number of revolutions of cargo pumps, stripping pumps • high oxygen level, high temperature, and high and low
and ballast pumps where they may be operated at pressure of inert gas, if foreseen
adjustable speeds • high level in a bilge well in cargo and ballast pump
rooms
• delivery pressure of the hydraulic plant for the operation
of cargo pumps, stripping pumps and ballast pumps • high concentration of explosive vapours (exceeding
30% of the lower flammable limit) in spaces where
• delivery and suction pressure of cargo pumps, stripping cargo is handled
pumps and ballast pumps
• high temperature of gas-tight seals with oil glands for
• pressure of the ends of cargo loading and unloading runs of shafts, where these are foreseen through bulk-
arrangements heads or decks, for the operation of cargo and ballast
• oxygen level, temperature and pressure of the inert gas, pumps.
where the operation of the inert gas system is required
or envisaged at the same time as loading/unloading 3 Inspection and testing
• level in cargo and ballast tanks (relaxation of this
requirement may be permitted for double bottom ballast 3.1 Equipment and systems
tanks of reduced capacity and limited depth)
• temperature in cargo tanks provided with heating or 3.1.1 Equipment and systems are to be inspected and
refrigeration. tested in accordance with the applicable requirements of
the Rules relative to each piece of equipment of the system
2.2.3 Alarm systems used for the centralised control.
The cargo control station is to be fitted with visual and audi-
ble alarms signalling the following: 3.2 Testing on board
• high level, and where requested very high level, in 3.2.1 Following installation on board, remote control, indi-
cargo tanks cation and alarm systems are to be subjected to operational
• high pressure in cargo tanks, if required by the Rules tests in the presence of the Surveyor.

Pt E, Ch 10, Sec 10
SECTION 10 SHIP MANOEUVRABILITY (MANOVR)
1 General 2.1.5 Mean draught TM

The mean draught TM is defined as TM = (TA + TF)/2.
1.1 Application
2.2 Standard manoeuvres and associated
1.1.1 The additional class notation MANOVR is assigned, terminology
in accordance with Pt A, Ch 1, Sec 2, [6.14.10], to ships
whose manoeuvring capability standards comply with the 2.2.1 Test speed
requirements of this Section. The test speed (V) used in the requirements is a speed of at
1.1.2 The requirements of this Section reproduce the provi- least 90% of the ship’s speed corresponding to 85% of the
maximum engine output.
sions of IMO Resolution A751(18) “Interim Standards for
Ship Manoeuvrability”.
2.2.2 Turning circle manoeuvre
Note 1: According to circular MSC/644, these provisions are appli-
The turning circle manoeuvre is the manoeuvre to be per-
cable to ships of all rudder and propulsion types, of 100m in length
and over, and to chemical tankers and gas carriers regardless of
formed to both starboard and port with 35° rudder angle or
their length, which were constructed on or after 1 July 1994. the maximum rudder angle permissible at the test speed,
following a steady approach with zero yaw rate.
1.2 Manoeuvre evaluation 2.2.3 Advance
1.2.1 Conventional trials Advance is the distance travelled in the direction of the
original course by the midship point of a ship from the posi-
The requirements in this Section are based on the under-
tion at which the rudder order is given to the position at
standing that the manoeuvrability of ships can be evaluated
which the heading has changed 90° from the original
from the characteristics of conventional trial manoeuvres.
course.
1.2.2 Compliance with the requirements
2.2.4 Tactical diameter
The following two methods can be used to demonstrate
Tactical diameter is the distance travelled by the midship
compliance with these requirements:
point of a ship from the position at which the rudder order
a) Scale model tests and/or predictions using computer is given to the position at which the heading has changed
programs with mathematical models can be performed 180° from the original course. It is measured in a direction
to predict compliance at the design stage. perpendicular to the original heading of the ship.
Results of the models test and/or computer simulations
will be confirmed by full scale trials, as necessary. 2.2.5 Zig-zag test
b) Compliance can be demonstrated based on the results Zig-zag test is the manoeuvre where a known amount of
of full scale trials conducted in accordance with these helm is applied alternately to either side when a known
requirements. heading deviation from the original heading is reached.
2.2.6 10°/10° zig-zag test

2 Definitions 10°/10° zig-zag test is performed by turning the rudder
alternately by 10° either side following a heading deviation
2.1 Geometry of the ship of 10° from the original heading in accordance with the fol-
lowing procedure.
2.1.1 Length (L)
a) after a steady approach with zero yaw rate, the rudder is
Length (L) is the length measured between the aft and for- put over 10° to starboard/port (first run)
ward perpendiculars.
b) when the heading has changed to 10° off the original
2.1.2 Midship point heading, the rudder is reversed to 10° to port/starboard
Midship point is the point on the centreline of a ship mid- (second run)
way between the aft and forward perpendiculars. c) after the rudder has been turned to port/starboard, the
ship will continue turning in the original direction with
2.1.3 Draught TA decreasing turning rate. In response to the rudder, the
The draught TA is the draught at the aft perpendicular. ship is then to turn to port/starboard. When the ship has
reached a heading of 10° to port/starboard off the origi-
2.1.4 Draught TF nal course, the rudder is again reversed to 10° to star-
The draught TF is the draught at the forward perpendicular. board/port (third run).

Pt E, Ch 10, Sec 10
2.2.7 First overshoot angle 3.3 Criteria for manoeuvrability evaluation

The first overshoot angle is the additional heading deviation
3.3.1 Turning ability
experienced in the zig-zag test following the second run.
The advance is not to exceed 4,5 ship lengths (L) and the
tactical diameter is not to exceed 5 ship lengths in the turn-
2.2.8 Second overshoot angle
ing circle manoeuvre.
The second overshoot angle is the additional heading devia-
tion experienced in the zig-zag test following the third run. 3.3.2 Initial turning ability
With the application of 10° rudder angle to port/starboard,
2.2.9 20°/20° zig-zag test the ship is not to have travelled more than 2,5 ship lengths
by the time the heading has changed by 10° from the origi-
20°/20° zig-zag test is performed using the same procedure
nal heading.
given in [2.2.6] above using 20° rudder angle and 20°
change of heading, instead of 10° rudder angle and 10° 3.3.3 Yaw checking and course keeping ability
change of heading, respectively. a) The value of the first overshoot angle in the 10°/10° zig-
zag test is not to exceed:
2.2.10 Full astern stopping test
1) 10°, if L/V is less than 10 seconds,
Full astern stopping test determines the track reach of ship
2) 20°, if L/V is 30 seconds or more, and
from the time an order for full astern is given until the ship
stops in water. 3) (5 + 1/2 (L/V)) degrees, if L/V is 10 seconds or more,
but less than 30seconds,
2.2.11 Track reach where L and V are expressed in m and m/second,
respectively.
Track reach is the distance along the path described by the
midship point of a ship measured from the position at b) The value of the second overshoot angle in the 10°/10°
which an order for full astern is given to the position at zig-zag test is not to exceed the above criterion values
which the ship stops in the water. for the first overshoot by more than 15°.
c) The value of the first overshoot angle in the 20°/20° zig-
zag test is not to exceed 25°.
3 Requirements
3.3.4 Stopping ability
The track reach in the full astern stopping test is not to
3.1 Foreword
exceed 15 ship lengths. However, this value may be
increased at the discretion of the Society for large ships.
3.1.1 The standard manoeuvres are to be performed with-
out the use of any manoeuvring aids which are not continu-
ously and readily available in normal operations. 4 Additional considerations
4.1 Trials in different conditions

3.2 Conditions in which the requirements
apply 4.1.1 Where the standard trials are conducted in condi-
tions different from those specified in [3.2.1]c, the correc-
3.2.1 In order to evaluate the performance of a ship, tions deemed necessary by the Society are to be made in
manoeuvring trials are to be conducted to both port and each case.
starboard and in the conditions specified below:
• deep, unrestricted water 4.2 Dynamic instability
• calm environment 4.2.1 Where standard manoeuvres indicate dynamic insta-
bility, the Society may require additional tests to be con-
• full load, even keel condition
ducted to define the degree of instability, such as spiral tests
• steady approach at test speed. or the pull out manoeuvre.

Pt E, Ch 10, Sec 11
SECTION 11 COLD WEATHER CONDITIONS

COLD (H TDH, E TDE)
1 General 1.2.3 Plans and documents to be kept on board

The Owner is to keep on board the ship the following plans
1.1 Application and documents and they are to be made available to the
Surveyor:
1.1.1 The additional class notation COLD (H tDH, E tDE) is • stability manual including loading conditions with ice
assigned, in accordance with Pt A, Ch 1, Sec 2, [6.14.12], accretion,
to ships operating in cold weather conditions, as defined in • manual for de-icing procedures.
[1.1.2], built and fitted with systems and equipment for
deicing complying with the requirements of this Section, Table 1 : Plans and documents
where tDH and tDE are defined in [1.1.2] for, respectively, to be submitted for approval
hull and equipment exposed to low air temperature.
Plan or document
1.1.2 Cold weather conditions Distribution of steel qualities in structures exposed to low air
The requirements of this Section apply to ships intended to temperatures
operate with the following conditions: Trim and stability booklet including the additional loading
• tDH : Design temperature, in °C, to be considered conditions with ice accretion
for the hull exposed to low air temperature, Damage stability calculations when applicable for the
provided by the ship designer loading conditions with ice accretion
• tDE : Design temperature, in °C, to be considered Compartments containing internal combustion engines, aux-
for the equipment exposed to low air tem- iliary systems, HVAC systems:
perature, provided by the ship designer • heat balance for ventilation / air supply to engine
turbo-blowers
• Sea water temperature : not below −2°C • heat balance for sea water / fresh water cooling circuits
• Wind speed • not higher than 30 knots. • minimum temperatures required for ambient air to ensure
satisfactory operation of the concerned equipment
1.1.3 The requirements for the additional class notation De-icing systems including heating systems:
COLD (H tDH, E tDE) concern mainly the following functions • diagrams of the steam, hot water, thermal oil piping or
of the ship and its equipment under cold weather condi- other systems used for de-icing purposes
tions: • arrangement of the heat tracing systems
• decks and superstructures • de-icing arrangements of ballast tanks, sea chests,
overboard discharges
• stability • de-icing arrangements for air intakes
• propulsion
De-icing devices distribution board
• other essential services, as defined in [3]
Wheelhouse and cargo control room de-icing system
• electricity production arrangement
• navigation Deck machinery arrangement (windlasses, winches and deck
• crew protection. cranes) including their remote control system
They cover also: Table 2 : Plans and documents

• the elimination of ice where necessary for safe access. to be submitted for information
Plan or document
Plan showing the detail of the location of the ice accretion,
1.2.1 Plans and documents to be submitted for the detail of the area calculation and the total weight of ice
for each area
approval
The plans and documents listed in Tab 1 are to be submitted De-icing arrangements for gangways, access, working areas,
etc.
to the Society for approval.
List of tools for ice removal
1.2.2 Plans and documents to be submitted for Electrical load balance, including "de-icing case"
information
De-icing system layout (electrical heat tracing)
The plans and documents listed in Tab 2 are to be submitted
to the Society for information. Procedure for de-icing the sea chests

Pt E, Ch 10, Sec 11
1.3 Testing 3.1.2 Materials

The materials of pipes and other equipment located on
1.3.1 Following installation on board, the systems are to be open deck and not insulated are to be suitable for the tem-
subjected to operational tests to the satisfaction of the Sur- perature mentioned in [1.1.2]. The materials of pipes are to
veyor. comply with recognized standards such as EN10216-4,
EN10217-6, etc.
2 Hull and stability
3.1.3 Thermal barriers are to be considered for all pipe or
duct penetrations from exposed decks or bulkheads.
2.1 Hull
3.1.4 The use of cast iron and other brittle materials are not
2.1.1 Grades of steel
permitted in areas exposed to low temperature.
The grades of steel for structures exposed to low air temper-
atures are given in Pt B, Ch 4, Sec 1. 3.1.5 Gaskets, jointing materials and seals are to be suit-
able for the temperature mentioned in [1.1.2].
2.1.2 Any fitting or construction lugs in the bow area are
to be removed. The bow area is to be of good well fared
construction to reduce the possibility of spray production. 3.2 Principles
The selection and method of fitting of bow anchors with
3.2.1 Operation of the propulsion system and other
regard to potential spray formation is to be carefully consid-
essential systems
ered. Recessed anchors or anchors in pockets are to be con-
sidered. a) As a general rule, the temperature inside the machinery
compartments is to be kept above a minimum value
2.1.3 Shell plating and bow area are to be as smooth as allowing the equipment located in those compartments
possible to prevent the formation of spray. to operate without restrictions. This applies in particular
to the propulsion plant, the electricity generation plant,
2.1.4 Bow anchors are to be recessed as far as possible or the emergency generating set, the emergency fire pump
in pockets, with provision to ensure that they cannot freeze and auxiliary systems (such as fuel oil transfer, supply
in place. and return piping systems, lubricating oil systems, cool-
ing systems, sewage systems, etc.) and to other essential
2.1.5 Anchors and chain cables are to be of low tempera- systems as defined in Pt C, Ch 2, Sec 1.
ture steel suitable for the conditions defined in [1.1.2].
b) The ventilation capacity can be adjusted so as to limit
the heat losses. It should however satisfy the engine
2.2 Stability
needs of combustion air while avoiding excessive vac-
2.2.1 General uum in the compartment.
The requirements of Pt B, Ch 3, Sec 2, [2] and Pt B, Ch 3, Note 1: The attention is drawn to any requirements which may
Sec 2, [3] and the applicable requirements of Part E for ships impose a minimum number of air changes in the compartment,
in particular to avoid flammable oil or gas accumulation.
with the notation SDS are to be complied with for the load-
ing conditions described in Pt B, Ch 3, App 2, taking into c) Arrangements are to be made to ensure that the machin-
account the additional weight of ice indicated in [2.2.2]. ery can be brought into operation from the dead ship
condition assuming an air temperature as specified in
2.2.2 Weight of ice accretion [1.1.2].
The weight distribution of the ice accretion is to be consid-
d) A partial reduction in propulsion capability may be
ered as follows:
accepted in cold weather conditions provided that the
• 140 kg/m 2 for the horizontal exposed areas safety of the ship is not impaired.
• 70 kg/m2 for the vertical or oblique exposed areas. Note 2: The reduced power is not to be lower than the minimum
power required by the ice class notation, where applicable.
3 Machinery installations
3.2.2 Sea inlet and overboard discharge de-icing
Arrangements are to be made to avoid any blockage by ice
3.1 General
of:
3.1.1 Application • the sea inlets
The requirements contained in the present Article cover: • the overboard discharges situated above the water line
• the ship propulsion system and other essential systems, as well as up to 1 m below the ballast water line.
which are to remain in operation in the temperature
conditions defined in [1.1.2] 3.2.3 Ballast tank de-icing
• the prevention of ice formation which could be detri- a) Arrangements are to be provided to prevent water bal-
mental to the safety of the ship or of the passengers and last freezing in tanks adjacent to the shell and located
crew. totally or partly above the ballast water line.

Pt E, Ch 10, Sec 11
b) The following systems will be accepted to prevent water c) The sea chests are to:
ballast freezing:
1) be fitted on each side of the ship
• heating systems
2) be as deeply submerged as possible
• internal circulating / pumping systems
3) have an open area to the sea of at least five times the
• bubbling systems total area of the pump suctions served by the sea bay
• steam injection systems. 4) be fitted with a strainer plate at the ship's side hav-
c) This also applies to other tanks subject to freezing (such ing perforations approximately 20 mm diameter to
as fresh water, fuel oil). prevent ingestion of large ice particles
5) be fitted with a steam or compressed air connection
3.2.4 Prevention of ice build-up inside pipes and for clearing the strainer complying with Pt C, Ch 1,
associated fittings Sec 10, [2.8.4], item e).
a) Arrangements are to be made to avoid the build-up of
d) Diversion valves and piping are to be provided at over-
ice inside air pipes (in particular those connected to sea
board cooling water discharges to permit warm water to
chests, cooling water recirculation tanks and ballast
be returned to the sea chests to prevent blockage.
tanks) and inside their automatic closing devices, where
fitted. e) Suction pipes are to be connected as low as possible to
the sea chest.
b) It also applies to:
Note 1: Other arrangements affording equivalent availability of the
• sounding pipes and overflow pipes serving cooling cooling water supply can also be considered. Engine cooling sys-
water recirculation tanks and water ballast tanks tems served by water ballasts may be accepted subject to special
• piping systems located in exposed areas, including consideration.
ro-ro spaces, such as compressed air lines, steam
3.3.2 Arrangement of pipes subject to ice build-up
lines or steam drain lines when not in use
a) The pipes subject to ice build-up (see [3.2.4]) are to be
• spray water lines
placed in unexposed locations, or protected by screen-
• exposed deck scuppers, washing lines and discharge ing, heat tracing or other suitable arrangement.
lines.
b) Where provided, the insulation material is to be pro-
Note 1: The above mentioned systems are to be drained when not tected by a suitable sheath so designed as to withstand
in use. possible sea impacts.
3.2.5 Prevention of ice build-up in air intakes c) Exposed scuppers and discharge pipes are to be
arranged with heat tracing.
Arrangements are to be made to avoid ice accretion on the
fresh air intake components (ventilators, louvers, casings,
3.3.3 Design of heating systems intended for
scuppers, etc.), in particular on those serving the machinery ballast tanks
spaces, emergency generating set room and HVAC rooms.
This may be accomplished by means of closed-circuit venti- a) Onboard ships where flammable cargo vapours may
lation sequences or by electric or steam tracing of the said enter the ballast tanks in case of structural damage, the
components. temperature of any part of the heating system is not to
exceed the maximum temperature allowed for the
3.2.6 Fire main cargo.
At least one of the fire pumps is to be connected to the sea b) The heating lines including the return lines are to be
inlet referred to in [3.3.1]. independent from those serving the cargo tanks.
Refer also to Pt C, Ch 4, Sec 6, [1.2.1]. c) Heating coils which are not in use are to be drained.
3.2.7 Air vents heads are to be fitted with de-icing device. 3.3.4 Bubbling systems
a) Bubbling systems are to be so designed as to avoid any
3.3 Design requirements ice formation in the tank which may be detrimental to
the tank structure.
3.3.1 Design of the sea inlets b) The bubbling system is to include a sufficient number of
a) The ship is to be provided with at least one sea bay from air nozzles distributed throughout the tank bottom.
which pumps supplying cooling water to essential c) The maximum pressure induced in the tank by the air
machinery draw. supply system is not to exceed the design pressure of the
b) The sea bay is to: tank.
1) be supplied with water from at least two sea chests, d) The bubbling system may be served:
and • either by a dedicated compressed air plant, or
2) be connected to the sea chests by pipes, valves and • by the general service air system provided its capac-
strainers with a cross sectional area equal to the total ity takes into account the air consumption of the
area of the suctions served by the sea bay. bubbling system.

Pt E, Ch 10, Sec 11
3.3.5 Prevention of tank over-pressurisation 4.2.2 Following services are to be considered for de-icing
arrangement:
Provisions are to be made to prevent over-pressurizing the
tanks and sea chests when the air or steam injection system • heated bridge windows and heated cargo control room
is operating. Pressure reduction devices are to be fitted windows, including arrangement for heating/isolating
where deemed necessary. the windows washing water system, which avoid forma-
tion of ice, or mist reducing the visibility through the
3.3.6 Instrumentation windows
• installation of electrical de-icing system for all escape
a) Provisions are to be made to ensure a satisfactory opera-
doors and all main doors giving access to the deck area.
tion of the level sensors and remote gauging indicators
The system is to be arranged so as to avoid formation of
in ballast tanks.
ice, which may block the door
b) Temperature sensors are to be provided in each ballast • heating of bunker lines on deck, when electrical heat
tank, giving an alarm in case of low temperature in the tracing is provided together with insulation
tank.
• heating of scupper lines when electrical heat tracing is
Note 1: The temperature alarms are to be inhibited when the bal- provided
last capacities are not used.
• sequence of ventilation in loop in the air inlet compart-
c) Temperature and pressure sensors are to be fitted in sea ment so as to avoid ice formation on air intakes for
bay, so as to generate an alarm. HVAC, machinery room, and emergency generator
room
d) Ballast pumps are to be fitted with alarm and shutdown,
• heating of wistle
in case of low pressure at the pump suction.
• heating of antennas and similar equipment
3.3.7 Supporting of pipes • a socket outlet is to be provided close to each lifeboat so
The design and arrangement of the pipe supports and col- as to supply the heating system of lifeboat engine.
lars are to take into account the weight of ice accretion,
which is calculated in accordance with the provisions of 4.2.3 The electrical services as indicated in [4.2.2] are con-
[2.2.2]. sidered as essential services. They may be activated manu-
ally, when the outside temperature alarm is activated.
3.3.8 P/V valves
4.2.4 The heating power capacity for sizing the de-icing
Specific heating is to be provided for the cargo P/V valves, if system is to be based on a minimum of 10 |tDE| W/m2, with-
any, so as to maintain their proper operation. out being less than 300 W/m 2.
4.2.5 When the outside temperature is below −10°C during

4 Electrical installations more than 5 hours, an alarm is to be triggered, so as to
inform the personnel that the de-icing system is to be put
into service.
4.1 General
4.1.1 Electrical equipment fitted in open decks are to be 4.3 Protection

suitable for operation at the temperature mentioned in
[1.1.2]. The permanent electrical de-icing devices are to 4.3.1 The heating cables or electrical heating system are to
comply with the rules indicated in Part C, Chapter 2. be protected against overload and short circuit.
4.1.2 Cableways supports 4.3.2 When heating cables are of the self regulated type,
the overload protection may be omitted.
Cableways supports are to be designed so as to take into
consideration the ice load. 4.3.3 The distribution boards dedicated to the de-icing
devices are to be arranged with indication of the devices in
4.1.3 Thermal barriers are to be considered for all cables or service.
cable duct penetrations from exposed decks or bulkheads.
4.3.4 The distribution boards dedicated to the de-icing
devices are to be arranged with insulation monitoring. A
4.2 System design specific alarm dedicated to this service is to be provided.
4.2.1 The electrical power necessary to supply the de-icing 4.3.5 Where electrical heat tracing is provided in danger-
devices is to be considered as a permanent load. A specific ous area, the temperature surface of the cable is not to
case of load balance taking into account the load of these exceed the maximum temperature allowed for the type of
de-icing devices is to be submitted to the Society. cargo, the ship is entitled to carry.

Pt E, Ch 10, Sec 11
5 Additional requirements The quantity of equipment is to be sufficient for manual de-

icing operation.
5.1 Special equipment 5.1.3 Specific arrangement for protection of deck machin-
ery (foam monitors, davits, lifeboats, lifejackets lockers,
5.1.1 De-icing of deck areas winches, windlasses, cranes), helideck and its access, sup-
A steam, high pressure hot water, or electrical heating sys- pressing the risk of ice formation, such as machinery
tem is to be provided on the exposed deck to allow the de- located in protected spaces, or specific protection arrange-
icing of the ship areas to which the crew may have access ment is to be provided.
during the normal operation of the ship, in particular:
• manoeuvring area 5.1.4 Personal protection and evacuation equipment are to
be suitable for the temperature defined in [1.1.2].
• loading / unloading area
• area around the access to the deckhouses 5.1.5 Specific protection, such as tarpaulins is to be fitted
• passageways, gangways, walkways. for cargo valves and associated instrumentation.
The circulation on exposed decks is to be facilitated by the 5.1.6 Operation of deck machinery
use of appropriate gratings and stairs (including escapes, The deck machinery is to be arranged so as to operate in the
access to lifeboats, to winching areas). Where necessary, condition defined in [1.1.2]. Where necessary, hydraulic oil
safety lines are to be provided on the exposed deck. system is to be provided with heating arrangement.
Manual de-icing may be accepted as an alternative method
5.1.7 HVAC
to a limited extent, where such a method is found appropri-
The HVAC plant is to be designed so as to ensure adequate
ate and practical.
temperature in the accommodation with outside tempera-
5.1.2 De-icing tools ture mentioned in [1.1.2]. Arrangement is made to control
humidity.
De-icing tools, such as scrapers, lances, showels, etc., are
to be provided on board to allow manual de-icing. 5.1.8 Attention is to be paid ensuring that navigation and
They are to be kept in stores of the main deck and at loca- communication equipment is suitable for the temperature
tions protected from ice accretion. mentioned in [1.1.2].

Pt E, Ch 10, Sec 12
SECTION 12 EFFICIENT WASHING OF CARGO TANKS

(EWCT)
1 General to be such as to ensure that the washing jet from the fixed
washing machines have the necessary cleaning impact on
the surface. The location of the washing machines and the
1.1 Application
shadow areas are to be taken into account.
1.1.1 The additional class notation EWCT is assigned, in
accordance with Pt A, Ch 1, Sec 2, [6.14.14], to ships 2.1.3 Cargo tanks are to be either effectively coated or of
granted with the service notation Oil Tanker, FLS Tanker or stainless steel construction.
Chemical Tanker fitted with efficient washing arrangements
2.1.4 Heating coils are to be of corrosion resistant materi-
complying with this Section.
als, stainless steel or equivalent.

2.2 Cargo piping system
1.2.1 The documents listed below are to be submitted.
• cargo tank arrangement 2.2.1 Cargo piping are to be either effectively coated inter-
nally or of stainless steel construction.
• coatings
• shadow diagrams 2.2.2 Cargo pumps are to be of the deep-well type individ-
• cargo piping system diagram ual to each tank with one or more units per tank and
• cargo tank cleaning system diagram located with the necessary suction wells for adequate drain-
• tank washing machine specifications age.
• operation manual.
2.3 Cargo tank cleaning system
The Society reserves the right to require additional plans or
information in relation to the specific characteristics of the 2.3.1 The tank cleaning heater is to be capable of maintain-
installation. ing a minimum temperature of 85°C with adequate
throughput to clean the largest tank.
2 Design requirements
2.3.2 Tank washing machines are to be permanently
2.1 Cargo tanks installed and give no less than 96% coverage of each tank
based upon 70% of the washing jet length at its normal
2.1.1 Tanks are to be designed with smooth bulkheads to operating pressure. Tank fittings such as ladders heating
reduce any possibility of accumulation of residues. In prin- coils need not be included as shadow areas.
ciple, stiffeners and brackets that could accumulate residues
and prevent efficient cleaning are not acceptable. 2.3.3 Portable tank washing machines and the necessary
openings and equipment are to be provided along with the
2.1.2 Bulkheads may be corrugated but special care is to necessary guidance how to tackle any shadow areas. The
be taken over the design of the corrugations especially use of the portable tank cleaning machines should not
those which are horizontal. The angle of the corrugations is require tank entry by personnel.

Pt E, Ch 10, Sec 13
SECTION 13 PROTECTED FO TANKS (PROTECTED FO

TANKS)
1 General The minimum value of h is 0,76 m.
1.1 Application 2.1.2 In the turn of the bilge area and at locations without a
clearly defined turn of the bilge, the oil fuel tank boundary
1.1.1 The provisions of the present Section apply only to line shall run parallel to the line of the midship flat bottom
ships with an aggregate oil fuel capacity of less than 600 m3. as shown in Fig 1.
Note 1: For ships with an aggregate oil fuel capacity of 600 m3 and
above, the provisions of Pt C, Ch 1, Sec 10, [11.5.3] apply. Figure 1 : Oil fuel boundary lines
relating to bottom shell
1.1.2 The provisions of this Section apply to all oil fuel
tanks except small oil fuel tanks, as defined in [1.2.5].
1.2 Definitions
1.2.1 “Oil fuel” means any oil used as fuel oil in connec-
tion with the propulsion and auxiliary machinery of the ship
in which such oil is carried.
1.2.2 “Length (L)” means 96% of the total length on a water-

line at 85% of the least moulded depth measured from the top
of the keel, or the length from the foreside of the stem to the
axis of the rudder stock on that waterline, if that be greater. In base line
ships designed with a rake of keel the waterline on which this h h
length is measured shall be parallel to the designed waterline.
The length (L) shall be measured in metres.
1.2.3 “Breadth (B)” means the maximum breadth of the 2.2 Distance from the side shell plating
ship, in metres, measured amidships to the moulded line of
the frame in a ship with a metal shell and to the outer sur- 2.2.1 Oil fuel tanks shall be located inboard of the moul-
face of the hull in a ship with a shell of any other material. ded line of the side shell plating, nowhere less than the dis-
tance w which, as shown in Fig 2, is measured at any cross-
1.2.4 “Oil fuel tank” means a tank in which oil fuel is car-
section at right angles to the side shell, as specified below:
ried, but excludes those tanks which would not contain oil
fuel in normal operation, such as overflow tanks. w = 0,4 + 2,4 C / 20000 m
1.2.5 “Small oil fuel tank” is an oil fuel tank with a maxi- The minimum value of w is 0,76 m.
mum individual capacity not greater than 30 m3.
1.2.6 “C” is the ship’s total volume of oil fuel, including 2.3 Oil fuel piping lines
that of the small oil fuel tanks, in m3, at 98% tank filling.
2.3.1 Lines of oil fuel piping located at a distance from the
1.2.7 “Oil fuel capacity” means the volume of a tank in m3, ship’s bottom of less than h, as defined in [2.1], or from the
at 98% filling. ship’s side less than w, as defined in paragraph [2.2] are to
be fitted with valves or similar closing devices within or
2 Design requirements immediately adjacent to the oil fuel tank. These valves are
to be capable of being brought into operation from a readily
accessible enclosed space the location of which is accessi-
2.1 Distance from the bottom shell plating ble from the navigation bridge or propulsion machinery
control position without traversing exposed freeboard or
2.1.1 Oil fuel tanks are not to be located above the moul-
superstructure decks. The valves are to close in case of
ded line of the bottom shell plating nowhere less than the
remote control system failure (fail in a closed position) and
distance h as specified below:
are to be kept closed at sea at any time when the tank con-
h = B / 20 m or tains oil fuel except that they may be opened during oil fuel
h = 2,0 m, whichever is the lesser. transfer operations.

Pt E, Ch 10, Sec 13
Figure 2 : Oil fuel boundary lines relating to side shell
w w
.
.
w w
h>w h<w
. .
h h h
h
1.5 h
.
.
. . base line
2.3.2 The valves or similar closing devices referred to in 2.4 Suction wells
[2.3.1] above may be located in the double bottom pro-
vided they are arranged at a distance from the ship’s bottom 2.4.1 Suctions wells in oil fuel tanks may protrude into the
of not less than 0,5 h. double bottom below the boundary line defined by the dis-
tance h provided that such wells are as small as practicable
2.3.3 Air pipes and overflow pipes from oil fuel tanks are and the distance between the well bottom and the bottom
not considered as part of the lines of fuel oil piping referred shell plating is not less than 0,5 h.
to in [2.3.1] above and may therefore be located at a dis-
tance from the ship side of less than w.

Pt E, Ch 10, Sec 14
SECTION 14 INCREASED ADMISSIBLE CARGO TANK

PRESSURE (IATP)
1 Application 2.1.2 The following documents are to be submitted to the

Society for information:
• Cargo functional diagrams when all the tanks are not
1.1 Ships covered by this section
operated at the same pressure.
1.1.1 This Section applies to ships having the service nota- • Cargo operation manual and procedures, including:
tion liquefied gas carrier and intended to carry methane - procedure associated with changing the set pressure
(LNG) whose maximum cargo tank maximum design pres- of the cargo tanks relief valves
sure does not exceed 70 kPa and that are designed and built
so as to allow the pressure in the tanks to increase above - cargo handling procedures when all the tanks are
25 kPa. not operated at the same pressure.
• Ship to ship transfer procedure if relevant.
LNG carriers with IATP notation are characterized by:
• a dual setting of the cargo tanks pressure relief valves, or 3 Definitions

• a boil-off handling system whose available capacity can
be lower than 100% of the nominal boil-off rate of the 3.1
ship during the periods referred to in [4.3.2], or
3.1.1 Nominal boil-off gas rate (NOBG)
• both.
For the purpose of this Section, the nominal boil-off gas rate
means the maximum boil-off rate considering an ambient
1.2 Scope temperature of 45°C, as specified by the cargo containment
system designer.
1.2.1 This section covers:
3.1.2 Boil-off gas handling system
• the ship's structure
For the purpose of this Section, the gas handling system
• the cargo tanks pressure relieving system means all the equipment installed on board the gas carrier
and allowing the boil-off gas disposal. Boil-off gas handling
• the boil-off gas management system. system includes gas or dual fuel engines, gas turbines, boil-
ers, Gas Combustion Units (GCU) and reliquefaction instal-
lations, or other gas consuming equipment, as appropriate.
2 Documentation to be submitted
4 General design requirements
2.1 Drawings and documents to be
submitted to the Society
4.1 Ship design
2.1.1 The following drawings and documents are to be sub-
4.1.1 Ship's structure
mitted to the Society for review:
The ship's structure is to be designed and tested according
• Cargo tanks venting system specification, where the dif- to Part D, Chapter 9, taking into consideration the maxi-
ferent values of the pressure relief valves setting and the mum service pressure in the cargo tanks.
related high pressure alarm levels are indicated.
The case where the pressure in one or several cargo tanks is
• Pressure relief valves drawings for cargo tanks. the atmospheric pressure while the pressure in the other
cargo tanks is at the highest allowable service pressure is to
• Calculation of the maximum filling level for each cargo be considered, if necessary.
tank depending on the setting of the pressure relief
valves. 4.1.2 Fatigue assessment
• Justification of the reduction of the available gas han- The low cycle fatigue may have to be assessed, according to
dling system capacity referred to in [4.3.3]. Part B, Chapter 7, depending on cargo operation cycles.

Pt E, Ch 10, Sec 14
4.2 Cargo tanks pressure relieving system 4.3 Boil-off gas management system
4.2.1 General arrangement of the cargo tank 4.3.1 Normal navigation condition
pressure relieving system In normal navigation condition, the cargo handling system
The following requirements apply to ships whose cargo of the ship is to be able to dispose at least 100% of the nom-
tanks are provided with pressure relief valves with single or inal boil-off gas rate.
dual setting values.
4.3.2 Reduction of the boil-off gas disposal
Installations with more than 2 pressure relief valves settings
Subject to the flag authorities agreement, the available
will be subject to special examination by the Society.
capacity of the ship's boil-off gas handling system may be
below the nominal boil-off gas rate during the following
4.2.2 Installation with single setting of the pressure
periods on condition that the pressure in the cargo tanks
relief valves
can be maintained below the set pressure of the safety relief
When single setting cargo tanks pressure relief valves are valves for at least 21 days:
installed, the pressure relieving system is to be designed
• when the gas engines are stopped or running at low
according to the appropriate requirements of IGC Code and
load
Part D, Chapter 9.
• for the vessels fitted with a reliquefaction installation for
4.2.3 Installation with dual setting of the pressure boil-off gas disposal, when a part of this installation is
relief valves out of service.
Cargo tanks pressure relief valves with dual setting pressure
4.3.3 Capacity reduction of the boil-off gas
are to be in accordance with IGC code 8.2.6.
handling system
If three way valves are used for the selection of the pressure During the periods the boil-off gas handling system is
setting, positive locking devices are to be provided. reduced in accordance to [4.3.2], the available capacity of
If an auxiliary pilot unit is installed on the permanently the system is however not to be less than 50% of the
installed pilot, its setting is not to be modified when it is NBOG.
handled and it must be sealed as required in IGC Code. The following arrangement may be considered:
When not in use, the auxiliary pilots are to be safely stored • Ship equipped with gas engines and GCU: the capacity
so as to minimize the risks of mechanical damage and/or of the GCU is not to be less than 50% of NBOG
modification of setting. • Ship equipped with reliquefaction installation (without
GCU): the reliquefaction installation is to consist of
4.2.4 Visual indication of the safety valve setting 2 trains, each having at least a 50% NBOG capacity
When dual setting pressure relief valves are installed, • Other arrangement where at least 50% of the NBOG
arrangements are to be made in order to allow a visual veri- can be handled at any time.
fication of the setting of the pressure relief valves.
Note 1: The minimum reduced capacity of GCUs or reliquefaction
4.2.5 Modification of the pressure relief valves installations may be required to be greater than 50% if necessary to
setting at sea achieve the 21 days condition stated in [4.3.2].
When dual setting pressure relief valves are installed, the

changing of the setting is not to be done automatically and 5 Control, monitoring and safety
is to require a manual operation. systems
The changing of the set pressure during laden voyage is to
be carried out under the supervision of the master in accor- 5.1 Cargo tanks pressure alarms
dance with the procedures included or referred to in the
cargo operation manual requested in [2.1.2]. 5.1.1 Pressure alarms levels, and other associated parame-
ters if any, are to be adjusted in the cargo control system
Before changing the setting value of the safety valves of one when cargo tank relief valves settings are changed.
tank, the master is to make sure that the level in the tank is
not above the maximum filling limit corresponding to the The selection on the console is to be carried out by means
new setting pressure. of a single switch with key lock which will select the appro-
priate pressure alarms and associated parameters.
The level in the tank may be assessed by the following
The necessary information about these parameters is to be
means:
available at the request of the operators.
• level switches
• level indicating devices 5.2 Indication of the cargo tanks pressure
• level gauging devices. setting
Note 1: The master is to pay attention to the fact that the accuracy 5.2.1 A permanent indication of the setting of the pressure
of the level indicating and level gauging devices may be impaired relief valves is to be displayed on the mimic diagrams on
at sea due to the liquid motion in the tanks. the appropriate screens.

Pt E, Ch 10, Sec 14
6 Other 6.2 Ship to ship transfer

6.2.1 Means and/or measures are to be provided to prevent
6.1 Shop and gas trials overpressure in the cargo tanks of the discharging or receiv-
6.1.1 During the ship gas trials the functional test of the gas ing ship.
management system is to be carried out at the lower and at
the higher set pressure of the pressure relief valves.
The functional test of the pressure relief valves for cargo
tanks is to be carried out at manufacturer's test shop or at
gas trials.

Pt E, Ch 10, Sec 15
SECTION 15 ENHANCED FIRE PROTECTION FOR CARGO

SHIPS AND TANKERS (EFP-AMC)
1 General
2.4 Containment of fire
1.1 Application
2.4.1 Method of protection in accommodation area
1.1.1 The following additional class notations are assigned,
Only method of protection IC, in accordance with Pt C, Ch
in accordance with Pt A, Ch 1, Sec 2, [6.14.17] to cargo
4, Sec 5, [1.4.1], is to be adopted in accommodation and
ships and tankers complying with the requirements of this
service spaces and control stations.
Section:
• EFP-A for ships having enhanced fire safety protection in 2.4.2 Subdivision
accommodation spaces (see applicable requirements in
a) All divisional bulkheads, linings, ceilings in accommo-
[2])
dation spaces, service spaces and control stations are to
• EFP-M for ships having enhanced fire safety protection be of at least B-15 class. Private sanitary units are con-
in machinery spaces (see applicable requirements in [3]) sidered as part of the cabin in which they are located,
• EFP-C for ships having enhanced fire safety protection in and the corresponding bulkhead and door reduced to
cargo areas (see applicable requirements in [4]) C-class division.
• EFP-AMC for ships complying with all the requirements b) Corridors in accommodation spaces are to be divided
of this Section. by self-closing class B-15 doors at a maximum distance
of 20m from each other. When transversal corridors and
2 Protection of accommodation spaces longitudinal corridors are connected to each other, self-
closing class B-15 doors are also to be provided if the
(EFP-A)
total corridor length exceeds 20 m.
2.1 Application 2.4.3 Fire integrity of bulkheads and decks

a) All decks in accommodation spaces, including corridors,
2.1.1 This article is applicable to cargo ships and tankers
and service spaces are to be of minimum A-0 class.
having the additional class notation EFP-A or EFP-AMC.
b) All bulkheads and decks separating the accommodation
spaces from machinery spaces, cargo holds and ballast
2.2 Prevention of fire
and cargo pump rooms, as applicable, are to have an A-
2.2.1 Furniture in stairway enclosures 60 rating. This requirement does not apply to fire cate-
Furniture in stairway enclosures is to be limited to seating. It gory 7 machinery spaces located within the accommo-
is to be fixed, limited to six seats on each deck in each stair- dation spaces and only serving accommodation and
way enclosure, be of restricted fire risk determined in accor- service spaces, such as air conditioning spaces and ser-
dance with the Fire Test Procedures Code, and is not to vice trunks.
restrict the escape route. Furniture is not to be permitted in 2.4.4 Doors in fire-resisting divisions
corridors forming escape routes in cabin areas. In addition
All doors fitted in the corridor bulkheads (providing access
to the above, only lockers of non-combustible material,
to cabins, public spaces, etc.) are to be of self-closing type.
providing storage for non-hazardous safety equipment
Service hatches and normally locked doors need not to
required by the regulations, may be permitted.
comply with this requirement.
2.3 Detection and alarm 2.5 Escape

2.3.1 A fixed fire detection and fire alarm system of addres- 2.5.1 Dead-end corridors
sable type is to be so installed and arranged as to provide
A corridor, lobby, or part of a corridor from which there is
smoke detection in service spaces, control stations and
only one route of escape is prohibited. Dead-end corridors
accommodation spaces, including corridors, stairways and
used in service areas which are necessary for the practical
escape routes within accommodation spaces. Heat detec-
utility of the ship, such as fuel oil stations and athwartship
tors in lieu of smoke detectors may be installed in galleys
supply corridors, are permitted, provided such dead-end
and refrigerated spaces. Spaces having little or no fire risk
corridors are separated from accommodation areas. Also, a
such as voids, public toilets, private bathrooms, carbon
part of a corridor that has a depth not exceeding its width is
dioxide rooms and similar spaces need not be fitted with a
considered a recess or local extension and is permitted.
fixed fire detection and alarm system.

Pt E, Ch 10, Sec 15
2.5.2 Means of escape 3.5 Local application system

2
Spaces exceeding 30 m are to be provided with at least
two means of escape, as widely separated as possible. Both 3.5.1 The local application system is to be provided with
means of escape are to be a door having direct access to a an automatic release.
corridor, a stairway or an open deck.
3.5.2 The system release is to be controlled by a combina-
tion of flame and smoke detectors. The detection system is
3 Protection of machinery spaces to provide an alarm upon activation of any single detector
and discharge if two or more detectors activate. The detec-
(EFP-M) tion system zones are to correspond to the extinguishing
system zones.
3.1 Application
3.1.1 This Article is applicable to cargo ships and tankers 3.6 Escape
having the additional class notation EFP-M, EFP-C or EFP-
AMC. 3.6.1 Escape from machinery control rooms,
workshops and auxiliary machinery spaces
Two means of escape are to be provided from a machinery
3.2 Machinery spaces general arrangement control room located within a machinery space, at least one
of which will provide continuous fire shelter to a safe posi-
3.2.1 Segregation of thermal oil heaters and tion outside the machinery space. This is also applicable to
incinerators workshops, and, as far as practicable, to auxiliary machin-
Oil fired thermal oil heaters and incinerators are subject to ery spaces.
the same segregation requirements as for purifiers (see Pt C,
Ch 4, Sec 6, [4.1.2]. They are to be placed in a separate
room, enclosed by steel bulkheads extending from deck to 3.7 Centralized fire control station
deck and provided with self-closing steel doors.
3.7.1 Controls required:
3.2.2 Location of hydraulic power units • in items a) to d) of Pt C, Ch 4, Sec 2, [2.1.2]
The requirement of Pt C, Ch 1, Sec 10, [14.3.3] is replaced • in Pt C, Ch 4, Sec 4, [2.2.2]
by the following requirement:
• in Pt C, Ch 4, Sec 5, [4.2.2], and
• Hydraulic power units are to be located outside main • the controls for any required fire-extinguishing system
engine or boiler rooms.
and CCTV system controls,
3.3 Detection and alarm are to be located in a centralized fire control station, having
a safe access from the open deck.
3.3.1 Fire detection system However, controls for release of the fixed extinguishing sys-
a) All machinery spaces, including auxiliary machinery tem in machinery spaces of category A and controls for
spaces, are to be covered by the fire detection system. closing of oil fuel valves are to be readily accessible but
may be located outside the centralized fire control station.
b) Fire detectors of more than one type are to be used for
the protection of machinery spaces of category A. Flame
detectors are to be provided in addition to smoke detec- 4 Protection of cargo decks and cargo
tors, in way of engines, heated fuel oil separators, oil spaces (EFP-C)
fired boilers and similar equipment.
c) Smoke detectors located in workshops are to be con- 4.1 Cargo ships
nected to a timer function which automatically resets
after maximum 30 minutes. 4.1.1 Application
This sub-article is applicable to dry cargo ships having the
3.3.2 TV monitoring system additional class notation EFP-C or EFP-AMC.
Machinery spaces of category A are to be provided with a
color TV monitoring system, covering all hot spots, such as 4.1.2 Fire detection system
engines with rated power above 375 kW, heated fuel oil A fixed fire detection and fire alarm system complying with
separators and oil fired boilers. Monitors are to be located the requirements of Pt C, Ch 4, Sec 14 or a sample extrac-
in a manned control station or in an engine control room. tion smoke detection system complying with the require-
ments of Pt C, Ch 4, Sec 14 is to be installed in all dry cargo
3.4 Ventilation system holds.
3.4.1 In machinery spaces of category A, at least one 4.1.3 Fire fighting

exhaust ventilation fan is to have a supply from the emer- Cargo spaces are to be protected by a fixed carbon dioxide
gency source of power, in order to permit, after a fire, the or inert gas fire-extinguishing system, in compliance with Pt
release of smoke and gaseous extinguishing agent, if any. C, Ch 4, Sec 6, [6].

Pt E, Ch 10, Sec 15
The exemption clause, as referred to in Pt C, Ch 4, Sec 6, 4.3.5 Water-spray protection of lifeboats

[6.1.4], is not applicable to ships intended for the additional If lifeboats are not separated by steel bulkheads from the
class notation EFP-C or EFP-AMC. cargo area, a manual water spraying system giving an effec-
tive average distribution of water of at least 10 l/min/m2
4.2 Ro-ro cargo ships over the sides and top of each lifeboat is to be provided. It
may be taken from the fire main with the isolating valve
located outside the protected area, if the capacity of the fire
4.2.1 Application
pumps is sufficient for simultaneous activation of the water-
This sub-article is applicable to ships having the additional spraying system and the fire main system. In any case, the
class notation EFP-C or EFP-AMC and the service notation system is to be remote-controlled from the wheelhouse.
ro-ro cargo ship.
4.3.6 Inert gas system
An inert gas system complying with Pt D, Ch 7, Sec 6, [5] or
4.2.2 Fire detection system
Pt D, Ch 8, Sec 9, [2], as applicable, is to be provided for all
A fixed fire detection and fire alarm system of addressable tankers having additional class notation EFP-C or EFP-AMC,
type is to be so installed and arranged as to provide smoke even if less than 20000 DWT. This is however not applica-
detection in all ro-ro spaces. ble to oil tankers having the additional service feature flash
point > 60°C.
4.3 Oil tankers, FLS tankers and chemical
tankers 4.4 Liquefied gas carriers
4.4.1 Application
4.3.1 Application
This sub-article is applicable to ships having the additional
This sub-article is applicable to ships having the additional class notation EFP-C or EFP-AMC and the service notation
class notation EFP-C or EFP-AMC and one of the following liquefied gas carrier.
service notations: oil tanker, FLS tanker or chemical tanker.
4.4.2 Fire detection system

4.3.2 Fire detection system in cargo pump rooms
A fixed fire detection and fire alarm system complying with
A fixed fire detection and fire alarm system complying with the requirements of Pt C, Ch 4, Sec 14, [8] and approved for
the requirements of Pt C, Ch 4, Sec 14 and approved for use in gas hazardous atmosphere is to be so installed and
use in gas hazardous atmosphere is to be so installed and arranged as to provide smoke detection in enclosed spaces /
arranged as to provide smoke detection in cargo pump areas containing cargo handling equipment, such as com-
rooms. Controls are to be located in the cargo control room, pressor and pump rooms, reliquefaction room, regasifica-
if any, and in the wheelhouse. tion spaces, and electric motor room within the cargo area.
Controls are to be located in the wheelhouse.
4.3.3 Fire main
4.4.3 Fixed fire-extinguishing system in electrical
The fire main on deck is to be arranged as a ring main laid
rooms
to the port and starboard side. Isolation valves are to be
globe valves of steel or fire safe butterfly valves. Main fire Enclosed spaces/areas containing cargo handling equip-
pumps are to be remote-controlled from the wheelhouse. ment, such as compressor and pump rooms, reliquefaction
room, regasification spaces, and electric motor room within
4.3.4 Foam system the cargo area should be provided with a fixed gas fire
extinguishing system complying with the requirements of Pt
a) For oil tankers of less than 4000 GT, foam from the fixed C, Ch 4, Sec 14, [4] taking into account the necessary con-
foam system is to be supplied by means of monitors and centrations required for extinguishing gas fires or water mist
foam applicators. Use of applicators only, as per Note 2 fire extinguishing system complying with the requirements
in Pt D, Ch 7, Sec 6, [3.2.1], item d), is not applicable. of Pt C, Ch 4, Sec 14, [6].
b) Tankers of 4000 GT and upwards need a foam ring 4.4.4 Fire main
main, arranged along the centre line as a single line
The fire main on deck is to be arranged as a ring main laid
with foam outlet branches to both port and starboard
to the port and starboard side. Isolation valves are to be
arranged just aft of each monitor. At least two foam mix-
globe valves of steel or fire safe butterfly valves. Main fire
ing units and two foam concentrate pumps are to be
pumps are to be remote-controlled from the wheelhouse.
provided, placed together with the storage tank for foam
concentrate in a dedicated room. Foam concentrate suf-
4.4.5 Dry chemical powder fire-extinguishing system
ficient for 30 minutes of continuous foam production
are to be stored onboard. Two foam monitors at each The dry chemical powder fire-extinguishing system comply-
side of the accommodation front and monitors covering ing with the requirements of Pt D, Ch 9, Sec 11, [3.1] is sub-
the cargo manifold are to be remote-controlled from the ject to the following additional requirement:
bridge or from another safe area with a good visibility to • Sufficient dry powder quantity is to be stored on board
the monitors coverage area. to provide 60 s operation.

Pt E, Ch 10, Sec 15
4.4.6 Fire extinguishing arrangement in vent mast cargo area, a manual water spraying system giving an effec-
of gas carriers tive average distribution of water of at least 10 l/min/m2 over
A fixed system for extinguishing a fire at the vent outlet is to the sides and top of each lifeboat is to be provided. It may
be provided inside venting masts for cargo tank venting sys- be taken from the fire main with the isolating valve located
tem. Nitrogen, CO2 or any other suitable medium is accept-
outside the protected area, if the capacity of the fire pumps
able.
is sufficient for simultaneous activation of the waterspraying
4.4.7 Water-spray protection of lifeboats system and the fire main system. In any case, the system is
If lifeboats are not separated by steel bulkheads from the to be remote-controlled from the wheelhouse.

Pt E, Ch 10, Sec 16
SECTION 16 SINGLEPASSLOADING
1 General 2 Documentation to be submitted
2.1 Design loading rate

1.1 Application
2.1.1 The design loading rate is to be defined by the
1.1.1 The additional class notation SINGLEPASSLOADING designer and submitted to the Society. Its value is to be indi-
may be assigned to ships having the service notation ore cated in the loading manual. Unless otherwise specified,
carrier which are specially designed for single pass loading. the design loading rate is to be taken as 16000 t/h.
This additional class notation may be completed by the
design loading rate in tons per hour, for example: 2.2 Loading sequences
SINGLEPASSLOADING [16000 t/h].
2.2.1 Applicable loading sequences are to be submitted by
the designer to the Society for review. These loading
1.1.2 The additional class notation SINGLEPASSLOADING sequences are to describe every loading step from empty (bal-
only covers the loading sequences provided to the Society, last) condition up to the ship’s final loading condition. If multi-
as referred to in [2.2.1]. ple loaders are used, the corresponding information is to be
detailed. Typical final loading conditions to be considered
include homogeneous loading conditions, alternate loading
1.2 Definitions conditions and part loading conditions, as applicable.
1.2.1 Loading sequence 2.2.2 For any considered loading sequence, the following
information is to be provided at the initial stage (empty con-
The loading sequence is the step-by-step description of the dition) and at the end of each loading step:
loading process of the ship starting from empty condition • cargo hold mass of each cargo hold
(no cargo in holds) and ending at the fully loaded condition.
• ballast tanks filling levels
The loading sequence is to include the description of the
• longitudinal distribution of still water bending moment
necessary de-ballasting operations.
and shear force. The corresponding values are to be
given at least at the transverse cargo bulkheads and at
1.2.2 Loading step mid-hold positions
A loading step is one step of the loading sequence. The step • trim and draught of the ship (mean, aft and fore)
begins when the considered empty cargo hold starts to be • metacentric height, corrected for free surface effects.
filled up and ends when this cargo hold reaches its final fill-
ing. In case of multiple loaders acting simultaneously the 2.3 Hold mass curves
loading step begins when the considered empty cargo holds
start to be loaded and ends when these holds reach their 2.3.1 Hold mass curves for each single cargo hold are to be
provided in the loading manual. The curves are to show the
final filling.
maximum allowable and minimum required mass of cargo
and double bottom contents (e.g. ballast water) of each
1.2.3 Loading rate cargo hold as a function of the draught at mid-hold position
The loading rate is defined as the total mass of cargo (for determination of the permissible mass in a single cargo
hold, refer to Pt B, Ch 11, App 1).
divided by the time needed for the ship to be entirely
loaded during active filling operations, and is expressed in 2.3.2 Hold mass curves for any two adjacent cargo holds
t/h (tons per hour). are to be provided in the loading manual. They are to show
the maximum allowable and minimum required mass of
1.2.4 Design loading rate cargo and double bottom contents of any two adjacent
cargo holds as a function of the mean draught in way of
The design loading rate is the maximum loading rate, in t/h, these cargo holds. This mean draught may be obtained
for which the ship is designed. averaging the draughts at both mid-hold positions (for deter-
mination of permissible mass in two adjacent cargo holds,
1.2.5 Single pass loading refer to Pt B, Ch 11, App 1).
Note 1: In the context of single pass loading all loading steps are to
The ship can be loaded from empty (ballast) condition up to be related to the hold mass curves in harbour condition, while only
the fully loaded condition by filling each cargo hold to the the initial (ballast) and final (fully loaded) step are to be related to
maximum permissible cargo mass in a single pour. the hold mass curves in seagoing condition.

Pt E, Ch 10, Sec 16
3 Loading instrument and alternative 4.2.4 The inner bottom is to comply with the requirements
for the additional class notation GRABLOADING, as
loading defined in Ch 10, Sec 2.
3.1 Loading instrument 4.3 Control and monitoring

3.1.1 The ship loading instrument is to ascertain that:
4.3.1 An automatic draught reading system, feeding
• the mass of cargo and double bottom contents remains draught and trim data to the loading computer, is to be pro-
within the limits defined by the hold mass curves vided. Readings are also to be provided in the cargo loading
• the resulting still water bending moment and still water station.
shear force remain within the permissible values, as
applicable in port conditions. 5 System requirements
3.2 Alternative loading
5.1 General
3.2.1 If any deviation from the approved loading sequence
5.1.1 The ship is to be fitted with a de-ballasting system
is deemed necessary by the Master, it is to be carried out in
and a separate stripping system having a capacity consistent
compliance with the relevant requirements of SOLAS Ch VI
with the design loading rate.
Reg.7.3. To this end a new loading plan is to be agreed with
the loading terminal. 5.1.2 Arrangements are to be made for synchronizing the
de-ballasting rate with the loading rate, as well as in time
4 Hull requirements starting of the stripping operations.
5.1.3 Where provided, the ballast water treatment system is

4.1 General to be designed for the maximum expected de-ballasting
4.1.1 The Master is to ensure that the ship’s manoeuvring rate.
capability upon arrival in the loading port in (light) ballast
condition is adequate for berthing at the designated loading 5.2 Ballast piping
terminal, taking into consideration the environmental con-
ditions (e.g. wind, waves and current) and the port lay-out 5.2.1 Ballast main and branch lines are to have sufficient
(e.g. available space for turning and air draught). diameter so that the sea water velocity in those lines does
not exceed the limits stated in Pt C, Ch 1, Sec 10, [5.8.2], in
4.1.2 During each loading step, the de-ballasting opera- all de-ballasting configurations (depending on the number
tions are to be completed within the same time as the cargo of ballast pumps in operation and number of ballast tanks
loading operations. served simultaneously).
4.2 Hull structure 5.3 Control and monitoring

4.2.1 The hull girder strength and local strength are to com- 5.3.1 Ballast pumps and all valves necessary for the de-bal-
ply with the relevant requirements of Pt B during each load- lasting and stripping operations are to be capable of being
ing step of the applicable loading sequences, as defined in controlled from the cargo loading station and / or ballast
[2.2.1]. Intermediate stages of loading and de-ballasting are control station.
to be taken into consideration to ensure that the most severe
situation during the loading step is covered. 5.3.2 Ballast tanks are to be fitted with level sensors feed-
ing tank sounding levels to the loading computer and pro-
4.2.2 The ship structure is to withstand the design loading viding a remote indication in the cargo loading station.
rate, as defined in [2.1].
5.3.3 Fuel oil tanks for storage of bunkers are to be fitted
4.2.3 During each loading step, the filling level in each with level sensors feeding tank sounding levels to the load-
cargo hold is to remain within the permissible limits of the ing computer and providing a remote indication in the
applicable hold mass curves as defined in [2.3]. cargo loading station.

Pt E, Ch 10, Sec 16

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Rules for the Classification of

PART E – Additional Class Notations

NR 467.E2 DT R05 E July 2011

Chapter 1 VeriSTAR SYSTEM (STAR)

2 Bureau Veritas July 2011

Section 1 General Requirements

Section 2 Additional Requirements for Ships of Less than 65 m in Length

Section 3 Additional Requirements for Cargo Ships Greater than or Equal to

July 2011 Bureau Veritas 3

Section 5 Additional Requirements for Yachts

4 Bureau Veritas July 2011

Section 1 General Requirements

July 2011 Bureau Veritas 5

Section 2 Additional Requirements for Notation REF-CARGO

Section 3 Additional Requirements for Notation REF-CONT

6 Bureau Veritas July 2011

Section 4 Additional Requirements for Notation REF-STORE

July 2011 Bureau Veritas 7

Section 2 Hull and Stability

8 Bureau Veritas July 2011

July 2011 Bureau Veritas 9

Section 1 General Requirements

Section 2 Design Requirements for the Notations CLEANSHIP and

Section 3 Design Requirements for the Pollution Prevention Notations other

10 Bureau Veritas July 2011

Section 4 Onboard Surveys

July 2011 Bureau Veritas 11

Section 1 Strengthened Bottom (STRENGTHBOTTOM)

Section 2 Grab Loading (GRABLOADING)

Section 3 In-Water Survey Arrangements (INWATERSURVEY)

Section 4 Single Point Mooring (SPM)

12 Bureau Veritas July 2011

Section 5 Container Lashing Equipment (LASHING)

July 2011 Bureau Veritas 13

Section 6 Dynamic Positioning (DYNAPOS)

14 Bureau Veritas July 2011

Section 7 Vapour Control System (VCS)

Section 8 Cofferdam Ventilation (COVENT)

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Section 10 Ship Manoeuvrability (MANOVR)

Section 11 Cold Weather Conditions COLD (H tDH, E tDE)

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Section 12 Efficient Washing of Cargo Tanks (EWCT)

Section 13 Protected FO Tanks (PROTECTED FO TANKS)

Section 14 Increased Admissible cargo Tank Pressure (IATP)

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COMFORT ON BOARD (COMF)

SECTION 1 GENERAL REQUIREMENTS

SECTION 2 ADDITIONAL REQUIREMENTS FOR SHIPS OF LESS THAN 65 M IN

SECTION 3 ADDITIONAL REQUIREMENTS FOR CARGO SHIPS GREATER

SECTION 4 ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS

SECTION 5 ADDITIONAL REQUIREMENTS FOR YACHTS

NCR : Normal continuous rating of the propulsion

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SECTION 1 GENERAL REQUIREMENTS

1 General 1.2 Basic principles

1.2.1 Granting of the comfort grade is made on the basis of

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